Elliott Avenue Pilot Closure Project
Initial Study / Proposed Mitigated Negative Declaration January 2021
ATTACHMENT 2
SRJC Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND
Initial Study/Proposed Mitigated Negative Declaration
Elliott Avenue Pilot Closure Project
Prepared for:
Sonoma County Junior College District
1501 Mendocino Avenue
Santa Rosa, CA 95401
Prepared by:
GHD
2235 Mercury Way, Suite 150
Santa Rosa, California 95407
January 2021
SRJC Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page i Table of Contents
Project Information ..................................................................................................................... 1-1 Introduction and CEQA Requirements ........................................................................... 1-1 CEQA Lead Agency Contact Information ....................................................................... 1-2 Project Background ........................................................................................................ 1-2 Project Description ......................................................................................................... 1-2 Environmental Protection Actions Incorporated into the Project .................................... 1-4 Required Agency Approvals ........................................................................................... 1-5 Tribal Consultation .......................................................................................................... 1-5 Environmental Factors Potentially Affected ............................................................................... 2-1 Environmental Analysis .............................................................................................................. 3-1 Aesthetics ....................................................................................................................... 3-1 Agriculture and Forest Resources .................................................................................. 3-3 Air Quality ....................................................................................................................... 3-4 Biological Resources ...................................................................................................... 3-8 Cultural Resources ....................................................................................................... 3-10 Energy .......................................................................................................................... 3-12 Geology and Soils ........................................................................................................ 3-14 Greenhouse Gas Emissions ......................................................................................... 3-16 Hazards and Hazardous Materials ............................................................................... 3-18 Hydrology and Water Quality ........................................................................................ 3-21 Land Use and Planning ................................................................................................ 3-24 Mineral Resources ........................................................................................................ 3-26 Noise ............................................................................................................................. 3-27 Population and Housing ............................................................................................... 3-30 Public Services ............................................................................................................. 3-31 Recreation .................................................................................................................... 3-32 Transportation............................................................................................................... 3-33 Tribal Cultural Resources ............................................................................................. 3-37 Utilities and Service Systems ....................................................................................... 3-39 Wildfire .......................................................................................................................... 3-41 Mandatory Findings of Significance ............................................................................. 3-42 References ................................................................................................................................. 4-1 Report Preparers ....................................................................................................................... 5-1 Sonoma County Junior College District .......................................................................... 5-1 GHD Inc. ......................................................................................................................... 5-1 Sub-consultants .............................................................................................................. 5-1
SRJC Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page ii
Table index
Table 3.3-1 Operational Air Pollutant Emissions (2020) ...................................................................... 3-6 Table 3.3-2 Operational Air Pollutant Emissions (2040) ...................................................................... 3-7 Table 3.8-1 Operational Greenhouse Gas Emissions ......................................................................... 3-16 Table 3.13-1 Existing Noise Levels on Project-affected Roadway Segments ..................................... 3-28 Table 3.13-2 Operational Noise Levels on Project-affected Roadway Segments ............................... 3-29 Table 3.17-1 Existing Peak Hour Intersection Levels of Service ......................................................... 3-34 Table 3.17-2 Estimated Vehicle Miles Traveled (VMT) ....................................................................... 3-35
Figure index
Figure 1 Regional Location Map .......................................................................................................... 1-6 Figure 2 Project Area ........................................................................................................................... 1-7
Appendix Index
Appendix A – Circulation Study
Appendix B – Air Quality and Greenhouse Gas Assessment
Appendix C – Noise Assessment
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 1-1 Project Information
Introduction and CEQA Requirements
The Sonoma County Junior College District (District), serving as the California Environmental Quality Act (CEQA) Lead Agency, has prepared this Initial Study to provide the public, responsible agencies, and trustee agencies with information about the potential environmental effects of the proposed Elliott Avenue Pilot Closure Project (hereafter referred to as the “project”). The proposed project is an initiative between the District and the City of Santa Rosa to evaluate the potential for improved student and pedestrian circulation and safety along Elliott Avenue. The pilot project would involve closure of an approximately 500-foot segment of Elliott Avenue between the western and eastern driveways of the Emeritus Circle parking lot at the Santa Rosa Junior College (SRJC) campus during the Fall 2021 and Spring 2022 semesters. The closed segment would be dedicated for use by students and pedestrians to more safely connect campus facilities north and south of Elliott Avenue. The closed section would remain accessible to first responders, including ambulances and Santa Rosa Fire and Police Department vehicles, but would be closed to normal vehicular traffic. During the pilot phase, the Junior College District and the City of Santa Rosa would monitor the local roadway system in the neighborhood to directly observe changes in circulation and traffic diversion patterns.
As the proposed project would first be in a pilot phase, the closure may or may not be permanent depending on the success of the project in its pilot form. Permanent closure, if proposed by the District and the City of Santa Rosa, would be considered in Fall of 2022, pending future approvals.
The purpose of this Initial Study is to provide a basis for deciding whether to prepare an Environmental Impact Report, a Mitigated Negative Declaration or a Negative Declaration. This Initial Study has been prepared to satisfy the requirements of CEQA (Public Resources Code, Div 13, Sec 21000-21177) and the State CEQA Guidelines (California Code of Regulations, Title 14, Sec 15000- 15387). Section 15063(d) of the CEQA Guidelines states the content requirements of an Initial Study as follows:
1. A description of the project including the location of the project;
2. An identification of the environmental setting;
3. An identification of environmental effects by use of a checklist, matrix, or other method, provided that entries on a checklist or other form are briefly explained to indicate that there is some evidence to support the entries;
4. A discussion of the ways to mitigate the significant effects identified, if any;
5. An examination of whether the project would be consistent with existing zoning, plans, and other applicable land use controls; and
6. The name of the person or persons who prepared or participated in the Initial Study.
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 1-2 CEQA Lead Agency Contact Information
The CEQA lead agency for the project is the Sonoma County Junior College District. The contact person at the District for this project is:
Serafin Fernandez, Senior Director, Capital Projects
Sonoma County Junior College District
1501 Mendocino Avenue
Santa Rosa, CA 95401
Email: [email protected]
Phone: 707-524-1704
Project Background
The District’s 2016 SRJC Facilities Master Plan endeavors to create a more pedestrian and bicycle friendly SRJC campus and notes that Elliott Avenue presents challenges for pedestrian traffic due to the presence of vehicle traffic on the street. Elliott Avenue is an approximately 0.5- mile two-way transitional/collector street extending from Mendocino Avenue to the east and Armory Drive to the west. Existing SRJC instructional and administrative facilities are located both north and south of Elliott Avenue, requiring students and staff to cross the roadway during college hours. District staff have observed near collisions between vehicles and pedestrians on several occasions.
Restricting vehicular traffic along a portion of Elliott Avenue as a way to calm traffic in the project area is identified as a Vision Plan recommendation in the District’s 2016 SRJC Facilities Master Plan. The closure of the roadway to vehicular traffic is intended to have a beneficial effect on safety for alternative modes of circulation since it would eliminate conflict with motor vehicles between the east and west driveways of the SRJC Emeritus Circle parking lot, thereby allowing for greater pedestrian connectivity across the campus . Because the pilot project would split the existing continuous segment of Elliott Avenue into two shorter segments, it is also reasonable to expect a reduct ion in travel speeds on the two remaining segments of Elliott Avenue on either side of the closure.
Project Description
1.4.1 Project Location and Setting
The proposed pilot project would be located along an approximately 500- foot segment of Elliott Avenue adjacent to the SRJC campus in the City of Santa Rosa, Sonoma County. Specifically, the project would be located along the portion of Elliott Avenue between the existing western and eastern driveways of the SRJC Emeritus Circle parking lot (see Figure 1, Regional Location Map and Figure 2, Project Area).
Elliott Avenue is a two-way transitional/collector street extending from Mendocino Avenue to the east and Armory Drive to the west. Intervening roadway intersections along Elliott Avenue include intersections at Salem Avenue, Albany Drive, and Illinois Avenue, as well as SRJC parking lot driveways at Emeritus Circle, Scholars Drive, and Planetarium Drive. Sidewalks are present along both sides of Elliott Avenue within the project area. Non-signalized pedestrian crosswalks are located across Elliott Avenue at the western and eastern driveways to the Emeritus Circle parking lot, and a signalized mid-block pedestrian crosswalk is located next to Frank P. Doyle Library and the Bertolini Student Center. Additional non-signalized pedestrian crosswalks are located across Elliott Avenue
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 1-3 at Armory Drive, Nordyke Avenue, Albany Drive, and Salem Avenue.
Surrounding land uses include residential neighborhoods between Elliott Avenue and Steele Lane to the north, commercial land uses off of Clement Avenue and Mendocino Avenue to the east, the SRJC campus, Santa Rosa High School, Ridgway High School, and residential neighborhoods to the south, and residences, SRJC facilities, Armory Drive, and Highway 101 to the west.
No public transit routes or facilities are located along Elliott Avenue. Santa Rosa CityBus operates Routes 1 and 7 along Mendocino Avenue and Route 19 along Steele Lane. The nearest stops to the project site for Routes 1 and 7 are at Dexter Street, less than one- half mile from the project site.
Sonoma County Transit operates numerous routes in the vicinity of the project, including Routes 20, 20X, 30, 30X, 44, 44X, 48, 48X, 54, 57, 60, 60X, and 62 which stop at the intersection of Mendocino Avenue/Silva Avenue, less than one -half mile from the project site. The project site is located approximately one mile from the North Santa Rosa SMART station.
1.4.2 Project Characteristics
The proposed pilot project would close an approximately 500 -foot segment of Elli ott Avenue to vehicular traffic between the western and eastern driveways of the Emeritus Circle parking lot at the SRJC (see Figure 2, Project Area). The section of Elliott Avenue that would be closed to vehicular traffic would be dedicated for student, pedestrian and bicycle crossing to more safely connect SRJC facilities north and south of Elliott Avenue.
The project would begin with a pilot phase in which vehicle barriers would be installed across each end of the closed roadway segment to restrict normal vehicle traffic. Vehicle barriers may include electric driven swinging or sliding driveway gates installed across the roadway , concrete planters, and other similar types of vehicle barriers. Signs and roadway striping would be completed per City of Santa Rosa and Caltrans standards, respectively. Existing r aised roadway markers would be removed from the closed street section to eliminate potential tripping hazards.
Access through the vehicle barrier gates would be made available for ambulances, Santa Rosa Fire and Police protection, and other first responders. Access also would be maintained for City of Santa Rosa utility and public works staff and utility company vehicles for maintenance of existing utilities and service systems located within the roadway.
The project would not generate new traffic, however, the closed roadway segment would result in a redistribution of existing traffic to other surrounding roadways. Most of the existing traffic that would be diverted through the adjacent neighborhood north of Elliott Avenue would be local residents that currently use Elliott Avenue to travel out of their neighborhood. These trips would occur along other routes instead, including through the neighborhood to Steele Lane. A circulation study prepared for the project evaluates the effects of potential traffic diversions along such roadways, as well as primary roadways including Armory Drive, Steele Lane and Mendocino Avenue (W-Trans 2020, Appendix A).
The District anticipates the pilot project closure would occur during the Fall 2021 and Spring 2022 semesters. During the pilot phase, the District and the City of Santa Rosa would monitor the local roadway system in the neighborhood to directly observe c hanges in circulation and traffic diversion patterns. The District and City of Santa Rosa would also conduct additional public outreach prior to any long term consideration of a permanent closure of the street section. As this project would first be in a pilot phase, the closure may or may not be permanent depending on the success of the project in its pilot form. Permanent closure, if approved by the District Board of Trustees and the City of Santa Rosa, would potentially be considered in Fall of 2022, pending future approvals.
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 1-4
1.4.3 Construction Information
The District anticipates that pilot project construction would commence in Summer 2021 and require approximately one to two months to complete. Construction activities would generally occur Monday to Friday, 7 AM to 7 PM. The project is not anticipated to require night time construction work or construction on weekends or legal holidays.
The primary vehicle and haul truck route to the project site is anticipated to be Armory Drive to Elliott Avenue and Mendocino Avenue to Elliott Avenue. This would include transport of construction vehicles and equipment, as well as delivery and storage of construction materials. The contractor may also secure a job site trailer and portable sanitary facilities.
Construction activities would include installation of vehicle barriers, signs, roadway striping, and removal of raised roadway markers within the closed street section to eliminate potential t ripping hazards. Construction equipment to be used would include, but not necessarily be limited to, backhoes, front end skip loader, concrete saws, asphalt road pavers, compactors, air compressors, generator sets, and pneumatic tools. A variety of trucks including cement mixers, haul trucks, and water trucks may also be required. Construction would require the removal and off-haul of materials.
Construction of any permanent roadway barriers, pending future approval, would require approximately one to two additional months to complete and would be similar in nature to the construction activities described above.
Environmental Protection Actions Incorporated into the
Project
The following actions are included as part of the project to reduce or avoid potential adverse air quality effects that could result during construction of the project. Additional mitigation measures are presented in the following analysis sections in Chapter 3 , Environmental Analysis. Environmental protection actions and mitigation measures, together, will be included in a Mitigation Monitoring Program at the time that the project is considered for approval.
1.5.1 Environmental Protection Action 1 – BAAQMD Construction Measures
To limit dust, criteria pollutants, and precursor emissions assoc iated with the construction activity, the District will include the following Bay Area Air Quality Management District (BAAQMD) recommended Basic Construction Measures in construction contract specifications for the project:
All exposed surfaces (e.g. parking areas, staging areas, soil piles, graded areas, and unpaved access roads) shall be watered two times per day;
All haul trucks transporting soil, sand, or other loose material off-site shall be covered or shall have at least two feet of freeboard;
All visible mud or dirt tracked-out onto adjacent public roads shall be removed using wet power vacuum street sweepers at least once per day. The use of dry power sweeping shall be prohibited;
All vehicle speeds on unpaved areas shall be limited to 15 miles per hour; All paving shall be completed as soon as possible after trenching work is finished; Idling times shall be minimized either by shutting equipment off when not in use or reducing the maximum idling time to five minutes (as required by the California airborne toxics control
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 1-5 measure Title 13, Section 2485 of California Code of Regulations). Clear signage shall be provided for construction workers at all access points; All construction equipment shall be maintained and properly tuned in accordance with manufacturer’s specifications. All equipment shall be checked by a certified mechanic and determined to be running in proper condition prior to operation; A publicly visible sign shall be posted with the telephone number and person to contact at the Junior College District regarding dust complaints. This person shall respond and take corrective action within 48 hours. The Air District’s phone number shall also be visible to ensure compliance with applicable regulations.
Required Agency Approvals
The following approvals and permits would be required for the project:
Adoption of Mitigated Negative Declaration and Project approval by the District Board of Trustees
Project approval by the Santa Rosa City Council
Encroachment Permit approval from the Santa Rosa Department of Transportation and Public Works
Tribal Consultation
The District has not received requests for notification of proposed projects from California Native American tribes pursuant to Public Resources Code Section 21080.3.1. See Section 3.18, Tribal Cultural Resources, for additional information.
Bear Cub Way
Elliott Ave
Richmond Dr
Steele Ln
Mendocino Ave
Albany Dr
Highway 101
Armory Dr
Scholars Dr
Burbank Cir
Nordyke Ave
Dexter St
Illinois St
Salem Ave
SRJC
CAMPUS
Emeritus Cir
Parking Lot
Guerneville Rd
Edwards Ave
Jennings Ave
Frances St
County Center Dr
FIGURE 1
0 800400
Feet
Project No.
Revision No. -
11194722
Date 08/20/2020
Elliott
Avenue Pilot Closure Project
Map Projection: Lambert Conformal Conic
Horizontal Datum: North American 1983
Grid: NAD 1983 StatePlane California II FIPS 0402 Feet
Paper Size ANSI A
o
Data source: . Created by: rmremillard\\ghdnet\ghd\US\Santa Rosa\Projects\561\11194722\GIS\Maps\Deliverables\11194722_01_Regional_Location.mxd Print date: 20 Aug 2020 - 13:18
Regional Location Map
Legend
SRJC Campus
Proposed Elliott Ave
Closure Segment
Wd
Wd
Elliott Ave
Richmond Dr
Mendocino Ave
Albany Dr
Burbank Cir
Emeritus Cir Parking Lot
Bussman
Hall
Kunde Hall
Emeritus
Hall Plover
Hall
Race
Building
Doyle
Hall
Analy
Hall
Bertolini
Student
Center
Emeritus Cir
Newman
Auditorium
Emeritus Cir
Bech
Hall
Pioneer
Hall
Shuhaw Hall
Emeritus Circle Parking Lot
Driveways to Remain Open
Salem Ave
FIGURE 2
0 100 200
Feet
Project No.
Revision No. -
11194722
Date 08/20/2020
Elliott Avenue Pilot Closure Project
Map Projection: Lambert Conformal Conic
Horizontal Datum: North American 1983
Grid: NAD 1983 StatePlane California II FIPS 0402 Feet
Paper Size ANSI A
o
Data source: . Created by: rmremillard\\ghdnet\ghd\US\Santa Rosa\Projects\561\11194722\GIS\Maps\Deliverables\11194722_02_Project_Area_Rev 2.mxd Print date: 20 Aug 2020 - 15:24
Project Area
Legend
Proposed Elliott Ave
Closure Segment
Wd
Concrete Barrier
and Swing Gate
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 2-1 Environmental Factors Potentially Affected
The environmental factors checked below would be potentially affected by this project, involving at least one impact that is a “Potentially Significant Impact” as indicated by the checklist on the following pages. Where checked below, the topic with a potentially significant impact will be addressed in an environmental impact report:
Aesthetics Greenhouse Gas
Emissions
Public Services
Agricultural & Forestry
Resources
Hazards & Hazardous
Materials
Recreation
Air Quality Hydrology/Water Quality Transportation
Energy Land Use/Planning Tribal Cultural Resources
Biological Resources Mineral Resources Utilities/Service Systems Cultural Resources Noise Wildfire
Geology/Soils Population/Housing Mandatory Findings of Significance
DETERMINATION (To be completed by the Lead Agency)
On the basis of this initial evaluation:
I find that the proposed project COULD NOT have a significant effect on the environment, and
a NEGATIVE DECLARATION would be prepared.
I find that although the proposed project could have a significant effect on the environment, t
here would not be a significant effect in this case because revisions in the project have been made by or agreed to by the project proponent. A MITIGATED NEGATIVE DECLARATION would be prepared.
I find that the proposed MAY have a significant effect on the environment, and an EN
VIRONMENTAL IMPACT REPORT is required.
I find that the proposed project MAY have a “potentially significant impact” or “potentially s
ignificant unless mitigated” impact on the environment, but at least one effect: (1) has been adequately analyzed in an earlier document pursuant to applicable legal standards, and (2) has been addressed by mitigation measures based on the earlier analysis as described on attached sheets.
An ENVIRONMENTAL IMPACT REPORT is required, but it must analyze only the effects that remain to be addressed.
I find that the proposed project MAY have a “potentially significant impact” or “potentially s
ignificant unless mitigated” impact on the environment, but at least one effect: (1) has been adequately analyzed in an earlier document pursuant to applicable legal standards, and (2) has been avoided or mitigated pursuant to that earlier EIR or NEGATIVE DECLARATION, including revisions or mitigation measures that are imposed upon the proposed project, nothing further is required. ________ ____________
Date
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-1 Environmental Analysis
Aesthetics
Potentially
Significant
Impact
Less-than-
Significant with
Mitigation
Incorporated
Less-than-
Significant
Impact
No
Impact
Except as provided in Public Resources
Code Section 21099, would the project:
a) Have a substantial adverse effect
on a scenic vista?
b) Substantially damage scenic
resources, including, but not limited
to, trees, rock outcroppings, and
historic buildings within a state
scenic highway?
c) In non-urbanized areas,
substantially degrade the existing
visual character or quality of public
view of the site and its
surroundings? (Public Views are
those that are experienced from
publicly accessible vantage point).
If the project is in an urbanized
area, would the project conflict with
applicable zoning and other
regulations governing scenic
quality?
d) Create a new source of substantial
light or glare which would adversely
affect day or nighttime views in the
area?
a) Have a substantial adverse effect on a scenic vista? (No Impact) Scenic vistas listed in the Santa Rosa General Plan include natural ridgelines, views of the Sonoma Mountain foothills, and the natural landmarks such as Taylor Mountain and Bennett Mountain. The project site is located more than four miles from the Sonoma Mountain foothills, including Taylor Mountain and Bennett Mountain. N o existing views of the Sonoma Mountain foothills, Taylor Mountain, or Bennett Mountain from the project site occur due to intervening topography and vegetation and/or distance. Additionally, t he project is not located along a hillside or ridgeline and would not obstruct existing views of ridgelines and foothills. No impact would result. b) Substantially damage scenic resources, including, but not limited to, trees, rock outcroppings, and historic buildings within a state scenic highway? (No Impact) The project site is located approximately one- quarter mile east of US 101 at the closest point. The US 101 corridor within the project area is not listed as a state designated scenic highway nor an eligible state scenic highway (Caltrans 2019). No impact would result.
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-2 c) In non-urbanized areas, substantially degrade the existing visual character or quality of public view of the site and its surroundings? (Public Views are those that are experienced from publicly accessible vantage point). If the project is in an urbanized area, would the project conflict with applicable zo ning and other regulations governing scenic quality? (Less than Significant)
The project site consists of an approximately 500-foot segment of Elliott Avenue adjacent to the SRJC in an urbanized portion of Santa Rosa. There is no applicable zoning district for the roadway section of Elliott Avenue roadway, and Elliott Avenue is not identified within the Santa Rosa General Plan or the Santa Rosa Zoning Code as a designated scenic roadway . Additionally, Elliott Avenue is not identified within the Santa Rosa General Plan as a city entry or corridor, nor is it located within an area identified by the General Plan as having scenic character such as natural waterways or hillsides.
For the reasons described above, the project does not conflict with appli cable zoning and other regulations concerning scenic quality. The impact of changes to Elliott Avenue would be less than significant.
The existing zoning for the SRJC campus located adjacent to the project area is PI (Public and Institutional). This district applies to areas appropriate for public facilities, including public schools.
The visual setting of the SRJC campus is characterized primarily by a variety of higher education architectural styles, mature trees, and a park -like atmosphere created by l andscaping, communal open space, and pedestrian pathways. Adjacent SRJC facilities south of Elliott Avenue in the project area include Doyle Library, Bertolini Student Center, Bussman Hall and pedestrian paths. SRJC facilities north of Elliott Avenue in the project area include Emeritus Hall, Race Building, Plover Hall and a student courtyard. The project would include installation of vehicle barriers at either end of the proposed closure segment, including electric driven swinging or sliding driveway gates installed across the roadway, concrete planters, or other similar types of vehicle barriers. Signs and roadway striping would be completed per City of Santa Rosa and Caltrans standards, respectively. The proposed improvements would not require the rem oval of mature trees along Elliott Avenue. The improvements would result in a low level of change in the physical characteristics of the existing environmental and would be compatible with the existing visual character of the campus. The project does not conflict with applicable zoning and other regulations concerning scenic quality. The impact related to changes to the visual quality of the SRJC campus would be less than significant. d) Create a new source of substantial light or glare which would adversely affect day or nighttime views in the area? (No Impact)
Nighttime construction would not be required for the project. Therefore, no exterior lighting would be required during construction. The existing project area is currently lighted and the proposed pilot project does not proposed any new additional lighting. No impact would result.
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-3 Agriculture and Forest Resources
Potentially
Significant
Impact
Less-than-
Significant with
Mitigation
Incorporated
Less-than-
Significant
Impact
No
Impact
Would the project:
a) Convert Prime Farmland, Unique
Farmland, or Farmland of Statewide
Importance (Farmland), as shown on
the maps prepared pursuant to the
Farmland Mapping and Monitoring
Program of the California Resources
Agency, to non-agricultural use?
b) Conflict with existing zoning for
agricultural use, or a Williamson Act
contract?
c) Conflict with existing zoning for, or
cause rezoning of, forest land (as
defined in Public Resources Code
section 12220(g)), timberland (as
defined by Public Resources Code
section 4526), or timberland zoned
Timberland Production (as defined by
Government Code section 51104(g))?
d) Result in the loss of forest land or
conversion of forest land to non-forest
use?
e) Involve other changes in the existing
environment which, due to their
location or nature, could result in
conversion of Farmland, to non-
agricultural use or conversion of forest
land to non-forest use?
a-e) Convert Farmland or Forest? (No Impact)
The project site is not located on land designated as Prime Farmland, Unique Farmland, or Farmland of Statewide Importance (CDC 2016), or on land enrolled in a Williamson Act contract (CDC 2013).
The project would not be constructed on land zoned for agricultural, forest land, or timberland uses.
Thus, the project would not convert Important Farmland, land under a Williamson Act contract, or forest land to other uses, nor conflict with zoning for agricultural or forestry uses. No impact to agriculture or forestry resources would result.
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-4 Air Quality
Potentially
Significant
Impact
Less-Than-
Significant With
Mitigation
Incorporation
Less-Than-
Significant
Impact
No
Impact
Where available, the
significance criteria established
by the applicable air quality
management district or air
pollution control district may be
relied upon to make the
following determinations. Would
the project:
a) Conflict with or obstruct
implementation of the
applicable air quality plan?
b) Result in a cumulatively
considerable net increase
in any criteria pollutant for
which the project region is
non-attainment under an
applicable federal or state
ambient air quality
standard?
c) Expose sensitive receptors
to substantial pollutant
concentrations?
d) Result in other emissions
(such as those leading to
odors) adversely affecting
a substantial number of
people?
An Air Quality Assessment was prepared for the project (Illingworth & Rodkin 2020a, Appendix B).
The air quality analysis utilizes the thresholds of significance, screening criteria, and impact assessment methodologies presented in the 2017 BAAQMD CEQA Air Quality Guidelines (BAAQMD 2017a).
a) Conflict with or obstruct implementation of the applicable air quality plan? ( No Impact)
The Bay Area 2017 Clean Air Plan is the most recently adopted regional air quality plan that pertains to the project (BAAQMD 2017b ). The primary g oals of the 2017 Clean Air Plan are to protect air quality, public health, and the climate. As shown in Impacts “b” and “c”, the project would not result in a cumulatively considerable net increase in any criteria pollutant for which the project region is non-attainment or expose sensitive receptors to substantial pollutant concentrations. Therefore, the proposed project would not conflict with the primary goals of the Clean Air Plan. The 2017 Clean Air Plan contains 85 individual control measures in nine economic sectors . The control measures are not directly applicable to the project, and the project would not disrupt or hinder implementation of any control measure. In addition, the project would not result in a growth in population or jobs in the project area; therefore, the project would not exceed the growth assumptions contained in the 2017 Clean Air Plan. Overall, the project would not conflict with or obstruct implementation of the Clean Air Plan. No impact would result.
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-5 b) Result in a cumulatively considerable net increase in any criteria pollutant for which the project region is non-attainment under an applicable federal or state ambient air quality standard? (Less than Significant)
The project is located within the San Francisco Bay A rea Air Basin, which is considered a non - attainment area for ground- level ozone and PM 2.5 under both the Federal Clean Air Act and the California Clean Air Act. The area is also considered non -attainment for PM 10 under the California Clean Air Act, but not the federal act. The area has attained both State and Federal ambient air quality standards for carbon monoxide. As part of an effort to attain and maintain ambient air quality standards for ozone, PM 2.5 and PM10, the BAAQMD has established thresholds of significance for these air pollutants and their precursors. These thresholds apply to both construction period and operational period impacts.
Ozone is not emitted directly into the air, but is a regional pollutant formed by a photochemical reaction in the atmosphere. Reactive organic gases (ROG) and nitrogen oxides (NOx) are ozone precursors that react in the atmosphere in the presence of sunlight to form ozone. Therefore, the BAAQMD does not have a recommended ozone threshold, but has regional thresholds of significance for project-emitted ROG and NOx.
Construction
Construction activities are anticipated to take approximately one to two months to complete for the pilot study, and an additional one to two months for any future permanent improvements. Construction activities would include installation of vehicle barriers, signs, roadway striping, and removal of raised roadway markers within the closed street section to eliminate potential tripping hazards. The types of air pollutants gener ated by construction activities are typically NOx and particulate matter.
Construction activities would temporarily increase levels of PM
2.5 and PM10 downwind of construction
activity. These are temporary emissions that vary considerably from day -to-day and by the type of equipment and weather. In addition, carbon monoxide (CO) and ROG are emitted during operation of gas and diesel-powered construction-equipment.
The BAAQMD’s CEQA Air Quality Guidelines provides screening criteria for determining if a project could potentially result in significant construction -phase impacts from criteria pollutants and ozone precursors. The project type, traffic calming, is not identified in the BAAQMD’s CEQA Guidelines.
However, the size, duration, and scale of the project is substantially smaller than the screening levels for other types of projects identified in the BAAQMD CEQA Guidelines. The project would not include demolition activities that would require the removal of asbestos, would not involve the simultaneous occurrence of more than two construction phases, and does not include more than one land-use type.
The project would not involve extensive site preparation or material transport. Additionally, as summarized in Section 1.5, “Environmental Protection Actions Incorporated into the project,” implementation of Environmental Protection Action 1 is included as part of the project, requiring contractor agreements for implementing the BAAQMD basic dust abatement actions. The project meets the screening criteria recom mended by the BAAQMD and, therefore, the potential impact to air quality from criteria air pollutants is considered less than significant.
For construction-related PM
2.5 and PM10 dust, the BAAQMD recommends incorporation of the basic dust abatement actions to reduce localized dust impacts to less than significant. As summarized above, implementation of Environmental Protection Action 1 is included as part of the project, requiring contractor agreements for implementing the BAAQMD basic dust abatement acti ons.
Therefore, the proposed project would meet the BAAQMD’s construction-related threshold for fugitive dust (PM10 and PM2.5). The construction-related impact would be less than significant.
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-6 Operation
Localized high levels of CO, referred to as CO hotspots, are associated with traffic congestion and idling or slow -moving vehicles. For evaluating operational impacts, the BAAQMD recommends a screening analysis to determine if a project has the potential to contribute to a CO hotspot, which the BAAQMD identifies as increasing traffic volumes at nearby intersections to more than 44,000 vehicles per hour. Comparatively, the busiest project -area intersection (Illinois Avenue and Country Center Drive) would hav e approximately 5,056 vehicles during the highest peak hour period during in the future plus project scenario. Therefore, there is no CO hotspot in the project area, and the project would not generate traffic levels that would create a CO hotspot.
The purpose of the project is to redirect traffic away from a busy pedestrian street crossing located on the SRJC campus. The project would not generate any new vehicle trips or include any stationary sources of air pollutants . However, closing a portion of Ellio tt Avenue would affect traffic on other local roadways around the SRJC campus, as drivers would need to take different routes to get to their destinations. The local roadways that could be affected include Bear Cub Way, Clement Avenue, Salem Avenue, Albany Drive, Nordyke Avenue, Victor Drive, Oliver Lane, Illinois Avenue, and Sucher Lane. The primary operational air quality impact would be associated with changes to traffic that may affect air pollutant emissions. Air pollutant emissions (ROG, NO X, PM10, and PM2.5) were estimated
for both existing conditions and conditions with the closure of a section of Elliott Avenue. Emissions were estimated under both existing year (2020) and future year (2040) traffic conditions. To estimate emissions, average daily weekday traffic (ADT) was estimated for each project -affected roadway segments. The ADT for each segment was then multiplied by the distance of that segment to estimate the vehicle miles traveled (VMT) for the segment. Emissions factors specific to Sonoma County were developed for the criteria pollutants using EMFAC2017.
Table 3.3-1 and 3.3-2 summarize the results of the emission analysis. The analysis determined that the project is anticipated to result in a reduction in VMT comparative to existing conditions, and that the project would result in an overall decrease in operational traffic-related emissions. Therefore, the operational impact would be less than significant.
Table 3.3-1 Operational Air Pollutant Emissions (2020)
Condition
Pollutant (lbs/day)
ROG NOX PM10 PM2.5
Existing Conditions 4.39 27.51 21.79 3.62
With Project 3.06 19.06 15.58 2.57
Change Due to Project -1.33 -8.46 -6.2 -1.06
BAAQMD Significance Threshold 54 54 82 54
Significant Impact? No No No No
Source: Illingworth & Rodkin 2020a, Appendix B
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-7 Table 3.3-2 Operational Air Pollutant Emissions (2040)
Condition
Pollutant (lbs/day)
ROG NOX PM10 PM2.5
Existing Conditions 1.72 13.18 27.99 4.29
With Project 1.47 10.55 23.36 3.58
Change Due to Project -0.26 -2.63 -4.63 -0.71
BAAQMD Significance Threshold 54 54 82 54
Significant Impact? No No No No
Source: Illingworth & Rodkin 2020a, Appendix B
c) Expose sensitive receptors to substantial pollutant concentrations? (Less than Significant)
Sensitive receptors are defined by the BAAQMD as facilities or land uses that include members of the population that are particularly sensitive to the effects of air pollutants, such as children, the elderly, and people with illnesses. Construction equipment and heavy -duty truck traffic generate diesel particulate matter (DPM) exhaust, which is a known toxic air contaminant. DPM from equipment exhaust and PM2.5 pose potential health impacts to nearby receptors. The majority of heavy diesel equipment usage would occur during the site demolition and barrier installation. Total project construction is anticipated to take one to two months to complete. Given the short construction period and minimal amount of ground disturbance requiring heavy construction machinery, prolonged exposure of sensitive receptors to substantial pollutant concentrations would not occur. Additionally, as summarized in Section 1.5, “Environmental Protection Actions Incorporated into the project,” implementation of Environmental Protect ion Action 1 is included as part of the project, requiring contractors to minimize idling times for trucks and equipment to five minutes, as well as ensuring that construction equipment is maintained in accordance with manufacturer's specifications. The impact of construction-related emissions on sensitive receptors would be less than significant.
Following construction, project operation would not expose sensitive receptors to substantial pollutant concentrations as the project does not include any stationary source emissions or an increase in any mobile emissions. No long-term impact would result.
d) Result in other emissions (such as those leading to odors) adversely affecting a substantial number of people? (Less than Significant)
Implementation of the project would not result in major sources of odor. The project type is not one of the common types of facilities known to produce odors ( e.g., landfill, coffee roaster, wastewater treatment facility, etc.). Minor odors from the use of equipment during construction activities would be intermittent and temporary , and would dissipate rapidly from the source with an increase in distance. The impact would be less than significant.
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-8 Biological Resources
Potentially
Significant
Impact
Less-than-
Significant with
Mitigation
Incorporated
Less-than-
Significant
Impact
No
Impact
Would the project:
a) Have a substantial adverse effect, either
directly or through habitat modifications,
on any species identified as a candidate,
sensitive, or special-status species in
local or regional plans, policies, or
regulations, or by the California
Department of Fish and Game or U.S.
Fish and Wildlife Service?
b) Have a substantial adverse effect on
any riparian habitat or other sensitive
natural community identified in local or
regional plans, policies, regulations or
by the California Department of Fish and
Game or US Fish and Wildlife Service?
c) Have a substantial adverse effect on
state or federally protected wetlands
(including, but not limited to, marsh,
vernal pool, coastal, etc.) through direct
removal, filling, hydrological interruption,
or other means?
d) Interfere substantially with the
movement of any native resident or
migratory fish or wildlife species or with
established native resident or migratory
wildlife corridors, or impede the use of
native wildlife nursery sites?
e) Conflict with any local policies or
ordinances protecting biological
resources, such as a tree preservation
policy or ordinance?
f) Conflict with the provisions of an
adopted Habitat Conservation Plan,
Natural Community Conservation Plan,
or other approved local, regional, or
state habitat conservation plan?
a) Have a substantial adverse effect, either directly or through habitat modifications, on any species identified as a candidate, sensitive, or special-status species in local or regional plans, policies, or regulations, or by the California Department of Fish and Game or U.S. Fish and Wildlife Service? (No Impact) An evaluation of the existing biological setting on and near the project site was conducted to determine the potential for any special-status plants or animal species to occur. No occurrences of special-status wildlife species have been recorded on the project site or surrounding SRJC campus and residential neighborhood. There are no vernal pools, wetlands, creeks, rivers, riparian zones, ponds, lakes, marshes, or other open water bodies on or adjacent to the project site, nor any grasslands, woodlands, or open forests. Because of the lack of suitable habitat and the location of
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-9 the project in a developed environment, no special-status wildlife species are expected to occur within the project area. The project would include installation of vehicle barriers, signs, roadway striping, and removal of raised roadway markers within a portion of Elliott Avenue street section. The project site is comprised of the existing asphalted section of Elliott Avenue and contiguous surrounding hardscapes. Estimated construction noise levels in the project area would be temporary and moderate and not expected to effect potential nesting in off -site trees. Based on the existing conditions at the project site, no impact to special-status plant and wildlife species would result. b,c) Have a substantial adverse effect on any riparian habitat o r other sensitive natural community identified in local or regional plans, policies, regulations or by the California Department of Fish and Game or US Fish and Wildlife Service , including wetlands? (No Impact)
The project site is comprised of existing as phalted section of Elliott Avenue and contiguous hardscapes associated with sidewalks and driveways . The project site does not include riparian habitat or other sensitive natural communities, such as grasslands or wetlands (including marsh or vernal pools). No impact would result.
d) Interfere substantially with the movement of any native resident or migratory fish or wildlife species or with established native resident or migratory wildlife corridors, or impede the use of native wildlife nursery sites? (No Impact) The project site is located in an urbanized area and does not include waterways or other sensitive natural communities that provide wildlife movement corridors. The project would not interfere with the movement of native resident or migratory fish or wildlife species or with established native resident or migratory wildlife corridors. No impact would result. e) Conflict with any local policies or ordinances protecting biological resources, such as a tree preservation policy or ordinance? (No Impact) The proposed improvements would not require the removal or disturbance of biological resources, such as trees that are subject to the Santa Rosa tree ordinance. The project would not conflict with policies or ordinances protecting biological resources. No impact would result. f) Conflict with the provisions of an adopted Habitat Conservation Plan, Natural Community Conservation Plan, or other approved local, regional, or state habitat conservation plan? (No Impact)
No adopted Habitat Conservation Plan, Natural Community Conservat ion Plan, or other approved local, regional, or state habitat conservation plan exists for the project area. No impact would result.
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-10 Cultural Resources
Potentially
Significant
Impact
Less-than-
Significant with
Mitigation
Incorporated
Less-than-
Significant
Impact
No
Impact
Would the project:
a) Cause a substantial adverse change in
the significance of a historical resource
pursuant to §15064.5?
b) Cause a substantial adverse change in
the significance of an archaeological
resource pursuant to §15064.5?
c) Disturb any human remains, including
those interred outside of formal
cemeteries?
a) Cause a substantial adverse change in the significance of a historical resource pursuant to §15064.5? (No Impact)
The project would include installation of vehicle barriers, signs, roadway striping, and removal of raised roadway markers within a portion of the Elliott Avenue street section. Five buildings on the SRJC campus (Analy Hall, Garcia Hall, Burbank Auditorium, Tauzer Gym, and Baker Hall) possess sufficient historical significance and integrity for potential individual listing on the California Register, and a potential historic district encompassing seven resources (Analy Hall, Garcia Hall, Burbank Auditorium, Tauzer Gym, Legion Gate, the Pump House, and the park -like grounds) is potentially eligible for listing on the California Register (Carey & Co. 2018). The adjacent buildings to the project site, including the Bertolini Student Center, Plover Hall, Doyle Library, and Emeritus Hall, have not been found to possess sufficient historical significance and integrity for potential individual listing on the California Register and are not contributors to the potential SRJC historic district. The project would not result in an adverse change in the significance of a historical resource. No impact would result.
b) Cause a substantial adverse change in the significance of an archaeological resource pursuant to §15064.5? (Less than Significant with Mitigation) Construction of the project may require shallow excavations for electrical and structural elements of the swinging or sliding barrier gates that would be installed across the roadway . Such excavations would occur within areas that have been previously disturbed during the initial construction of the existing street section and underlying utilities. A previous cultural resources records and literature search completed for the SRJC campus found no previously recorded archaeological resources on the college campus. Similarly, a previous records search of the Native American Heritage Commission Sacred Lands File did not identify the presenc e of Native American cultural resources in the area. No information has become available to indicate that historic or archaeological resources were identified on the project site during construction of the existing school or roadway. Although no known archaeological resources have been identified within the project area, a remote potential exists for encountering previously undiscovered archaeological resources during project excavation activities if such activities extend beyond the existing roadway base. The impact is considered potentially significant.
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-11 Mitigation
Mitigation Measure CR -1 would reduce the impact to potential previously undiscovered archaeological resources to a less -than-significant level because a procedure to address discovery of unanticipated resources and to preserve and/or record those resources consistent with appropriate laws and requirements would be implemented.
Mitigation Measure CR-1: Minimize Impacts to Unknown Archaeological Resources
If potential archaeological resources are uncovered during construction, the District shall halt work and workers shall avoid altering the materials and their context. Project personnel shall not collect cultural materials. Prehistoric materials might include obsidian and/or chert flaked-stone tools such as projectile points, knives, or scraping implements; the debris from making, sharpening, and using them (“debitage”); culturally darkened soil containing shell, dietary bone, heat-altered rock, and carbonized plant material (“midden”); or stone milling equipment such as mortars, pestles, handstones, or milling slabs. A qualified professional archaeologist shall evaluate the find and provide appropriate recommendations. If the archaeologist determines that the find potentially qualifies as a unique archaeological resource for purposes of CEQA (CEQA Guidelines Section 15064.5[c][3]), all work must remain stopped in the immediate vicinity to allow the archaeologist to evaluate any materials and recommend appropriate treatment. All significant cultural resources recovered shall be, as necessary and at the discretion of the consulting archaeologist, subject to scientific analysis, professional museum curation, and documentation according to current professional standards. In c onsidering any suggested measures proposed by the consulting archaeologist in order to mitigate impacts to historical resources or unique archaeological resources, the District shall determine whether avoidance is necessary and feasible in light of factors such as the nature of the find, project design, costs, and other considerations. If avoidance is infeasible, other appropriate measures (e.g., data recovery) shall be instituted. Work may proceed on other parts of the project while mitigation for unique archaeological resources is being carried out.
c) Disturb any human remains, including those interred outside of formal cemeteries? (Less than Significant)
No human remains are known to exist within the project area. Construction of the project would require only shallow excavations within areas that have been highly disturbed during the initial construction of the school and roadway. Excavation depths would not occur to depths where human remains would likely be encountered, and the project would be required to follow procedures outlined in Public Resources Code § 5097.9 and H ealth and Safety Code § 7050.5 in the unlikely event of inadvertent discovery of human remains. The impact would be less than significant.
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-12 Energy
Potentially
Significant
Impact
Less-than-
Significant with
Mitigation
Incorporated
Less-than-
Significant
Impact
No
Impact
Would the project:
a) Result in potentially significant
environmental impacts due to
wasteful, inefficient, or unnecessary
consumption of energy resources,
during project construction or
operation?
b) Conflict with or obstruct a state or
local plan for renewable energy or
energy efficiency?
a) Result in potentially significant environmental impacts due to wasteful, inefficient, or unnecessary consumption of energy resources, during project construction or operation? (Less than Significant)
Construction of the project would involve the use of construction equipment, materials, and fuels, primarily gas, diesel, and motor oil. The precise amount of construction-related energy consumption that would occur is uncertain. However, construction would not require a large amount of fuel or energy usage because of the short duration of construction, the moderate number of construction vehicles and equipment, worker trips, and truck trips that would be required for a project of this scale.
Use of fuels would not be wasteful or unnecessary because their use is nece ssary to complete the project. Equipment idling times would be minimized either by shutting equipment off when not in use or reducing the maximum idling time to five minutes or less (as required by the California airborne toxics control measure (Title 13, Section 2485 of the CCR). Therefore, construction would not result in the use of large amounts of fuel and energy in a wasteful manner, and the impact would be less than significant. Following construction, t he project would not result in a substantial increase in vehicle miles travelled or substantial increase in trip lengths that would result in wasteful consumption of fossil fuels. The operational impact would be less than significant. b) Conflict with or obstruct a state or local plan for renewable energy or energy efficiency? (No Impact)
In 2003, the California Energy Commission (CEC), the California Power Authority (CPA), and the California Public Utilities Commission (CPUC) jointly adopted an Energy Action Plan (EAP) that listed goals for California’s energy future and set forth a commitment to achieve these goals through specific actions. In 2005, the CPUC and the CEC jointly prepared the EAP II to identify the further actions necessary to meet California’s future energy needs. Additionally, the CEC prepared the State Alternative Fuels Plan in partnership with the California Air Resources Board and in consultation with the other state, federal, and local agencies. Locally, the Santa Rosa 2035 General Plan includes goals to promote energy efficiency in the City , including Goal H-G, which applies to new and rehabilitated residential units.
Construction and operation of the project would not conflict with or obstruct implementation of either the EAP, EAP II, the State Alternative Fuels Plan or local general plan goals. Project construction would not require a large amount of fuel or energy usage because of the limited extent and nature of the proposed improvements and the minimal number of construction vehicles and equipment, worker
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-13 trips, and truck trips that would be required for a project of this small scale. Project operation would not result in a substantial increase in vehicle miles travelled or substantial increase in trip lengths that would result in wasteful consumption of fossil fuels. No conflicts with a state or local plan for renewable energy or energy efficiency have been identified. Therefore, no impact would result.
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-14 Geology and Soils
Potentially
Significant
Impact
Less-than-
Significant with
Mitigation
Incorporated
Less-than-
Significant
Impact
No
Impact
Would the project:
a) Directly or indirectly cause potential
substantial adverse effects, including
the risk of loss, injury, or death
involving:
i) Rupture of a known earthquake
fault, as delineated on the most
recent Alquist-Priolo Earthquake
Fault Zoning Map issued by the
State Geologist for the area or
based on other substantial
evidence of a known fault? Refer
to Division of Mines and Geology
Special Publication 42?
ii) Strong seismic ground shaking?
iii) Seismic related ground failure,
including liquefaction?
iv) Landslides?
b) Result in substantial soil erosion or the
loss of topsoil?
c) Be located on a geologic unit or soil that
is unstable, or that would become
unstable as a result of the project, and
potentially result in on, or off, site
landslide, lateral spreading, subsidence,
liquefaction or collapse?
d) Be located on expansive soil, as defined
in Table 18-1-B of the Uniform Building
Code (1994), creating substantial direct
or indirect risks to life or property?
e) Have soils incapable of adequately
supporting the use of septic tanks or
alternative wastewater disposal systems
where sewers are not available for the
disposal of wastewater?
f) Directly or indirectly destroy a unique
paleontological resource or site or
unique geologic feature?
a, i) Rupture of a known earthquake fault, as delineated on the most recent Alquist-Priolo Earthquake Fault Zoning Map issued by the State Geologist for the area or based on other substantial evidence of a known fault? Refer to Division of Mines and Geology Special Publication 42. (No Impact)
The project site is not located within a designated Alquist -Priolo Earthquake Fault Zone or near a known active fault (CGS 1983). The project would not change the exposure of people of structures to risk of loss, injury, or death from fault rupture. No impact would result.
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-15 a, ii) Strong seismic ground shaking? (Less than Significant) Future strong seismic shaking is anticipated at the project site. However, the project would not alter the seismic environment or affect the risk of seismically -induce groundshaking. Therefore, there would be no change regarding the exposure of people or structures to substantial adverse effects related to the risk of property loss, injury, or death due to seismically -induced groundshaking compared to existing conditions. If strong seismic groundshaking were to damage the proposed facilities, it is unlikely that human lives would be put at risk because the project does not involve the construction of habitable structures. Therefore, the impact to people and structures from strong seismic groundshaking would be less than significant.
a.iii, c, d) Liquefaction or otherwise unstable soils? (Less than Significant) The project site is located in an area mapped as having moderate susceptibility to liquefaction (USGS 2006). The project would not alter the seismic environment or affect the risk of seismically -induced ground failure, including liquefaction. There would be no change regarding the exposure of people or structures related to the risk of property loss, injury, or death due to seismically-induced ground failure compared to existing conditions. Therefore, the impact related to seismic -related liquefaction would be less than significant.
a.iv) Landslides? (No Impact)
The proposed improvements would be located on relatively level, previously developed and paved land. The project site is not located within a mapped landslide complex or debris flow source area (USGS 1998). No impact would result.
b) Result in substantial soil erosion or the loss of topsoil? (Less than Significant) Areas to be disturbed during construction would consist predominantly of hardscapes and underlying soils that have been highly altered from their original, natural state. As a result, the project would result in little disturbance to native soils. Following construction, the project site would remain developed with paved areas and landscaping. Areas of exposed soil vulnerable to erosion would not be present. The impact would be less than significant.
Refer to Section 3.10, Hydrology and Water Quality, for additional discussion of construction impacts to water quality associated with soil erosion.
e) Have soils incapable of adequately supporting the use of septic tanks or alternative wastewater disposal systems where sewers are not available for the disposal of wastewater? (No Impact)
The project would not involve the use of septic tanks or other alternative wastewater disposal systems. No impact would result.
f) Directly or indirectly destroy a unique paleontological resource or site or unique geologic feature? (Less than Significant)
The proposed improvements would not require modification of any unique geologic features.
Excavation and earthmoving activities would oc cur within highly disturbed paved areas that are underlain by engineered soils and/or fill. Because project excavations would be shallow and would occur in previously disturbed soils on the SRJC campus and beneath the roadway, the sensitivity of the project area for buried paleontological resources is considered to be low. Excavation depths would not occur to depths where paleontological resources w ould be likely encountered, and the project would be required to follow procedures outlined in Public Resources Code § 5097. 5 in the event of inadvertent discovery of paleontological resources . The impact would be less than significant.
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-16 Greenhouse Gas Emissions
Potentially
Significant
Impact
Less-than-
Significant with
Mitigation
Incorporated
Less-than-
Significant
Impact
No
Impact
Would the project:
a) Generate greenhouse gas emissions,
either directly or indirectly, that may
have a significant impact on the
environment?
b) Conflict with an applicable plan, policy or
regulation adopted for the purpose of
reducing the emissions of greenhouse
gases?
a) Generate greenhouse gas emissions, either directly or indirectly, that may have a significant impact on the environment? (Less than Significant) Greenhouse gas (GHG) emissions would occur over the short -term from construction activities, consisting primarily of emissions from equipment exhaust and worker and vendor trips. There is currently no applicable Federal, State, or local standard or significance threshold pert aining to construction-related GHG emissions. However, the BAAQMD does recommend that lead agencies quantify and disclose construction -related emissions. Therefore, this review uses a qualitative approach to construction emissions in accordance with Secti on 15064.4(a)(2) of the CEQA Guidelines. Construction activities are ant icipated to take approximately one to two months to complete for the pilot study, and an additional one to two months for any future permanent improvements. Construction activities wou ld include installation of vehicle barriers, signs, roadway striping, and removal of raised roadway markers within the closed street section to eliminate potential tripping hazards. Project construction activities are limited in scope and duration and woul d not involve construction activities associated with higher-level greenhouse gas emissions such as use of a significant amount of heavy construction equipment, substantial earth -moving activities, or import/export of a substantial amount of material. Project construction activities would not impede the State in meeting the AB 32 greenhouse gas reduction goals. Therefore, the impact from construction GHG emissions would be less than significant.
Following construction, l ong-term operational emissions associated with re -distributed vehicular traffic within the project vicinity would decrease as the project would result in an overall decrease in VMT. As shown in Table 3.8- 1, the project’s estimated operational GHG emissions associated with re-distributed traffic decreases comparative to existing conditions. Additionally, the project would not result in an increase in energy consumption or a new stationary source of air or GHG emissions.
Therefore, the impact from operational GHG emissions would be less than significant.
Table 3.8-1 Operational Greenhouse Gas Emissions
Scenario Year
CO2 (metric ton/day)
Existing With Project Change Due to
Project
Year 2020 11.74 9.48 -2.25
Year 2040 10.42 9.40 -1.01
Source: Illingworth & Rodkin 2020a
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-17 b) Conflict with an applicable plan, policy, or regulation adopted for the purpose of reducing the emissions of greenhouse gases? (No Impact) According to the BAAQMD, if a project is consistent with an adopted qualified GHG Reduction Strategy, it can be presumed that the project will not have significant GHG emission impacts. The District does not have a qualified Climate Action Plan or other qualified greenhouse gas reduction strategy, and the Santa Rosa Community -Wide Climate Action Plan is not applicable to the project type. However, it is noted that the project is consistent with Measure 3.6 and Action 3.6.1 of the Santa Rosa Communit y-Wide Climate Action Plan, which seeks to provide traffic calming measures to improve pedestrian convenience and encourage pedestrian and bicycle travel.
The Climate Change Scoping Plan released by the California Air Resources Board (CARB) provides strategies for meeting the near -term 2020 GHG emission reduction goals in A ssembly Bill (AB) 32.
The strategies cover energy, transportation, agriculture, water, waste management, natural and working lands, short-lived climate pollutants, green building, and cap- and-trade sectors, and are to be implemented by a variety of State agencies. The recommended next steps in the Scoping Plan are broad policy and regulatory initiatives that will be implemented at the State level and do not relate to the construction and operation of individual projects such as the project. The project would not conflict or otherwise interfere with the statewide GHG reduction measures identified in CARB’s Scoping Plan. Therefore, the project would not conflict with AB 32 or the Climate Change Scoping Plan. No impact would result.
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-18 Hazards and Hazardous Materials
Potentially
Significant
Impact
Less-than-
Significant with
Mitigation
Incorporated
Less-than-
Significant
Impact
No
Impact
Would the project:
a) Create a significant hazard to the
public or the environment through
the routine transport, use, or disposal
of hazardous materials?
b) Create a significant hazard to the
public or the environment through
reasonably foreseeable upset and
accident conditions involving the
release of hazardous materials into
the environment?
c) Emit hazardous emissions or handle
hazardous or acutely hazardous
materials, substances, or waste
within one-quarter mile of an existing
or proposed school?
d) Be located on a site which is
included on a list of hazardous
materials sites compiled pursuant to
Government Code Section 65962.5
and, as a result, would it create a
significant hazard to the public or the
environment?
e) For a project located within an airport
land use plan or, where such a plan
has not been adopted, within two
miles of a public airport or public use
airport, would the project result in a
safety hazard or excessive noise for
people residing or working in the
project area?
f) Impair implementation of or
physically interfere with an adopted
emergency response plan or
emergency evacuation plan?
g) Expose people or structures, either
directly or indirectly, to a significant
risk of loss, injury or death involving
wildland fires?
a,b) Create a significant hazard to the public or the environment through the routine transport, use, or disposal of hazardous materials, or create a significant hazard to the public or the environment through reasonably foreseeable upset and accident conditions involving the release of hazardous materials into the environment? (Less than Significant)
Construction activities would include the use of materials such as fuels, lubricants, degreasers, paints, and solvents, which are commonly used during construction, are not acutely hazardous, and
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-19 would be used in small quantities. Use, storage, and transpo rt of such materials would be required to follow standard protocols (as determined by the U.S. EPA, California Department of Health and Safety, and Sonoma County) for maintaining health and safety. Caltrans and the California Highway Patrol also regulate the transportation of hazardous materials and wastes, including container types and packaging requirements, as well as licensing and training for truck operators, chemical handlers, and hazardous waste haulers. The California Division of Occupational Safety and Health (Cal-OSHA) enforces hazard communication program regulations which contain worker safety training and hazard information requirements, such as procedures for identifying and labeling hazardous substances, communicating hazard information related to hazardous substances and their handling, and preparation of health and safety plans to protect workers and employees. Because the District and its contractors would be required to comply with existing and future hazardous materials laws and regulations and applicable best management practices addressing the transport, storage, use, and disposal of hazardous materials, the potential to create a significant hazard to the public or the environment during construction of the project would be less than significant.
Following construction, operation of the project would not include the routine transport, use or disposal of hazardous materials. No operational impact would result. c) Emit hazardous emissions or handle hazardous or acutely hazardous materials, substances, or waste within one -quarter mile of an existing or proposed school? (Less than Significant)
The project would include construction activity adjacent to the SRJC campus, as well as within one- quarter mile of the Santa Rosa High School. Construction activities would include the use of materials such as fuels, lubricants, degreasers, paints, and solvents, which are commonly used during construction, are not acutely hazardous, and would be used in small quantities. Numerous laws and regulations ensure the safe transportation, use, storage, and disposal of hazardous materials (see Impact “a” and “b” above). Although construction activities could result in the inadvertent release of small quantities of hazardous construction chemicals, a spill or rel ease would not be expected to endanger individuals at SRJC or Santa Rosa High School given the nature of the materials and the small quantities that would be used. Because the District and its contractors would be required to comply with existing and future hazardous materials laws and regulations covering the transport, use, and disposal of hazardous materials, and because of the nature and quantity of the hazardous materials to be potentially used by the project, the impact related to the use of hazardou s materials during construction within one-quarter mile of a school would be less than significant.
Following construction, the project would not include a new stationary source of hazardous emissions or handling of acutely hazardous materials or waste. No operational impact would result. d) Be located on a site which is included on a list of hazardous materials sites compiled pursuant to Government Code Section 65962.5 and, as a result, would it create a significant hazard to the public or the environment? (Less than Significant) The provisions in Government Code Section 65962.5 are commonly referred to as the "Cortese List." A search of the Cortese List was completed to determine if any known hazardous waste sites have been recorded on or adjacent to the project site, including review of:
Department of Toxic Substances Control EnviroStor database; List of Leaking Underground Storage Tank Sites from the Water Board GeoTracker database; List of solid waste disposal sites identified by the Water Board with was te constituents above hazardous waste levels;
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-20 List of "active" Cease and Desist Orders and Cleanup and Abatement Orders from the Water Board;
List of hazardous waste facilities subject to corrective action pursuant to Section 25187.5 of the Health and Safety Code.
The project site is not included on any of the above-mentioned hazardous waste lists and no adjacent sites were identified where contamination may have extended into the project area. A hazardous materials investigation and cleanup occurred on the SRJC campus between 1987 and 1991 in the vicinity of Lark Hall, located approximately 800 feet to the southwest of the project site. The investigation was rel ated to a diesel fuel release, and cleanup activities included remediation, verification monitoring, and site closure in 1997 in compliance with the Health and Safety Code. The site is no longer an active case on a list compiled pursuant to Section 65962.5 of the Government Code. The impact would be less than significant.
e) For a project located wi thin an airport land use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport, would the project result in a safety hazard or excessive noise for people residing or working in the project area? (No Impact)
The project site is not located within the jurisdictional boundaries of the Sonoma County Comprehensive Airport Land Use Plan (Sonoma County 2016), or within two miles of the Charles M.
Schulz-Sonoma County Airport, which is the nearest public airport to the project site. No impact would result.
f) Impair implementation of or physically interfere with an adopted emergency response plan or emergency evacuation plan? (Less than Significant) The Santa Rosa Emergency Operation Plan (EOP) identifies the City’s emergency planning, organization, and response policies and procedures (Santa Rosa 2017). The EOP also addresses the integration and coordination with other governmental levels and special districts as required. The EOP outlines how the City will respond to extraordinary events or disasters, from preparation through recovery. The EOP designates specific evacuation planning areas and routes. The project site is located within the North Santa Rosa Evacuation Planning Area. Designated evacuation travel routes in the project area include Steele Lane to the north, Mendocino Avenue to the east, College Avenue to the south, and Highway 101 to the west. Elliott Avenue is not designated as an evacuation travel route, and alternate connections to the designated evacuation routes would remain accessible with implementation of the project. Therefore, the project would not substantially impair implementation of or physically interfere with the City’s EOP or evacuation travel routes. The impact would be less than significant.
g) Expose people or structures, either directly or indirectly, to a significant risk of loss, injury or death involving wildland fires? (Less than Significant) The City of Santa Rosa and CALFIRE have identified and designated areas within their jurisdiction that are at risk of wildland fires. The project site is not located within the established boundaries of the Santa Rosa Wildland– Urban Interface Fire Area, or within a CALFIRE designated fire hazard severity zone (Santa Rosa 2009b, CALFIRE 2008). Because the project site is composed of paved areas with little to no vegetation, the risk of fire ignition to occur during construction (e.g. related to heavy machinery usage) is low. In the event of a fire or wildland fire, t he City’s existing evacuation plan would be implemented. Elliott Avenue is not designated as an evacuation travel route, and alternate connections to the designated evacuation routes would remain accessible with implementation of the project (see Impact “ f” above). Therefore, the impact w ould be less than significant.
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-21 Hydrology and Water Quality
Potentially
Significant
Impact
Less-than-
Significant with
Mitigation
Incorporated
Less-than-
Significant
Impact
No
Impact
Would the project:
a) Violate any water quality standards or
waste discharge requirements or
otherwise substantially degrade surface
or ground water quality?
b) Substantially decrease groundwater
supplies or interfere substantially with
groundwater recharge such that the
project may impede sustainable
groundwater management of the basin?
c) Substantially alter the existing drainage
pattern of the site or area, including
through the alteration of the course of a
stream or river or through the addition of
impervious surfaces, in a manner which
would:
i) Result in substantial erosion or
siltation on- or off-site?
ii) Substantially increase the rate or
amount of surface runoff in a
manner which would result in
flooding on- or off-site?
iii) Create or contribute runoff water
which would exceed the capacity of
existing or planned stormwater
drainage systems or provide
substantial additional sources of
polluted runoff?
iv) Impede or redirect flood flows?
d) In flood hazard, tsunami, or seiche
zones, risk release of pollutants due to
project inundation?
e) Conflict with or obstruct implementation
of a water quality control plan or
sustainable groundwater management
plan?
a) Violate any water quality standards or waste discharge requirements or otherwise substantially degrade surface or ground water quality ? (Less than Significant with Mitigation)
Areas that would be disturbed during construction consist of hardscapes and underlying soils. No waterways are located within the project site, and construction activities would disturb less than one acre of soil. The project would include minor land disturbance that could potentially result in sediment laden water reaching the local storm drain system, or discharge of chemicals and materials, such as concrete, mortar, asphalt, fuels, and lubricants. Applicable water quality standards and wast e
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-22
discharge requirements could be violated, and polluted runoff could substantially degrade water quality. The impact is considered significant.
Mitigation
Implementation of Mitigation Measure HWQ-1 would reduce potential impacts relative to water quality standards and waste dischar ge requirements from construction activities to a less -than-significant level by requiring implementation of best management practices.
Mitigation Measure HWQ -1: Implement Storm Water Control Measures during Construction
The District and its contractor shall implement appropriate Best Management Practices to prevent the discharge of sediment, construction waste, debris or contaminants to the storm drain system. Best Management Practices may include, but would not be limited to, e rosion and sediment controls such as fiber rolls, sand bag barriers around storm drain inlets. Waste management controls shall also be implemented to prevent the release of hazardous construction chemicals during construction. Such controls may include material handling and waste management, material stockpile management, management of any washout areas, control of vehicle/equipment fueling to contractor's staging area, vehicle and equipment cleaning performed off site, and spill prevention and control. b) Substantially decrease groundwater supplies or interfere substantially with groundwater recharge such that the project may impede sustainable groundwater management of the basin? (No Impact)
During construction, project-related excavations would be shallower than the underlying groundwater table and groundwater dewatering would not be required. Following construction, the project would not result in an increase in impervious surfaces or increase groundwater use. No impact would result. c, i, ii) Substantially alter the existing drainage pattern of the site or area, or substantially increase the rate or amount of surface runoff, in a manner which would result in substantial erosion, siltation or flooding on- or off-site? (Less than Significant) Construction and operation of the project would not substantially change existing drainage patterns.
The project is not located within a 100-year floodplain or within the vicinity of a waterway. Storm water runoff would continue to flow to the local storm drain system located within Elliott Avenue. Because the project would not directly alter the course of a stream or river, and would not substantially alter existing drainage patterns, the potential for substantial erosion, siltation, or flooding to occur would be less than significant.
c, iii) Create or contribute runoff water which would exceed the capacity of existing or planned stormwater drainage systems or provide substantial additional sources of polluted runoff? (Less than Significant)
Project improvements would be located within existing hardscapes, and areas disturbed during construction would be restored to pre- construction conditions. The project would not result in an increase in new impervious surfaces that would increase the rate or amount of surface runoff. The project would not alter the course of a stream or river, would not increase surface runoff, or create substantial additional sources of polluted runoff. The impact would be less than significant. c, iv) Impede or redirect flood flows? (No Impact)
The project site is not located within a 100- year flood zone (FEMA 2008) and would not impede or
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-23 redirect flood flows. No impact would result.
d) In flood hazard, t sunami, or seiche zones, risk release of pollutants due to project inundation? (No Impact)
The project site is not located within a 100-year flood zone (FEMA 2008), a tsunami inundation area, or near a large body of water that may be affected by a seiche. No impact would result. e) Conflict with or obstruct implementation of a water quality control plan or sustainable groundwater management plan? (No Impact)
The North Coast Regional Water Quality Control Board Basin Plan establishes thresholds for key water resource protection objectives for both surface waters and groundwater. The project site is not located near a stream or river and would not alter water quality parameters established in the Basin Plan. Erosion control BMPs would be required to be implemented during construction to prevent erosion and to protect overall water quality (see Impact “a” above). The projec t would not utilize groundwater and no conflicts with an existing or foreseeable sustainable groundwater management plan would occur. No impact would result.
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-24 Land Use and Planning
Potentially
Significant
Impact
Less-than-
Significant with
Mitigation
Incorporated
Less-than-
Significant
Impact
No
Impact
Would the project:
a) Physically divide an established
community?
b) Cause a significant environmental
impact due to a conflict with any land
use plan, policy, or regulation adopted
for the purpose of avoiding or mitigating
an environmental effect?
a) Physically divide an established community? (Less than Significant) The proposed pilot project would close an approximately 500-foot segment of Elliott Avenue adjacent to the SRJC campus between the existing western and eastern driveways of the SRJC Emeritus Circle parking lot (see Figure 2, Project Area). The section of Elliott Avenue closed to vehicular traffic would be dedicated for student, pedestrian and bicycle circulation to better connect the SRJC facilities located on the north and south sides of Elliott Avenue. The closed roadway segment would result in a redistribution of existing traffic to other local roadways. Most of the existing traffic that would be diverted through the adjacent neighborhood north of Elliott Avenue would be local residents that currently use Elliott Avenue to travel out of their neighborhood. These trips would instead occur along other accessible roadways , including through the neighborhood to Steele Lane. Alternate connections to surrounding roadways would remain accessible, thereby preserving continuity within the local community. The impact would be less than significant. b) Cause a significant environmental impact due to a conflict with any land use plan, policy, or regulation adopted for the purpose of avoiding or mitigating an environmental effect? (Less than Significant)
The project would be consistent with the District’s 2016 SRJC Facilities Master Plan, which seeks to restrict vehicular traffic along a portion of Elliott Avenue as a way to calm traffic in the project area.
The Santa Rosa General Plan (Santa Rosa 2009a) identifies El liott Avenue as a two -way transitional/collector street extending from Mendocino Avenue to Armory Drive. General Plan Policy T-C-3 seeks to implement traffic calming techniques on streets subject to high speed and/or cut - through traffic, while Policy T -J seeks to provide attractive and safe streets for pedestrians and bicyclists. The pilot closure of the roadway segment to vehicular traffic is intended to have a beneficial effect on safety for alternative modes of circulation since it would eliminate potential conflicts with motor vehicles, thereby providing greater pedestrian connectivity across the campus. Because the pilot project would split the existing continuous segment of Elliott Avenue into two shorter segments, it is also reasonable to expect a red uction in travel speeds on the two remaining segments of Elliott Avenue on either side of the closure, which also would be expected to have a beneficial impact on safety for bicyclists and pedestrians. No conflict with General Plan policies T-C-3 or T-J would result.
Santa Rosa General Plan policies T-D-1 and T-D-2 seek to maintain a level of service D or better along all major corridors and intersections . As discussed in Section 3.17, Transportation, the evaluation of the effect of redistributed traffic o n surrounding intersections indicates that each intersection would continue operating acceptably within Santa Rosa’s adopted level of service
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-25 standard. Therefore, the effect of the redistributed traffic would not conflict with General Plan policies T-D-1 and T-D-2.
Other General Plan policies adopted for the purpose of avoiding environmental effects are evaluated in this Initial Study under the corresponding issue areas.
The Santa Rosa Bicycle and Pedestrian Master Plan recommends future study of a potential Class II bicycle lane on Elliott Avenue between Armory Drive and Mendocino Avenue (Santa Rosa 2019).
While no bike lanes are currently located along Elliott Avenue, the project would not preclude the future study or completion of a Class II bicy cle lane on Elliott Avenue. T he proposed street closure would still allow bicyclists to ride through the area. Therefore, no conflict with the Santa Rosa Bicycle and Pedestrian Master Plan would result.
No conflicts with land use plans, policies, or regul ations adopted for the purpose of avoiding environmental effects have been identified. The impact would be less than significant.
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-26 Mineral Resources
Potentially
Significant
Impact
Less-than-
Significant with
Mitigation
Incorporated
Less-than-
Significant
Impact
No
Impact
Would the project:
f) Result in the loss of availability of a
known mineral resource that would be
of value to the region and the residents
of the state?
g) Result in the loss of availability of a
locally-important mineral resource
recovery site delineated on a local
general plan, specific plan or other land
use plan?
a, b) Result in the loss of availability of a known mineral resource that would be of value to the region and the residents of the state, or a locally -important mineral resource recovery site delineated on a local general plan, specific plan or other land use plan? (No Impact)
Construction of the project would not result in the loss of a known mineral resource or availability of a locally-important mineral resource recovery site as delineated on a land use plan, such as a local general plan or a specific plan. Neither the California Department of Conservation Mineral Land Classification studies (CDC 2013b) nor the Sonoma County Aggregate Resource Management Plan (Sonoma County 2010) designate the project site as having a known mineral resource. No impact to mineral resources would result.
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-27 Noise
Potentially
Significant
Impact
Less-than-
Significant with
Mitigation
Incorporated
Less-than-
Significant
Impact
No
Impact
Would the project:
a) Result in generation of a
substantial temporary or
permanent increase in
ambient noise levels in the
vicinity of the project in
excess of standards
established in the local
general plan or noise
ordinance, or applicable
standards of other agencies?
b) Result in generation of
excessive groundborne
vibration or noise levels?
c) For a project located within
the vicinity of a private airstrip
or an airport land use plan or,
where such a plan has not
been adopted, within two
miles of a public airport or
public use airport, would the
project expose people
residing or working in the
project area to excessive
noise levels?
a) Result in generation of a substantial temporary or permanent increase in ambient noise levels in the vicinity of the project in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies? (Less than Significant)
Construction
Neither the Santa Rosa General Plan nor the Santa Rosa Noise Ordinance (Municipal Code Chapter 17-16 Noise) contain policies or regulations that apply to construction noise. Therefore, the project would not generate construction-related noise levels in excess of applicable local standards . No construction-related impact would result.
Operation
Operational noise impacts are evaluated based on the findings of an environmental noise assessment performed by Illingworth & Rodkin (Illingworth & Rodkin 2020b, Appendix C). Policy NS- B-14 of the Santa Rosa General Plan was identified as the noise-related threshold most applicable to the project. Policy NS -B-14 discourages new projects that have the potential to create ambient noise levels more than 5 dBA Day/Night Sound Level (DNL) above existing background within 250 feet of sensitive receptors. For reference, a 5 dBA DNL noise increase would be expected if the project would triple existing traffic volumes along a roadway.
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-28 A noise monitoring survey was performed in the study area beginning on Wednesday May 8, 2019 and concluding on Monday May 13, 2019. The survey included three long-term measurements (LT- 1 through LT -3) and two short -term measurements. Additional long-term measurement data (LT -4 and LT-5) was obtained from previously completed surveys along Elliott Avenue conducted in 2017.
Table 3.13-1 summarizes the results of hourly and day-night average noise levels at the long-term measurement locations. The survey indicates that l ocal traffic nois e dominates the noise environment at the project site and surrounding land uses. Secondary noise sources include traffic noise from U.S. Highway 101 and Mendocino Avenue.
Table 3.13-1 Existing Noise Levels on Project-affected Roadway Segments Number Roadway
Noise Level
Hourly Average
Day (dBA Leq)
Hourly Average
Night (dBA Leq)
Day-night
average
(dBA DNL)
LT-1 Bear Cub Way 49-64 46-61 60-63
LT-2 Albany Drive 48-68 38-57 56-59
LT-3 Salem Avenue 48-70 42-57 57-60
LT-4 Elliott Avenue 56-70 44-64 61-65
LT-5 125 feet north of Elliott Ave,
East of Nordyke Ave 51-56 44-55 58
Source: Illingworth & Rodkin 2020b, Appendix C
The two short -term noise measurements were made on Wednesday, May 8, 2019 in 10- minute intervals. Short-term noise measurement ST-1 was made from 11:00 a.m. to 11:10 a.m. on Clement Avenue. The dominant source of noise was traffic on Mendocino Avenue, with occasional traffic on Clement Avenue. The ten-minute average noise level at ST-1 was 55 dBA Leq (10-min). Short-term noise measurement ST -2 was made from 11:20 a.m. to 11:30 a.m. on Nordyke Avenue. The dominant source of noise was occasional traffic on Nordyke Avenue, with constant background traffic noise coming from U.S. Highway 101. The ten-minute average noise level at ST-1 was 56 dBA Leq (10-min).
A review of the peak hour traffic volumes at 15 surrounding intersections was conducted, and the Federal Highway Administration’s (FHWA) Traffi c Noise Model, version TNM 2.5, was used to calculate noise levels under both existing and existing plus project conditions. In order to provide a worst-case assessment along the roadways in the study area, the modeling focused on weekdays when SRJC classes would be in session and did not incorporate existing buildings or barriers into the calculations.
Table 3.13-2 summarizes the results of the noise modeling for the intersection segments that showed increased noise levels from rerouting traffic.
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-29 Table 3.13-2 Operational Noise Levels on Project-affected Roadway Segments Roadway Segment
Noise Level Increase from Existing
Conditions, dBA DNL
Existing Existing
Plus Project Increase
Clement Avenue Salem Avenue to
Mendocino Avenue 59 60 1
Emeritus Circle
West Parking Lot Just North of Elliot Avenue 64 65 1
Emeritus Circle
West Parking Lot
North of Elliot Avenue near
Clement Avenue 57 58 1
Source: Illingworth & Rodkin 2020b, Appendix C
The noise assessment indicates that project traffic is anticipated to increase ambient noise levels by at most 1 dBA DNL along the most-affected roadway study segments, and by 0 to 1 dBA DNL on the remaining roadway segments in the project area. The analysis indicates that re-distributed traffic would not increase traffic noise level s by 5 dBA DNL or more, and therefore the project would not result in a conflict with the noise threshold established in Santa Rosa General Plan Policy NS-B-14.
The operational impact would be less than significant.
b) Result in generation of excessive groundborne vibration or noise levels? (Less than Significant)
The construction and operation of the project would not generate excessive groundborne vibration or groundborne noise levels because the resulting project -generated traffic would not increase levels enough to significantly impact the nearby sensitive receptors. Construction would involve the use of normal construction equipment , and no pile driving or other excessively noisy activities would be required. The impact would be less than significant.
c) For a project located within the vicinity of a private airstrip or an airport land use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport, would the project expose people residing or working in the project area to excessive noise levels? (No Impact)
The project site is not located within an Airport Referral Area as designated by the Sonoma County Comprehensive Airport Land Use Plan, or within two miles of a public airport. No Impact would result.
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-30 Population and Housing
Potentially
Significant
Impact
Less-than-
Significant with
Mitigation
Incorporated
Less-than-
Significant
Impact
No
Impact
Would the project:
a) Induce substantial unplanned
population growth in an area,
either directly (for example, by
proposing new homes and
businesses) or indirectly (for
example, through extension of
roads or other infrastructure)?
b) Displace substantial numbers of
existing people or housing,
necessitating the construction of
replacement housing
elsewhere?
a) Induce substantial unplanned population growth in an area, either directly (for example, by proposing new homes and businesses) or indirectly (for example, through extension of roads or other infrastructure)? (No Impact) The project would not expand infrastructure, provide new housing, new employment, or other wise induct substantial unplanned growth. No impact would result. b) Displace substantial numbers of existing people or housing, necessitating the construction of replacement housing elsewhere? (No Impact) No housing or people would be displaced by the project and no replacement housing would be required. No impact would result.
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-31 Public Services
Potentially
Significant
Impact
Less-than-
Significant with
Mitigation
Incorporated
Less-than-
Significant
Impact
No
Impact
Would the project:
a) Would the project result in substantial
adverse physical impacts associated
with the provision of new or physically
altered governmental facilities, need for
new or physically altered governmental
facilities, the construction of which could
cause significant environmental
impacts, in order to maintain acceptable
service ratios, response times or other
performance objectives for any of the
public services:
Fire Protection?
Police protection?
Schools?
Parks?
Other public facilities?
a) Would the project result in substantial adverse physical impacts associated with the provision of new or physically altered governmental facilities, need for new or physically altered governmental facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times or other performance objectives for public services? (No Impact) As discussed in Section 3.14, Population and Housing, implementation of the project would not induce population growth. Therefore, the project would not result in growth that would require expanded fire or police protection facilities . The section of Elliott Avenue that would be closed to normal vehicular traffic would remain accessible for first responders, including ambulances, Santa Rosa Fire, and Santa Rosa Police through the electric driven vehicle barrier gates. The existing east and west driveways to the Emeritus Circle parking lot would remain open to all vehicle use. Because emergency access would be maintained, the project would not require expanded fir e or police protection facilities in order to maintain acceptable service ratios, response times, or other performance objectives. The project would not result in an increase in student population and no new or expanded schools would be required. The project would not result in the increased use of existing parks and other public facilities as it would not induce population growth. No impact on public services would result.
Additional evaluation of emergency access is provided in Section 3.17, Transportation.
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-32 Recreation
Potentially
Significant
Impact
Less-than-
Significant with
Mitigation
Incorporated
Less-than-
Significant
Impact
No
Impact
Would the project:
a) Increase the use of existing
neighborhood and regional parks or
other recreational facilities such that
substantial physical deterioration of the
facility would occur or be accelerated?
b) Include recreational facilities or require
the construction or expansion of
recreational facilities, which might have
an adverse physical effect on the
environment?
a, b) Increase the use of existing neighborhood and regional parks or other recreational facilities such that substantial physical deterioration of the facility would occur or be accelerated, or include or require the construction or expansion of recreational facilities, which might have an adverse physical effect on the environment ? ( No Impact)
Implementation of the project would not induce population growth in the project area. The use of existing neighborhood and regional parks or other recreational facilities would not change as a result of the project. The project would not include construction activities within an existing recreational property or require new or expanded recreational facilities. No impact would result.
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-33 Transportation
Potentially
Significant
Impact
Less-than-
Significant with
Mitigation
Incorporated
Less-than-
Significant
Impact
No
Impact
Would the project:
a) Conflict with a program plan, ordinance
or policy addressing the circulation
system, including transit, roadway,
bicycle and pedestrian facilities?
b) Conflict or be inconsistent with CEQA
Guidelines section 15064.3, subdivision
(b)?
c) Substantially increase hazards due to a
geometric design feature (e.g., sharp
curves or dangerous intersections) or
incompatible uses (e.g., farm
equipment)?
d) Result in inadequate emergency
access?
a) Conflict with a program plan, ordinance or policy addressing the circulation system, including transit, roadway, bicycle and pedestrian facilities? (Less than Significant) Transit Facilities
No public transit routes or facilities are located along Elliott Avenue. The nearest routes are operated by Santa Rosa CityBus, including Routes 1 and 7 along Mendocino Avenue and Route 19 along Steele Lane. The nearest transit stops to the project site for Routes 1 and 7 are at Dexter Street, less than one-half mile from the project site. Sonoma County Transit also operates numerous routes in the vicinity of the project, which stop at the intersection of Mendocino Avenue/Silva Avenue less than one-half mile from the project site. The existing transit routes and facilities are adequate t o accommodate the project area, and no transit facilities along Elliott Avenue would be impacted by the pilot closure. Therefore, no transit-related conflict would result.
Bicycle and Pedestrian Facilities
The 2018 Update of the Santa Rosa Bicycle and Pedestrian Master Plan recommends future study of a potential Class II bicycle lane on Elliott Avenue between Armory Drive and Mendocino Avenue (Santa Rosa 2019). Presently, no existing bike lanes are located along Elliott Avenue. The project would not preclude the future study or completion of a Class II bicycle lane on Elliott Avenue. T he proposed street closure would still allow bicyclists to ride through the area. No conflict with the Santa Rosa Bicycle and Pedestrian Master Plan would result.
The closure of the roadway to vehicular traffic is intended to have a beneficial effect on safety for alternative modes of circulation since it would eliminate conflict with motor vehicles between the east and west driveways of the SRJC Emeritus Circle parking lot, thereby allowing for greater pedestrian connectivity across the campus. Because the pilot project would split the existing continuous segment of Elliott Avenue into two shorter segments, it is also reasonable to expect a reduction in travel speeds on the two remaining segments of Elliott Avenue on either side of the closure, which would be expected to have a beneficial impact on safety for bicyclists and pedestrians. No impact on pedestrian facilities would result.
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-34 Roadway Facilities
The project would change vehicular travel patterns in the project area. However, the project would not add additional motor vehicle capacity to the roadway network and would not lead to additional vehicle travel. Senate Bill 743 eliminated vehicular congestion traditionally expressed as Level of Service (LOS) as a means of measuring transportation impact. However, to evaluate the influence of the project-related change in vehicular travel patterns relative to Santa Rosa's adopted General Plan standard of LOS D or better along all major corridors, a Circulation Study was completed (W-Trans 2020, Appendix A). The Circulation Study evaluates the effect of the anticipated changed vehicular travel patterns at fifteen localized intersections in the project vicinity.
Table 3.17-1 summarizes both the existing peak hour LOS as well as the existing plus project peak hour LOS upon anticipated redistribution of traffic. Each of the 15 study intersections is expected to continue operating acceptably upon the redistribution of traffic. It is noted that t he Nordyke Avenue approach to Steele Lane would continue to operate at LOS F during the PM peak hour, however the overall operation of the intersection would remain at LOS A and the side-street volume is substantially less than that required for a traffic signal, therefore this condition is considered acceptable. The results of the Circulation Study indicate that the effect of redistributed traffic would not conflict with Santa Rosa’s adopted General Plan LOS D standard (General Plan Policy TD-1). The impact would be less than significant.
Table 3.17-1 Existing Peak Hour Intersection Levels of Service Study Intersection
Existing Conditions Existing plus Project
AM Peak PM Peak AM Peak PM Peak
Delay LOS Delay LOS Delay LOS Delay LOS
Steele Ln/Illinois Ave-County Center Dr 16.4 B 25.9 C 17.1 B 26.5 C Steele Ln/Nordyke Ave
NB (Nordyke Ave) Approach
0.7 28.2
A
D
0.8 54.4
A
F
0.7 32.8
A
D
0.9 71.1
A
F
Steele Ln/Berkeley Dr
NB (Berkeley Dr) Approach
0.3 20.7
A
C
0.3 26.9
A
D
0.4 24.4
A
C
0.3 33.5
A
D
Steele Ln/Salem Ave
NB (Salem Ave) Approach
0.1 13.0
A
B
0.1 12.5
A
B
0.2 14.0
D
B
0.2 13.2
A
B
Steele Ln-Lewis Rd/ Mendocino Ave 19.2 B 33.3 D 23.5 C 46.0 D Clement Ave/Salem Ave n/a A n/a A 7.5 A 7.2 A
Clement Ave/Mendocino Ave
EB (Clement Ave) Approach
0.3 13.6
A
B
0.6 23.5
A
C
1.5 21.8
A
C
0.41 33.4
A
D
Elliott Ave/Armory Dr 10.5 B 10.0 A 11.8 B 10.7 B
Elliott Ave/Albany Dr
SB (Albany Dr) Approach
1.1 10.6
A
B
0.9 11.5
A
B
2.2 8.9
A
A
2.0 9.3
A
A
Elliott Ave/Emeritus Cir W
SB (Emeritus Cir W) Approach
0.8 9.6
A
A
1.7 10.0
A
A
0.0 0.0
A
A
0.0 0.0
A
A
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-35 Study Intersection
Existing Conditions Existing plus Project
AM Peak PM Peak AM Peak PM Peak
Delay LOS Delay LOS Delay LOS Delay LOS
Elliott Ave/Emeritus Cir E
SB (Emeritus Cir E Approach)
2.5 11.5
A
B
1.9 10.0
A
B
0.0 0.0
A
A
0.0 0.0
A
A
Elliott Ave/Salem Ave
SB (Salem Ave) Approach
1.0 10.3
A
B
1.9 12.1
A
B
1.6 9.2
A
A
2.3 10.25
A
A
Elliott Ave/Mendocino Ave 11.0 B 17.8 B 8.0 A 14.1 B
Bear Cub Way/Armory Dr 10.0 A 9.3 A 11.2 B 12.1 B
Bear Cub Way-Pacific Ave / Mendocino
Ave 21.5 C 20.6 C 21.5 C 21.2 C
Source: W-Trans 2020, Appendix A
b) Conflict or be inconsistent with CEQA Guidelines section 15064.3, subdivision (b)? (Less than Significant)
Pursuant to Senate Bill 743 and the current CEQA Guidelines, evaluation of a project's potential transportation impact requires consideration of vehicle miles traveled (VMT), which refers to the amount and distance of automobile travel attributable to a project. Transportation projects that reduce or have no impact on VMT are presumed to cause a less than significant transportation impact (OPR 2018). For roadway capacity projects, lead agencies have discretion to determine the appropriate measure of transportation impact consistent with CEQA and other applicable requirements.
The purpose of the proposed project is to improve student circulation and safety across a primary crossing point of Elliott Avenue at the SRJC campus . The project would not add additional motor vehicle capacity to the roadway network and would not lead to additional vehicle travel. As discussed in Impact “a” above, 15 local intersections were studied and upon the redistribution of traffic, each is expected to continue operating acceptably with Santa Rosa's adopted General Plan standard of LOS D or better. An Air Quality and Greenhouse Gas assessment has also been prepared for the project, which includes an evaluation of VMT under year 2020 and year 2040 for both existing conditions and existing plus project conditions (Illingworth & Rodkin 2020a). Table 3.17-2 summarizes the estimated VMT under each scenario. The results of the analysis indicates that the project would slightly decrease VMT comparative to existing conditions. The impact would be less than significant.
Table 3.17-2 Estimated Vehicle Miles Traveled (VMT)
Scenario Year
Vehicle Miles Traveled
Existing Conditions With Project Change
Year 2020 27,741 25,668 -2,073
Year 2040 36,446 35,476 -970
Source: Illingworth & Rodkin 2020a
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-36 c,d) Substantially increase hazards due to a geometric design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment), or result in inadequate emergency access? (Less than Significant)
Construction
Construction activities are expected to begin in the fall of 2021 and require approximately one to two months to complete. Construction of any permanent roadway barriers following the pilot project would require future approval s, and any such improvements would require approximately one to two additional months to complete. Construction activities would not be of such intensity or duration as to result in a substantial increase in trips on adjacent roadways. C onstruction act ivity would be temporary and the District and its contractor would be required to implement a traffic control plan for work within the road right-of-way. Implementation of traffic controls would be required, including the use of signs, flaggers, notifications, and ability to accommodate access by emergency vehicles.
Through required encroachment permit compliance and traffic control requirements, construction activities would not substantially increase hazards or result in inadequate emergency access . The temporary construction-related impact would be less than significant.
Operation
The section of Elliott Avenue that would be closed to normal vehicular traffic would remain accessible to first responders through the proposed electric driven vehicle barrier gates, including ambulances and Santa Rosa Fire and Police Department vehicles. The existing east and west driveways to the SRJC Emeritus Circle parking lot would remain open to all vehicle use. Signs and roadway striping would be completed per City of Santa Rosa and Caltrans standards at each end of the closed roadway segment, respectively. Existing raised roadway markers would be removed from the closed street section to eliminate potential tripping hazards.
Designated evacuation travel routes in the project area include Steele Lane to the north, Mendocino Avenue to the east, College Avenue to the south, and Highway 101 to the west. Elliott Avenue is not designated as an evacuation travel route, and alternate connections to the designated evacuation routes would remain accessible with implementation of the project. The project’s impact related to potential hazards, incompatible uses , or inadequate emergency access w ould be less than significant.
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-37 Tribal Cultural Resources
Potentially
Significant
Impact
Less-than-
Significant with
Mitigation
Incorporated
Less-than-
Significant
Impact
No
Impact
Would the project:
Would the project cause a substantial
adverse change in the significance of a
tribal cultural resource, defined in Public
Resources Code section 21074 as
either a site, feature, place, cultural
landscape that is geographically defined
in terms of the size and scope of the
landscape, sacred place, or object with
cultural value to a California Native
American tribe,
i) Listed or eligible for listing in the
California Register of Historic
Resources, or in a local register of
historic resources as defined in Public
Resources Code section 5020.1(k)?
ii) A resource determined by the lead
agency, in its discretion and supported
by substantial evidence, to be significant
pursuant to the criteria set forth in
subdivision (c) of the Public Resources
Code section 5024.1? In applying the
criteria set forth in subdivision (c) of the
Public Resources Code section 5024.1,
the lead agency shall consider the
significance of the resource to a
California Native American Tribe.
a,i, a.ii) Cause a substantial adverse change in the significance of a tribal cultural resource? (Less than Significant with Mitigation)
CEQA requires lead agencies to determine if a proposed project would have a significant effect on tribal cultural resources. The CEQA Guidelines define tribal cultural resources as: (1) a site, feature, place, cultural landscape, sacred place, or object with cultural value to a California Native American Tribe that is listed or eligible for listing on the California Register of Historical Resources, or on a local register of historical resources as defined in Public Resources Code Section 5020.1(k); or (2) a resource determined by the lead agency, in its discretion and supported by substantial evidence, to be significant according to the historical register criteria in Public Resources Code Section 5024.1(c), and considering the significance of the resource to a California Native American tribe.
The District has no record of receiving requests for notification of proposed projects from California Native American tribes pursuant to Public Resources Code Section 21080.3.1. A 2018 cultural resources records and literature search completed for the SRJC campus found no previously recorded archaeological resources on the campus or in the immediate project vicinity. As described in Section 3.5, Cultural Resources, the potential to encounter as -of-yet unknown archaeological materials during project-related construction activities is considered low given the shallow extent of disturbance that would occur into previously undisturbed soils . However, in the unlikely event that
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-38 such resources ere encountered, they could represent tribal cultural resources as defined by CEQA, and any substantial change to or destruction of these resources would be a significant impact.
Mitigation
Implementation of Mitigation Measure TCR -1 would reduce this impact to a less -than-significant levels by requiring the District and its contractors to adhere to appropriate procedures and protocols in the event that a possible tribal cultural resource is discovered during construction activities associated with the project.
Mitigation Measure T CR-1: Minimize Impacts to Unkn own Tribal Cultural Resources if Encountered
If potential tribal cultural resources are uncovered, the District shall halt work, and workers shall avoid altering the materials and their context. Project personnel shall not collect cultural materials. The District shall notify Calif ornia Native American tribes culturally affiliated with the project area. The District, in coordination with Native American tribes, shall determine if the resource qualifies as a tribal cultural resource under CEQA. If it does, then all work must remain s topped in the immediate vicinity to allow evaluation of any materials. The District shall ensure that qualified resources are avoided or protected in place, in accordance with the requests of Native American tribes, to the extent feasible.
Work may proceed on other parts of the project while mitigation for tribal cultural resources is being carried out.
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-39 Utilities and Service Systems
Potentially
Significant
Impact
Less-than-
Significant with
Mitigation
Incorporated
Less-than-
Significant
Impact
No
Impact
Would the project:
a) Require or result in the relocation or
construction of new or expanded water,
wastewater treatment or storm water
drainage, electrical power, natural gas,
or telecommunications facilities, the
construction or relocation of which
could cause significant environmental
effects?
b) Have sufficient water supplies available
to serve the project and reasonably
foreseeable future development during
normal, dry and multiple dry years?
c) Result in a determination by the
wastewater treatment provider which
serves or may serve the project that it
has adequate capacity to serve the
project’s projected demand in addition
to the provider’s existing commitments?
d) Generate solid waste in excess of State
or local standards, or in excess of the
capacity of local infrastructure, or
otherwise impair the attainment of solid
waste reduction goals?
e) Comply with federal, state, and local
management and reduction statutes
and regulations related to solid waste?
a) Require or result in the relocation or construction of new or expanded water, wastewater treatment or storm water drainage, electrical power, natural gas, or telecommunications facilities, the construction or relocation of which could cause significant environmental effects? (No Impact)
The project would not require the construction of new or expanded water, wastewater, storm water, electrical power, natural gas, o r telecommunications facilities. Water, wastewater, storm water, electrical, natural gas, and telecommunication facilities located along and beneath Elliott Avenue would remain accessible to local utility providers for routine or emergency maintenance. No permanent structures or improvements would be placed over the existing utilities. Relocations of such utilities and facilities would not be required. No impact would result. b) Have suffici ent water supplies available to serve the project and reasonably foreseeable future development during normal, dry and multiple dry years ? (No Impact)
During construction, water supplies could potentially be used for dust control and other activities.
Construction-related water demands would be short -term and minimal in volume and would be sufficiently served by existing entitlements. Following construction, the project would not directly or
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-40 indirectly induce population growth and would not result in an inc reased demand for water. No new regional water supplies or facilities would be required. No impact would result. c) Result in a determination by the wastewater treatment provider which serves or may serve the project that it has adequate capacity to serve the project’s projected demand in addition to the provider’s existing commitments? (No Impact) The project would not directly or indirectly induce population growth and would not increase the amount of wastewater generated. Because there would be no incre ase in wastewater discharges, the project would not impair the ability of the Laguna Treatment Plant to continue serving existing commitments. No impact would result.
d) Generate solid waste in excess of State or local standards, or in excess of the capacity of local infrastructure, or otherwise impair the attainment of solid waste reduction goals? (No Impact)
Construction of the project would result in a temporary increase in solid waste disposal needs associated with demolition and construction wastes, such as asphalt pavement and concrete .
Construction waste with no practical reuse or that cannot be salvaged or recycled would be disposed of at a local tr ansfer station and solid waste facility. Active permitted regional landfills include the Redwood Sanitary Landfill (26 million cubic yards remaining capacity), Potrero Hills Landfill (13.9 million cubic yards remaining capacity), Vasco Road Landfill (7.4 m illion cubic yards remaining capacity), and Keller Canyon Landfill (63.4 million cubic yards remaining capacity) (CalRecycle 2020). Solid waste generated by the project would represent a small fraction of the daily permitted tonnage of these facilities, therefore, the project’s one-time construction-related solid waste disposal needs would be sufficiently accommodated by existing landfills. Following construction, project operation would not generate additional solid waste. No impact would result. e) Comply with federal, state, and local management and reduction statutes and regulations related to solid waste? (No Impact)
No applicable federal solid waste regulations would apply to the project. At the State level, the Integrated Waste Management Act mandates a reduction of waste being disposed and establishes an integrated framework for program implementation, solid waste planning, and solid waste facility and landfill compliance. The project would not conflict with or impede implementation of such programs. Following construction, project operation would not generate additional solid waste. No impact would result.
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-41 Wildfire
Potentially
Significant
Impact
Less-than-
Significant with
Mitigation
Incorporated
Less-than-
Significant
Impact
No
Impact
If located in or near state responsibility
areas or lands classified as very high fire
hazard severity zones, would the project:
a) Substantially impair an adopted
emergency response plan or
emergency evacuation plan?
b) Due to slope, prevailing winds, and
other factors, exacerbate wildfire risks,
and thereby expose project occupants
to pollutant concentrations from a
wildfire or the uncontrolled spread of a
wildfire?
c) Require the installation or maintenance
of associated infrastructure (such as
roads, fuel breaks, emergency water
sources, power lines or other utilities)
that may exacerbate fire risk or that
may result in temporary or ongoing
impacts to the environment?
d) Expose people or structures to
significant risks, including downslope or
downstream flooding or landslides as a
result of runoff, post-fire slop instability,
or drainage changes?
a-d) Substantially impair an adopted emergency response plan or emergency evacuation plan, exacerbate wildfire risks, or expose people or structures to risks? (No Impact) The project site is not located in or contiguous to a State Responsibility Area (SRA) or lands classified as very high fire severity zones (VHFHSZ). The project site is located approximat ely 1.7 miles from the nearest designated SRA, and approximately 1.7 miles from the nearest lands classified as a VHFHSZ (CalFire FHSZ Viewer 2020 ). Additionally, the p roject site is not located with the City’s Wildland-Urban Interface Area Zone. As such, the CEQA Guidelines Appendix G Checklist section for wildfire is not applicable to the project. No impact would result.
Impacts related to potential exposure of people or structures to risks involving wildland fires is further evaluated in Section 3.7 (Hazards and Hazardous Materials).
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-42 Mandatory Findings of Significance
Potentially
Significant
Impact
Less-than-
Significant with
Mitigation
Incorporated
Less-than-
Significant
Impact
No
Impact
a) Does the project have the potential to
substantially degrade the quality of the
environment, substantially reduce the
habitat of a fish or wildlife species,
cause a fish or wildlife population to
drop below self-sustaining levels,
threaten to eliminate a plant or animal
community, substantially reduce the
number or restrict the range of a rare or
endangered plant or animal or
eliminate important examples of the
major periods of California history or
prehistory?
b) Does the project have impacts that are
individually limited, but cumulatively
considerable? (“Cumulatively
considerable” means that the
incremental effects of a project are
considerable when viewed in
connection with the effects of past
projects, the effects of other current
projects, and the effects of probable
future projects)?
c) Does the project have environmental
effects which would cause substantial
adverse effects on human beings,
either directly or indirectly?
a) Does the project have the potential to substantially degrade the quality of the environment, substantially reduce the habitat of a fish or wildlife species, cause a fish or wildlife population to drop below self-sustaining levels, threaten to eliminate a plant or animal community, substantially reduce the number or restrict the range of a rare or endangered plant or animal or eliminate important examples of the major periods of California history or prehistory? (Less than Significant with Mitigation) Potential project impacts to biological and cultural resources are addressed in Section 3.4, Biological Resources, Section 3.5, Cultural Resources, and Section 3.18, Tribal Cultural Resources, respectively. With implementation of the recommended mitigation meas ures identified in this Initial Study, the potential for project -related activities to degrade the quality of the environment would be reduced to less-than-significant levels.
b) Does the project have impacts that are individually limited, but cumulatively considerable? (“Cumulatively considerable” means that the incremental effects of a project are considerable when viewed in connection with the effects of past projects, the effects of other current projects, and the effects of probable future projects)? (Less than Significant with Mitigation)
Cumulative impacts are defined as “two or more individual effects which, when considered together, are considerable or which compound or increase other environmental impacts” (CEQA Guidelines
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-43 Section 15355). Cumulative impacts can result from individually minor but collectively significant actions taking place over a period of time. This cumulative impact analysis uses the list approach, whereby a search was undertaken to identify other reasonably foreseeable projec ts at the SRJC campus and in the project vicinity that may have overlapping or cumulative impacts with the project.
Projects identified and considered for cumulative impacts include:
Planned modifications to on-campus parking lots, including Emeritus Circle Parking Lot, in year 2020.
Planned construction of a new education building at the SRJC between 2019 and 2021, replacing Shuhaw Hall and Bech Hall.
Planned renovations to existing SRJC athletic facilities in year 2020 or 2021. Planned construction of student housing at the SRJC campus near the corner of Elliott Avenue and Armory Drive between years 2020 and 2022.
Planned City of Santa Rosa bicycle and pedestrian crossing over Highway 101 with a potential landing on Elliott Avenue or Bear Cub Way in year 2022 or 2023.
As summarized in Section 3 of this Initial Study, the project would not result in impacts to agriculture and forest resources, biological resources, mineral resources, population and housing, public services, recreation, utilities and service systems, or wildfire. Therefore, implementation of the project would not contribute to any related cumulative impact on these resources.
Construction of several of the cumulative projects identified above would overlap with the proposed project, and construction vehicles for the cumulative projects would likely utilize similar regional highways and roadways, and pot entially require staging areas that would affect normal roadway functionality at the SRJC campus. Given that several projects may be occurring along Elliott Avenue simultaneously, the potential for a cumulative increase in construction related traffic and disturbance would be significant and the project’s contribution to the cumulative impact could be cumulatively considerable. Implementation of Mitigation Measure C -TR-1 would ensure that the District and its contractor coordinate with other SRJC construct ion projects to avoid or minimize impacts during construction of the project.
The temporary construction overlap of the project with cumulative projects coul d also increase dust generation and exhaust emissions at the SRJC campus and nearby surrounding areas. The project includes environmental protection actions to reduce construction-related air emissions to a less-than- significant level , and t he project’s co ntribution to a cumulative air quality impact would not be cumulatively considerable.
As discussed in Section 3.17, Transportation, t he project would not add additional motor vehicle capacity to the roadway network and would not lead to additional vehicle travel. However, the project would change travel patterns in the project area. The Circulation Study completed for the project determined that under Future and Future plus Project scenarios, 13 of the 15 study intersections identified in Table 3.17- 1 would operate acceptably. The two except ions are Steele Lane-Lewis Road/Mendocino Avenue, which is expected to continue operating unacceptably at LOS E during the evening peak hour, and Steele Lane/Illinois Avenue-County Center Drive, which would be expected to deteriorate from LOS D to LOS E during the evening peak hour.
Santa Rosa General Plan Policy TD -1 and TD -2 includes exceptions to meeting Santa Rosa's adopted LOS D standard. E xceptions include scenarios where attainment of the standard would result in significant degradation, as well as scenarios where topography or impacts mak es the improvement impossible. In order t o maintain a LOS D or better at the Steele Lane- Lewis Road/Mendocino Avenue intersection, a second northbound left -turn lane would be required, which
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 3-44 could only be accommodated by eliminating existing bike lanes at this location. To maintain LOS D at the Steele Lane/Illinois Avenue-County Center Drive intersection, a right-turn lane would need to be added to the eastbound approach of the intersection, which would need to share a turn lane with bicyclists. Senate Bill 743 and the CEQA Guidelines eliminated vehicular congestion traditionally expressed as LOS as a measure of transportation impact in CEQA. As such, the cumulative impact of the redistributed traffic at the local intersections is not deemed a significant cumulative impact under the current CEQA Guidelines. A n Air Quality and Greenhouse Gas assessment prepared for the project includes an evaluation of VMT under year 2020 and year 2040 for both existing conditions and existing plus project conditions (Illingworth & Rodkin 2020a). The results of the analysis indicates that the project would slightly decrease VMT comparative to existing conditions. The cumulative transportation impact would be less than significant.
Mitigation
With implementation of Mitigation Measure C-TR-1 (Coordinate Traffic Control Plan with other SRJC Construction Projects), the project’s contribution to cumulative impacts related to construction traffic impacts would not be cumulatively considerable (less than significant with mitigation).
Mitigation Measure C -TR-1: Coordinate Traffic Control Plan with Other Simultaneous Construction Projects
Prior to construction, the District and its contractors shall coord inate with other SRJC construction projects at the campus and other projects adjacent to the campus and update traffic control plans to avoid overlapping construction schedules or, if not practical, to minimize impacts to congestion, emergency access, and alternative modes of transportation.
c) Does the project have environmental effects which would cause substantial adverse effects on human beings, either directly or indirectly? (Less than Significant with Mitigation)
With implementation of the recommended mitigation measures identified in this IS/MND, the potential for project-related activities to cause substantial adverse effects on human beings would be reduced to less-than-significant levels.
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 4-1 References
Bay Area Air Quality Management District (BAAQMD). 2017a. California Environmental Quality Act Air Quality Guidelines. May.
Bay Area Air Quality Management District (BAAQMD). 2017b. Final 2017 Clean Air Plan. April 19.
California Department of Transportation (Caltrans). 2019. List of eligible and officially designated State Scenic Highways. August. Available at: https://dot.ca.gov/-/media/dot- media/programs/design/documents/desig-and-eligible-aug2019_a11y.xlsx California Department of Conservation (CDC). 1983. Special Studies Zones; Santa Rosa Quadrangle. July 1.
CDC. 2013a. Sonoma County Williamson Act FY 2013/2014. Available online:
ftp://ftp.consrv.ca.gov/pub/dlrp/WA/Sonoma_13_14_WA.pdf CDC. 2013b. Mines and Mineral Resources Interactive Web Maps. Available online:
https://maps.conservation.ca.gov/mineralresources/#webmaps CDC. 2016. Sonoma County Important Farmland 2016.
California Department of Forestry and Fire Protection (CAL FIRE). 2008. Very High Fire Hazard Severity Zones in LRA, Sonoma County. November 10.
California Department of Forestry and Fire Protection (CalFire). 2020. CalFire FHSZ Viewer.
Available online: https://www.fire.ca.gov/fire_prevention/fire_prevention_wildland_zones.
Accesses July 23, 2020.
California Department of Resources Recycling and Recovery (CalRecycle). 2020. Solid Waste Information System. Accessed online at http://www.calrecycle.ca.gov/SWFacilities/Directory/ Carey & Co., a TreanorHL Company. 2018. Santa Rosa Junior College, Historic Resources Evaluation. February 12.
County of Sonoma. 2010. Sonoma County Aggregate Resource Management Plan. December 7.
Federal Emergency Management Agency (FEMA). 2008. Flood Insurance Rate Map, Map Number 06097C0728E. December 2.
Illingworth & Rodkin. 2020a. Elliott Avenue Traffic Calming Pilot Project, Air Quality and Greenhouse Gas CEQA Evaluation. July 23.
Illingworth & Rodkin. 2020b. Elliott Avenue Traffic Calming Pilot Project Environmental Noise Assessment. July 23.
Office of Planning and Research (OPR). 2018. Technical Advisory on Evaluating Transportation impacts in CEQA. State of California Governor’s Office of Planning and Research. December.
Santa Rosa, City of. 2009a. Santa Rosa General Plan 2035. November 3.
Santa Rosa, City of. 2009b. Wildland – Urban Interface Fire Area Map. January 28.
Santa Rosa, City of. 2017. Santa Rosa Emergency Operations Plan.
Santa Rosa, City of. 2019. Bicycle and Pedestrian Master Plan Update 2018. March.
Sonoma, County of. 2016. Comprehensive Airport Land Use Plan.
United States Geological Survey (USGS). 1998. Summary Distribution of Slides and Earth Flows in Sonoma County, California.
USGS. 2006. Open-File Report 00-444 and 2006-1037. Interactive Liquefaction Susceptibility Map.
W-Trans. 2020. Circulation Study for the Elliott Avenue Pilot Closure Project. July 31.
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND | Page 5-1 Report Preparers
Sonoma County Junior College District
Serafin Fernandez, Senior Director, Capital Projects
GHD Inc.
Brian Bacciarini, Senior Environmental Scientist
Charles Smith, AICP, LEED AP, Senior Environmental Planner Chryss Meier, Environmental Scientist
Elissa Overton, Project Coordinator
Renee Remillard, Graphic Designer
Sub-consultants
Illingworth & Rodkin, Air Quality and Noise
W-Trans, Transportation
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND Appendices
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND Appendix A - Circulation Study
Prepared for the City of Santa Rosa
Submitted by
W-Trans
July 31, 2020
Circulation Study for the Elliott
Avenue Pilot Closure Project
i Circulation Study for the Elliott Avenue Pilot Closure Project July 31, 2020
Table of Contents
Executive Summary .................................................................................................................................................................. 1 Introduction ................................................................................................................................................................................. 2 Transportation Setting ............................................................................................................................................................. 4 Capacity Analysis .................................................................................................................................................................... 11 Alternative Modes .................................................................................................................................................................. 28 Conclusions and Recommendations ............................................................................................................................... 30 Study Participants and References ................................................................................................................................... 31 Figures
1. Study Area and Existing Lane Configurations ................................................................................... ............................... 3
2. Existing Traffic Volumes ...................................................................................................... ................................................... 15
3. Future Traffic Volumes ........................................................................................................ ................................................... 18
4. Proposed Lane Configurations .................................................................................................. .......................................... 19
5. Existing Rerouted Volumes ..................................................................................................... .............................................. 21
6. Existing plus Project Traffic Volumes ................................................................................................................................. 22
7. Future Rerouted Volumes ....................................................................................................... .............................................. 25
8. Future plus Project Traffic Volumes ........................................................................................... ........................................ 26 Tables
1. Collision Rates at the Study Intersections .......................................................................................................................... 6
2. Bicycle Facility Summary ...................................................................................................... ................................................... 9
3. Transit Facility Summary ........................................................................................................................................................ 10
4. Intersection Level of Service Criteria ........................................................................................ ......................................... 12
5. Existing Peak Hour Intersection Levels of Service ......................................................................................................... 16
6. Future Peak Hour Intersection Levels of Service ............................................................................... ............................ 17
7. Existing and Existing plus Project Peak Hour Intersection Levels of Service ................................................... .... 23
8. Future and Future plus Project Peak Hour Intersection Levels of Service ....................................................... ..... 24 Appendices
A. Collision Rate Calculations
B. Intersection Level of Service Calculations
1 Circulation Study for the Elliott Avenue Pilot Closure Project July 31, 2020
Executive Summary
The proposed Elliott Avenue Closure pilot project would result in closure of the section of Elliott Avenue between West Emeritus Way and East Emeritus Way to vehicular traffic, thereby allowing pedestrians and bicycles to cross anywhere within the 600-foot length of the section closed to vehicular traffic. As this project would first be in a “pilot” phase, the closure may or may not be permanent depending on the success of the project in its pilot form.
In addition to closing a portion of Elliott Avenue to ve hicular traffic, a new connection to the Emeritus Circle parking lot is proposed at Salem Av enue and Clement Avenue, which is currently a ninety-degree bend in the roadway; the new driveway would be the north leg of a tee-intersection.
The study area was established with input from City staff and includes fifteen intersections surrounding the project along Steele Lane, Elliott Avenue and Mendocino Avenue. This project would not be expected to generate any new traffic; however, it would result in the redistribution of existing traffic. Most of the traffic that would be diverted through the adjacent neighborhood would be generated by the neighborhood and consist of local residents that currently use Elliott Avenue to travel out of their neighborhood; these trips would occur along other routes instead, including through the neighborhood to Steele Lane. Minimal new traffic through the neighborhood would be expected.
Upon redistribution of existing trips all study intersections would be expected to operate acceptably at the same levels of service. While the Nordyke Avenue approach to Steele Lane would continue to operate at LOS F and would be expected to have more than a 5-second increase in delay due to the addition of “project-generated” traffic, because the overall operation would remain at LOS A and the side-street volume is substantially less than that required to indicate need for a traffic signal, this condition is considered acceptable.
Under the Future and Future plus Proj ect scenarios, the study intersections are expected to operate acceptably, except for Steele Lane-Lewis Road/Mendocino Avenue, which is expected to continue operating unacceptably at LOS E during the evening peak hours, and Steele Lane /Illinois Avenue-County Center Drive which would be expected to deteriorate from LOS D to E during the peak hour. While adding turn lanes at these two intersections would result in acceptable operation, it would require elimination of bike lanes to achieve adequate width for the extra lanes. This change would trigger a significant impact under CEQA, so is not recommended.
The proposed project would have positive impact on a ccess for alternative modes by expanding facilities for pedestrians and bicyclists. The closure of the roadway to vehicular traffic would be expected to have a beneficial impact on safety for these modes since the existing confli ct with motor vehicles would be eliminated, though it should be noted that the crossing is currently signal ized and there were no collisions between vehicles and pedestrians or bicyclists reported on Elliott Avenue during the five-year study period. Because the project would split the existing approximately 0.46-m ile continuous segment of Elliott Av enue into two shorter segments of approximately 450 feet and 0.25 miles, thereby reducing the amount of travel way for vehicles to accelerate in a single action, it would also be reasonable to expect a reduction in travel speeds on the two remaining segments of Elliott Avenue on either side of the closure.
2 Circulation Study for the Elliott Avenue Pilot Closure Project July 31, 2020
Introduction
This report presents an analysis of the potential traffic impacts that would be associated with redistribution of vehicle trips due to the proposed closure of Elliott Avenue to vehicular traffic from West Emeritus Way to East Emeritus Way along with connecting Sa lem Street to the Emeritus Circle Pa rking Lot. Elliott Avenue currently bisects the Santa Rosa Junior College ca mpus in the City of Santa Rosa, result ing in substantial pedestrian traffic crossing at the existing traffic signal located mid-block between West Emeritus Way and East Emeritus Way. The traffic study was completed in accordance with the criteria established by the City of Santa Rosa and is consistent with standard traffic engineering techniques.
Prelude
The purpose of a circulation study is to provide District and City staff and policy makers with data they can use to make an informed decision regarding the potential traffic impacts of a pr oposed project, and any associated improvements that would be required to mitigate these impacts to a level of insignificance as defined by the City’s General Plan or other policies. Vehicular traffic impacts are typically evaluated by determining the number of new trips that the proposed use would be expected to genera te, distributing these trips to the surrounding street system based on existing trav el patterns or anticipated travel patterns specific to the prop osed project, then analyzing the impact the new traffic wo uld be expected to have on critical intersections or roadway segments.
However, for this project, no new trips will be created, though existing traffic will be redistributed. Impacts relative to access for pedestrians, bicyclists, and to transit are also addressed.
Project Profile
The Elliott Avenue Closure pilot project would close the section of Elliott Avenue from West Emeritus Way to East Emeritus Way to vehicular traffic, thereby allowing pedestrians and bicycles to cross anywhere within the 600-foot length of the section closed to vehicular traffic. This would connect Emeritus Hall, Race Building, and Plover Hall to the main Santa Rosa Junior College Campus. Currently, West Emeritus Way is limited to outbound traffic only; however, a project to redesign the pa rking lot and driveway to create in gress and egress is expected to be completed during the Summer of 2020. In addition to closing a portion of Elliott Avenue to vehicular traffic, a new connection to the Emeritus Circle parking lot at Salem Avenue and Clement Avenue, which is currently a ninety- degree bend in the roadway, is proposed with the new driveway coming in as the north leg of a tee-intersection.
The study area and existing lane configurations are shown in Figure 1. This proposed project stems from the Santa Rosa Junior College 2016 Facilities Master Plan and Guidelines, which aims for a more pedestrian and bicycle friendly campus. Traffic calming measures includ ing the restriction of vehicular traffic are called for in the Master Plan’s “Vision Plan” Recommendations.
sro512.ai 4/20
1 2
3 4
5 6
8 9
10 1 1 1 2 1 3
1 4
1 5
1 2
3 4
5 6
8 9 10
1 1 1 2 1 3
1 4
15 Circulation Study for the Elliott Avenue Pilot Closure Project Figure 1 – Study Area and Existing Lane Configurations
Study Intersection
LEGEND
Not to Scale
1 4
1 2 3 4 5
6 8 9 1 0
1 1 1 2 1 3 1 5
Steele Ln
Steele Ln
Paciöc
4 Circulation Study for the Elliott Avenue Pilot Closure Project July 31, 2020
Transportation Setting
Operational Analysis
Study Area and Periods
The study area consists of the following intersections:
1. Steele Lane/Illinois Avenue-County Center Drive
2. Steele Lane/Nordyke Avenue
3. Steele Lane/Berkeley Drive
4. Steele Lane/Salem Avenue
5. Steele Lane-Lewis Street/Mendocino Avenue
6. Clement Avenue/Salem Avenue
7. Clement Avenue/Mendocino Avenue
8. Elliott Avenue/Armory Drive
9. Elliott Avenue/Albany Drive
10. Elliott Avenue/Emeritus Circle West
11. Elliott Avenue/Emeritus Circle East
12. Elliott Avenue/Salem Avenue
13. Elliott Avenue/Mendocino Avenue
14. Bear Cub Way/Armory Drive
15. Bear Cub Way-Pacific Avenue/Mendocino Avenue
Operating conditions during the a.m. and p.m. peak pe riods were evaluated to ca pture the highest potential impacts for the proposed project as well as the highest volumes on the local transportation network. The morning peak hour occurs between 7:00 and 9:00 a.m. and reflects conditions during the home to work or school commute, while the p.m. peak hour occurs between 4:00 and 6:00 p.m. and typically reflects the highest level of congestion during the homeward bound commute.
Study Intersections
Steele Lane/Illinois Avenue-County Center Drive is an adaptive signalized intersection, with protected left-turn phasing on all four approaches. There are marked crosswalks on the north, east, and south legs of the intersection.
Steele Lane/Nordyke Avenue is an offset four-way intersection with stop signs on the north and south approaches. There is a marked crosswalk on the north leg.
Steele Lane/Berkeley Drive is a tee-intersection with the northbound approach stop-controlled. There are no marked crosswalks.
Steele Lane/Salem Avenue is a tee-intersection with a stop control on the northbound approach. There is a marked crosswalk on the south leg of the intersection.
Steele Lane-Lewis Street/Mendocino Avenue is an adaptive signalized inters ection, with protected left-turn phasing at all four approaches. Bike lanes are presen t along Mendocino Avenue, and there are crosswalks on all four legs with pedestrian signal phasing.
Clement Avenue/Salem Avenue is a 90-degree turn with no controls. As part of the project a driveway to Emeritus Circle parking lot would be constructed to produce a tee-intersection. 5 Circulation Study for the Elliott Avenue Pilot Closure Project July 31, 2020
Clement Avenue/Mendocino Avenue is a stop-controlled tee-intersection. There is a marked crosswalk on the west leg of the intersection.
Elliott Avenue/Armory Drive is an all-way stop-controlled tee-intersection. There is a marked crosswalk on the east leg of the intersection.
Elliott Avenue/Albany Drive is an all-way stop-controlled tee-intersection. There are marked crosswalks on the north and west legs of the intersection. It is noted th at this intersection was analyzed with a southbound stop control only as the all-way stop contro ls were implemented subsequent to the field review and initiation of this analysis.
Elliott Avenue/Emeritus Circle West is a tee-intersection with a stop control on the north leg, which is an exit only.
Elliott Avenue/Emeritus Circle East is a tee-intersection a stop control on the southbound approach. There are crosswalks on the north and west legs.
Elliott Avenue/Salem Avenue is a tee-intersection with a controlled stop southbound. There are marked crosswalks on the north and east leg of the intersection.
Elliott Avenue/Mendocino Avenue is an adaptive signalized intersecti on, with protected left-turn phasing on the northbound approach and a right-turn overlap phase on the westbound approach. There are marked crosswalks on the west and south legs with pedestrian phasing, and there are bike lanes along Mendocino Avenue.
Bear Cub Way/Armory Drive is an all-way stop-controlled tee-intersection. There are no marked crosswalks.
Bear Cub Way-Pacific Avenue/Mendocino Avenue is an adaptive signalized in tersection, with protected left- turn phasing on the Mendocino Avenue approaches and permitted left-turn phasing on the Pacific Avenue and Bear Cub Way approaches, both of which also have right-turn overlap phases. There are marked crosswalks on all four legs of the intersection.
The locations of the study intersections and the existing lane configurations and controls are shown in Figure 1.
Collision History
The collision history for the study area was reviewed to determine any trends or patterns that may indicate a safety issue. Collision rates were calculated based on records available from the California Highway Patrol as published in their Statewide Integrated Traffic Records System (SWITRS) reports. The most current five-year period available is November 14, 2014 through November 15, 2019.
As presented in Table 1, the calculated collision rates for the study intersections were compared to average collision rates for similar faciliti es statewide, as indicated in 2016 Collision Data on California State Highways , California Department of Tr ansportation (Caltrans). For the four signalized intersections the calculated collision rate is higher than the statewide average. The collision rate calculations are provided in Appendix A. 6 Circulation Study for the Elliott Avenue Pilot Closure Project July 31, 2020
Table 1 – Collision Rates at the Study Intersections
Study Intersection Number of
Collisions
(2014-2019)
Calculated
Collision Rate
(c/mve)
Statewide Average
Collision Rate
(c/mve)
1. Steele Ln/Illinois Ave-County Center Dr 23 0.38 0.24
2. Steele Ln/Nordyke Ave 5 0.13 0.13
3. Steele Ln/Berkeley Dr 3 0.08 0.08
4. Steele Ln/Salem Ave 3 0.08 0.08
5. Steele Ln-Lewis St/Mendocino Ave 18 0.29 0.24
6. Clement Ave/Salem Ave* 0 0.00 n/a
7. Clement Ave/Mendocino Ave 2 0.05 0.08
8. Elliott Ave/Armory Dr 0 0.00 0.08
9. Elliott Ave/Albany Dr 0 0.00 0.08
10. Elliott Ave/Emeritus Cir W 0 0.00 0.08
11. Elliott Ave/Emeritus Cir E 0 0.00 0.08
12. Elliott Ave/Salem Ave 0 0.00 0.08
13. Elliott Ave/Mendocino Ave 9 0.20 0.19
14. Bear Cub Way/Armory Dr 0 0.00 0.08
15. Bear Cub Way-Pacific Ave/Mendocino Ave 17 0.36 0.24 Note: c/mve = collisions per million vehicles entering; bold = calculated collision rate larger than the statewide average; * Location is currently a curve and not an intersection As the intersection of Steele Lane/Illinois Avenue-County Center Drive intersection had a collision rate higher than the statewide average for similar facilities, it was studied further. Of the 23 collisions at the intersection, nine were rear-end collisions. The remaining 14 collisions included several crash types: five sideswipe, three broadside, two hit object, one head-on, and two involving pedestrians. It should also be noted seven of these collisions were attributed to unsafe speeds. A pred ominant collision type of rear-end cr ashes is typical of locations with congested conditions and vehicles exiting the freeway onto a local street. In this case, this is exacerbated by the complex traffic patterns in the area a ssociated with drivers turning onto Steele Lane from nearby intersections and needing to merge across several la nes within a short distance to access the freeway ramps. Further review indicates that the percentage of collisions at this intersection resulting in injuries was 39 percent, which is below the statewide average injury rate of 44.6 percent. Give n the below-average incidence of injuries it appears that this intersection does not have a demonstrated safety problem despite the above-average collision rate.
Of the 18 collisions at Steele Lane-Lewis Road/Mendo cino Avenue, ten were rear-end collisions, three were broadside, three were sideswipe, one involved a pedestrian, and two involved a bicyclist. It should be noted that the intersection has an above-average injury rate of 50.0 percent compared to the statewide injury rate average of 44.6 percent. Of the rear-end collisions, six were du e to unsafe speed, three were attributed to driving under the influence, and one was a right-of-way violation. Wi th no clear collision factor pa ttern to the broadsides, no measures are recommended to address this collision type. Increased speed enforcement could benefit safety at this location, especially for pedestrians and bicyclists.
Of the nine collisions at Elliott Avenue/Mendocino Avenue , four were rear-ends, two were sideswipes, two were hit objects and one was a broadside; this last crash was the only one involving a driver on Elliott Avenue. It should be noted that the intersection has an above-average injury rate of 55.6 percent compared to the statewide injury 7 Circulation Study for the Elliott Avenue Pilot Closure Project July 31, 2020
rate average of 46.8 percent. The preponderance of crashes involving two southbound vehicles (six of nine), five of which were attributed to unsafe speed, indicates a potential need for additional speed enforcement in this area.
Of the 17 collisions at the intersection of Bear Cub Way-Pacific Avenue/Mendocino Avenue there were a number of different types, including broadsid es, rear-ends, sideswipes and head-on crashes. Three involved pedestrians (two of whom were at fault) and two involved bicyclists which likely contributed to the above-average injury rate of 52.9 percent compared to the statew ide injury rate average of 44.6 percen t. With no clear collision pattern in either the type of collision or primary collision fact ors, no measures are recommended. Increased speed enforcement could benefit safety at this location, especially for pedestrians and bicyclists. It is noted that in the last five years there have not been any pedestrian or bicycle collisions reported along Elliott Avenue between Armory Drive and Mendocino Avenue, though it is anecdota lly noted that District sta ff has indicated that they have witnessed “near collisions” on many occasions.
Alternative Modes
Pedestrian Facilities
Pedestrian facilities include sidewalks, crosswalks, pede strian signal phases, curb ramps, curb extensions, and various streetscape amenities such as lighting, benches, et c. In general, a network of sidewalks, crosswalks, and curb ramps provide access for pedestrians in the vicinity of the proposed project site; however, obstacles can be found on sidewalks along the roadways connecting to th e project site. These gaps and obstacles along the connecting roadways impact convenient and continuous access for pedestrians and pr esent safety concerns in those locations where appropriate pedestrian infrastructure would address potential conflict points. • Armory Drive – There are sidewalks along only the east side of the street as the western side of the street is adjacent to US 101. The existing sidewalks are partially obstructed by utility poles. Curb ramps are present at intersections, but truncated domes are not present at most locations. • Elliott Avenue – Sidewalks exist along both sides of Elliott Avenue between Armory Drive and Mendocino Avenue, with the exception of one lot between Elliott Avenu e and Illinois Avenue, though they are partially obstructed by utility poles on the north side of the street. Cu rb ramps are present at inte rsections, but truncated domes are missing at many locations meaning that these crossings are not compliant with current Americans with Disability Act (ADA) de sign standards. A midblock crossing conne cting the library and student center buildings is controlled by a pedestrian signal and there are four uncontrolled crossings on Elliot Avenue, including at Nordyke Avenue, Emeritus Circle West, Emeritus Circle East, and Salem Avenue along with two stop-controlled crossings at Armory Drive and Albany Drive. Pedestrian crossing signage is present at most of these crosswalks.
Based on counts taken in May 2019, there were five pedestrian crossings recorded at Emeritus Circle West and 81 crossings at Emeritus Circle East during the morning peak hour. During the evening peak hour there was a single pedestrian crossing at Emeritus Circle West and 215 pedestrians crossing at Emeritus Circle East. It is also noted that these numbers do not account for the crossings at the pedestrian traffic signal, which was not counted though was observed to facilitate more crossings than the other two locations. • Illinois Avenue – This street has sidewalks along both sides. A diverter at the intersection with Sucher Lane blocks the through movement for vehicular traffic on both streets; pedestrian access is permitted. Curb ramps and truncated domes are present at intersections.
• Mendocino Avenue – Sidewalks are present along both sides of the street. T here are marked school crosswalks at the intersections with Ridgway Avenue, Crawford Court, Bear Cub Way, and McConnell Avenue, and standard crosswalks at the intersection with Elliott Avenue. There is a high-intensity activated crosswalk (HAWK) beacon at the crossing at McConnell Avenue, including a pedestrian refuge island and advanced yield 8 Circulation Study for the Elliott Avenue Pilot Closure Project July 31, 2020
markings. An overhead pedestrian beacon and advanced yield markings are also present at the Silva Avenue intersection. Curb ramps are present at intersections, but most do not include truncated domes. Nordyke Avenue – There are sidewalks along both sides of the street. There is a barrier at the southern end of Nordyke Avenue, blocking vehicular access. However, there is a sidewalk connection, providing pedestrian access between the two streets. Curb ramps are pr esent at intersections, but only the ramps at the intersection with Steele Avenue include truncated domes. Ridgway Avenue – There are marked crosswalks at several intersections that connect continuous sidewalks on both sides of the street. The intersection at Glenn Street has all-way stop controls and is a major access point to the high school. School crosswalks are mark ed at Armory Drive, Morgan Street, Glenn Street, and Mendocino Avenue. Truncated domes are not present at a ll locations. Utility poles on the north side of the street partially obstruct the sidewalk.
Steele Lane – There are sidewalks along both sides of Steele La ne. There is a marked school crosswalk and pedestrian traffic signal with advance warning beacons between Berkeley Drive and Salem Avenue, in front of Steele Lane Elementary School. There is a marked crosswalk at the unsignalized intersection of with Meyers Drive. There are also marked crosswalks at the signalized intersections at Illinois Avenue-County Center Drive and at Mendocino Avenue. Ramps with truncated domes are present at intersections. Utility poles, signs, and trees are located in the sidewalk, effectively narrowing the available width for pedestrians.
Bicycle Facilities
The Highway Design Manual, Caltrans, 2017, classifies bikeways into four categories:
Class I Multi-Use Path – a completely separated right-of-way for the exclusive use of bicycles and pedestrians with cross flows of motorized traffic minimized.
Class II Bike Lane – a striped and signed lane for one-way bike travel on a street or highway. Class III Bike Route – signing only for shared use with motor vehicles within the same travel lane on a street or highway.
Class IV Bikeway – also known as a separated bikeway, a Class IV Bikeway is for the exclusive use of bicycles and includes a separation between the bikeway and th e motor vehicle traffic la ne. The separation may include, but is not limited to, grade separation, flexible posts, inflexible physical barriers, or on-street parking.
In the project area, Class II bike lanes exist on Mendoc ino Avenue between Steele Lane and College Avenue.
Bicyclists ride in the roadway and/or on sidewalks along all other streets within the project study area. According to the City of Santa Rosa Bicycle & Pedestrian Master Plan Update 2018, there are planned bicycle lanes along Armory Drive between Ridgway Avenue and Steele Lane. Table 2 summarizes the existing and planned bicycle facilities in the project vicinity.
9 Circulation Study for the Elliott Avenue Pilot Closure Project July 31, 2020
Table 2 – Bicycle Facility Summary
Status
Facility
Class Length
(miles)
Begin Point End Point
Existing
Mendocino Ave II 1.10 Steele Ln/Lewis Rd College Ave
Planned
US 101 Overpass I <0.10 TBD TBD
Elliott Ave (study) TBD 0.50 Mendocino Ave Armory Dr
Steele Ln II 0.50 Illinois Ave US 101 S Ramps
Armory Dr II 0.80 Ridgway Ave Steele Ln
Ridgway Ave II 0.40 Armory Dr Mendocino Ave
College Ave II 0.30 Mendocino Ave Morgan St
Bear Cub Way III 0.50 Armory Dr Mendocino Ave
Morgan St III 0.20 College Ave Ridgway Ave
Notes: TBD = To Be Determined
Source: City of Santa Rosa Bicycle & Pedestrian Master Plan Update 2018, City of Santa Rosa, 2018 Transit Facilities
Santa Rosa CityBus and Sonoma County Transit are the primary providers of fixed route bus service in Santa Rosa.
Regional service and connections are also available, as described below.
Santa Rosa CityBus operates Routes 1 and 7 along Mendocino Avenue and Route 19 (North Circulator) along Steele Lane. The nearest stops to the project site for Routes 1 and 7 are at Dexter Street, less than one-half mile from the project site. Route 1 operates seven days a week, with 15-minute headways on weekdays from 6:00 a.m. to 8:00 p.m., 30-minute headways on Saturdays from 6:00 a.m. to 8:00 p.m., and 45-minute headways on Sundays from 10:00 a.m. to 5:00 p.m. Route 7 operates eight trips per day between 7:00 a.m. and 5:00 p.m. on weekdays. Route 19 stops at the intersections of Steele Lane with Meyers Drive and Berkeley Drive, less than one-half mile from the project site. The service runs only on weekdays, with six trips between 8:00 a.m. and 5:00 p.m.
Sonoma County Transit operates numerous routes in the vicinity of the project. Routes 20, 20X, 30, 30X, 44, 44X, 48, 48X, 54, 57, 60, 60X, and 62 stop at the intersection of Mendocino Avenue/Silva Avenue, less than one-half mile from the project site. These routes provide service rang ing from two to 16 times per day to locations including Petaluma, Rohnert Park, North Santa Rosa, and the Sonoma Coast.
SMART offers regional rail service between Sonoma County Airport and San Rafael. While the project site is located approximately one mile from the North Santa Rosa SMART st ation, it is assumed some students will bike to the station for regional transit service. Access to the SMART station from the SRJC campus would be enhanced with the completion of the proposed pedestrian/bicycle overpass across US 101. Mendocino Transit and Amtrak also provide regional service which can be accessed from a stop at the intersection of Cleveland Avenue/Edwards Avenue, approximately 0.80 miles from the project site.
There are bicycle racks on the front of all Santa Rosa CityBus and Sonoma County Transit buses. Bike rack space is on a first come, first served basis. Additional bicycles are allowed on buses at the discretion of the driver.
Dial-a-ride, also known as paratransi t, or door-to-door service, is available for those who are unable to independently use the transit system due to a physical or mental disability. CityBus paratransit is contracted out 10 Circulation Study for the Elliott Avenue Pilot Closure Project July 31, 2020
to MV Transportation and is designed to serve the needs of individuals with disabilities within three-quarters of a mile from existing CityBus routes.
The routes and their respective operating hours and stops are shown in Table 3.
Table 3 – Transit Facility Summary
Service Distance to
Stop (mi)
Stop Frequency
(per day)
Days of
Operation
Begin Point End Point
Sonoma County Transit
Route 20, 20X
0.50 Weekday – 9
Weekend – 4 7
Kaiser Hospital
Coddingtown Mall
(weekend)
Monte Rio
Route 30, 30X
EB – 9
WB – 10
Weekend EB – 4
Weekend WB – 3
7 Kaiser Hospital
Coddingtown Mall
(weekend)
Sonoma Plaza
Route 44, 44X
NB – 14
NB – 11
Weekend NB – 5
Weekend SB – 5
7 Coddingtown Mall Petaluma Transit Mall
Route 48, 48X
NB – 9
SB – 8
Weekend NB – 5
Weekend SB – 5
7 Coddingtown Mall Petaluma Transit Mall
Route 54 NB – 2
SB – 2 5 Coddingtown Mall Petaluma Transit Mall
Route 57 NB – 1
SB – 1 5 Santa Rosa North SMART
Station SRJC
Route 60, 60X
NB – 18
SB – 17
Weekend – 9
7 Cloverdale Depot Sant a Rosa Transit Mall
Route 62 NB – 9
SB – 8 5 Santa Rosa Transit Mall Sonoma County
Airport
Santa Rosa City Bus
Route 1
0.50 Weekday – 112
Saturday – 56
Sunday – 20
7 Coddingtown Mall Sant a Rosa Transit Mall
Route 7 16 5 Coddingtown Mall Montgomery Village
Transit Hub
Route 19 0.40 12 5 Fulton Rd/Guerneville
Rd
Stagecoach at
Fountaingrove Pkwy
Sonoma-Marin Area Rail Transit (SMART)
Northbound &
Southbound 1.10 Weekday – 17
Weekend – 5 7 Sonoma County Airport San Rafael Transit
Center
11 Circulation Study for the Elliott Avenue Pilot Closure Project July 31, 2020
Capacity Analysis
Intersection Level of Service Methodologies
Level of Service (LOS) is used to rank traffic operation on various types of facilities based on traffic volumes and roadway capacity using a series of letter designations ranging from A to F. Generally, Level of Service A represents free flow conditions and Level of Service F represents fo rced flow or breakdown conditions. A unit of measure that indicates a level of delay generally accompanies the LOS designation.
The study intersections were analyzed using methodologies published in the Highway Capacity Manual (HCM), Transportation Research Board, 2010. This source contains methodologies for various types of intersection control, all of which are related to a measurement of delay in average number of seconds per vehicle.
The Levels of Service for the intersections with side-street stop controls, or those which are unsignalized and have one or two approaches stop controlled, were analyzed using the “Two-Way Stop-Controlled” intersection capacity method from the HCM. This methodology determines a level of service for each minor turning movement by estimating the level of average delay in seconds per vehicle. Results ar e presented for individual movements together with the weighted overall average delay for the intersection.
The study intersections with stop signs on all approach es were analyzed using the “All-Way Stop-Controlled” Intersection methodology from the HCM. This methodology evaluates delay for each approach based on turning movements, opposing and conflicting traffic volumes, and the number of lanes. Average vehicle delay is computed for the intersection as a whole and is then related to a Level of Service.
The study intersections that are currently controlled by a traffic signal, or may be in the future, were evaluated using the signalized methodology from the HCM. This methodology is based on factors including traffic volumes, green time for each movement, phasing, whether the signals are coordinated or not, truck traffic, and pedestrian activity. Average stopped delay per vehicle in seconds is used as the basis for evaluation in this LOS methodology.
The ranges of delay associated with the various levels of service are indicated in Table 4. 12 Circulation Study for the Elliott Avenue Pilot Closure Project July 31, 2020
Table 4 – Intersection Level of Service Criteria
LOS Two-Way Stop-Controlled All- Way Stop-Controlled Signalized A Delay of 0 to 10 seconds. Gaps in
traffic are readily available for
drivers exiting the minor street.
Delay of 0 to 10 seconds. Upon
stopping, drivers are immediately
able to proceed.
Delay of 0 to 10 seconds. Most
vehicles arrive during the green
phase, so do not stop at all.
B Delay of 10 to 15 seconds. Gaps in
traffic are somewhat less readily
available than with LOS A, but no
queuing occurs on the minor street.
Delay of 10 to 15 seconds. Drivers
may wait for one or two vehicles to
clear the intersection before
proceeding from a stop.
Delay of 10 to 20 seconds.
More vehicles stop than with
LOS A, but many drivers still do
not have to stop.
C Delay of 15 to 25 seconds.
Acceptable gaps in traffic are less
frequent, and drivers may approach
while another vehicle is already
waiting to exit the side street.
Delay of 15 to 25 seconds. Drivers
will enter a queue of one or two
vehicles on the same approach and
wait for vehicle to clear from one or
more approaches prior to entering
the intersection.
Delay of 20 to 35 seconds. The
number of vehicles stopping is
significant, although many still
pass through without stopping.
D Delay of 25 to 35 seconds. There
are fewer acceptable gaps in traffic,
and drivers may enter a queue of
one or two vehicles on the side
street.
Delay of 25 to 35 seconds. Queues of
more than two vehicles are
encountered on one or more
approaches.
Delay of 35 to 55 seconds. The
influence of congestion is
noticeable, and most vehicles
have to stop.
E Delay of 35 to 50 seconds. Few
acceptable gaps in traffic are
available, and longer queues may
form on the side street.
Delay of 35 to 50 seconds. Longer
queues are encountered on more
than one approach to the
intersection.
Delay of 55 to 80 seconds.
Most, if not all, vehicles must
stop, and drivers consider the
delay excessive.
F Delay of more than 50 seconds.
Drivers may wait for long periods
before there is an acceptable gap in
traffic for exiting the side streets,
creating long queues.
Delay of more than 50 seconds.
Drivers enter long queues on all
approaches.
Delay of more than 80 seconds.
Vehicles may wait through
more than one cycle to clear the
intersection.
Reference: Highway Capacity Manual, Transportation Research Board, 2010 Traffic Operation Standards
City of Santa Rosa
Section 5.8 Transportation Goals & Policy of the City of Santa Rosa General Plan states:
T-D-1 Maintain a Level of Service (LOS) D or better along all major corridors. Exceptions to meeting the standard include:
Within downtown;
Where attainment would result in significant degradation; Where topography or impacts makes the improvement impossible; or Where attainment would ensure loss of an area's unique character.
The LOS is to be calculated using the average traffic demand over the highest 60-minute period.
Traffic Engineering Division will require a level of serv ice evaluation of arterial and collector corridors if deemed necessary.
13 Circulation Study for the Elliott Avenue Pilot Closure Project July 31, 2020
T-D-2 Monitor level of service at intersections to assure that improvements or alterations to improve corridor level of service do not cause severe impacts at any single intersection.
General interpretation of Policy T-D-2. The impact to an intersection is considered adverse if the project related and/or future trips result in:
1. The level of service (LOS) at an intersection degrading from LOS D or better to LOS E or F, OR
2. An increase in average vehicle delay of greater than 5 seconds at a signalized intersection where the current LOS is either LOS E or F.
3. Queuing impacts based on a comparative analysis between the design queue length and the available queue storage capacity. Impacts includ e, but are not limited to, spillback queue at project access locations (both ingress and egress), turn lanes at intersections, lane drops, spill back that impacts upstream intersections or interchange ramps.
4. Exceptions may be granted under the following conditions:
a. Within downtown,
b. Where attainment would result in significant degradation, c. Where topography or impacts makes the improvement impossible; or d. Where attainment would ensure loss of an area's unique character.
T-C-3 Implement traffic calming techniqu es on streets subject to high speed and/or cut-through traffic, in order to improve neighborhood livability, Techniques Include:
Narrow Streets
On-street parking
Choker or diverters
Decorative crosswalks
Planted islands
General interpretation of Policy T-C-3. An impact is considered adverse if the project has the potential to alter community charac ter by significantly increasing cut-through traffic, unexpected vehicle maneuvers or commercial vehicle trips in a residential area.
T-H-3 Require new development to provide transit impr ovements, where a rough proportionality to demand from the project is established. Transit improvements may include:
Direct and paved pedestrian access to transit stops
Bus turnouts and shelters
Lane width to accommodate buses.
General interpretation of Policy T-H-3. An impa ct is considered adverse if the project has the potential to disrupt existing transit operations or establishes transit facilities and equipment such that it creates a sight distance deficiency or vehicle conflict point.
T-J Provide attractive and safe streets for pedestrian and bicyclists.
General interpretation of Policy T-J. An impact is considered adverse if the project generates 20 pedestrians in any single hour at an unsignalized intersection, mid-block crossing or where no crossing has been established.
An impact is further considered significant if the project interrupts existing or proposed pedestrian, bicycle and transit facilities, path or travel, direct access resulting in excessive rerouting or creates a vehicle conflict condition which affects the safety of other roadway users. 14 Circulation Study for the Elliott Avenue Pilot Closure Project July 31, 2020
Existing Conditions
The Existing Conditions scenario prov ides an evaluation of current operat ion based on existing traffic volumes during the a.m. and p.m. peak periods. This condition do es not include project redistribution of traffic volumes.
Volume data was collected while local schools were in session. The existing traffic volumes are shown in Figure 2.
Intersection Levels of Service
Under existing conditions, all intersections are operating acceptably overall. Because the City of Santa Rosa’s policies emphasize capacity on the through streets and at signalized intersections, operation is considered acceptable if the average delay for the intersection as a whole reflects LOS D operation or better. The LOS F operation on the Nordyke Avenue approach to Steele Lane is therefore considered acceptable as this is common of minor side streets where they inters ect a major arterial such as Steele La ne. Attempting to achieve LOS D or better operation on such minor side-street approaches would result in degradation of the overall operation of the system through installation of traffic signals at loca tions where they would not otherwise be necessary. A summary of the intersection level of service calculations is contained in Table 5, and copies of the Level of Service calculations are provided in Appendix B.
sro512.ai 4/20
1 2
3 4
5 6
8 9
10 1 1 1 2 1 3
1 4
1 5
1 2
3 4
5 6
8 9 10
1 1 1 2 1 3
1 4
15 Circulation Study for the Elliott Avenue Pilot Closure Project Figure 2 – Existing Traffic Volumes
(xx) PM Peak Hour Volume
xx AM Peak Hour Volume
Study Intersection
LEGEND
Not to Scale
35 (40)
743(868)
15 (16)
(186)396
(1077)801
(255)466
1 7 (6)
779(898)
4 (2)
(18) 9
(1108)801
(23) 21
2 8 (3)
734(819)
0 (5)
(7) 6
(1062)783
(7) 15
3 737(871)
4 (10)
(1067)770
(1) 11
4 78 (68)
355(285)
70 (99)
(165)149
(470)321
(305)244
5 24(56)
6 (7) 4
(31)14
7 87(117)
77(105)
8 24 (33)
195(235)
(12) 13
(222)211
9 186(179)
(280)229
10 120(143)
155(143)
(100)125
(178)102
11 13 (14)
260(250)
(22) 11
(267)119
12 (124) 54
(221)102
13 25(32)
31(29)
14 188(225)
116(23)
90 (133)
(79)13
(58)17
(102)24
15 Steele Ln
County Center
DrIllinois Ave
Steele Ln
Nordyke Ave
Steele Ln
Berkeley Dr
Steele Ln
Salem Ave
Lewis Rd
Steele Ln
Mendocino
Ave
Clement Ave
Salem Ave
Clement Ave
Elliott Ave
Armory Dr
Elliott Ave
Albany Dr
Elliott Ave
Emeritus
Cir W
Elliott Ave
Emeritus
Cir E
Elliott Ave
Salem Ave
Elliott Ave
Mendocino
Ave
Bear Cub Way
Armory Dr
Pacific Ave
Bear Cub Way
Mendocino
Ave
Mendocino
Ave
16 Circulation Study for the Elliott Avenue Pilot Closure Project July 31, 2020
Table 5 – Existing Peak Hour Intersection Levels of Service Study Intersection
Approach
AM Peak PM Peak
Delay LOS Delay LOS
1. Steele Ln/Illinois Ave-County Center Dr 16.4 B 25.9 C
2. Steele Ln/Nordyke Ave 0.7 A 0.8 A
Northbound (Nordyke Ave) Approach 28.2 D 54.4 F
3. Steele Ln/Berkeley Dr 0.3 A 0.3 A
Northbound (Berkeley Dr) Approach 20.7 C 26.9 D
4. Steele Ln/Salem Ave 0.1 A 0.1 A
Northbound (Salem Dr) Approach 13.0 B 12.5 B
5. Steele Ln-Lewis Rd /Mendocino Ave 19.2 B 33.3 D
6. Clement Ave/Salem Ave n/a A n/a A
7. Clement Ave/Mendocino Ave 0.3 A 0.6 A
Eastbound (Clement Ave) Approach 13.6 B 23.5 C
8. Elliott Ave/Armory Dr 10.5 B 10.0 A
9. Elliott Ave/Albany Dr 1.1 A 0.9 A
Southbound (Albany Dr) Approach 10.6 B 11.5 B
10. Elliott Ave/Emeritus Cir W 0.8 A 1.7 A
Southbound (Emeritus Cir W) Approach 9.6 A 10.0 A
11. Elliott Ave/Emeritus Cir E 2.5 A 1.9 A
Southbound (Emeritus Cir E) Approach 11.5 B 10.0 B
12. Elliott Ave/Salem Ave 1.0 A 1.9 A
Southbound (Salem Ave) Approach 10.3 B 12.1 B
13. Elliott Ave/Mendocino Ave 11.0 B 17.8 B
14. Bear Cub Way/Armory Dr 10.0 A 9.3 A
15. Bear Cub Way-Pacific Ave/Mendocino Ave 21.5 C 20.6 C Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service; Results for minor approaches to two-way stop-controlled intersections are indicated in italics
Future Conditions
Segment volumes for the horizon year of 2040 were obtained from the gravity demand model maintained by the Sonoma County Transportation Authority (SCTA) and translated to peak hour turning movement volumes at the study intersection using the “Furness” method. The Furness method is an iterative process that employs existing turn movement data, existing link vo lumes, and future link volumes to pr oject likely future turning movement volumes at intersections.
Under the anticipated Future volumes, the study intersections are expected to operate acceptably with the exception of Steele Lane-Lewis Road/Mendocino Avenue, which is projected to operate at LOS E during the p.m. peak hour. To achieve acceptable operation a second northbound left-turn lane would be needed. While the paved width of approximately 64 feet is adequate to accommodate six travel lanes, this would result in the loss of the bike lanes on both sides of the street, which would have a negative impact on this alternative mode. It is again 17 Circulation Study for the Elliott Avenue Pilot Closure Project July 31, 2020
noted that while the Nordyke Avenue approach to Steele Lane is expected to operate at LOS F, this is considered acceptable under the criteria applied. Operating conditions are summarized in Table 6 and Future volumes are shown in Figure 3.
Table 6 – Future Peak Hour Intersection Levels of Service Study Intersection
Approach
AM Peak PM Peak
Delay LOS Delay LOS
1. Steele Ln/Illinois Ave-County Center Dr 18.8 B 50.9 D
2. Steele Ln/Nordyke Ave 0.8 A 0.9 A
Northbound (Nordyke Ave) Approach 61.0 F 72.1 F
3. Steele Ln/Berkeley Dr 0.5 A 0.3 A
Northbound (Berkeley Dr) Approach 38.1 E 23.4 9 C
4. Steele Ln/Salem Ave 0.3 A 0.1 A
Northbound (Salem Dr) Approach 27.2 D 11.5 B
5. Steele Ln-Lewis Rd/Mendocino Ave 33.6 D 60.8 E
6. Clement Ave/Salem Ave n/a A n/a A
7. Clement Ave/Mendocino Ave 0.4 A 0.7 A
Eastbound (Clement Ave) Approach 19.8 C 32. 7 D
8. Elliott Ave/Armory Dr 16.2 C 11.2 B
9. Elliott Ave/Albany Dr 1.2 A 1.0 B
Southbound (Albany Dr) Approach 12.3 B 12.6 B
10. Elliott Ave/Emeritus Cir W 0.7 A 1.75 A
Southbound (Emeritus Cir W) Approach 10.0 B 10.1 B
11. Elliott Ave/Emeritus Cir E 2.9 A 4.9 A
Southbound (Emeritus Cir E) Approach 14.6 B 19.8 B
12. Elliott Ave/Salem Ave 1.2 A 2.2 A
Southbound (Salem Ave) Approach 11.6 B 13.8 C
13. Elliott Ave/Mendocino Ave 21.0 C 27.5 C
14. Bear Cub Way/Armory Dr 12.7 B 11.0 B
15. Bear Cub Way-Pacific Ave/Mendocino Ave 23.7 C 22.5 C Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service; Results for minor approaches to two-way stop-controlled intersections are indicated in italics; Bold text = deficient operation Project Description
The proposed project would close the segment of road between West Emeritus Circle Way and East Emeritus Circle Way on Elliott Ave to vehicular traffic, in addition to cr eating a connection to the Em eritus Parking lot from the intersection of Salem Avenue/Clement Avenue. The closed section if Elliott Avenue would be used for pedestrians and bicyclists only. Impacts to the surrounding transportation network as a result of re-routing the trips that currently use this section of Elliott Avenue were evalua ted. The proposed lane configurations with the street closure are shown in Figure 4.
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15 Circulation Study for the Elliott Avenue Pilot Closure Project Figure 3 – Future Traffic Volumes
(xx) PM Peak Hour Volume
xx AM Peak Hour Volume
Study Intersection
LEGEND
78 (219)
810(1641)
35 (147)
(186) 450
(1275)1010
(265) 651
1 7 (5)
930(903)
3 (2)
(18) 9
(1194)1095
(24) 15
2 13 (9)
899(1149)
4 (8)
(4) 13
(851)1051
(3) 19
3 906(1168)
4 (0)
(869)1377
(0) 3
4 90 (68)
430(285)
75 (178)
(165)254
(470)340
(319)564
5 34(64)
6 (8) 6
(36)20
7 148(156)
82 (138)
8 35 (41)
285(289)
(15)19
(273)308
9 272(220)
(344)335
10 175(176)
227(176)
11 (123)183
(219)149
19 (17)
380(307)
12 (27) 16
(328)174
(169)42
(224)91
13 34(44)
42(40)
14 264(258)
163(26)
126(152)
(91)18
(66)24
(117)34
15 Steele Ln
County Center
DrIllinois Ave
Steele Ln
Nordyke Ave
Steele Ln
Berkeley Dr
Steele Ln
Salem Ave
Lewis Rd
Steele Ln
Mendocino
Ave
Clement Ave
Salem Ave
Clement Ave
Elliott Ave
Armory Dr
Elliott Ave
Albany Dr
Elliott Ave
Emeritus
Cir W
Elliott Ave
Emeritus
Cir E
Elliott Ave
Salem Ave
Elliott Ave
Mendocino
Ave
Bear Cub Way
Armory Dr
Pacific Ave
Bear Cub Way
Mendocino
Ave
Mendocino
Ave
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Circulation Study for the Elliott Avenue Pilot Closure Project Figure 4 – Proposed Lane Configurations
Study Intersection
LEGEND
Not to Scale
1 4
1 2 3 4 5
6 8 9 1 0
1 1 1 2 1 3 1 5
1 2
3 4
5 6
8 9
10 1 1 1 2 1 3
1 4
1 5
1 2
3 4
5 6
8 9 10
1 1 1 2 1 3
1 4
15 Steele Ln
Steele Ln
Paciöc
20 Circulation Study for the Elliott Avenue Pilot Closure Project July 31, 2020
Trip Redistribution
For the purpose of redistributing the existing volumes on Elliott Avenue, it was assumed that the eastbound left turns at Emeritus Circle East would occur at Emeritus Circle West due to the parking lot improvements that would make Emeritus Circle West bidirectional; this change is expected to be completed this summer. The southbound right turns out of Emeritus Circle East were assumed to occur at Emeritus Circle West and the southbound left turns at Emeritus Circle West were assumed to occur at Emeritus Circle East. The through movements that would no longer be accommodated at Emeritus Circle East and West were redistributed away from the two intersections to the west toward Armory Drive and to the east toward Mendocino Avenue, while taking into consideration the new connection to the parking lot that would be constructed at the Salem Avenue/Clement Avenue intersection.
It was assumed that about ten percent of the existing trips from campus to destinations on Mendocino Avenue would occur at the new parking lot connection, and the rest would occur via Elliott Avenue. Because the additional lane would result in a non-standard configuration if it were stop-controlled, it was conservatively assumed that all approaches would be stop-controlled. The lane configurations with the proposed closure are shown in Figure 4.
The volumes were extrapolated away from the street closure based on the proportion of vehicles making the preceding movement from the prior intersection. Based on the existing volumes, a proportional ratio was used to redistribute vehicles from Elliott Avenue to Steele Lane or Bear Cub Way, including trips to the neighborhood between campus and Steele Lane. Trips to and from th e neighborhood to destinations on Mendocino Avenue south of campus that would previously use Elliott Avenue and Albany Drive were redistributed to Steele Lane and either Berkeley Drive or Salem Avenue. It was also assumed that 10 percent of the existing westbound right turns at Mendocino Avenue/Pacific Avenue would now be th rough movements due to motorists using Bear Cub Way to reach the west side of campus, instead of Elliott Avenue.
The City of Santa Rosa General Plan states: “An impact is considered adverse if the project has the potential to alter community character by sign ificantly increasing cut-through traffi c, unexpected vehicle maneuvers or commercial vehicle trips in a residential area.” It is noted that although this pr oject would be expected to redistribute existing traffic, such trip s consist primarily of residential traffi c from the neighborhood north of the Santa Rosa Junior College that current ly uses Elliott Avenue as a connect or from Armory Drive to Mendocino Avenue. As these are neighborhood trips, they would not result in cut-through traffic. Therefore, the proposed project would not be in conflict with the General Plan.
Intersection Operation
Existing plus Project Conditions
Upon redistribution of the existing volumes, the stud y intersections are expected to continue operating acceptably. Existing rerouted volumes are shown in Figure 5 and Existing plus Project volumes are shown in Figure
6. These results are summarized in Table 7.
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15 Circulation Study for the Elliott Avenue Pilot Closure Project Figure 5 – Existing Rerouted Volumes
Not to Scale
(0)
63(49)
1 (0)
63(49)
(0)
(0)
(107)67
(0)
2 (0)
74(59)
11(10)
(0)
(107)67
(0)
3 85(69)
11(10)
(107)67
(0)
4 (0)
(0)
(0)
(65)48
(42)19
(18)22
5 12(14)
(0)
6 (-1)35
(-19)60
7 -53(-52)
-46(-47)
8 -19 (-17)
-150(-124)
(-132)-96
9 (100) 125
(-280)-229
-186(-179)
10 (-100)-125
(-178)-102
-12 (-14)
-155(-143)
11 -140(-113)
(-185)-107
12 (-80)-47
(-3) -7
(-142)-89
13 30(32)
14 -19(-23)
19 (23)
15 (xx) PM Peak Hour Volume
xx AM Peak Hour Volume
Study Intersection
LEGEND
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1 4
15 Circulation Study for the Elliott Avenue Pilot Closure Project Figure 6 – Existing plus Project Traffic Volumes
(xx) PM Peak Hour Volume
xx AM Peak Hour Volume
Study Intersection
LEGEND
Not to Scale
35 (40)
806(917)
15 (16)
(186)396
(1077)801
(255)466
1 7 (6)
842(947)
4 (2)
(18) 9
(1215)868
(23) 21
2 8 (3)
808(878)
11 (15)
(7) 6
(1169)850
(7) 15
3 822(940)
15 (20)
(1174)837
(1) 11
4 78 (68)
355(285)
70 (99)
(230)197
(512)340
(323)266
5 12(14)
24(56)
6 (6)39
(12)74
7 34(65)
31(58)
8 5 (16)
45(111)
(12) 13
(90)115
9 (100)125
10 108(129)
11 13 (14)
120(137)
(22)11
(82)12
12 (44) 7
(79)13
13 55(64)
31(29)
14 169(202)
135(46)
90 (133)
(79)13
(58)17
(102)24
15 23 Circulation Study for the Elliott Avenue Pilot Closure Project July 31, 2020
Table 7 – Existing and Existing plus Project Peak Hour Intersection Levels of Service Study Intersection
Approach
Existing Conditions Ex isting plus Project
AM Peak PM Pea k AM Pea k PM Pea k
Delay LOS Delay LOS Delay LOS Delay LOS
1. Steele Ln/Illinois Ave-County Center Dr 16.4 B 25.9 C 17.1 B 26.5 C
2. Steele Ln/Nordyke Ave 0.7 A 0.8 A 0.7 A 0.9 A
NB (Nordyke Ave) Approach 28.2 D 54.4 F 32.8 D 71.1 F
3. Steele Ln/Berkeley Dr 0.3 A 0.3 A 0.4 A 0.3 A
NB (Berkeley Dr) Approach 20.7 C 26.9 D 24.4 C 33.5 D
4. Steele Ln/Salem Ave 0.1 A 0.1 A 0.2 D 0.2 A
NB (Salem Dr) Approach 13.0 B 12.5 B 14.0 B 13.2 B
5. Steele Ln-Lewis Rd/Mendocino Ave 19.2 B 33.3 D 23.5 C 46.0 D
6. Clement Ave/Salem Ave n/a A n/a A 7.5 A 7.2 A
7. Clement Ave/Mendocino Ave 0.3 A 0.6 A 1.5 A 0.41 A EB (Clement Ave) Approach 13.6 B 23.5 C 21.8 C 33.4 D
8. Elliott Ave/Armory Dr 10.5 B 10.0 A 11.8 B 10.7 B
9. Elliott Ave/Albany Dr 1.1 A 0.9 A 2.2 A 2.0 A
SB (Albany Dr) Approach 10.6 B 11.5 B 8. 9 A 9.3 A
10. Elliott Ave/Emeritus Cir W 0.8 A 1.7 A 0.0 A 0.0 A SB (Emeritus Cir W) Approach 9.6 A 10.0 A 0.0 A 0.0 A
11. Elliott Ave/Emeritus Cir E 2.5 A 1.9 A 0.0 A 0.0 A SB (Emeritus Cir E) Approach 11.5 B 10.0 B 0.0 A 0.0 A
12. Elliott Ave/Salem Ave 1.0 A 1.9 A 1.6 A 2.3 A
SB (Salem Ave) Approach 10.3 B 12.1 B 9.2 A 10.25 A
13. Elliott Ave/Mendocino Ave 11.0 B 17.8 B 8.0 A 14.1 B
14. Bear Cub Way/Armory Dr 10.0 A 9.3 A 11.2 B 12.1 B
15. Bear Cub Way-Pacific Ave/Mendocino Ave 21.5 C 20.6 C 21.5 C 21.2 C Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service; Results for minor approaches to two-way stop-controlled intersections are indicated in italics; Bold text = deficient operation
It is noted that Elliot Avenue/Albany Drive was analyzed as a two-way stop-controlled intersection since this was the configuration when the traffic study was initiated. The intersection was re-analyzed with all-way stop controls to match the current control type and it was determined that it operates a cceptably at LOS A during both peak hours, as was noted for the configuration evaluated. Si nce the change in controls had minimal effect on the intersection’s operation, no further analysis was performe d for this intersection with the change to all-way stop controls.
Finding – The study intersections are expected to continue operating acceptably at th e same levels of service upon the addition of project-generate d traffic. While the Nordyke Aven ue approach to Steele Lane would continue to operate at LOS F and would be expected to ha ve more than a 5-second in crease in delay due to the addition of “project-generated” traffic, because the overall operation remains at LOS A and the side-street volume is substantially less than that required to indicated need for a traffic signal, this condition is considered acceptable. 24 Circulation Study for the Elliott Avenue Pilot Closure Project July 31, 2020
Future plus Project Conditions
Upon the addition of project-generated traffic to the anticipated Future vo lumes, the study intersections are expected to operate acceptably with the exception of Steele Lane-Lewis Road/Mendocino Avenue, which is expected to continue operating at LOS E during the ev ening peak hour and Lane/Illinois Avenue-County Center Drive where operation would be expected to deteriorate from LOS D to E during the evening peak hour. The project would be expected to have an adverse impact under the City’s criteria applied. These results are summarized in Table 8. Future rerouted volumes are shown in Figure 7 and Future plus Project volumes are shown in Figure 8.
Table 8 – Future and Future plus Project Peak Hour Intersection Levels of Service Study Intersection
Approach
Future Conditions Future plus Project
AM Peak PM Peak AM Peak PM Peak
Delay LOS Delay LOS Delay LOS Delay LOS
1. Steele Ln/Illinois Ave-County Center Dr 18.8 B 50.9 D 28.1 C 67.2 E
2. Steele Ln/Nordyke Ave 0.8 A 0.9 A 1.0 A 1.1 A
NB (Nordyke Ave) Approach 61.0 F 72.1 F 76.9 F 97.7 F
3. Steele Ln/Berkeley Dr 0.5 A 0.3 A 0.6 A 0.4 A
NB (Berkeley Dr) Approach 38.1 E 23.4 9 C 51.1 F 29.1 D
4. Steele Ln/Salem Ave 0.3 A 0.1 A 0.4 A 0.1 A
NB (Salem Dr) Approach 27.2 D 11.5 B 33.8 D 12.0 B
5. Steele Ln-Lewis Rd/Mendocino Ave 33.6 D 60.8 E 53.6 D 75.4 E
6. Clement Ave/Salem Ave n/a A n/a A 7.7 A 7.3 A
7. Clement Ave/Mendocino Ave 0.4 A 0.7 A 5.73 A 0.9 A EB (Clement Ave) Approach 19.8 C 32. 7 D 83.1 F 69.1 F
8. Elliott Ave/Armory Dr 16.2 C 11.2 B 19.0 C 13.4 B
9. Elliott Ave/Albany Dr 1.2 A 1.0 B 2.1 A 2.1 A
SB (Albany Dr) Approach 12.3 B 12.6 B 9.3 A 9.6 A
10. Elliott Ave/Emeritus Cir W 0.7 A 1.75 A 0.0 A 0.0 A SB (Emeritus Cir W) Approach 10.0 B 10.1 B 0.0 A 0.0 A
11. Elliott Ave/Emeritus Cir E 2.9 A 4.9 A 0.0 A 0.0 A SB (Emeritus Cir E) Approach 14.6 B 19.8 B 0.0 A 0.0 A
12. Elliott Ave/Salem Ave 1.2 A 2.2 A 1.6 A 2.4 A
SB (Salem Ave) Approach 11.6 B 13.8 C 9. 7 A 10.8 B
13. Elliott Ave/Mendocino Ave 21.0 C 27.5 C 10.1 B 21.0 C
14. Bear Cub Way/Armory Dr 12.7 B 11.0 B 18.4 C 21.0 C
15. Bear Cub Way-Pacific Ave/Mendocino Ave 23.7 C 22.5 C 25.5 C 23.9 C Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service; Results for minor approaches to two-way stop-controlled intersections are indicated in italics; Bold text = deficient operation
Finding – The study intersections would be expected to continue operating acceptably with the redistribution of traffic, at the same Levels of Service as without it with the exception of Steele Lane-Lewis Road/Mendocino Avenue sro512.ai 4/20
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15 Circulation Study for the Elliott Avenue Pilot Closure Project Figure 7 – Future Rerouted Volumes
Not to Scale
(0)
113(54)
1 (0)
113(54)
(0)
(0)
(106)53
(0)
2 (0)
132(65)
19 (11)
(0)
(106)53
(0)
3 151(76)
19 (11)
(106)53
(0)
4 (0)
(0)
(0)
(65)44
(41) 9
(22)31
5 17(18)
(0)
6 (3)46
(-21)92
7 -88(-75)
-48(-67)
8 -27 (-22)
-220(-152)
(-162)-139
9 (123) 183
(-344)-335
-272(-220)
10 (-123)-183
(-219)-149
-17 (-18)
-227(-176)
11 -205(-140)
(-231)-155
12 (-104)-32
(0) 0
(-139)-69
13 45(36)
14 -26(-26)
26 (26)
15 (xx) PM Peak Hour Volume
xx AM Peak Hour Volume
Study Intersection
LEGEND
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5 6
8 9
10 1 1 1 2 1 3
1 4
1 5
1 2
3 4
5 6
8 9 10
1 1 1 2 1 3
1 4
15 Circulation Study for the Elliott Avenue Pilot Closure Project Figure 8 – Future plus Project Traffic Volumes
Not to Scale
78 (219)
923(1695)
35 (147)
(186) 450
(1275)1010
(265) 651
1 7 (5)
1043(957)
3 (2)
(18) 9
(1300)1148
(24) 15
2 13 (9)
1031(1214)
23 (19)
(4) 13
(957)1104
(3) 19
3 1057(1244)
23 (11)
(975)1430
(0) 3
4 90 (68)
430(285)
75 (178)
(230)298
(511)349
(341)595
5 17(18)
34(64)
6 (11) 52
(15)112
7 60(8)
34(71)
8 8 (19)
65(137)
(15) 19
(111)169
9 (123)183
10 158(158)
11 19 (17)
175(167)
(27)16
(97)19
12 (65)10
(85)22
13 79(80)
42(40)
14 238(232)
189(52)
126(152)
(91)18
(66)24
(117)34
15 (xx) PM Peak Hour Volume
xx AM Peak Hour Volume
Study Intersection
LEGEND
27 Circulation Study for the Elliott Avenue Pilot Closure Project July 31, 2020
and Steele Lane/Illinois Avenue-County Center Drive, both of which would operate at LOS E during the evening peak hour. Because the increase in delay at Steele Lane-Lewis Road/Mendocino Avenue exceeds five seconds and operation at Steele Lane/Illinois Avenue-County Center Drive would deteriorate from LOS D to LOS E, these changes are considered adverse impacts requiring mitigation under the City’s policies.
Recommendations – To achieve acceptable operation under Future plus Project volumes the following improvements would be needed.
Steele Lane/Illinois Avenue-County Center Drive would op erate acceptably with a right-turn lane added to the eastbound approach. The road width on the eastbound side is currently about 50 feet, so is adequate for five 10-foot travel lanes. However, this would result in the elimination of the existing bike lane, which would trigger a significant impact under CEQA. Because the curb lane is currently about 12 feet wide, when added to the 5-foot bike lane there is sufficient width for many drivers to make the right turn by moving to the right and using the bike lane. While the theoretical results indicate an adverse impact, because many right-turning drivers would be expected to take adva ntage of the extra width to create a de facto right-turn lane, actual operation may remain in the range that is considered acceptable, and analysis using a narrow (8-foot) right- turn lane indicates that acceptable operation would be achieved. Steele Lane-Lewis Road/Mendocino Avenue could ac hieve acceptable operation by adding a second northbound left-turn lane. As noted above, while the roadway is wide enough for the additional lane, it could only be accommodated by eliminating the bike lanes, resulting in a significant impact under CEQA.
Because the improvements would result in impacts that are considered significant under CEQA while the impacts as identified under the City’s General Plan are technically not significant, the City could determine that the adverse impacts are acceptable to achieve their overall transportation goals. At both intersections, to avoid a significant impact on the system of bicycle facilities, physical widening that would require acquisition of right-of-way that is not currently controlled by the School District or the City would be necessary. General Plan Policy T-D-1 provides an exception to meeting the LOS standard in locations where attainment would result in significant environmental degradation (for instance, the loss of bike lanes).
28 Circulation Study for the Elliott Avenue Pilot Closure Project July 31, 2020
Alternative Modes
Given the location of the project on the campus of Santa Rosa Junior College and that the primary purpose of the project is to improve pedestrian and bicycle access, the pr oposed project is expected to have positive impact on alternative modes. Currently, some incentives are in place to encourage use of these modes. For example, SRJC students are able to ride Santa Rosa CityBus and Sonoma Co unty Transit free of charge by showing a student ID.
Students also have the opportunity to purchase discounted passes for the Sonoma Marin Area Rail Transit (SMART) train.
Pedestrian Facilities
Sidewalks are present along the project frontages on Elliott Avenue and Armory Street. With the proposed pilot project, no improvements to the existing sidewalk infrastructure are proposed, though pedestrians would be able to use the entire street as a pedestrian walkway since vehicular traffic would be eliminated. The proposed project and the proposed pedestrian/bicycle overcrossing over US 101 would enhance pedestrian access between various locations on the SRJC campus and provide connectivity to the west side of US 101.
There were no collisions between vehicles and pedestrians or bicyclists reported on Elliott Avenue during the five- year study period, though it is understood that District staff has observed “near co llisions” on many occasions.
The closure of the roadway to vehicular traffic would be e x p e c t e d t o h a v e a b e n e f i c i a l i m p a c t o n s a f e t y f o r alternative modes since it would eliminate conflict with motor vehicles between Emeritus Circle East and West, thereby allowing for greater connectivi ty for alternative modes. Because the project would split the existing approximately 0.46-mile continuous segment of Elliott Av enue into two shorter segments of about 450 feet and
0.25 miles, which would reduce the amount of travel way avai lable for vehicles to accelerate in a single action, it would also be reasonable to expect a reduction in travel speeds on the two remaining segments of Elliott Avenue on either side of the closure.
According to the 2016 Facilities Master Plan and Guidelines, Elliot Avenue is stated to be a “serious challenge” for pedestrian traffic due to the presence of vehicle traffic on the street. This proposed pilot project would address the desire to promote a walkable campus and is consistent with planning documents that have been prepared.
Finding – Pedestrian facilities serving the project site are adequate in terms of providing connectivity to nearby destinations and would be improved with the proposed project.
Bicycle Facilities
Existing bicycle facilities together with planned impr ovements and shared use of minor streets would provide adequate access for bicyclists. The existing bike lanes on Mendocino Avenue and bicycle boulevard on Humboldt Street provide connections to destinations north and so uth of the campus. The potential pedestrian/bicycle bridge over US 101 would enhance bicycle access to and from destinations including the Santa Rosa North SMART station and Coddingtown Mall.
Based on review of the May 2019 counts, there were few to no bicyclists turning at either Emeritus Circle West or East. It is assumed bicyclists would pr efer not turn onto either of these streets as they are mostly for the vehicle parking lots so cyclists would more like ly turn at the pedestrian traffic sign al to access the bicycle racks that are available on both sides of Elliott Avenue near all three crossings mentioned previously, with the exception of the south side of Elliott Avenue near Emeritus Circle West. Bicyclists are not allowed to bike through campus; however, the street closure would still allow bicyclists to ride through and would therefore enhance campus accessibility. 29 Circulation Study for the Elliott Avenue Pilot Closure Project July 31, 2020
Finding – Existing and planned bicycle facilities serving campus are adequate for anticipated demand and connectivity for bicyclists would be improved by the project.
Transit
Mendocino Avenue is a major north-south transit corrid or in Santa Rosa, providin g students with access to destinations via numerous bus routes. Stops are located within one-half mile of th e site. While a quarter-mile walking distance is typically considered ideal, one-half mile is considered an acceptable walking distance to transit facilities. Regional transit service is also available.
Finding – Transit facilities serving the project site are adequate.
30 Circulation Study for the Elliott Avenue Pilot Closure Project July 31, 2020
Conclusions and Recommendations
Conclusions
The proposed closure of Elliott Avenue would not be ex pected to generate any new traffic; rather, it would result in the redistribution of existing traffic. Most of the traffic that would be diverted through the adjacent traffic is generated by the neighborhood and consists of local residents using Ellio tt Avenue to travel out of their neighborhood; these trips would occur along other routes instead, including through the neighborhood to Steele Lane. Minimal new traffic through the neighborhood would be expected. Four of the 15 study intersections had collision rates that exceed the statewide averag e for similar facilities.
All four are signalized and experience substantial c ongestion. Additional speed enforcement could have a positive impact on the incidence of crashes at these locations. Upon redistribution of existing trips all study intersecti ons are expected to operate acceptably at the same levels of service. While the Nordyke Avenue approach to Steele Lane would continue to operate at LOS F and would be expected to have more than a 5-second increase in delay due to the addition of “project-generated” traffic, because the overall operation would remain at LOS A and the side-street vo lume is substantially less than that required to indicate need for a traffic signal, this condition is considered acceptable. Under Future volumes all study intersections are expect ed to operate acceptably except Steele Lane-Lewis Road/Mendocino Avenue. This intersection would operate at LOS E during the p.m. peak hour under the anticipated volumes without or with the project. Acceptable operation could be achieved by adding a second northbound left-turn lane, though to accommodate th is lane in the existing paved width would require elimination of the bike lane, which would be a significant impact under CEQA. Under Future plus Project volumes, the project would be expected to ha ve an adverse impact on operation at Steele Lane-Lewis Road/Mendocino Avenue and Stee le Lane/Illinois Avenue-County Center Drive under the City’s criteria. Acceptable operation could be achieved by providing a second northbound left-turn lane at Steele Lane-Lewis Road/Mendocino Avenue and a separate eastbound right-turn lane at Steele Lane/Illinois Avenue-County Center Drive. However, while such improvements could be accommodated within the available pavement width, this would require eliminatio n of the bike lanes at both locations, resulting in a significant impact to alternative mode facilities.
The proposed project would have positive impact on alternative modes by expanding facilities for pedestrians and bicyclists.
Recommendations
Because attainment of acceptable operation at Steele Lane-Lewis Road/Mendocino Avenue and Steele Lane/Illinois Avenue-County Center Drive would require either elimination of bike lanes or acquisition of additional right-of-way, such improvements are infeasible. The City could consider allowing the impacts on operation at these two intersections under the exceptions identified in General Plan Policy T-D-1. 31 Circulation Study for the Elliott Avenue Pilot Closure Project July 31, 2020
Study Participants and References
Study Participants
Principal in Charge Dalene J. Whitlock, PE, PTOE
Associate Engineer Cameron Nye, EIT
Assistant Engineer Allison Jaromin, EIT
Graphics Katia Wolfe, Hannah Yung-Boxdell
Editing/Formatting Alex Scrobonia
Quality Control Dalene J. Whitlock, PE, PTOE
References
2016 Collision Data on California State Highways, California Department of Transportation, 2018 2016 Facilities Master Plan and Guidelines, Sonoma County Junior College District, 2016 City of Santa Rosa Bicycle & Pedestrian Master Plan Update 2018, City of Santa Rosa, 2018 Highway Capacity Manual (HCM), Transportation Research Board, 2010 Highway Design Manual, California Department of Transportation, 2017 Santa Rosa City Code, Quality Code Publishing, 2017
Santa Rosa CityBus, http://srcity.org/1661/Maps-and-Schedules Santa Rosa General Plan 2035, City of Santa Rosa, 2014
Sonoma County Transit, http://sctransit.com/
Sonoma-Marin Area Rail Transit, http://www.sonomamarintrain.org/ Statewide Integrated Traffic Records System (SWITRS), California Highway Patrol, 2014-2019 SRO512
A Circulation Study for the Elliott Avenue Pilot Closure Project July 2020
Appendix A
Collision Rate Calculations
Date of Count:
Number of Collisions: 23
Number of Injuries: 9
Number of Fatalities: 0
ADT: 32900
Start Date:
End Date:
Number of Years: 5
Intersection Type: Four-Legged
Control Type: Signals
Area: Urban
23 x
32,900 x x 5
Study Intersection 0.38 c/mv e
Statewide Average* 0.24 c/mv e
c/mve = collisions per million vehicles entering intersection * 2016 Collision Data on California State Highways, Caltrans Date of Count:
Number of Collisions: 5
Number of Injuries: 3
Number of Fatalities: 0
ADT: 21200
Start Date:
End Date:
Number of Years: 5
Intersection Type: Four-Legged
Control Type: Stop & Yield Controls
Area: Urban
5x
21,200 x x 5
Study Intersection 0.13 c/mv e
Statewide Average* 0.13 c/mv e
c/mve = collisions per million vehicles entering intersection * 2016 Collision Data on California State Highways, Caltrans Circulation Study for the Elliott Ave Pilot Closure
Wednesday, May 01, 2019
Wednesday, May 01, 2019
43.8%
Intersection Collision Rate Calculations
November 15, 2014
November 14, 2019
Intersection # Steele Ln & Illinois Ave-County Center Dr collision rate = 1,000,000
Steele Ln & Nordyke Ave
44.6%
ADT = average daily total vehicles entering intersection November 15, 2014
365
Intersection #
November 14, 2019
Number of Collisions x 1 Millioncollision rate =
1:
Collision Rate Injury Rate
60.0%
Collision Rate Fatality Rate
collision rate = 365
2:
Number of Collisions x 1 Million
0.5%
collision rate = ADT x 365 Days per Year x Number of Years
39.1%
1,000,000
Injury Rate
Fatality Rate
0.0%
ADT x 365 Days per Year x Number of Years
0.0%
ADT = average daily total vehicles entering intersection
1.1%
W-Trans
7/29/2020
Date of Count:
Number of Collisions: 3
Number of Injuries: 2
Number of Fatalities: 0
ADT: 19600
Start Date:
End Date:
Number of Years: 5
Intersection Type: Tee
Control Type: Stop & Yield Controls
Area: Urban
3x
19,600 x x 5
Study Intersection 0.08 c/mv e
Statewide Average* 0.08 c/mv e
c/mve = collisions per million vehicles entering intersection * 2016 Collision Data on California State Highways, Caltrans Date of Count:
Number of Collisions: 3
Number of Injuries: 1
Number of Fatalities: 0
ADT: 19800
Start Date:
End Date:
Number of Years: 5
Intersection Type: Tee
Control Type: Stop & Yield Controls
Area: Urban
3x
19,800 x x 5
Study Intersection 0.08 c/mv e
Statewide Average* 0.08 c/mv e
c/mve = collisions per million vehicles entering intersection * 2016 Collision Data on California State Highways, Caltrans collision rate =
Collision Rate
Wednesday, May 01, 2019
1.0%
0.0% 33.3%
1,000,000
365
ADT x 365 Days per Year x Number of Years
Number of Collisions x 1 Million
Steele Ln & Salem Ave
ADT = average daily total vehicles entering intersection
1.0%
Wednesday, May 01, 2019
66.7%
4:
0.0%
November 14, 2019
collision rate =
ADT = average daily total vehicles entering intersection Intersection Collision Rate Calculaions
Intersection #
Fatality Rate
365
Collision Rate
3: Steele Ln & Berkeley Dr
collision rate = 1,000,000
Number of Collisions x 1 Million
ADT x 365 Days per Year x Number of Years
Injury Rate
November 14, 2019
Circulation Study for the Elliott Ave Pilot Closure
November 15, 2014
45.1%
Fatality Rate Injury Rate
November 15, 2014
collision rate =
Intersection #
45.1%
W-Trans
7/29/2020
Date of Count:
Number of Collisions: 18
Number of Injuries: 9
Number of Fatalities: 0
ADT: 34400
Start Date:
End Date:
Number of Years: 5
Intersection Type: Four-Legged
Control Type: Signals
Area: Urban
18 x
34,400 x x 5
Study Intersection 0.29 c/mv e
Statewide Average* 0.24 c/mv e
c/mve = collisions per million vehicles entering intersection * 2016 Collision Data on California State Highways, Caltrans Date of Count:
Number of Collisions: 0
Number of Injuries: 0
Number of Fatalities: 0
ADT: 940
Start Date:
End Date:
Number of Years: 5
Intersection Type: Other
Control Type: No Controls
Area: Urban
0x
940 x x 5
Study Intersection 0.00 c/mv e
Statewide Average* 0.05 c/mv e
c/mve = collisions per million vehicles entering intersection * 2016 Collision Data on California State Highways, Caltrans Wednesday, May 01, 2019
ADT = average daily total vehicles entering intersection
0.0%
Injury Rate
50.0%
ADT x 365 Days per Year x Number of Years
collision rate = 1,000,000
365
Collision Rate Fatality Rate
44.6%
Intersection # 6: Clement Ave & Salem Ave
0.5%
Steele Ln-Lewis St & Mendocino Ave
Number of Collisions x 1 Million
0.9% 29.5%
collision rate = 1,000,000
365
ADT = average daily total vehicles entering intersection Collision Rate Fatality Rate Injury Rate
Wednesday, May 01, 2019
Intersection # 5:
November 14, 2014
November 15, 2019
0.0%
collision rate = Number of Collisions x 1 Million
0.0%
ADT x 365 Days per Year x Number of Years
Circulation Study for the Elliott Ave Pilot Closure
November 15, 2014
November 14, 2019
collision rate =
Intersection Collision Rate Calculaions
W-Trans
7/29/2020
Date of Count:
Number of Collisions: 2
Number of Injuries: 1
Number of Fatalities: 0
ADT: 22500
Start Date:
End Date:
Number of Years: 5
Intersection Type: Tee
Control Type: Stop & Yield Controls
Area: Urban
2x
22,500 x x 5
Study Intersection 0.05 c/mv e
Statewide Average* 0.08 c/mv e
c/mve = collisions per million vehicles entering intersection * 2016 Collision Data on California State Highways, Caltrans Date of Count:
Number of Collisions: 0
Number of Injuries: 0
Number of Fatalities: 0
ADT: 22300
Start Date:
End Date:
Number of Years: 5
Intersection Type: Tee
Control Type: Stop & Yield Controls
Area: Urban
0x
22,300 x x 5
Study Intersection 0.00 c/mv e
Statewide Average* 0.08 c/mv e
c/mve = collisions per million vehicles entering intersection * 2016 Collision Data on California State Highways, Caltrans ADT = average daily total vehicles entering intersection collision rate = 1,000,000
365
Collision Rate Fatality Rate Injury Rate
0.0% 0.0%
1.0% 45.1%
November 14, 2014
November 15, 2019
collision rate = Number of Collisions x 1 Million
ADT x 365 Days per Year x Number of Years
ADT = average daily total vehicles entering intersection Intersection # 8: Elliott Ave & Armory Dr
Wednesday, May 01, 2019
collision rate = 1,000,000
365
Collision Rate Fatality Rate Injury Rate
0.0% 50.0%
1.0% 45.1%
November 14, 2014
November 15, 2019
collision rate = Number of Collisions x 1 Million
ADT x 365 Days per Year x Number of Years
Intersection Collision Rate Calculaions
Circulation Study for the Elliott Ave Pilot Closure
Intersection # 7: Clement Ave & Mendocino Ave
Wednesday, May 01, 2019
W-Trans
7/29/2020
Date of Count:
Number of Collisions: 0
Number of Injuries: 0
Number of Fatalities: 0
ADT: 5400
Start Date:
End Date:
Number of Years: 5
Intersection Type: Tee
Control Type: Stop & Yield Controls
Area: Urban
0x
5,400 x x 5
Study Intersection 0.00 c/mv e
Statewide Average* 0.08 c/mv e
c/mve = collisions per million vehicles entering intersection * 2016 Collision Data on California State Highways, Caltrans Date of Count:
Number of Collisions: 0
Number of Injuries: 0
Number of Fatalities: 0
ADT: 5700
Start Date:
End Date:
Number of Years: 5
Intersection Type: Tee
Control Type: Stop & Yield Controls
Area: Urban
0x
5,700 x x 5
Study Intersection 0.00 c/mv e
Statewide Average* 0.08 c/mv e
c/mve = collisions per million vehicles entering intersection * 2016 Collision Data on California State Highways, Caltrans
0.0% 0.0%
1.0% 45.1%
ADT = average daily total vehicles entering intersection collision rate = Number of Collisions x 1 Million
ADT x 365 Days per Year x Number of Years
collision rate = 1,000,000
365
Collision Rate Fatality Rate Injury Rate
Wednesday, May 01, 2019
November 14, 2014
November 15, 2019
0.0% 0.0%
1.0% 45.1%
ADT = average daily total vehicles entering intersection Intersection # 10: Elliott Ave & Emeritus Cir West
collision rate = Number of Collisions x 1 Million
ADT x 365 Days per Year x Number of Years
collision rate = 1,000,000
365
Collision Rate Fatality Rate Injury Rate
Wednesday, May 01, 2019
November 14, 2014
November 15, 2019
Intersection Collision Rate Calculaions
Circulation Study for the Elliott Ave Pilot Closure
Intersection # 9: Elliott Ave & Albany Dr
W-Trans
7/29/2020
Date of Count:
Number of Collisions: 0
Number of Injuries: 0
Number of Fatalities: 0
ADT: 7000
Start Date:
End Date:
Number of Years: 5
Intersection Type: Tee
Control Type: Stop & Yield Controls
Area: Urban
0x
7,000 x x 5
Study Intersection 0.00 c/mv e
Statewide Average* 0.08 c/mv e
c/mve = collisions per million vehicles entering intersection * 2016 Collision Data on California State Highways, Caltrans Date of Count:
Number of Collisions: 0
Number of Injuries: 0
Number of Fatalities: 0
ADT: 6400
Start Date:
End Date:
Number of Years: 5
Intersection Type: Tee
Control Type: Stop & Yield Controls
Area: Urban
0x
6,400 x x 5
Study Intersection 0.00 c/mv e
Statewide Average* 0.08 c/mv e
c/mve = collisions per million vehicles entering intersection * 2016 Collision Data on California State Highways, Caltrans Collision Rate Fatality Rate Injury Rate
0.0% 0.0%
1.0% 45.1%
ADT = average daily total vehicles entering intersection November 15, 2019
collision rate = Number of Collisions x 1 Million
ADT x 365 Days per Year x Number of Years
collision rate = 1,000,000
365
Intersection # 12: Elliott Ave & Salem Ave
Wednesday, May 01, 2019
November 14, 2014
Collision Rate Fatality Rate Injury Rate
0.0% 0.0%
1.0% 45.1%
ADT = average daily total vehicles entering intersection November 15, 2019
collision rate = Number of Collisions x 1 Million
ADT x 365 Days per Year x Number of Years
collision rate = 1,000,000
365
Intersection # 11: Elliott Ave & Emeritus Cir East
Wednesday, May 01, 2019
November 14, 2014
Intersection Collision Rate Calculaions
Circulation Study for the Elliott Ave Pilot Closure
W-Trans
7/29/2020
Date of Count:
Number of Collisions: 9
Number of Injuries: 5
Number of Fatalities: 0
ADT: 24600
Start Date:
End Date:
Number of Years: 5
Intersection Type: Tee
Control Type: Signals
Area: Urban
9x
24,600 x x 5
Study Intersection 0.20 c/mv e
Statewide Average* 0.19 c/mv e
c/mve = collisions per million vehicles entering intersection * 2016 Collision Data on California State Highways, Caltrans Date of Count:
Number of Collisions: 0
Number of Injuries: 0
Number of Fatalities: 0
ADT: 5400
Start Date:
End Date:
Number of Years: 5
Intersection Type: Tee
Control Type: Stop & Yield Controls
Area: Urban
0x
5,400 x x 5
Study Intersection 0.00 c/mv e
Statewide Average* 0.08 c/mv e
c/mve = collisions per million vehicles entering intersection * 2016 Collision Data on California State Highways, Caltrans ADT = average daily total vehicles entering intersection collision rate = 1,000,000
365
Collision Rate Fatality Rate Injury Rate
0.0% 0.0%
1.0% 45.1%
November 14, 2014
November 15, 2019
collision rate = Number of Collisions x 1 Million
ADT x 365 Days per Year x Number of Years
ADT = average daily total vehicles entering intersection Intersection # 14: Bear Cub Way & Armory Dr
Wednesday, May 01, 2019
collision rate = 1,000,000
365
Collision Rate Fatality Rate Injury Rate
0.0% 55.6%
0.4% 46.8%
November 14, 2014
November 15, 2019
collision rate = Number of Collisions x 1 Million
ADT x 365 Days per Year x Number of Years
Intersection Collision Rate Calculaions
Circulation Study for the Elliott Ave Pilot Closure
Intersection # 13: Elliott Ave & Mendocino Ave
Wednesday, May 01, 2019
W-Trans
7/29/2020
Date of Count:
Number of Collisions: 17
Number of Injuries: 9
Number of Fatalities: 0
ADT: 25900
Start Date:
End Date:
Number of Years: 5
Intersection Type: Four-Legged
Control Type: Signals
Area: Urban
17 x
25,900 x x 5
Study Intersection 0.36 c/mv e
Statewide Average* 0.24 c/mv e
c/mve = collisions per million vehicles entering intersection * 2016 Collision Data on California State Highways, Caltrans
0.0% 52.9%
0.5% 44.6%
ADT = average daily total vehicles entering intersection collision rate = Number of Collisions x 1 Million
ADT x 365 Days per Year x Number of Years
collision rate = 1,000,000
365
Collision Rate Fatality Rate Injury Rate
Wednesday, May 01, 2019
November 14, 2014
November 15, 2019
Intersection Collision Rate Calculaions
Circulation Study for the Elliott Ave Pilot Closure
Intersection # 15: Bear Cub Way-Pacific Ave & Mendocino Ave W-Trans
7/29/2020
B Circulation Study for the Elliott Avenue Pilot Closure Project July 2020
Appendix B
Intersection Level of Service Calculations
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