Tracy City Council
February 21, 2023

NOTICE OF SPECIAL MEETING
Pursuant to Section 54956 of the Government Code of the State of California, a Special Concurrent Meeting of the Tracy City Council and the Tracy Transportation Advisory Commission is hereby called for:

Dat
e/Time: Tuesday, February 21, 2023, 6:00 p.m.
(or as soon thereafter as possible)
Locati
on: Tracy City Hall
333 Civic Center Plaza, Tracy, CA.

Gov
ernment Code Section 54954.3 states that every public meeting shall provide an opportunity for the public to address the Tracy City Council on any item, before or during consideration of the item, however no action shall be taken on any item not on the agenda.

This m
eeting will be open to the public for in-person and remote participation pursuant to Government Code Section 54953(e)
The Ci
ty of Tracy remains under a local emergency for COVID-19 and is now conducting teleconference meetings pursuant to State Law. Teleconferenced locations may include various locations including Tracy City Hall. In accordance with the California Department of Public Health Guidelines, universal masking is recommended for all persons regardless of vaccination status and social distancing protocols will be in place for Tracy City Hall.

For R
emote Public Comment:

Dur
ing the Items from the Audience, public comment will be accepted via the options listed below. If you would like to comment remotely, please follow the protocols below:
• Comments via:
o Online by visiting https://cityoftracyevents.webex.com and using the following Event Number: 2555 933 3346 and Event Password: TracyCC o If
you would like to participate in the public comment anonymously, you may submit your comment via phone or in WebEx by typing “Anonymous” when prompted to provide a First and Last Name and inserting [email protected] when prompted to provide an email address. o Join by phone by dialing +1-408-418-9388, enter 25559333346#8722922# Pre
ss *3 to raise the hand icon to speak on an item
• Pr
otocols for commenting via WebEx:
o If you wish to comment under “Items from the Audience/Public Comment” portion of the agenda:
 Listen for the Mayor to open “Items from the Audience/Public Comment”, then raise your hand to speak by clicking on the Hand icon on the Participants panel to the right of your screen.
 If you no longer wish to comment, you may lower your hand by clicking on the Hand icon again.
o Comments for the “Items from the Audience/Public Comment” will be accepted until the public comment period is closed.

February 21, 2023 Special Meeting

1. CALL TO ORDER

2. ROLL CALL

3. Items from the audience - In accordance with Council Meeting Protocols and Rules of Procedure, adopted by Resolution 2019-240, a five-minute maximum time limit per speaker will apply to all individuals speaking during “Items from the Audience/Public Comment”. For non-agendized items, Council Members may briefly respond to statements made or questions posed by individuals during public comment; ask questions for clarification; direct the individual to the appropriate staff member; or request that the matter be placed on a future agenda or that staff provide additional information to Council.

4. DISCUSSION ITEMS

4.A. The Tracy City Council and the Tracy Transportation Advisory Commission, concurrently, conduct a workshop to review the City’s Transportation Master Plan Update and provide feedback.

5. COUNCIL ITEMS AND COMMENTS

6. ADJOURNMENT

Mayor

Posting Date: February 16, 2023
The City of Tracy is in compliance with the Americans with Disabilities Act and will make all reasonable accommodations for the disabled to participate in employment, programs and facilities. Persons requiring assistance or auxiliary aids in order to participate, should contact the City Manager’s Office at (209) 831-6000 at least 24 hours prior to the meeting.

February 21, 2023
Agenda Item 4.A

RECOMMENDATION
Staff recommends that the Tracy City Council and the Tracy Transportation Advisory Commission, concurrently, conduct a workshop to review the City’s Transportation Master Plan Update and provide feedback.

EXECUTIVE SUMMARY
The proposed Master Plan will update the required City transportation infrastructure to serve new development consistent with the City’s General Plan.

BACKGROUND AND LEGISLATIVE HISTORY
The City’s existing Transportation Master Plan was approved in November 2012. This Plan was based on the City’s 2011 General Plan. The City has incorporated many general plan amendments
since the 2011 adoption and has seen a significant increase in residential and commercial/industrial development. The General Plan and its associated amendments (General Plan) identify existing and new areas of development within and around the existing city limits. It includes areas east of the City up to Chrisman Road and to the west up to the Altamont Pass south of I-205 and the Larch Clover area both north and south of I-205.

ANALYSIS

This Transportation Master Plan Update (TMP) serves as an update to the 2012 City of Tracy Transportation Master Plan. The transportation system is a key element in accommodating future development. The transportation system in the City includes three major freeways; several
active rail lines; local and regional truck routes; arterial, collector, and residential streets; and bicycle, pedestrian, and transit facilities. The City is responsible for ensuring that the transportation system
provides adequate and efficient access for all modes of travel as well as conforming to regional, county, state, and federal transportation system requirements and standards.

The TMP
builds upon the goals and objectives as defined in the Circulation Element of the City’s
General Plan (February 2011) and the City’s Sustainable Action Plan (SAP), approved February 2011. The SAP included feasible measures to further sustainability efforts and reduce GHG emissions. These measures include policies to increase transit usage and opportunities, improv
e traffic flow in the city, support the development of new bicycle and pedestrian facilities, and other land use policies. The TMP looks to a horizon year of 2042, to provide the maximum possible infrastructure planning and to be consistent with the planned San Joaquin Council of Governments
(SJCOG) Travel Demand Model update. The TMP provides a complete review of the City’s transportation system and serves as a comprehensive planning document that can be utilized to identify and implement required improvements to the existing roadway system. In addition,
the TMP can serve as the baseline for incorporating expansion or accommodating future development consistent with the General Plan.

The TMP incorporates various strategies, principles, and design elements that balance existing and future transportation infrastructure needs with providing safe access for all user groups (motorists,
pedestrians, bicyclists, and transit users). Extensive use of Complete Streets Agenda Item 4.A
February 21, 2023

• Transi
t (bus and rail)
• Cycling
• Walking
• Private vehicle movement
• Goods vehicle movement
The road net
work system is designed to provide a comprehensive system of hierarchal streets that result in well-connected origins and destinations throughout the City by reducing trip lengths, promoting non-motorized travel and reducing the per capita emission of greenhouse gasses. Every element of the TMP includes implementation of Smart Growth and Complete Streets principles. Additional, comprehensive information is included in the TMP that further identifies guidelines for use in the detail design and implementation of the TMP. The TMP also includes the establishment of a VMT threshold policy for the City to be consistent with SB 743.

A VMT Banking Fee has been developed to assist developers in mitigation their VMT impacts.

The TMP developed construction cost estimates for the planned roadway improvements required for the 2042 built year.

FISCAL IMPACT
There is
no fiscal impact associated with the approval of the Citywide Transportation Master Plan Update. The cost of completion of the Master Plan update was funded from program management fees collected through the City’s development impact fee program. The cost of construction of the physical infrastructure listed in the Master Plan will be borne by the development projects through the City’s development impact fees or other funding mechanisms and therefore will not have an impact to the City’s General Fund.

The exis
ting development impact fees for the Transportation Master Plan shall remain in effect until the City completes its updated cost of service (nexus) study for the Master Plan Update. It is anticipated the Council will consider these studies in Spring 2023. Staff anticipates an increase in the fees due to an increase in development, population, and necessary infrastructure.

PUBLIC OUTREACH/ INTEREST
Publi
c Outreach Meetings were held on March 30, 2022, and April 25, 2022.

COORDINATION
The City’s E
ngineering Division coordinated with Kimley-Horn and Associates to complete this update.

CEQA DETERMINATION
The proj
ect is exempt from the California Environmental Quality Act (CEQA) pursuant to CEQA Guidelines section 15183 because although the project could have a significant effect on the guidelines, Smart Growth principles and design elements, and Context-Sensitive Design throughout the TMP helps develops a transportation system aimed at addressing future transportation needs for the following networks:

Agenda Item 4.A
February 21, 2023

environment, all potentially significant effects (a) have been previously analyzed adequately in the 2011 General Plan EIR pursuant to applicable standards, and (b) have been avoided or mitigated pursuant to that EIR, including mitigation measures that are imposed upon the project. Therefore, no further environmental review is necessary.

STRATEGIC PLAN
This agenda item supports the City of Tracy’s Quality of Life Strategic Priority, which is to provide an outstanding quality of life by enhancing the City’s amenities, business mix and services and cultivating connections to promote positive change and progress in our community.

ACTION REQUESTED OF

THE CITY COUNCIL
Staff recommends that the Tracy City Council and the Tracy Transportation Advisory Commission, concurrently, conduct a workshop to review the City’s Transportation Master Plan Update
and provide feedback.

Prepared by: Veronica Child, M anagement Analyst II
Reviewed by: Koosun Kim, PE, Interim City Engineer
Jayl
en French, Director of Development Services
Sara Cowell, Finance Director
Midori Lichtwardt, Assistant City Manager
Approv
ed by: Michael Rogers, City Manager

ATTACHMENTS
Attac
hment A – Citywide Transportation Master Plan Update
Attachment B – PowerPoint Presentation
PREPARED BY:

CITYWIDE

ROADWAY &

TRANSPORTATION

MASTER PLAN
AUGUST 2022
Attachment A

TMP Update | August 2022 i

TABLE OF CONTENTS

1 Introduction ........................................................................................................................................... 1

1.1 Introduction .................................................................................................................................. 1

1.2 Purpose of the TMP ...................................................................................................................... 1

1.3 Development of the TMP .............................................................................................................. 2

1.4 Objectives of the TMP ................................................................................................................... 3

1.5 Report Organization ...................................................................................................................... 4 2 Existing Transportation System ............................................................................................................. 5

2.1 Introduction .................................................................................................................................. 5

2.2 Study Area ..................................................................................................................................... 6

2.3 Infrastructure and Modes of Transportation .............................................................................. 13

2.4 Existing Intersection Operations ................................................................................................. 37

2.5 Existing Freeway Operations ....................................................................................................... 43

2.6 Vehicle Miles Traveled ................................................................................................................ 48 3 Horizon Year Forecast .......................................................................................................................... 71

3.1 Introduction ................................................................................................................................ 71

3.2 Overview of Transportation Master Plan Development Process ............................................... 71

3.3 Traffic Forecasting Methodology ................................................................................................ 71

3.4 TMP Land Use and Trip Generation ............................................................................................ 73

3.5 Horizon Year Forecasts, Network Sizing, and Performance ........................................................ 78

3.6 Build-Out Plan Lanes ................................................................................................................... 84 4 Horizon Year Transportation Master Plan ........................................................................................... 86

4.1 Introduction ................................................................................................................................ 86

4.2 Goals, Objectives, Policies, and Actions ...................................................................................... 86

4.3 Complete Streets ........................................................................................................................ 91

4.4 Railroad Facilities ...................................................................................................................... 128

4.5 Level of Service ......................................................................................................................... 132

4.6 Bicycle and Pedestrian Circulation ............................................................................................ 146

4.7 Bridge and Culvert Facilities ...................................................................................................... 155

4.8 Roadway Classification and Cross Sections ............................................................................... 159

4.9 Mobility Hubs ............................................................................................................................ 176

4.10 Intelligent Transportation System ............................................................................................ 200

TMP Update | August 2022 ii

4.11 Truck Routes ............................................................................................................................. 218

4.12 Air Quality and Smart Growth Design Elements ....................................................................... 220

4.13 Transportation Demand Management ..................................................................................... 223

4.14 Transit Facilities ........................................................................................................................ 225 5 Horizon Year Transportation Master Plan – Cost Estimates ............................................................. 229

5.1 Introduction .............................................................................................................................. 229

5.2 Interchange/Overpass/Underpass/Bridge/Culvert ................................................................... 229

5.3 Intersections ............................................................................................................................. 233

5.4 Roadway Segments ................................................................................................................... 236

5.5 Intelligent Transportation System ............................................................................................ 246

TMP Update | August 2022 iii

LIST OF TABLES
Table 2.1: Existing Functional Classification Design Criteria ....................................................................... 13 Table 2.2: HCM Level of Service Criteria for Unsignalized Intersections .................................................... 38 Table 2.3: HCM Level of Service Criteria for Signalized Intersections ........................................................ 38 Table 2.4: Existing Intersection Level of Service ......................................................................................... 40 Table 2.5: Freeway Operating Conditions Comparison .............................................................................. 43 Table 2.6: I-580 AM Data ............................................................................................................................ 44 Table 2.7: I-580 PM Data............................................................................................................................. 45 Table 2.8: I-205 AM Data ............................................................................................................................ 46 Table 2.9: I-205 PM Data............................................................................................................................. 47 Table 2.10: Screening Criteria ..................................................................................................................... 51 Table 2.11 VMT Mitigation and Travel Demand Measures for the City of Tracy ....................................... 63 Table 2.12 VMT Banking Projects ............................................................................................................... 67 Table 2.13 Future Project Induced Daily Bicycle Demand .......................................................................... 69 Table 3.1: Land uses in the Tracy Travel Demand Model ........................................................................... 72 Table 3.2: Land uses outside Tracy SOI: Horizon Year and 2050 ................................................................ 73 Table 3.3: Transportation Master Plan Land Use Assumptions Within Tracy SOI ...................................... 73 Table 3.4: FARs and Employment Densities ................................................................................................ 75 Table 3.5: Tracy Model Approximate Peak Hour Vehicle Trip Generation Rates ....................................... 76 Table 3.6: Tracy Model Estimated Peak Hour Vehicle Trip Generation for Service Areas ......................... 77 Table 3.7: Citywide Trip Distribution .......................................................................................................... 78 Table 3.8: Total Daily VMT by Jurisdiction and by Scenario ....................................................................... 80 Table 4.1 Potential TDM Measures ........................................................................................................... 120 Table 4.2 Potential TDM Measures ........................................................................................................... 127 Table 4.3: Horizon Year Intersection Level of Service ............................................................................... 139 Table 4.4: Over/Underpass Facilities Summary ........................................................................................ 156 Table 4.5: Bridge Facilities Summary ........................................................................................................ 156 Table 4.6: Culvert Facilities Summary ....................................................................................................... 157 Table 4.7: Recommended Cross Section Characteristics .......................................................................... 167 Table 4.8: Comparison of Traffic Circle and Roundabout Design and Operational Elements .................. 175 Table 5.1: Total Preliminary Cost Estimates for Horizon Year TMP Infrastructure .................................. 229 Table 5.2: Preliminary Cost Estimates for Interchanges/Overpass/Underpass/Bridge/Culvert ............... 231 Table 5.3: Preliminary Cost Estimates for Intersections ........................................................................... 233 Table 5.4: Preliminary Cost Estimates for Roadway Segments ................................................................ 240 Table 5.5: Preliminary Cost Estimates for Intelligent Transportation System Infrastructure .................. 247

TMP Update | August 2022 iv

LIST OF FIGURES
Figure 2.1:Regional Location ......................................................................................................................... 7 Figure 2.2: Tracy City Limit and Sphere of Influence .................................................................................... 8 Figure 2.3: Existing Land Use ...................................................................................................................... 11 Figure 2.4: Existing Roadway Functional Classification .............................................................................. 14 Figure 2.5: Existing Bikeway Network ......................................................................................................... 17 Figure 2.6: Existing Sidewalks ..................................................................................................................... 19 Figure 2.7: Existing Park and Ride Facilities ................................................................................................ 21 Figure 2.8: Existing Truck Routes ................................................................................................................ 24 Figure 2.9: Railroad Crossings ..................................................................................................................... 28 Figure 2.10: Existing Bridges and Culverts .................................................................................................. 32 Figure 2.11: Existing Interconnect Master Plan .......................................................................................... 33 Figure 2.12: Existing Transit Services .......................................................................................................... 36 Figure 2.13: Existing Level of Service .......................................................................................................... 42 Figure 2.14: Process for CEQA VMT Analysis for Land Use Projects ........................................................... 49 Figure 2.15: Screening Map for Residential Land Use Projects .................................................................. 53 Figure 2.16: Screening Map for Office Land Use Projects .......................................................................... 53 Figure 2.17: Significance Threshold and Methodology............................................................................... 55 Figure 2.18: OPR Suggested VMT Thresholds of Significance ..................................................................... 56 Figure 2.19: VMT Thresholds of Significance .............................................................................................. 56 Figure 2.20: VMT Banking Bicycle/Trail Projects ........................................................................................ 68 Figure 3.1: Tracy Future Service Areas ........................................................................................................ 74 Figure 3.2: Horizon Year (AM/PM) Level of Service With Cut-Through Traffic and No Peak Spreading .... 79 Figure 3.3: Horizon Year Number of Lanes ................................................................................................. 81 Figure 3.4: Horizon Year AM Peak Hour Volumes ...................................................................................... 82 Figure 3.5: Horizon Year PM Peak Hour Volumes ....................................................................................... 83 Figure 3.6: Build-Out Number of Lanes ...................................................................................................... 85 Figure 4.1: Examples of Complete Street Elements .................................................................................... 92 Figure 4.2: Crosswalk Treatments ............................................................................................................. 106 Figure 4.3: Typical Bicycle Facilities .......................................................................................................... 109 Figure 4.4: Recommended Maximum Walking Distances by Age Group ................................................. 117 Figure 4.5: Recommended Maximum Bicycling Distances by Age Group ................................................ 118 Figure 4.6: Methods of Managing Demand .............................................................................................. 119 Figure 4.7: Vision Zero Map ...................................................................................................................... 123 Figure 4.8: Number of Fatalities per Year in Tracy, (2015-2020) .............................................................. 123 Figure 4.9: Likelihood of fatal and severe injury relative to speed ........................................................... 124 Figure 4.10: The Spectrum of Prevention ................................................................................................. 125 Figure 4.11: Braking Speed Reaction ........................................................................................................ 126 Figure 4.12: Railroad Crossings - Improvements and Future Locations ................................................... 131 Figure 4.13: Study Intersection Locations ................................................................................................. 134 Figure 4.14: Horizon Year AM (PM) Peak Hour Traffic Volumes .............................................................. 135 Figure 4.15: Horizon Year Intersection Lane Configuration ...................................................................... 142 Figure 4.16: Horizon Year AM (PM) Level of Service ................................................................................ 145 Figure 4.17: Existing and Future Bikeway Network .................................................................................. 149

TMP Update | August 2022 v
Figure 4.18: Existing and Future Sidewalks ............................................................................................... 154 Figure 4.19: Existing and Future Bridge and Culverts ............................................................................... 158 Figure 4.20: Future Roadway Classification .............................................................................................. 160 Figure 4.21: Recommended CMP Network .............................................................................................. 161 Figure 4.22: Typical 6-Lane Major Arterial ................................................................................................ 162 Figure 4.23: Typical 6-Lane Arterial .......................................................................................................... 163 Figure 4.24: Typical 2-Lane Major Collector ............................................................................................. 164 Figure 4.25: Typical 2-Lane Residential Street .......................................................................................... 165 Figure 4.26: Typical Industrial Street with Two-Way Left-Turn Lane ....................................................... 166 Figure 4.27: Roadway Cross Sections ........................................................................................................ 168 Figure 4.28: Typical Roundabout Approach .............................................................................................. 175 Figure 4.29: Offset Transit Lane ................................................................................................................ 181 Figure 4.30: Peak-Only Bus Lane ............................................................................................................... 181 Figure 4.31: Curbside Transit Lane ............................................................................................................ 182 Figure 4.32: Shared Bus-Bike Lane ............................................................................................................ 182 Figure 4.33: Transit Signal Priority ............................................................................................................ 183 Figure 4.34: Planned Mobility Hubs and Park and Ride Facilities ............................................................. 199 Figure 4.35: ITS Architecture ..................................................................................................................... 204 Figure 4.36: Key Program Areas of ITS Strategies ..................................................................................... 206 Figure 4.37: Areas of ITS Strategies .......................................................................................................... 207 Figure 4.38: Intelligent Transportation System (ITS) - Proposed System Infrastructure .......................... 209 Figure 4.39: Horizon Year Intelligent Transportation System Infrastructure ........................................... 213 Figure 4.40: ITS Devices ............................................................................................................................ 214 Figure 4.41: Future Truck Routes .............................................................................................................. 219 Figure 4.42: Long Term Transit Service Plan ............................................................................................. 226 Figure 5.1: Roadway Improvement Cross Section Responsibility Per Frontage Policy ............................. 238 Figure 5.2: Irrevocable Offer of Dedication and Roadway improvement Responsibility Per Frontage Policy .................................................................................................................................................................. 238

TMP Update | August 2022 1
1 INTRODUCTION

1.1 Introduction
This document serves as an update to the 2012 City of Tracy Transportation Master Plan (TMP). Between the years of 2005 and 2019 , the city’s population rose from approximately 79,000 residents to over 94,000. During a similar time period, the number of jobs more than doubled from roughly 16,000 to over 34,000. The transportation system is a key element in maintaining historical growth and accommodating future development. The transportation system includes three major freeways; several active rail lines; local and regional truck routes; arterial, collector, and residential streets; and bicycle, pedestrian, and transit facilities. The City is responsible for ensuring that the transportation system is providing adequate and efficient access for all modes as well as conforming to regional, county, state, and federal transportation system requirements and standards.

1.2 Purpose of the TMP
The TMP builds upon the goals and objectives as defined in the Circulation Element of the City’s General Plan (February 2011) and the Sustainable Action Plan (SAP) (February 2011). The SAP included feasible measures to achieve sustainability in multiple sectors and reduce GHG emissions. These measures include policies to increase transit usage and opportunities, improve traffic flow in the city, support the development of new bicycle and pedestrian facilities, and other land use policies. The General Plan is based upon a future Horizon Year of 2025 conditions. The TMP looks to a Horizon Year of 2042, to provide the maximum possible infrastructure planning and to be consistent with the planned San Joaquin Council of Governments (SJCOG) Travel Demand Model update to Year 2042. The TMP provides a complete review of the City’s transportation system and serves as a comprehensive planning document that can be utilized to identify and implement required improvements to the existing roadway system . In addition, the TMP can serve as the baseline for incorporating expansion or accommodating future development consistent with the recent General Plan update.

The TMP incorporates various strategies, principles, and design elements that balance existing and future transportation infrastructure needs with providing safe access for all user groups (motorists, pedestrians, bicyclists, and transit users) . Extensive use of Complete Streets guidelines, Smart growth principles and design elements, and Context -Sensitive Design throughout the TMP helps develop a transportation system aimed at addressing future transportation needs for the following networks:
• Transit (bus and rail)
• Cycling
• Walking
• Private vehicle movement
• Goods vehicle movement
The road network system is designed to provide a comprehensive grid system of hierarchal streets that result in a well-connected City by reducing trip lengths, promoting non-motorized travel and reducing the per capita emission of greenhouse gasses.

Every element of the TMP includes implementation of Smart Growth and Complete Streets principles.

Additional, comprehensive information is included in the TMP that further identifies guidelines for use in

TMP Update | August 2022 2
the detail design and implementation of the TMP. This TM P shall be updated every five years to reflect changes in required improvements and related costs.

1.3 Development of the TMP
The development of the TMP was conducted with the following steps:

Step 1: Existing Conditions Base Network: Capturing development that occurred between the 2012 TMP and 2019-2020.

Step 2: Forecast Horizon Year Conditions: The 2042 3-County SJCOG Travel Demand Model was updated to reflect 2019 Base Year Conditions and 2042 Horizon Year conditions. Sustainable land use and transportation strategies were incorporated; Updated Horizon Year and build -out land uses for each future service area in the General Plan Update were obtained from the City; Updated Horizon Year and build-out plan -line roadway networks (classification and number of lanes), based on the model link volume forecasts, incorporating the effects of the sustainability strategies , were developed; and future intersection volumes were forecasted. Regional planning horizons typically extend 20 years into the future for land use and roadway planning. This update of the TMP will be consistent with the SJCOG Regional Transportation Plan. This consistency is extremely important for not only roadway planning but also for successful application for future grant funding.

Step 3: Tracy VMT Analysis : CEQA legislation (Senate Bill 743) requires the City of Tracy to use Vehicle Miles Traveled (VMT) as the measure of effectiveness to determine transportation impact on the environment. The Office of Planning and Research has issued guidance for implementation of the VMT requirement. This document calculates the VMT thresholds that will be used for determining project impacts and appropriate mitigation. Mitigation will consist p rimarily of travel demand management (TDM) measures and development of multimodal infrastructure to reduce single occupancy vehicle (SOV) travel in Tracy.

Step 4: Assess Horizon Year Roadway Network Conditions: The results from Step 2 were used to evaluate each aspect of the transportation system (roadway and intersection capacity, bridges/canals/culverts, bicycle and pedestrian facilities, train crossings, truck facilities, park and ride facilities, and Intelligent Transportation Systems (ITS)).

Step 5: Identify Horizon Year Roadway Improvements: The results from Step 2 and Step 4 were used to identify roads and intersections that will need improvements, and to identify gaps where bicycle and pedestrian facilities are inadequate . Railroad and bridges/canal/culvert crossings were examined to determine whether sufficient capacity was provided. Updated roadway cross sections for various types of roadways were prepared to provide adequate access for all modes of travel. Improvements were identified to address projected deficiencies in other areas (e.g. park and ride facilities, ITS equipment, truck routing system).

Step 6: Identify Capital Costs: Input on the proposed list of improvements was obtained from City staff and various stakeholders. Preliminary cost estimates for implementation were developed.

TMP Update | August 2022 3

1.4 Objectives of the TMP
The following are objectives of the TMP:

1. Provide an Implementation Plan for the Circulation Element of the City of Tracy General Plan.

2. Serve as a comprehensive planning document or blueprint that identifies and requires improvements to the existing transportation system and expands upon the system to accommodate future development consistent with the General Plan. The system includes transit passenger movement, goods movement, pedestrian movement, bicycle movement and private vehicular movement.

3. Establish a framework of goals, policies, and implementation methodology that outlines improvement projects and programs, identifies financial resources and allocates funding, and sets project priorities to provide a safe and efficient transportation system that meets the community’s needs.

4. Guide the development of transportation infrastructure and services as growth occurs under the General Plan.

5. Facilitate a transportation system that is a multi-modal network of roads, bicycle lanes and paths, transit services, and pedestrian facilities that will support the planned land uses in the City by providing mobility to residents and visitors alike.

6. Establish VMT as the primary measure of effectiveness for determining transportation impacts per SB 743.

7. Develop Travel Demand Management (TDM) measures that reduce private vehicle trips and build on the regional TDM programs developed by the SJCOG and would mitigate VMT impacts and develop a VMT Banking Fee Program.

8. Balance existing and future transportation infrastructure needs with safe access for all user groups (motorists, pedestrians, bicyclists, and transit users) by incorporating strategies, principles, and design elements such as Smart Growth design elements, Context-Sensitive Design, and Complete Street guidelines.

9. Facilitate the provision of an improved transportation system that enhances mobility, accommodates future growth, and maintains the quality of life in Tracy.

10. Establish policies and priorities to maintain and improve the transportation system.

11. Maintain consistency with the San Joaquin County Expressways Study.

12. Preserve four -lane maximum arterial widths where possible to promote a more walkable, bikeable e nvironment, particularly in new areas of future development where sustainable practices can be applied in an equitable manner.

13. Decrease right-of-way and vehicular lane widths which implement Complete Street principles.

14. Maintain consistency with the roadway plans in entitled project areas (Ellis Specific Plan, Gateway Specific Plan, and some roadways in the Tracy Hills Specific Plan).

15. Provide maximum roadway capacity (roughly corresponding to a LOS D - E operation on a link - volume basis) to the greatest extent possible. It should be noted that intersections govern capacity in an urban network and, in most cases, will define the number of lanes required at the intersection as well as upstream and downstream segments.

16. Ensure the provision of bicycle and pedestrian facilities that connect people and places.

17. Develop a comprehensive bicycle and pedestrian system that ensures a multi -modal infrastructure network.

TMP Update | August 2022 4

18. Develop a comprehensive circulation system that identifies bridge and culvert crossings to minimize traffic conflicts and preserve open space and preservation areas.

19. Develop a comprehensive Mobility Hub system (including Park and Ride ) that supports multimodal travel, which includes transit, walking, bicycling, carpooling, or other non -single occupancy vehicle (SOV) travel within and for commuting to and from the City.

20. Provides a nexus for a Traffic Impact Fee Program that will fund the development of the planned transportation system through payment of impact fees by all future development.

21. Provide for a comprehensive transit system on all new collector, arterial and expressway roadways and providing opportunity for expanding transit services on existing roadways.

22. Provide cross-sections for new roadways – this section has been updated from the 2012 TMP.

1.5 Report Organization
The TMP is organized into the following chapters:

Chapter 1: Introduction – Description and purpose of a Transportation Master Plan.

Chapter 2: Existing Transportation System – Description of the existing transportation roadway system (roadway functional classification, intersection operations, pedestrian and bicycle facilities, park and ride facilities, truck facilities, bridges/canals/culverts, railroad facilities, and ITS).

Chapter 3: Overview of TMP Development Process – Description of Horizon Year and Buildout planning horizons including land use, roadway network, mode split, trip generation and distribution, and future roadway plan lines.

Chapter 4: Horizon Year TMP – Recommended improvements to support Horizon Year growth for the various transportation elements as indicated in Chapter 2.

Chapter 5: Horizon Year TMP Cost Estimates – Discussion of the cost estimates to provide the Horizon Year infrastructure recommendations.

TMP Update | August 2022 5
2 EXISTING TRANSPORTATION SYSTEM

2.1 Introduction
The purpose of this chapter is to provide perspective as to the scale of the existing transportation systems in the City of Tracy and to identify any existing operating deficiencies. The findings from this chapter will be incorporated into the Horizon Year Transportation Master Plan to help determine the needs of the City for short and long-term future conditions.

The existing conditions determine the baseline conditions from which the Horizon Year transportation system is developed. The following elements of the transportation system in Tracy are evaluated in this chapter:
• Automobile Mobility
o Street Segments
o Intersections
o Canal and Creek Crossings
o Roadway Bridges
o Railroad Crossings
o Park and Ride
o Parking
• Pedestrian Mobility
• Bicycle Mobility
• Heavy Vehicle Mobility
• Transit
• Intelligent Transportation Systems
The ultimate goal of the TMP is to develop a framework of goals, policies and implementation methodology that outlines improvement projects and programs, identifies financial resources and allocates funding, and sets project priorities to provide a safe an d efficient transportation system that meets the community’s needs. Tracy residents are served by an extensive, multi -modal transportation system that includes walking and cycling facilities (on -road cycling facilities, sidewalks and multiuse pathways), tr ansit services (on -road bus services and park and ride lots), roads (freeways, arterials, collector and local roads) and parking facilities (on-street and off-street).

TMP Update | August 2022 6

2.2 Study Area

2.2.1 Regional Context
The City of Tracy is home to roughly 94,000 people based on the 2019 American Community Survey 1- Year Estimates as identified by the U .S. Census. The current city boundary covers an area of some 26 square miles with approximately 70% already built out.

The City of Tracy is located approximately 50 miles east of San Francisco in the southwest portion of San Joaquin County (Figure 2.1). The City is situated in the center of a triang le that is formed by Interstate 5 (I-5), Interstate 205 (I-205), and Interstate 580 (I-580). This orientation provides multiple access points for regional travel and goods distribution to the west towards the San Francisco Bay Area along I -580, to the north along I-5, and to Southern California along I-5. Transportation infrastructure in and around Tracy is managed by multiple agencies according to the following division of responsibility:
• Interstate Freeways – Caltrans
• Regional Transportation Planning – San Joaquin County, San Joaquin Council of Governments, and City of Tracy
• Transit – San Joaquin Regional Rail Commission, San Joaquin Regional Transit District, and City of Tracy
• Local Streets – City of Tracy

Figure 2.2 presents the existing City limits and sphere of influence.

Tracy residents use automobiles more than any other mode of travel. The U .S. Census estimated that in 2019 approximately 91% of commuters traveled by automobiles (79% drove alone, 12% carpooled), nearly 4% traveled by transit, 1% traveled by walking, and just under 1% traveled by other modes of transportation (data on non-commute travel is not systematically collected and is thus not reported here).

Roughly 4% of employees worked from home. Approximately 96% of households own at least one motor vehicle, with 78% owning two or more.

Goods movement is also a significant element of total travel demand in Tracy. The I -205 freeway carries heavy truck volumes over its entire length. Total truck traffic in 2019 east of Tracy Boulevard was over 40,000 truck trips per day, approximately 26 percent of all traffic. The I-580 freeway also carries heavy truck volumes over its entire length. Total truck traffic in 2019 on I-580 east of Highway 132/Chrisman Avenue was approximately 6,200 truck trips per day, 25 percent of all traffic.

FIGURE 1
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/gid00046/gid00078/gid00067/gid00068/gid00082/gid00083/gid00078 /gid00045/gid00064/gid00083/gid00071/gid00081/gid00078/gid00079 /gid00046/gid00064/gid00077/gid00083/gid00068/gid00066/gid00064 /gid00048/gid00064/gid00074/gid00075/gid00064/gid00077/gid00067 /gid00052/gid00064/gid00077/gid00001/gid00043/gid00078/gid00082/gid00068 /gid00052/gid00083/gid00078/gid00066/gid00074/gid00083/gid00078/gid00077 /gid00039/gid00064/gid00072/gid00081/gid00195/gid00068/gid00075/gid00067 /gid00052/gid00064/gid00066/gid00081/gid00064/gid00076/gid00068/gid00077/gid00083/gid00078 /gid00052/gid00064/gid00077/gid00001/gid00039/gid00081/gid00064/gid00077/gid00066/gid00072/gid00082/gid00066/gid00078 Lake
Yolo
Sonoma
Stanislaus
Napa
San Joaquin
Solano
Santa Clara
Sutter
Marin
Alameda
Sacramento
Contra Costa
San Mateo
Santa Cruz
0 10 205
Miles

N O R T H

R E G I O N A L L O C A TION
San
Francisco
Tracy
Sacramento
Los Angeles
California
Nevada
Oregon Idaho
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Source: City of Tracy General Plan EIR 2004
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33 CALIFORNIA
120

CALIFORNIA
5 5
580
580
205
205
J4
J4
Promontory Pkwy
Von Sosten Rd
Old Schulte Rd
Patterson
Pass Rd
W. Schulte Rd
Grant Line Rd
Grant Line Rd
Pescadero Ave
Arbor Ave Golden Valley Pkwy
11th St
Byron Rd
Bethany Rd
Kasson R
d
Durham Ferry Rd
Linne Rd
Valpico Rd
Western Pacific Wy
11th St
Byron Rd
Mountain House Pkwy
Reeve Rd
Hansen Rd
Lammers RdLammers Rd
Corral Hollow RdCorral Hollow Rd
Tracy Blvd
Paradi
se Ave
Tracy Blvd
Central Ave
MacArthur Dr
MacArthur Dr
Chrisman Rd
Banta Rd
Bird Rd
Ahern Rd
SycamorePkw
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e: ESRI, Kimley-Horn
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TMP Update | August 2022 9
Figure 2.3 shows the City’s existing land uses.

San Joaquin County has numerous regional transportation improvements planned which have been outlined in the 2018 Regional Transportation Plan/Sustainable Communities Strategy (RTP) (SJCOG, June 2018). These include but are not limited to:
• Mainline Highway
• Interchanges
• Regional Roadways
• Transit
• Active Transportation

A complete listing of the planned improvemen ts identified in the RTP has been included in Appendix A.

Below is a list of project descriptions included in the RTP:
• Mainline Highway
o I-205 HOV from Alameda County Line to Eleventh St reet: Widen from 6 to 8 lanes (outside)
o I-205 HOV from Eleventh Street to MacArthur Drive: Widen from 6 to 8 lanes (inside) o I-205 HOV from MacArthur Drive to I-5: Widen from 6 to 8 lanes (inside) • Interchanges
o I-580 at Corral Hollow Road: Modify existing interchange (environmental only) o I-580 at Lammers Road: Construct new interchange (environmental only) o I-580 at International Parkway/Patterson Pass Road: Reconstruct interchange o I-205 at Mountain House Parkway/International Parkway: Modify existing interchange o I-205/Lammers R oad/Eleventh St reet: Construct new interchange and widen Eleventh Street to 6 lanes
o I-205 at Grant Line Road: Modify existing interchange o I-205 at MacArthur Drive: Modify existing interchange (environmental only) o I-205 at Chrisman Road: Phase 1 to construct new interchange east-west ramps • Regional Roadways
o International Parkway from I -205 to I -580: Widen from 2 to 4 lanes and reconstruct aqueduct bridges
o Tracy Boulevard from I-205 to Howard Road: Construct passing lanes and channelization o Tracy Boulevard from I-205 to Eleventh Street: Widen from 4 lane minor arterial to 4 lane major arterial
o Grant Line Road from Naglee Road to Lammers Road: Widen from 5 to 6 lanes o Schulte Road from Faith Lane (San Marco Subdivision limits) to Lammers Road: Extend 4 lane roadway
o Corral Hollow Road from Parkside Drive to Linne Road: Widen from 2 to 4 lanes o Corral Hollow Road from Linne Road to I-580: Widen 2 to 4 lanes including R ight-of-Way (ROW) and construct two bridges
o MacArthur Drive from Valpico Road to Schulte Road: Widen from 2 to 4 lanes o MacArthur Drive from Mt. Diablo Avenue to Eleventh Street: Extend 4 lane roadway o Eleventh Street from Tracy City Limits to I-5: Improve roadway and intersections

TMP Update | August 2022 10
o Grant Line Road from Tracy City Limits to Eleventh Stre et: Realign roadway and widen from 2 to 4 lanes with operational improvements
o Golden Valley Parkway from Steward Road to Paradise Road: Construct new 4 lane roadway parallel to I-5
• Transit
o Tracy Transit Station: Construct passenger rail platform and expand parking • Active Transportation
o Byron Road Trail from Lammers Road to west of Lankershire Road: Construct Class I bike path
o Byron Road Trail from east of Lankershire Road to west of Belconte Drive: Construct Class I bike path
o UPRR Trail from Corral Hollow Road to Central Avenue: Construct Class I bike path o UPRR Rail Trail from Central Avenue to Canal Trail: Construct Class I bike path o Canal Trail from Lammers Road to MacArthur Drive: Construct Class I bike path o Central Avenue from Tracy Blvd to Schulte Road: Install center turn lane, Class II bike lanes, and sidewalks
o Lowell Avenue from Chester Drive to west of Tracy Blvd: Construct sidewalks o Tracy Boulevard from south of Valpico Road to north of Whispering Wind Drive: Construct sidewalks

The Regional Congestion Management Plan 2018 Update (SJCOG, April 2018) identifies the strategic plan for reducing congestion and its economic impacts. The strategies include:
• Developing new land use monitoring and information program • Developing new multimodal performance measures
• Limiting Vehicle Miles Traveled (VMT) growth
• Coordinating between private and public agencies

The plan also includes recommended projects as part of a Capital Improvement Plan. These include:
• Constructing a new interchange between I-205 and Eleventh Street • Modifying the existing I-205/Grant Line Road interchange

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(General Plan Circulation Element Figure 2-2)

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2.2.2 Sustainability Action Plan
The City of Tracy passed a Sustainability Action Plan (SAP) in 2011 with the goal of achieving sustainability in the sectors of GHG emissions, energy, transportation and land use, solid waste, water, agriculture and open space, biological resources, air quality, public health, and economic development.

Due to pre vailing land use and transportation planning since the 1950s, the prevailing style of development has been very land and energy intensive. By building a large share of new housing in greenfield projects and expecting workers to commute to the jobs via automobile, the amount of vehicle miles traveled per capita has increased substantially. To reach improved levels of sustainability, Tracy has set goals for changing commute mode share and reductions in vehicle miles traveled.

These objectives, which the City aimed to achieve by 2020 include:
• Target #5a: 20 percent increase in the percentage of non-City employees who participate in travel demand management programs from 2006 baseline levels.
• Target #5b: 20 percent increase in the percentage of City employees w ho participate in travel demand management programs from 2006 baseline levels.
• Target #6a: 20 percent reduction in the community VMT per capita from current (2006) levels. • Target #6b: 20 percent reduction in the municipal VMT from 2006 baseline levels.

To ensure objectives are reached, the following action plan measures have been established:
• T-1: Live-Work and Work-Live Uses
• T-2: Reduced Parking Requirements
• T-3: Support for Bicycling
• T-4: Support for Transit
• T-5: Smart Growth, Urban Design, and Planning
• T-6: Traffic Smoothing Through Congestion Management
• T-7: San Joaquin County Park and Ride Lot Master Plan Implementation • T-8: Alternative Transportation Choices for Students
• T-9: Comprehensive Signal Coordination Program
• T-10: Ramp Metering on Interstate 205
• T-11: Increased Transit to Bay Area Cities and San Joaquin Valley Employment Centers • T-12: Altamont Route Approval and Transit-Oriented Development Around Rail • T-13: Reduce Commute Trips
• T-14: Parking Cash-Out Programs for Employees
• T-15: Reduced Commuting from Out of the Region
• T-16: Transit Passes for Residents and Employees of New Developments • T-17: Increased Use of Low Carbon Fueled Vehicles
• T-18: Carbon Sequestration on Municipal Property
• T-19: Mixed-Use and Traditional Residential Development • T-20: Employment-Generating and High-Density Infill Projects • T-21: Compressed Natural Gas Buses for the City’s Fleet

More detail on the specific measures may be found in the SAP.

TMP Update | August 2022 13

2.3 Infrastructure and Modes of Transportation
The City of Tracy roadway network supports mu ltiple modes of travel including vehicles, transit, biking, and walking. The following sections provide a description of the elements that form the roadway network.

2.3.1 Functional Classification
Roadways that comprise the Tracy transportation network are part of a hierarchal classification system.

The system classifies roadway types based on the function they serve and the jurisdiction they fall under.

The function of roadways range from regional facilities serving the mobility of high volumes of vehicles to local roadways providing access to land parcels for low volumes of vehicles.

Descriptions of the existing roadway classification system that serves the City of Tracy are provided in the following paragraphs.

Figure 2.4 presents the existing roadway functional classification in the City of Tracy. Table 2.1 summarizes the key characteristics (vehicular design capacity, typical curb -to-curb width, and number of lanes) for those various types of roadways.

Table 2.1: Existing Functional Classification Design Criteria Roadway Type Design Capacity
(vehicles/day)
Typical Curb to Curb
Width
Typical Number of
Lanes
Major Arterial > 10,000 76-120 4-8
Arterial > 10,000 64-86 4-6
Arterial 5,000 – 12,000 48-62 2-4
Collector 2,000 – 7,000 30-54 2
Residential 500 – 3,000 24-36 2
Industrial
Not Provided
Truck movements
govern roadways
40-42 2

2.3.1.1 Freeways
Freeways ar e designed to carry very high volumes of traffic at very high travel speeds. Travel along freeways is generally unimpeded and provides interregional and interstate travel for passenger cars and commercial vehicles. Access is provided by grade separated int erchanges that are generally spaced at a minimum of one mile.

2.3.1.2 Major Arterials
Major arterials provide connections to regional roadways , such as freeways, and are usually designed to accommodate through traffic with limited access to adjacent land uses. Th ese facilities typically have multiple lanes (four, six, or eight) and carry higher speeds and volumes. Access points are typically spaced at a minimum of one -third mile between major intersections. Closer spacing of signalized intersections lowers the progression speeds of vehicles yet improves distribution to more road segments on the system, ultimately providing for a denser road network with well -established connections between origins and destinations. Right-in-right-out access points may be provided in-between the major intersections. Major arterials generally serve higher traffic volumes (up to 75,000 average daily trips for an 8-lane facility).

Source: ESRI, Kimley-Horn
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TMP Update | August 2022 15

2.3.1.3 Arterials
Arterials provide regional connectivity and relatively unimpeded traffic flow for both passenger cars and commercial vehicles. These facilities have high vehicle capacities and support high travel speeds. Acces s to arterials is limited by interse ction spacing and driveway locations. Arterials can be classified as either major or minor arterials.

Major arterials are designed to provide major routes within the City and to regional facilities. Major arterials have access points that are spread out a pproximately every mile. Traffic volumes along major arterials can be as high as 50,000 vehicles per day.

Minor arterials provide some direct access to shopping centers and large residential communities. Access to minor arterials is more frequent than maj or arterials (approximately every half mile). Traffic volumes along minor arterials range from 10,000 to 30,000 vehicles per day.

2.3.1.4 Collectors
Collectors are designed to provide connectivity between local roadways and the higher capacity arterial facilities. Collectors also provide direct access to business and residential properties (approximately every quarter mile). High vehicle capacities and moderate travel speeds are supported by collectors. Collectors can be classified as either major or minor. Major c ollectors support higher volumes and higher speeds than minor collectors but have more limited access. Collectors have traffic volumes that range from 2,000 to 10,000 vehicles per day.

2.3.1.5 Residential
Residential streets support low traffic volumes and slow t ravel speeds. They provide direct access to properties and connect to the roadway network. Design guidelines of these roadways are implemented to minimize travel speed, promote pedestrian safety, and prohibit cut through traffic. Access locations are generally very close together on residential streets (approximately 500 foot spacing).

2.3.1.6 Industrial
Industrial streets are designed to provide access to industrial and commercial land uses such as shopping centers, office parks, and industrial parks. These roadways are designed to allow access for truck traffic.

2.3.2 Traffic Control
Traffic control systems are used to direct drivers, pedestrians, and bicyclists while providing a safe and efficient operating environment. Traffic control systems are comprised of , but not limited to , roundabouts, signal controls, stop signs, pavement markings, and roadway signs. The implementation, design, and placement of these devices are governed by the California Manual of Uniform Traffic Control Devices (MUTCD) and the City of Tracy Standard Plans.

2.3.3 Existing Bicycle Circulation
The City of Tracy created a Bikeways Master Plan (BMP) in 2005 and last updated it with a Bikeways Master Plan Design Supplement in 2009 . The 2022 TMP serves as the update to Bikeways Master Plan including extensive public outreach and engagement to determine bicycle priorities with the City. Staff will develop an implementation plan based on community input, funding, and priorities. The results of the public outreach survey are included in Appendix B.

TMP Update | August 2022 16

2.3.3.1 Bicycle Facilities and Parking
The City of Tracy uses the Caltrans Highway Design Manual (6th Edition, California Department of Transportation, 2006). These design standards, outlined in Chapter 1000: Bikeway Planning and Design, classify bikeway facilities into four categories: Class I, Class II, Class III , and Class IV . The categories are described below:

Class I Bikeway (Bike Path) – A Class I Bikeway is a physically separated bike path that does not share the roadway with automobiles, buses, and motorcycles. They are separated by either open space or a physical barrier and are generally two-way facilities for bicyclists and pedestrians.

Class II Bikeway (Bike Lane) – A Class II Bikeway is a bike lane that share s a portion of the roadway with motorized vehicles. They are delineated by striping and are signed and marked for exclusive use by bicycle traffic. Class II Bikeways provide service for one-way bicycle traffic and are located outside of the through lane for motorized vehicles.

Class III Bikeway (Bike Route) – A Class II I Bikeway is a route that shares the roadway with motorized vehicles. They are identified by signs and are not separated by striping. Class III Bikeways are utilized in locations that do not have Class I or Class II facilities or to connect Class II Bikeways to provide a continuous bikeway system
Class IV Bikeway ( Separated Bikeway) – A Class IV Bikeway is a bikeway for the exclusive use of bicycles and includes a separation between the bikeway and vehicular thoroughfare. The separation may be, but not limited to, grade separation, flexible posts, inflexible physical barriers, planters, and/or on-street parking. The key distinction from a Class II facility is that it must have some physical element and not just open space.

The City of Tracy has an extensive bicycle network . The current bicycle network is show n in Figure 2.5 Although the bikeway system is broad, there are critical gaps that limit its effectiveness to serve cyclists through connecting origins and destinations. These destinations include:
• One segment along Grant Line Road under the I-205 overpass • Tracy Boulevard between West 6th Street and I-205
• Two segments on MacArthur Drive between Valpico Road and Grant Line Road o One segment between Mt. Diablo Avenue and Schulte Road o One segment between south Schulte Road and Valpico Road • One segment along Valpico Road between MacArthur Drive and Tracy Boulevard

As identified in the City of Tracy’s BMP, bicycle parking facilities are categorized as follows:
• Class I bicycle parking facilities consist of bicycle lockers or a secure area that may be accessed only by bicyclists
• Class II bicycle parking facilit ies are bicycle racks that provide support for the bicycle but do not have locking mechanisms
The City requires that bicycle parking must be provided at parking lots with 20 or more vehicle parking stalls (City of Tracy Municipal Code, September 2009 ). Ordinance 10.08.3510. 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TMP Update | August 2022 18
Each bicycle parking stall shall be 5 ½ feet long and 2 ½ feet wide and include a permanent fixture for locking or securing the bicycle frame and wheels in an upright position. The parking stalls are required to be within 100 feet of the public entrance for each building or land use type.

The City updated its Bicycle Standard Plan in 2020. These plans are attached in Appendix B.

2.3.4 Existing Pedestrian Circulation
The City of Tracy is pedestrian friendly with widespread sidewalk coverage and pedestrian crossings with Americans with Disabilities Act (ADA) ramps along major roadways and in residential neighborhoods. The sidewalk coverage helps to promote walking and provides pedestrians access to destinations throughout the City.

Figure 2.6 provides a map of the existing sidewalk locations and highlights them in blue. Although a detailed inventory of each residential neighborhood was not performed , a preliminary inventory was completed. The map highlights in yellow the neighborhoods that have approximately 90% or greater sidewalk coverage.

Similar to bikeway facilities, the City has critical gaps in sidewalk coverage. These gaps include a segment along Corral Hollow Road south of Schulte Road and along Tracy Boulevard south of Valpico Road . In addition to the critical gaps, ADA routes (an ADA Transition Plan) have not been established along the existing sidewalks to specific destinations in the City.

2.3.5 Existing Parking
The City’s goals and actions it takes will acknowledge the ability of parking supply and parking pricing to influence how people choose to travel. Parking areas are a major consumer of land, and the treatment of parking within developments can either help or hinder the achievement of compact communities.

Notwithstanding these concerns, adequate parking is an issue of vital importance to Tracy’s businesses and institutions. Parking enables them to remain accessible to employees, customers, and visitors who travel by automobile, whether by need or choice. The interests of employers, stores, and service providers must be considered in the development of a balanced parking system.

Parking services provided directly by the City include on-street parking, several off-street parking lots, and enforcement of parking by -laws. These services have significant costs but also generate significant revenues. In addition, through its land use planning functions, the City influences the supply of parking in new developments and has some r egulatory control over privately -run off-street parking lots for use by the public.
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/gid00052/gid00088/gid00066/gid00064/gid00076/gid00078/gid00081/gid00068/gid00001/gid00049/gid00074/gid00086/gid00088/gid00052/gid00088/gid00066/gid00064/gid00076/gid00078/gid00081/gid00068/gid00001/gid00049/gid00074/gid00086/gid00088 /gid00036/gid00068/gid00077/gid00083/gid00081/gid00064/gid00075/gid00001/gid00034/gid00085/gid00068/gid00036/gid00068/gid00077/gid00083/gid00081/gid00064/gid00075/gid00001/gid00034/gid00085/gid00068 /gid00035/gid00064/gid00077/gid00083/gid00064/gid00001/gid00051/gid00067/gid00035/gid00064/gid00077/gid00083/gid00064/gid00001/gid00051/gid00067 /gid00035/gid00072/gid00081/gid00067/gid00001/gid00051/gid00067/gid00035/gid00072/gid00081/gid00067/gid00001/gid00051/gid00067 /gid00034/gid00071/gid00068/gid00081/gid00077/gid00001/gid00051/gid00067/gid00034/gid00071/gid00068/gid00081/gid00077/gid00001/gid00051/gid00067 120CALIFORNIA
5 5
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/gid00045/gid00068/gid00070/gid00068/gid00077/gid00067
/gid00036/gid00072/gid00083/gid00088/gid00001/gid00045/gid00072/gid00076/gid00072/gid00083/gid00082 /gid00052/gid00079/gid00071/gid00068/gid00081/gid00068/gid00001/gid00078/gid00069/gid00001/gid00042/gid00077/gid00197/gid00084/gid00068/gid00077/gid00066/gid00068 /gid00052/gid00072/gid00067/gid00068/gid00086/gid00064/gid00075/gid00074/gid00082/gid00001/gid00078/gid00077/gid00001/gid00046/gid00064/gid00073/gid00078/gid00081/gid00001/gid00052/gid00083/gid00081/gid00068/gid00068/gid00083/gid00082 /gid00052/gid00072/gid00067/gid00068/gid00086/gid00064/gid00075/gid00074/gid00082/gid00001/gid00078/gid00077/gid00001/gid00045/gid00078/gid00066/gid00064/gid00075/gid00016/gid00036/gid00078/gid00075/gid00075/gid00068/gid00066/gid00083/gid00078/gid00081/gid00001/gid00052/gid00083/gid00081/gid00068/gid00068/gid00083/gid00082 Source: ESRI, Kimley-Horn
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TMP Update | August 2022 20

2.3.6 Park and Ride Facilities
A Park and Ride facility is generally an area used by parked vehicles, while the vehicle owner uses a public transport or carpooling service to commute. Vehicles are parked in the facility during the day and retrieved when the commuter returns. Currently there are four Park and Ride facilities within the City of Tracy as illustrated in Figure 2.7.
• Prime Outlet (MacArthur Drive/East Pescadero Avenue)
• Tracy Transit Station (southeast corner of 6th Street/Central Avenue) • 6th Street and Central Avenue (northwest corner of the intersection) • Altamont Commuter Express (ACE) Station (Tracy Boulevard/Linne Road)

2.3.6.1 Prime Outlet Park and Ride
This parking lot is located on the north side of E ast Pescadero Avenue behind Prime Outlet shopping center and in close proximity to the interchange of I -205 and MacArthur Drive. This lot has a parking capacity for 40 regular vehicles with no bicycle facilities provided. Access to the parking lot is shared with access for the shopping center. Currently, TRACER, the bus transit service operated and managed by the City of Tracy, operates Commuter Route E bus service between the shopping center and Tracy Transit Station.

2.3.6.2 Tracy Transit Station Park and Ride
The Tracy Transit Station opened on February 1, 2010 and serves as a transit hub for the City of Tracy. It is located on the southeast corner of Central Avenue and Sixth Street. The approximately 6,000 -square- foot station includes an indoor passenger waiti ng area ; a ticket sales and information office ; public restrooms; three community meeting rooms; 228 parking spaces (including infrastructure for up to three recharging spaces for electric vehicles) ; an outdoor plaza ; designated bus, taxi and vanpool pickup and drop-off zones; 12 secure bike lockers, and additional bike racks. The Park and Ride facility consists of two lots: one with access from 6th Street east of Central Avenue and the other on the south side of the railroad tracks with access from Central Avenue north of 4 th Street. Private shuttles also operate from the South Lot (i.e. Tesla, Google, Apple buses).

Currently, TRACER operates four local bus routes ( A thr ough D) and three commute -hour routes (E through G). San Joaquin Regional Transit D istrict (SJRTD) operates two regional bus services to and from Stockton, Routes 90 and 97 , as we ll as Commuter Route 150 with service between Stockton and Dublin/Pleasanton BART.

2.3.6.3 6th Street and Central Avenue Park and Ride
This parking lot is located diagonally across from the Tracy Transit Station along the north side of 6th Street, between Central Avenue and C Street. This lot has a parking capacity for 67 regular vehicles and four ADA vehicles and has no bicycle facilities. Access to this parking lot is provided via a driveway along both Central Avenue and C Street
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/gid00036/gid00071/gid00081/gid00072/gid00082/gid00076/gid00064/gid00077/gid00001/gid00051/gid00067 /gid00052/gid00088/gid00066/gid00064/gid00076/gid00078/gid00081/gid00068/gid00001/gid00049/gid00074/gid00086/gid00088/gid00052/gid00088/gid00066/gid00064/gid00076/gid00078/gid00081/gid00068/gid00001/gid00049/gid00074/gid00086/gid00088 /gid00036/gid00068/gid00077/gid00083/gid00081/gid00064/gid00075/gid00001/gid00034/gid00085/gid00068/gid00036/gid00068/gid00077/gid00083/gid00081/gid00064/gid00075/gid00001/gid00034/gid00085/gid00068 /gid00035/gid00064/gid00077/gid00083/gid00064/gid00001/gid00051/gid00067 /gid00035/gid00072/gid00081/gid00067/gid00001/gid00051/gid00067 /gid00034/gid00071/gid00068/gid00081/gid00077/gid00001/gid00051/gid00067 120CALIFORNIA
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Sixth Street and Central Avenue
Park and Ride
Vehicular Parking Spaces: 71
Transit: Tracer
Bike Storage: No Lockers & 1 Bike Rack
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Altamont Communiter Express
(ACE) Park and Ride
Vehicular Parking Spaces: 505
Transit: ACE and Tracer
Bike Storage: 24 Lockers & 6 Bike Racks
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/gid00052/gid00083/gid00083/gid00083/gid00052/gid00083/gid00071/gid00052 /gid00083 Prime Outlet Park and Ride
Vehicular Parking Spaces: 40
Transit: Tracer Commuter Route
Bike Storage: No Lockers & Bike Racks
/gid00083/gid00068/gid00001/gid00051/gid00067/gid00083/gid00068/gid00001/gid00051/gid00067 /gid00035/gid00072/gid00081/gid00067/gid00001/gid00051/gid00067/gid00035/gid00072/gid00081/gid00067/gid00001/gid00051/gid00067 Tracy Transit Station
Park and Ride - North Lot
Vehicular Parking Spaces: 112
Transit: Tracer, SJRTD, and Greyhound buses
Bike Storage: 12 Lockers & Bike Racks
Tracy Transit Center
Park and Ride - South Lot
Vehicular Parking Spaces: 116
Transit: Tracer and SJRTD. Private Shuttle pickup in this lot (i.e. Tesla, Apple, Google, etc.)
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2.3.6.4 Altamont Commuter Express (ACE) Park and Ride
The Tracy ACE station is located at Tracy Boulevard and Linne Road. This park and ride lot has a parking capacity for 493 regular vehicles and 12 ADA vehicles. The lot also contains six lockable bike racks and 24 bike lockers. Access to the parking lot is provided via a driveway along Tracy Boulevard. Currently, ACE provides daily services between Stockton and San Jose. On weekdays four trains depart from Stockton in the morning and four from San Jose return in the evening. Saturday service is limited to two trains in each direction.

This parking lot overflows and parking demand spills over into the adjacent areas. ACE is planning for longer trains but no expansion of the parking lot is planned.

2.3.7 Freight - Truck Service
The following section describes the existing truck routes in the City of Tracy as obtained from the City of Tracy Truck Route Map (per City ordinance 1068, adopted 11-16-04) and survey of field data.

2.3.7.1 Existing Truck Routes
The existing truck routes in the City of Tracy run primarily in a north-south and east-west direction. Access to truck routes originate from I-205 and disperse to the City via the interchanges at I-205/Eleventh Street, I-205/Grant Line Road, and I-205/MacArthur Drive. The existing truck route network connects truck traffic on I-205 to the industrial areas in the south and northeast via M acArthur Drive, and also the commercial areas in the north and central via Larch Road, Eleventh Street, and Grant Line Road. Truck access to I-580 is provided via a through truck route on Corral Hollow Road via the I-580 interchange to the south.

Section 3 .08.290 o f the City’s Municipal Code establishes truck routes throughout the City with restrictions on vehicles with a gross vehicle weight of five tons or more, licensed commercially as a truck in its state of origin, and used for carrying good s for picku p and delivery. Vehicles meeting this requirement shall drive only on truck route -designated streets except when necessary for regress and ingress by direct route to and from restricted streets for the purpose of loading or unloading.

Currently there are three types of truck routes within the City of Tracy: Through Truck Routes, Local Truck Routes, and Surface Transportation Assistance Act ( STAA) Truck Routes. These routes are indicated throughout the City with the appropriate signage specific to each route type per MUTCD requirements.

2.3.7.2 Through Truck Routes
Through truck routes are defined as a route that allows any vehicle entering the City of Tracy from any point outside the City and destined for any other point located outside the City to proceed entirely through without unloading or loading freight within the City of Tracy. A map showing the location of truck routes throughout the City can be found in Figure 2.8.

Existing through truck routes within the City of Tracy include:
• Arbor Avenue (MacArthur Drive to Holly Drive);
• Byron Road (west City limits to Lammers Road);
• Corral Hollow Road (Larch Road to Grant Line Road);
• Corral Hollow Road (Linne Road to I-580);
• Chrisman Road (North of Valpico Road portion of Chrisman Road within City limits); • Eleventh Street (Lammers Road to the west City limits);

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• Eleventh Street (MacArthur Drive to east City limits); • Grant Line Road (West City limits to Corral Hollow Road); • Grant Line Road (MacArthur Drive to East City limits); • Holly Drive (Arbor Road to Larch Road);
• Lammers Road (Byron Road to Eleventh Street);
• Larch Road (Holly Drive to Corral Hollow Road);
• Linne Road (East City limits to West City limits);
• MacArthur Drive (Arbor Road to Eleventh Street);
• Tracy Boulevard (Larch Road to I-205);
• Tracy Boulevard (Linne Road to South City limits).

2.3.7.3 Local Truck Routes
Local truck routes are defined as a route that may not be used by any truck to move from any point outside of the City of Tracy continuously to any other point located outside the City of Tracy without unloading or loading with the City of Tracy. All local truck traffic trips must use the shortest local truck traffic route connecting to through truck traffic routes and the origin and destination within the City.

Existing local truck routes within the City of Tracy include:
• Eleventh Street (Lammers Road to Tracy Boulevard);
• Eleventh Street (north leg MacArthur Drive to south leg MacArthur Drive); • Lammers Road (Eleventh Street to 0.5 miles south of Eleventh Street) City portion; • MacArthur Drive (Eleventh Street to Sixth Street);
• MacArthur Drive (Valpico Road to Mount Diablo Avenue); • Sixth Street (MacArthur Drive to Central Avenue);
• Tracy Boulevard (Linne Road to Valpico Road);
• Valpico Road (Tracy Boulevard to MacArthur Drive).

2.3.7.4 Surface Transportation Assistance Act (STAA) Truck Routes The Surface Transportation Assistance Act of 1982 authorized the establishment of a national network of highways designated for use by large trucks. On these highways, federal width and length limits apply.

The STAA allows large trucks to operate on the interstate and certain primary routes , collectively called the National Network (NN). These trucks, referred to as STAA trucks, are longer than California legal trucks. As a result, STAA trucks have a larger turning radius than most local roads can accommodate. The law allows for “reasonable access” to and from the NN for terminals, d eliveries, truck stops, repairs, and other reasons. The NN is recommended for through truck traffic (e.g. traffic that is passing th rough the area), and trucks are allowed to operate on truck -restricted roads if they have no other means of access to their destination.

2.3.7.5 Existing Truck Stop Facility
There is one designated truck stop within the City of Tracy located on North Tracy Boulevard a quarter mile to the north of the I -205/Tracy Boulevard interchange. Services offered at this truck stop include refueling, truck parking, truck permit services, load monitors, driver lounges, showers, and laundry.

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/gid00036/gid00068/gid00077/gid00083/gid00081/gid00064/gid00075/gid00001/gid00034/gid00085/gid00068/gid00036/gid00068/gid00077/gid00083/gid00081/gid00064/gid00075/gid00001/gid00034/gid00085/gid00068 /gid00035/gid00064/gid00077/gid00083/gid00064/gid00001/gid00051/gid00067/gid00035/gid00064/gid00077/gid00083/gid00064/gid00001/gid00051/gid00067 /gid00035/gid00072/gid00081/gid00067/gid00001/gid00051/gid00067/gid00035/gid00072/gid00081/gid00067/gid00001/gid00051/gid00067 /gid00034/gid00071/gid00068/gid00081/gid00077/gid00001/gid00051/gid00067/gid00034/gid00071/gid00068/gid00081/gid00077/gid00001/gid00051/gid00067 120CALIFORNIA
5 5
580
580
205
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/gid00052/gid00053/gid00034/gid00034/gid00001/gid00053/gid00081/gid00084/gid00066/gid00074/gid00001/gid00051/gid00078/gid00084/gid00083/gid00068 /gid00053/gid00071/gid00081/gid00078/gid00084/gid00070/gid00071/gid00001/gid00053/gid00081/gid00084/gid00066/gid00074/gid00001/gid00051/gid00078/gid00084/gid00083/gid00068 /gid00045/gid00078/gid00066/gid00064/gid00075/gid00001/gid00053/gid00081/gid00084/gid00066/gid00074/gid00001/gid00051/gid00078/gid00084/gid00083/gid00068 /gid00036/gid00072/gid00083/gid00088/gid00001/gid00045/gid00072/gid00076/gid00072/gid00083/gid00082 /gid00052/gid00079/gid00071/gid00068/gid00081/gid00068/gid00001/gid00078/gid00069/gid00001/gid00042/gid00077/gid00197/gid00084/gid00068/gid00077/gid00066/gid00068 Source: ESRI, City of Tracy EIR, Kimley-Horn
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2.3.8 Tracy Railroads
The City of Tracy has three major rail lines that run east to west through the City. Each of these lines consists of several spurs that are use d to access industrial areas through out the City. These lines are currently owned and operated by the Union Pacific Railroad Corporation, which also operates freight rail service in the region.

The main line runs along the southern border of Tracy along Li nne Road. This line is used for both freight and commuter rail service operated by ACE. Approximately ten freight trains and eight commuter trains operate daily on this track. The remaining lines run through the center of Tracy. The line along Byron Road is used minimally and does not have regularly scheduled service which connects the City to the industrial centers of the North San Francisco Bay Area. The line to the northeast is used for local freight bound for Stockton. The rail line southwest of the Cit y has tracks that stop at the County line . This line is no longer in service and is used for storage of train cars only.

2.3.8.1 Railroad Crossings
Due to the prevalence of the railroad lines, there are 26 at-grade railroad crossings and 1 grade-separated railroad crossing within the City of Tracy and the area immediately surrounding it . Each of the railroad crossing locations are shown in Figure 2.9 and are described in detail below:

1. Lammers Road between Schulte and Valpico Roads: This at-grade crossing consists of two vehicle travel lanes with control gates and flashing warning lights.

2. Lammers Road south of Valpico Road: This at-grade crossing consists of two vehicle travel lanes with gravel roads and stop sign control. This crossing is on a private road.

3. Corral Hollow Road : This at-grade crossing is located approximately 40 feet north of the Corral Hollow Road/Byron Road intersection and consists of four travel lanes. Vehicle crossing is gate - controlled with flashing warning lights and is coordinated with the traffic signals at the adjacent intersection.

4. Corral Hollow Road south of Schult e Road: This crossing , located at the intersection of Corral Hollow and Western Pacific Way, consists of a single track with three vehicle travel lanes (two in the northbound direction and one in the southbound direction) . Vehicle crossing is restricted by control gates and flashing warning lights.

5. Corral Hollow Road north of Linne Road: This crossing is located approximately 100 feet to the north of the Corral Hollow Road/Linne Road intersection. The crossing consists of a single track with two vehicle travel lanes. Vehicle crossing is controlled by gate controls and flashing warning lights. This nearby intersection is stop sign -controlled and does not require coordinated traffic signals.

6. Tracy Boulevard, south of Sixth Street: This crossing is located between the intersections of Tracy Boulevard/Sixth Street and Tracy Boulevard/Beechnut Avenue. The tracks are positioned midway between the two intersections, approximately 20 feet from both intersections. Both intersections are signalized and are coordinated with the crossing gates. This at -grade crossing consists of a single track and four vehicle travel lanes. Vehicle crossing is restricted with gate controls and flashing warning lights.

7. Tracy Boulevard, north of Fourth Street: This crossing is located approximately 20 feet to the north of the Tracy Boulevard/Fourth Street intersection. The crossing consists of a single track, with five

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vehicle lanes (two in the northbound direction and three in the southbound direction) . Vehicle crossing control is restricted by gate controls and flashing warning lights.

8. Tracy Boulevard, north of Linne Road: This crossing is located approximately 70 feet to the north of the Tracy Boulevard/Linne Road intersection. The at -grade crossing consist s of a single track with two vehicle travel lanes. Vehicle crossing control is restricted by gate controls and flashing warning lights. This crossing is located adjacent to the Tracy ACE station and parking lot.

9. MacArthur Drive, grade-separated crossing (not shown on figure): This grade-separated crossing is located east of the MacArthur Drive/Eleventh Street intersection. The crossing consists of two tracks with a four-lane bridge overpass above.

10. Schulte Road, east of Central Avenue: This crossing is located approximately 250 feet from the intersection of Schulte Road/Central Avenue. The at-grade crossing consists of a single track with four vehicle travel lanes. Vehicle crossing control is restricted b y gate controls and flashing warning lights.

11. Arbor Avenue, between South Holly Drive and MacArthur Drive: This at -grade crossing provides freight rail access to the Holly Sugar Corporation to the north. This single track is currently used for storage only as the track is obstructed by a fence at the Holly Sugar Corporation property line.

This crossing does not have stop sign or gate crossing controls.

12. East Grant Line Road, west of MacArthur Drive: This crossing is located approximately 500 feet from the East Grant Line Road/MacArthur Drive intersection. The at -grade crossing consists of a single track with four vehicle travel lanes. Vehicle crossing is controlled by gate controls and flashing warning lights.

13. MacArthur Drive/Eleventh Street intersection: This crossing is located at the east leg of the intersection. The at -grade crossing consists of a single track with four vehicle travel lanes. The crossing is coordinated with the traffic signal s at the adjacen t intersection . Vehicle crossing is controlled by gate controls and flashing warning lights.

14. MacArthur Drive north of West Linne Road: This crossing is located approximately 70 feet north of the MacArthur Drive/West Linne Road intersection. The at-grade crossing consists of a single track with two vehicle travel lanes. Vehicle crossing is restricted by gate controls and flashing warning lights. This nearby intersection is stop sign -controlled and thus does not require coordinated signals.

15. MacArthur Drive, south of Eleventh Street: There are two at -grade crossings within 350 feet of one another. The northern crossing consists of two tracks with two vehicle travel lanes. Vehicle crossing is controlled by gate controls and flashing warning lights. The southern crossing consists of a single track with two vehicle travel lanes.

16. Chrisman Road, north of Schulte Road: This crossing is located approximately 60 feet from the intersection of Chrisman Road and Schulte Road. This at -grade crossing consists of a single track with two vehicle travel lanes. Vehicle crossing is controlled by gate controls and flashing warning lights.

17. Chrisman Avenue, north of Linne Road: This at -grade crossing consists of two tracks with two vehicle travel lanes. Vehicle crossing is controlled by gate controls and flashing warning lights.

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18. Schulte Road between Corral Hollow Road and Sycamore Parkway: This at-grade crossing consists of a single track with four vehicle travel lanes. Vehicle crossing is controlled by gate control s and flashing warning lights.

19. West Linne Road, east of MacArthur Drive: This crossing is located approximately 70 0 feet east the West Linne Road/MacArthur Drive intersection. The at-grade crossing consists of a single track with two vehicle travel lanes. The track is currently being used for storage only as a fence obstructs the track at the industrial properties to the south. There is no crossing control and only a railroad crossing sign is provided.

20. Central Avenue, north of Fourth Street: This crossing is located approximately 200 feet north of the Central Avenue /Fourth Street intersection. The at -grade crossing consists of a single track with four vehicle lanes. Vehicle crossing is controlled by gate controls and flashing warning lights.

Crossings 21-24 are future grade-separated crossings described in more detail in Chapter 4.

21. Grant Line/Byron Road intersection: This crossing is located a t the east leg of the Grant Line Road/Byron Road intersection. The at-grade crossing consists of a single track with three vehicle travel lanes (two in the westbound direction and one in the eastbound direction). The crossing is coordinated with Grant Line Road/Byron Road traffic signal. Vehicle crossing is gate control led with flashing warning lights.

22. Eleventh Street between Corral Hollow Road and Tracy Boulevard: This crossing is located approximately 830 feet east of the Eleventh Street/ Alden Glen Drive Intersection. The at -grade crossing consists of a single track and four vehicles lanes. Vehicle crossing is gate -controlled with flashing warning lights.

23. MacArthur Drive south of Grant Line Road: This crossing is located approximately 600 feet south of the MacArthur Drive/Grant Line Road intersection. The at -grade crossing consists of a single track with four vehicle lanes. Vehicle crossing is gate-controlled with flashing warning lights.

24. Mt. Diablo Avenue east of Central Avenue: This crossing is located approximately 300 feet east of the Mt. Diablo Avenue/Central Avenue intersection. The at -grade crossing consists of a single track with two vehicle lanes. Vehicle crossing is gate-controlled with flashing warning lights.

25. 3rd Street between D Street and Dale Odell Drive: This crossing is located approximately 250 feet east of the 3rd Street/D Street intersection. This at-grade crossing consists of a single track with two vehicle travel lanes. There is no crossing control and only a railroad crossing sign is provided.

26. Hansen Road north of the California Aqueduct: This crossing is located approximately 550 feet north of California Aqueduct bridge. This at -grade crossing consists of a single track with two vehicle travel lanes. There is no crossing control and only a railroad crossing sign is provided.

UPRR/CUPC has very conservative requirements regarding new at-grade crossings. It is very likely that no future crossings will be at-grade.

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/gid00036/gid00068/gid00077/gid00083/gid00081/gid00064/gid00075/gid00001/gid00034/gid00085/gid00068/gid00036/gid00068/gid00077/gid00083/gid00081/gid00064/gid00075/gid00001/gid00034/gid00085/gid00068 /gid00035/gid00064/gid00077/gid00083/gid00064/gid00001/gid00051/gid00067/gid00035/gid00064/gid00077/gid00083/gid00064/gid00001/gid00051/gid00067 /gid00035/gid00072/gid00081/gid00067/gid00001/gid00051/gid00067/gid00035/gid00072/gid00081/gid00067/gid00001/gid00051/gid00067 /gid00034/gid00071/gid00068/gid00081/gid00077/gid00001/gid00051/gid00067/gid00034/gid00071/gid00068/gid00081/gid00077/gid00001/gid00051/gid00067 120CALIFORNIA
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/gid00036/gid00072/gid00083/gid00088/gid00001/gid00045/gid00072/gid00076/gid00072/gid00083/gid00082 /gid00052/gid00079/gid00071/gid00068/gid00081/gid00068/gid00001/gid00078/gid00069/gid00001/gid00042/gid00077/gid00197/gid00084/gid00068/gid00077/gid00066/gid00068/gid00001/gid00009/gid00052/gid00048/gid00042/gid00010 /gid00052/gid00083/gid00078/gid00081/gid00064/gid00070/gid00068/gid00001/gid00054/gid00082/gid00068/gid00001/gid00051/gid00064/gid00072/gid00075/gid00001/gid00045/gid00072/gid00077/gid00068 /gid00037/gid00064/gid00072/gid00075/gid00088/gid00001/gid00054/gid00082/gid00068/gid00001/gid00051/gid00064/gid00072/gid00075/gid00001/gid00045/gid00072/gid00077/gid00068 /gid00052/gid00079/gid00078/gid00081/gid00064/gid00067/gid00072/gid00066/gid00001/gid00054/gid00082/gid00068/gid00001/gid00051/gid00064/gid00072/gid00075/gid00001/gid00045/gid00072/gid00077/gid00068 /gid00051/gid00051
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TMP Update | August 2022 29

2.3.9 Bridges and Culvert Facilities
The City of Tracy has several creeks, canals, and a system of aqueducts that run throughout the City. Major waterways include the Delta Mendota Canal and California Aqueduct running parallel to each other to the southwest of Tracy. Several smaller channels run throughout the City providing irrigation and collecting runoff that drains into the California Aqueduct system.

Interstate 205 has 10 over/under crossings along its stretch through the City of Tracy. These locations include:
• I-205/Mountain House Parkway
• I-205/Hansen Road
• I-205/Eleventh Street
• I-205/Byron Road
• I-205/Grant Line Road
• I-205/Corral Hollow Road
• I-205/Tracy Boulevard
• I-205/South Holly Drive
• I-205/MacArthur Drive
• I-205/Paradise Avenue

Interstate 580 has two over/under crossings tha t provide access to the City of Tracy. There are two additional under crossings that are privately owned and maintained. • I-580/International Parkway/Patterson Pass Road
• I-580/Corral Hollow Road
The City’s bridge system consists of a network of 20 bridges and culverts that provide transportation access over these waterways. The City of Tracy bridge type and locations are shown in Figure 2.10 and are described in detail below:

1. South of I-205, north of I-580: This private bridge provides access across the California Aqueduct and is approximately 170 feet long and consists of two travel lanes. There is no posted speed limit.

2. International Parkway, north of Old Schulte Road: This bridge provides access across the Delta Mendota Canal and is approximately 200 feet long consisting of two travel lanes with concrete and steel barriers. The posted speed limit on this bridge is 45 MPH.

3. International Parkway, south of Old Schulte Road: This bridge provides access across the California Aqueduct connecting the Cordes Ranch development and the I -580 interchange. The bridge consists of four travel lanes with concrete and steel barriers. The posted speed limit on this bridge is 45 MPH.

4. Old Schulte Road, west of Hansen Road: This bridge provides access across the Delta Mendota Canal and is approximately 200 feet long consisting of two through travel lanes and a left turn lane with concrete and steel barriers. The posted speed limit on this bridge is 45 MPH.

5. Hansen Road, south of Old Schulte Road: This bridge provides access across the Delta Mendota Canal and is approximately 250 feet long consisting of two travel lanes with concrete and steel barriers. The posted speed limit on this bridge is 45 MPH.

TMP Update | August 2022 30

6. Hansen Road, north of I -580: This bridge provides access across the California Aqueduct and is approximately 180 feet long, consisting of two travel lanes.

7. Von Sosten Road, east of Grunauer Road: This culvert provides access across a drainage canal and is approximately 60 feet long consisting of two travel lanes. The posted speed limit on this culvert is 35 MPH.

8. Lammers Road, at intersection with West Schulte Road: This culvert provides access across a drainage canal and is approximately 50 feet long consisting of two travel lanes. The posted speed limit on this culvert is 35 MPH.

9. Lammers Road, south of Valpico Road: This bridge provides access across the Delta Mendota Canal and is approximately 110 feet long consisting of two travel l anes with steel barriers along each side. The posted speed limit on this bridge is 45 MPH.

10. Lammers Road, north of I-580: This private bridge provides access across the California Aqueduct and is approximately 170 feet long and consists of two travel lanes. There is no posted speed limit.

11. Corral Hollow Road, north of Valpico Road: This culvert provides access across a drainage canal and is approximately 35 feet long consisting of two travel lanes. The posted speed limit on this culvert is 45 MPH.

12. Corral Hollow Road, south of Linne Road: This bridge provides access across the Delta Mendota Canal and is approximately 115 feet long consisting of two travel lanes with steel barriers along each side. The posted speed limit on this bridge is 45 MPH.

13. Corral Hollow Road, north of I-580: This bridge provides access across the California Aqueduct and is approximately 175 feet long consisting of two travel lanes with steel barriers along each side.

The posted speed limit on this bridge is 45 MPH.

14. Tracy Boulevard, south of Linne Road: This small culvert provides access across a drainage ditch and is approximately 20 feet long consisting of two travel lanes. There is no posted speed limit across this culvert.

MacArthur Drive, south of Etcheverry Drive: This culvert provides access across a drainage ditch and is approximately 30 feet long consisting of two travel lanes. There is a small metal barrier on the east side and concrete barrier on the west side of the culvert crossing.

TMP Update | August 2022 31

2.3.10 Intelligent Transportation Systems
Intelligent Transportation Systems (ITS) are transportation networks that include information and communication technologies that are designed to improve the safety and operation of the transportation infrastructure. There are numerous types of ITS systems that range from simple variable message signs to more advanced real-time vehicle parking guidance systems.

2.3.10.1 Existing System Inventory and Evaluation
An inventory of the City of Tracy’s existing traffic signal equipment, communications eq uipment, and communications alignment was conducted. There are many signalized intersections within the City of Tracy that are operating via Model 170 traffic signal controllers located inside Type 332 cabinets at each local intersection. The traffic signal controllers are managed by Quicknet traffic management control and software system. The City of Tracy’s existing traffic signal communication infrastructure (citywide) primarily consists of twisted pair copper wire signal interconnect cable and conduit that interconnect the existing traffic signals. At designated roadway segments , communications are provided over microwave and/or radio.

Figure 2.11 illustrates the City of Tracy’s existing traffic signal locations and communication system infrastructure.
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/gid00036/gid00072/gid00083/gid00088/gid00001/gid00045/gid00072/gid00076/gid00072/gid00083/gid00082 /gid00052/gid00079/gid00071/gid00068/gid00081/gid00068/gid00001/gid00078/gid00069/gid00001/gid00042/gid00077/gid00197/gid00084/gid00068/gid00077/gid00066/gid00068 #
#
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/gid00035/gid00081/gid00072/gid00067/gid00070/gid00068
/gid00049/gid00084/gid00065/gid00075/gid00072/gid00066 /gid00049/gid00081/gid00072/gid00085/gid00064/gid00083/gid00068 /gid00036/gid00084/gid00075/gid00085/gid00068/gid00081/gid00083 /gid00054/gid00077/gid00067/gid00068/gid00081/gid00016/gid00048/gid00085/gid00068/gid00081/gid00079/gid00064/gid00082/gid00082 Source: ESRI, Kimley-Horn
/gid00017/gid00018/gid00019/gid00017/gid00015/gid00022
/gid00046/gid00072/gid00075/gid00068/gid00082/gid00001/gid00009/gid00034/gid00079/gid00079/gid00081/gid00078/gid00087/gid00072/gid00076/gid00064/gid00083/gid00068/gid00010 /gid00047/gid00078/gid00081/gid00083/gid00071
/gid00036/gid00072/gid00083/gid00088/gid00001/gid00078/gid00069/gid00001/gid00053/gid00081/gid00064/gid00066/gid00088/gid00001/gid00053/gid00081/gid00064/gid00077/gid00082/gid00079/gid00078/gid00081/gid00083/gid00064/gid00083/gid00072/gid00078/gid00077/gid00001/gid00046/gid00064/gid00082/gid00083/gid00068/gid00081/gid00001/gid00049/gid00075/gid00064/gid00077 /gid00039/gid00072/gid00070/gid00084/gid00081/gid00068/gid00001/gid00019/gid00015/gid00018/gid00017/gid00027/gid00001/gid00038/gid00087/gid00072/gid00082/gid00083/gid00072/gid00077/gid00070/gid00001/gid00035/gid00081/gid00072/gid00067/gid00070/gid00068/gid00082/gid00001/gid00064/gid00077/gid00067/gid00001/gid00036/gid00084/gid00075/gid00085/gid00068/gid00081/gid00083/gid00082

4 6
4 6
4 6
4 64
6 4
6 4
6 4
6 4
6 4
6 4
6 4
6 4
64 64
6 6
6 6
6 6
6 6
6 4
6 4
6 4
6 4
6 4
6 4
6 4
6 4
6 4
6 4
6 4
6 4
6 4
6 4
64 6
4 6
4 6
4 6
4 6
2 6
2 6
2 6
8 12
8 12
10 12
8 12
2 6
2 6
2 6
2 6
2 6
2 6
2 6
/gid00040/gid00081/gid00064/gid00077/gid00083/gid00001/gid00045/gid00072/gid00077/gid00068/gid00001/gid00051/gid00067/gid00040/gid00081/gid00064/gid00077/gid00083/gid00001/gid00045/gid00072/gid00077/gid00068/gid00001/gid00051/gid00067 /gid00055/gid00078/gid00077/gid00001/gid00052/gid00078/gid00082/gid00083/gid00068/gid00077/gid00001/gid00051/gid00067/gid00055/gid00078/gid00077/gid00001/gid00052/gid00078/gid00082/gid00083/gid00068/gid00077/gid00001/gid00051/gid00067 /gid00049/gid00064/gid00083/gid00083/gid00068/gid00081/gid00082/gid00078/gid00077/gid00049/gid00064/gid00082/gid00082/gid00001/gid00051/gid00067/gid00049/gid00064/gid00083/gid00083/gid00068/gid00081/gid00082/gid00078/gid00077/gid00049/gid00064/gid00082/gid00082/gid00001/gid00051/gid00067 /gid00056/gid00001/gid00052/gid00066/gid00071/gid00084/gid00075/gid00083/gid00068/gid00001/gid00051/gid00067/gid00056/gid00001/gid00052/gid00066/gid00071/gid00084/gid00075/gid00083/gid00068/gid00001/gid00051/gid00067 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/gid00040/gid00081/gid00064/gid00077/gid00083/gid00001/gid00045/gid00072/gid00077/gid00068/gid00001/gid00051/gid00067/gid00040/gid00081/gid00064/gid00077/gid00083/gid00001/gid00045/gid00072/gid00077/gid00068/gid00001/gid00051/gid00067 /gid00044/gid00064/gid00082/gid00082/gid00078/gid00077/gid00001/gid00051/gid00067 /gid00044/gid00064/gid00082/gid00082/gid00078/gid00077/gid00001/gid00051/gid00067 /gid00034/gid00081/gid00065/gid00078/gid00081/gid00001/gid00034/gid00085/gid00068/gid00034/gid00081/gid00065/gid00078/gid00081/gid00001/gid00034/gid00085/gid00068 /gid00038/gid00075/gid00068/gid00085/gid00068/gid00077/gid00083/gid00071/gid00001/gid00052/gid00083/gid00038/gid00075/gid00068/gid00085/gid00068/gid00077/gid00083/gid00071/gid00001/gid00052/gid00083 /gid00054/gid00077/gid00072/gid00078/gid00077/gid00001/gid00049/gid00064/gid00066/gid00072/gid00195/gid00066/gid00001/gid00051/gid00064/gid00072/gid00075/gid00081/gid00078/gid00064/gid00067/gid00054/gid00077/gid00072/gid00078/gid00077/gid00001/gid00049/gid00064/gid00066/gid00072/gid00195/gid00066/gid00001/gid00051/gid00064/gid00072/gid00075/gid00081/gid00078/gid00064/gid00067 /gid00054/gid00077/gid00072/gid00078/gid00077/gid00001/gid00049/gid00064/gid00066/gid00072/gid00195/gid00066/gid00001/gid00051/gid00064/gid00072/gid00075/gid00081/gid00078/gid00064/gid00067/gid00054/gid00077/gid00072/gid00078/gid00077/gid00001/gid00049/gid00064/gid00066/gid00072/gid00195/gid00066/gid00001/gid00051/gid00064/gid00072/gid00075/gid00081/gid00078/gid00064/gid00067 /gid00054/gid00077/gid00072/gid00078/gid00077/gid00001/gid00049/gid00064/gid00066/gid00072/gid00195/gid00066/gid00001/gid00051/gid00064/gid00072/gid00075/gid00081/gid00078/gid00064/gid00067/gid00054/gid00077/gid00072/gid00078/gid00077/gid00001/gid00049/gid00064/gid00066/gid00072/gid00195/gid00066/gid00001/gid00051/gid00064/gid00072/gid00075/gid00081/gid00078/gid00064/gid00067 /gid00035/gid00068/gid00083/gid00071/gid00064/gid00077/gid00088/gid00001/gid00051/gid00067/gid00035/gid00068/gid00083/gid00071/gid00064/gid00077/gid00088/gid00001/gid00051/gid00067 /gid00037/gid00084/gid00081/gid00071/gid00064/gid00076/gid00001/gid00039/gid00068/gid00081/gid00081/gid00088/gid00001/gid00051/gid00067/gid00037/gid00084/gid00081/gid00071/gid00064/gid00076/gid00001/gid00039/gid00068/gid00081/gid00081/gid00088/gid00001/gid00051/gid00067 /gid00045/gid00072/gid00077/gid00077/gid00068/gid00001/gid00051/gid00067/gid00045/gid00072/gid00077/gid00077/gid00068/gid00001/gid00051/gid00067 /gid00055/gid00064/gid00075/gid00079/gid00072/gid00066/gid00078/gid00001/gid00051/gid00067/gid00055/gid00064/gid00075/gid00079/gid00072/gid00066/gid00078/gid00001/gid00051/gid00067 /gid00038/gid00075/gid00068/gid00085/gid00068/gid00077/gid00083/gid00071/gid00001/gid00052/gid00083/gid00038/gid00075/gid00068/gid00085/gid00068/gid00077/gid00083/gid00071/gid00001/gid00052/gid00083 /gid00035/gid00088/gid00081/gid00078/gid00077/gid00001/gid00051/gid00067/gid00035/gid00088/gid00081/gid00078/gid00077/gid00001/gid00051/gid00067 /gid00046/gid00078/gid00084/gid00077/gid00083/gid00064/gid00072/gid00077/gid00001/gid00041/gid00078/gid00084/gid00082/gid00068/gid00001/gid00049/gid00074/gid00086/gid00088/gid00046/gid00078/gid00084/gid00077/gid00083/gid00064/gid00072/gid00077/gid00001/gid00041/gid00078/gid00084/gid00082/gid00068/gid00001/gid00049/gid00074/gid00086/gid00088 /gid00051/gid00068/gid00068/gid00085/gid00068/gid00082/gid00001/gid00051/gid00067/gid00051/gid00068/gid00068/gid00085/gid00068/gid00082/gid00001/gid00051/gid00067 /gid00041/gid00064/gid00077/gid00082/gid00068/gid00077/gid00001/gid00051/gid00067/gid00041/gid00064/gid00077/gid00082/gid00068/gid00077/gid00001/gid00051/gid00067 /gid00042/gid00077/gid00083/gid00068/gid00081/gid00077/gid00064/gid00083/gid00072/gid00078/gid00077/gid00064/gid00075/gid00001/gid00049/gid00074/gid00086/gid00088/gid00042/gid00077/gid00083/gid00068/gid00081/gid00077/gid00064/gid00083/gid00072/gid00078/gid00077/gid00064/gid00075/gid00001/gid00049/gid00074/gid00086/gid00088 /gid00041/gid00064/gid00077/gid00082/gid00068/gid00077/gid00001/gid00051/gid00067/gid00041/gid00064/gid00077/gid00082/gid00068/gid00077/gid00001/gid00051/gid00067 /gid00045/gid00064/gid00076/gid00076/gid00068/gid00081/gid00082/gid00001/gid00051/gid00067/gid00045/gid00064/gid00076/gid00076/gid00068/gid00081/gid00082/gid00001/gid00051/gid00067/gid00045/gid00064/gid00076/gid00076/gid00068/gid00081/gid00082/gid00001/gid00051/gid00067/gid00045/gid00064/gid00076/gid00076/gid00068/gid00081/gid00082/gid00001/gid00051/gid00067 /gid00036/gid00078/gid00081/gid00081/gid00064/gid00075/gid00001/gid00041/gid00078/gid00075/gid00075/gid00078/gid00086/gid00001/gid00051/gid00067/gid00036/gid00078/gid00081/gid00081/gid00064/gid00075/gid00001/gid00041/gid00078/gid00075/gid00075/gid00078/gid00086/gid00001/gid00051/gid00067/gid00036/gid00078/gid00081/gid00081/gid00064/gid00075/gid00001/gid00041/gid00078/gid00075/gid00075/gid00078/gid00086/gid00001/gid00051/gid00067/gid00036/gid00078/gid00081/gid00081/gid00064/gid00075/gid00001/gid00041/gid00078/gid00075/gid00075/gid00078/gid00086/gid00001/gid00051/gid00067 /gid00053/gid00081/gid00064/gid00066/gid00088/gid00001/gid00035/gid00075/gid00085/gid00067/gid00053/gid00081/gid00064/gid00066/gid00088/gid00001/gid00035/gid00075/gid00085/gid00067 /gid00053/gid00081/gid00064/gid00066/gid00088/gid00001/gid00035/gid00075/gid00085/gid00067/gid00053/gid00081/gid00064/gid00066/gid00088/gid00001/gid00035/gid00075/gid00085/gid00067 /gid00046/gid00064/gid00066/gid00034/gid00081/gid00083/gid00071/gid00084/gid00081/gid00001/gid00037/gid00081/gid00046/gid00064/gid00066/gid00034/gid00081/gid00083/gid00071/gid00084/gid00081/gid00001/gid00037/gid00081/gid00046/gid00064/gid00066/gid00034/gid00081/gid00083/gid00071/gid00084/gid00081/gid00001/gid00037/gid00081/gid00046/gid00064/gid00066/gid00034/gid00081/gid00083/gid00071/gid00084/gid00081/gid00001/gid00037/gid00081 /gid00036/gid00071/gid00081/gid00072/gid00082/gid00076/gid00064/gid00077/gid00001/gid00051/gid00067/gid00036/gid00071/gid00081/gid00072/gid00082/gid00076/gid00064/gid00077/gid00001/gid00051/gid00067 /gid00052/gid00088/gid00066/gid00064/gid00076/gid00078/gid00081/gid00068/gid00001/gid00049/gid00074/gid00086/gid00088/gid00052/gid00088/gid00066/gid00064/gid00076/gid00078/gid00081/gid00068/gid00001/gid00049/gid00074/gid00086/gid00088 /gid00036/gid00068/gid00077/gid00083/gid00081/gid00064/gid00075/gid00001/gid00034/gid00085/gid00068/gid00036/gid00068/gid00077/gid00083/gid00081/gid00064/gid00075/gid00001/gid00034/gid00085/gid00068 /gid00035/gid00064/gid00077/gid00083/gid00064/gid00001/gid00051/gid00067/gid00035/gid00064/gid00077/gid00083/gid00064/gid00001/gid00051/gid00067 /gid00035/gid00072/gid00081/gid00067/gid00001/gid00051/gid00067/gid00035/gid00072/gid00081/gid00067/gid00001/gid00051/gid00067 /gid00034/gid00071/gid00068/gid00081/gid00077/gid00001/gid00051/gid00067/gid00034/gid00071/gid00068/gid00081/gid00077/gid00001/gid00051/gid00067 120CALIFORNIA
5 5
580
580
205
205
/gid00045/gid00068/gid00070/gid00068/gid00077/gid00067
/gid00036/gid00072/gid00083/gid00088/gid00001/gid00045/gid00072/gid00076/gid00072/gid00083/gid00082 /gid00052/gid00079/gid00071/gid00068/gid00081/gid00068/gid00001/gid00078/gid00069/gid00001/gid00042/gid00077/gid00197/gid00084/gid00068/gid00077/gid00066/gid00068 /gid00042/gid00077/gid00083/gid00068/gid00081/gid00066/gid00078/gid00077/gid00077/gid00068/gid00066/gid00083/gid00001/gid00036/gid00078/gid00077/gid00067/gid00084/gid00072/gid00083/gid00001/gid00086/gid00072/gid00083/gid00071/gid00001/gid00036/gid00064/gid00065/gid00075/gid00068 /gid00038/gid00083/gid00071/gid00068/gid00081/gid00077/gid00068/gid00083/gid00001/gid00048/gid00085/gid00068/gid00081/gid00001/gid00036/gid00078/gid00079/gid00079/gid00068/gid00081/gid00001/gid00042/gid00077/gid00083/gid00068/gid00066/gid00078/gid00077/gid00077/gid00068/gid00066/gid00083 /gid00046/gid00072/gid00066/gid00081/gid00078/gid00086/gid00064/gid00085/gid00068/gid00001/gid00042/gid00077/gid00083/gid00068/gid00081/gid00066/gid00078/gid00077/gid00077/gid00068/gid00066/gid00083 /gid00051/gid00064/gid00067/gid00072/gid00078/gid00001/gid00042/gid00077/gid00083/gid00068/gid00081/gid00066/gid00078/gid00077/gid00077/gid00068/gid00066/gid00083 /gid00039/gid00072/gid00065/gid00068/gid00081/gid00001/gid00048/gid00079/gid00083/gid00072/gid00066/gid00001/gid00042/gid00077/gid00083/gid00068/gid00081/gid00066/gid00078/gid00077/gid00077/gid00068/gid00066/gid00083 /gid00042/gid00077/gid00083/gid00068/gid00081/gid00066/gid00078/gid00077/gid00077/gid00068/gid00066/gid00083/gid00001/gid00036/gid00078/gid00077/gid00067/gid00084/gid00072/gid00083/gid00001/gid00086/gid00072/gid00083/gid00071/gid00001/gid00047/gid00078/gid00001/gid00036/gid00064/gid00065/gid00075/gid00068 /gid00042/gid00077/gid00083/gid00068/gid00081/gid00066/gid00078/gid00077/gid00077/gid00068/gid00066/gid00083/gid00068/gid00067/gid00001/gid00052/gid00072/gid00070/gid00077/gid00064/gid00075 /gid00047/gid00078/gid00077/gid00014/gid00042/gid00077/gid00083/gid00068/gid00081/gid00066/gid00078/gid00077/gid00077/gid00068/gid00066/gid00083/gid00068/gid00067/gid00001/gid00052/gid00072/gid00070/gid00077/gid00064/gid00075 /gid00047/gid00078/gid00077/gid00001/gid00036/gid00072/gid00083/gid00088/gid00014/gid00048/gid00086/gid00077/gid00068/gid00067/gid00001/gid00052/gid00072/gid00070/gid00077/gid00064/gid00075 /gid00034/gid00085/gid00064/gid00072/gid00075/gid00064/gid00065/gid00075/gid00068/gid00001/gid00049/gid00064/gid00072/gid00081/gid00082 /gid00047/gid00084/gid00076/gid00065/gid00068/gid00081/gid00001/gid00078/gid00069/gid00001/gid00049/gid00064/gid00072/gid00081/gid00082 #
#
Source: ESRI, Kimley-Horn
/gid00017/gid00018/gid00019/gid00017/gid00015/gid00022
/gid00046/gid00072/gid00075/gid00068/gid00082/gid00001/gid00009/gid00034/gid00079/gid00079/gid00081/gid00078/gid00087/gid00072/gid00076/gid00064/gid00083/gid00068/gid00010 /gid00047/gid00078/gid00081/gid00083/gid00071
/gid00036/gid00072/gid00083/gid00088/gid00001/gid00078/gid00069/gid00001/gid00053/gid00081/gid00064/gid00066/gid00088/gid00001/gid00053/gid00081/gid00064/gid00077/gid00082/gid00079/gid00078/gid00081/gid00083/gid00064/gid00083/gid00072/gid00078/gid00077/gid00001/gid00046/gid00064/gid00082/gid00083/gid00068/gid00081/gid00001/gid00049/gid00075/gid00064/gid00077 /gid00039/gid00072/gid00070/gid00084/gid00081/gid00068/gid00001/gid00019/gid00015/gid00018/gid00018/gid00027/gid00001/gid00038/gid00087/gid00072/gid00082/gid00083/gid00072/gid00077/gid00070/gid00001/gid00053/gid00081/gid00064/gid00192/gid00066/gid00001/gid00052/gid00072/gid00070/gid00077/gid00064/gid00075/gid00001/gid00045/gid00078/gid00066/gid00064/gid00083/gid00072/gid00078/gid00077/gid00082/gid00001/gid00064/gid00077/gid00067/gid00001/gid00042/gid00053/gid00052/gid00001/gid00042/gid00077/gid00069/gid00081/gid00064/gid00082/gid00083/gid00081/gid00084/gid00066/gid00083/gid00084/gid00081/gid00068

TMP Update | August 2022 34

2.3.11 Transit Facilities
Transit plays an important role for many commuters in Tracy. Tracy is also a connection point for regional transit trips to and from the Bay Area and connects transit services to the Central Valley. The public transit system includes both bus and rail components. The City is serviced by the following public transportation services:
• Local fixed-route and commuter bus services operated by the City (TRACER) • County Hopper Service operated by SJRTD
• Commuter express bus service operated by SJRTD
• ACE rail service

Figure 2.12 shows the existing transit service within the City of Tracy

2.3.11.1 Local Fixed-Route Bus Service (TRACER)
Fixed-route services run on a set route and time with fixed stops. TRACER offers seven bus routes, four of them providing all -day service Monday -Saturday (Routes A , B, C, and D) and three of them providing limited, commute-hour service Monday-Friday (Routes E, F, and G) • Route A provides service between the Tracy Transit Station, Valley West Mall, and Tracy Corners.

The route runs along East Street, Grant Line Road, Tracy Boulevard, and Corral Hollow Road . It operates from 6:45 AM to 7:50 PM on week days and from 9:15 AM to 7:05 PM on Saturdays.

Headways range between 30 to 45 minutes.
• Route B provides service between Tracy Transit Station, Valley West Mall, and Kaiser Permanente medical offices. The route runs along West Lowell Avenue, Corral Hollow Road, and Grant Line Road. It operates from 7:00 AM to 7:35 PM on weekdays and from 9:10 AM to 7:00 PM on Saturdays. Headways range between 30 to 50 minutes.
• Route C provides service between Tracy Transit Station to the west and south Tracy residential areas, running along 11th Street, Corral Hollow Road, Schulte Road, Valpico Road, and Central Avenue. It operates from 6:50 AM to 7:58 PM on weekdays and from 9:02 AM to 6:55 PM on Saturdays. Headways range between 60 to 70 minutes.
• Route D provides service between Tracy Transit Station, Tracy Sports Complex , the ACE Station , and residential areas in the west, southwest, and south areas of the City. The route runs along Lowell Avenue, 11 th Street, Corral Hollow Road, Sycamore Parkway, and Central Avenue . It operates from 6:20 AM to 7:27 PM on weekdays and from 9:00 AM to 6:27 PM on Saturdays.

Headways range between 50 to 195 minutes.
• Route E provides service between Tracy Transit Station, Kaiser Permanente medical offices, and the Shops at Northgate Village . The route runs along Lowell Avenue, Kavanagh Avenue, MacArthur Drive, and East Street. It provides two morning runs departing at 6:40 and 7:35 AM and three afternoon runs at 1:25, 2:55, and 3:55 PM.
• Route F provides service between Tracy Transit Station, Downtown Civic Center, the ACE Station, and southeastern residential areas of Tracy. The route runs along Central Avenue, Tracy Boulevard, MacArthur Drive, and Schulte Road. It provides one morning run departing at 6:40 AM and three afternoon runs departing at 1:40, 3:15, and 4:15 PM.

TMP Update | August 2022 35
• Route G provides service between Tracy Transit Station, the ACE Station, and residential areas in the western, southwestern, and southern parts of the City. The route runs along Lowell Avenue, 11th Street, Schulte Road, Sycamore Parkway, Tracy Boulevard, and Central Avenue. It provides two morning runs departing at 5:00 AM and 6:00 AM.

2.3.11.2 County Hopper Service
San Joaquin RTD operates two County Hopper routes that serve Tracy. County Hopper is a deviated fixed route service that provides flexible regularly-scheduled service that deviates off route to provide curbside service to ADA-certified customers within three quarters of a mile off route.

County Hopper 90 is a fixed route line that runs between the City and Stockton via Lathrop. Weekday services are provided, but no weekend service.

County Route 97 is a fixed route line that runs between the City and Manteca via Lathrop. Weekday services are provided, but no weekend service.

2.3.11.3 RTD Commuter Bus Service
San Joaquin RTD operates one commuter bus route, Route 150, that serves Tracy, connect ing Stockton and the Dublin/Pleasanton BART station via Tracy and Lathrop. On weekdays i t typically operates three AM commute-hour trips in each direction. During the PM period it typically operates one westbound trip (towards BART) and three eastbound tri ps (to Stockton). Weekend service comprises five trips in each direction.

2.3.11.4 Altamont Commuter Express
ACE is a passenger rail service connecting Stockton to San Jose with stops in Lathrop, Tracy, Livermore, Pleasanton, Fremont, and Santa Clara. ACE operates on weekdays, excluding holidays. The ACE station in Tracy is located along Tracy Boulevard near Linne Road. On weekdays ACE operates four westbound trains (toward San Jose) and four eastbound trains (toward Stockton). ACE operates two weekend trains in each direction.

C
C
A
D
G
G
G
F
B
D
E
90 97
150
150
Existing
ACE Station
Tracy
Transit Station
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/gid00055/gid00064/gid00075/gid00079/gid00072/gid00066/gid00078/gid00001/gid00051/gid00067/gid00055/gid00064/gid00075/gid00079/gid00072/gid00066/gid00078/gid00001/gid00051/gid00067 /gid00038/gid00075/gid00068/gid00085/gid00068/gid00077/gid00083/gid00071/gid00001/gid00052/gid00083/gid00038/gid00075/gid00068/gid00085/gid00068/gid00077/gid00083/gid00071/gid00001/gid00052/gid00083 /gid00035/gid00088/gid00081/gid00078/gid00077/gid00001/gid00051/gid00067/gid00035/gid00088/gid00081/gid00078/gid00077/gid00001/gid00051/gid00067 /gid00046/gid00078/gid00084/gid00077/gid00083/gid00064/gid00072/gid00077/gid00001/gid00041/gid00078/gid00084/gid00082/gid00068/gid00001/gid00049/gid00074/gid00086/gid00088/gid00046/gid00078/gid00084/gid00077/gid00083/gid00064/gid00072/gid00077/gid00001/gid00041/gid00078/gid00084/gid00082/gid00068/gid00001/gid00049/gid00074/gid00086/gid00088 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/gid00053/gid00081/gid00064/gid00066/gid00088/gid00001/gid00041/gid00072/gid00075/gid00075/gid00082/gid00001/gid00037/gid00081/gid00053/gid00081/gid00064/gid00066/gid00088/gid00001/gid00041/gid00072/gid00075/gid00075/gid00082/gid00001/gid00037/gid00081 /gid00053/gid00081/gid00064/gid00066/gid00088/gid00001/gid00035/gid00075/gid00085/gid00067/gid00053/gid00081/gid00064/gid00066/gid00088/gid00001/gid00035/gid00075/gid00085/gid00067/gid00053/gid00081/gid00064/gid00066/gid00088/gid00001/gid00035/gid00075/gid00085/gid00067/gid00053/gid00081/gid00064/gid00066/gid00088/gid00001/gid00035/gid00075/gid00085/gid00067 /gid00046/gid00064/gid00066/gid00034/gid00081/gid00083/gid00071/gid00084/gid00081/gid00001/gid00037/gid00081/gid00046/gid00064/gid00066/gid00034/gid00081/gid00083/gid00071/gid00084/gid00081/gid00001/gid00037/gid00081/gid00046/gid00064/gid00066/gid00034/gid00081/gid00083/gid00071/gid00084/gid00081/gid00001/gid00037/gid00081/gid00046/gid00064/gid00066/gid00034/gid00081/gid00083/gid00071/gid00084/gid00081/gid00001/gid00037/gid00081 /gid00036/gid00071/gid00081/gid00072/gid00082/gid00076/gid00064/gid00077/gid00001/gid00051/gid00067/gid00036/gid00071/gid00081/gid00072/gid00082/gid00076/gid00064/gid00077/gid00001/gid00051/gid00067 /gid00052/gid00088/gid00066/gid00064/gid00076/gid00078/gid00081/gid00068/gid00001/gid00049/gid00074/gid00086/gid00088/gid00052/gid00088/gid00066/gid00064/gid00076/gid00078/gid00081/gid00068/gid00001/gid00049/gid00074/gid00086/gid00088 /gid00036/gid00068/gid00077/gid00083/gid00081/gid00064/gid00075/gid00001/gid00034/gid00085/gid00068/gid00036/gid00068/gid00077/gid00083/gid00081/gid00064/gid00075/gid00001/gid00034/gid00085/gid00068 /gid00035/gid00064/gid00077/gid00083/gid00064/gid00001/gid00051/gid00067/gid00035/gid00064/gid00077/gid00083/gid00064/gid00001/gid00051/gid00067 /gid00035/gid00072/gid00081/gid00067/gid00001/gid00051/gid00067/gid00035/gid00072/gid00081/gid00067/gid00001/gid00051/gid00067 /gid00034/gid00071/gid00068/gid00081/gid00077/gid00001/gid00051/gid00067/gid00034/gid00071/gid00068/gid00081/gid00077/gid00001/gid00051/gid00067 120CALIFORNIA
5 5
580
580
205
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Legend
/gid00034/gid00036/gid00038/gid00001/gid00051/gid00068/gid00070/gid00072/gid00078/gid00077/gid00064/gid00075/gid00001/gid00051/gid00064/gid00072/gid00075/gid00001/gid00009/gid00041/gid00068/gid00064/gid00085/gid00088/gid00001/gid00051/gid00064/gid00072/gid00075/gid00010 /gid00036/gid00072/gid00083/gid00088/gid00001/gid00045/gid00072/gid00076/gid00072/gid00083/gid00082 /gid00049/gid00064/gid00081/gid00074/gid00001/gid00064/gid00077/gid00067/gid00001/gid00051/gid00072/gid00067/gid00068/gid00001/gid00045/gid00078/gid00083 /gid00052/gid00079/gid00071/gid00068/gid00081/gid00068/gid00001/gid00078/gid00069/gid00001/gid00042/gid00077/gid00197/gid00084/gid00068/gid00077/gid00066/gid00068 /gid00038/gid00087/gid00072/gid00082/gid00083/gid00072/gid00077/gid00070 /gid00052/gid00064/gid00077/gid00001/gid00043/gid00078/gid00064/gid00080/gid00084/gid00072/gid00077/gid00001/gid00051/gid00053/gid00037/gid00001/gid00009/gid00035/gid00084/gid00082/gid00010 /gid00051/gid00078/gid00084/gid00083/gid00068/gid00001/gid00026/gid00024 /gid00051/gid00078/gid00084/gid00083/gid00068/gid00001/gid00026/gid00017 /gid00036/gid00078/gid00076/gid00076/gid00084/gid00083/gid00068/gid00081/gid00001/gid00051/gid00078/gid00084/gid00083/gid00068/gid00001/gid00018/gid00022/gid00017 /gid00053/gid00051/gid00034/gid00036/gid00038/gid00051/gid00001/gid00009/gid00035/gid00084/gid00082/gid00010 /gid00051/gid00078/gid00084/gid00083/gid00068/gid00001/gid00034 /gid00051/gid00078/gid00084/gid00083/gid00068/gid00001/gid00035 /gid00051/gid00078/gid00084/gid00083/gid00068/gid00001/gid00036 /gid00051/gid00078/gid00084/gid00083/gid00068/gid00001/gid00037 /gid00051/gid00078/gid00084/gid00083/gid00068/gid00001/gid00038 /gid00051/gid00078/gid00084/gid00083/gid00068/gid00001/gid00039 /gid00051/gid00078/gid00084/gid00083/gid00068/gid00001/gid00040 Source: ESRI, Kimley-Horn
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/gid00036/gid00072/gid00083/gid00088/gid00001/gid00078/gid00069/gid00001/gid00053/gid00081/gid00064/gid00066/gid00088/gid00001/gid00053/gid00081/gid00064/gid00077/gid00082/gid00079/gid00078/gid00081/gid00083/gid00064/gid00083/gid00072/gid00078/gid00077/gid00001/gid00046/gid00064/gid00082/gid00083/gid00068/gid00081/gid00001/gid00049/gid00075/gid00064/gid00077 /gid00039/gid00072/gid00070/gid00084/gid00081/gid00068/gid00001/gid00019/gid00015/gid00018/gid00019/gid00027/gid00001/gid00038/gid00087/gid00072/gid00082/gid00083/gid00072/gid00077/gid00070/gid00001/gid00053/gid00081/gid00064/gid00077/gid00082/gid00072/gid00083

TMP Update | August 2022 37

2.4 Existing Intersection Operations
Weekday AM and PM commute peak -hour traffic operations at key intersections were analyzed to determine the existing conditions of the roadway network. The results of the analysis identify operating deficiencies in the transportation system and will be used to develop long-range planning strategies.

2.4.1 Analysis Methodology
The methodologies used to perform the oper ational analyses and provide quantitative levels of service (LOS) were based on the Highway Capacity Manual , Sixth Edition (HCM) for unsignalized and signalized intersections. The evaluation of signalized and unsignalized intersection operations was perfor med using the Synchro 10.0 analysis software. These methodologies are consistent with City General Plan standards for traffic analysis.

2.4.2 Highway Capacity Manual
Traffic flow operations based on the HCM methodology at intersections were evaluated using a LOS concept. The LOS concept uses a grading scale of “LOS A” through “LOS F” with “LOS A” representing free flowing conditions and “LOS F” representing forced flow conditions. Factors used in determining intersection LOS vary depending on the control device a t the intersection. For all-way stop intersections, average delay per vehicle is used to define the LOS of the intersection operation. The average delay is determined based on the roadway capacity (number of travel lanes) provided on each intersection approach and the traffic demand. For side -street stop-controlled intersections, the operating efficiency of vehicle movements is analyzed. Vehicles on minor street approaches must yield to the through movements of the major streets. The LOS for stopped or yielding vehicles is based on the distribution of gaps in the traffic stream along the major street and driver judgment on the minor street approach in selecting gaps. The LOS reported includes both the overall or average value at the intersection for all movements and the worst approach of the minor street stopped vehicles. The HCM calculates the LOS of the minor street approaches and the overall intersection LOS based on this data. It should be noted that both the overall intersection LOS and the minor approa ch LOS are provided in this TMP. Since traffic on the minor street approaches has the lowest right -of-way priority at the intersection , it is therefore the most critical in terms of delay. The threshold for each LOS grade is provided in Table 2.2 (HCM Level of Service Criteria for Unsignalized Intersections).

TMP Update | August 2022 38

Table 2.2: HCM Level of Service Criteria for Unsignalized Intersections Level of
Service
Delay
(sec/veh) Description
A 0-10 Intersections operating at LOS A contain no congestion. The intersection operates with very little delay, from 0 to 10 seconds per vehicle.

B >10-15
Intersections operating at LOS B contain very little congestion. The intersection operates with minimal delay, from 10 to 15 seconds per vehicle.

C >15-25 Intersections operating at LOS C contain little congestion. The intersection operates with some delay, from 15 to 25 seconds per vehicle.

D >25-35
Intersections operating at LOS D contain some congestion. The intersection operates with longer delays, from 25 to 35 seconds per vehicle.

E >35-50 Intersections operating at LOS E border on being congested. The intersection operates with delays from 35 to 50 seconds per vehicle.

F >50 Intersections operating at LOS F contain congestion. The intersection operates with delays over 50 seconds.

For signalized intersections, average control delay per vehicle is utilized to define intersection LOS. Delay is dependent on a number of factors including the signal cycle length, the roadway capacity (number of travel lanes) provided on each intersection approach and the traffic demand. The threshold for eac h LOS grade is provided in Table 2.3.

Table 2.3: HCM Level of Service Criteria for Signalized Intersections Level of
Service
Delay
(sec/veh) Description
A ≤10
Intersections operating at LOS A contain no congestion. The intersection operates with very little delay, from 0 to 10 seconds per vehicle.

B >10-20
Intersections operating at LOS B contain very little congestion. The intersection operates with minimal delay, from 10 to 20 seconds per vehicle.

C >20-35
Intersections operating at LOS C contain little congestion. The intersection operates with some delay, from 20 to 35 seconds per vehicle.

D >35-55
Intersections operating at LOS D contain some congestion. The intersection operates with longer delays, from 35 to 55 seconds per vehicle.

E >55-80 Intersections operating at LOS E border on being congested. The intersection operates with delays from 55 to 80 seconds per vehicle.

F >80 Intersections operating at LOS F contain congestion. The intersection operates with delays over 80 seconds.

TMP Update | August 2022 39

2.4.3 Level of Service Standards
The City of Tracy has established LOS D, where feasible, as the minimum acceptable LOS for roadway and overall intersection operations. However, there are certain exceptions where these standards do not apply.
• Within a quarter mile of any freeway, LOS E may be allowed on roadways and at intersections to discourage interregional traffic from using City streets. • In the Downtown and Bowtie area of Tracy, LOS E may be allowed. • At intersections where construction of improvements is not feasible, the LOS may fa ll below the City’s LOS D standard.
• During construction of intersection improvements or funded but not yet constructed, the LOS may temporarily fall below the City’s LOS D standard.

With the implementation of SB-743 in July 2020, which focuses on vehicles miles traveled as the statewide impact metric for environmental quality, Caltrans no longer defines a specific LOS threshold for vehicle delay at Caltrans facilities. Therefore, Caltrans facilities evaluated as a part of this TMP were identified to have LOS thresholds consistent with established City of Tracy thresholds.

2.4.4 Existing Levels of Service
The Synchro software program was utilized to conduct weekday existing AM and PM peak hour LOS calculations at each study intersection. The LOS results are listed in Table 2.4 below and are shown graphically in Figure 2.13 (future intersections are shown in the figure but not in the table). The following intersections currently operate below acceptable threshold LOS during the existing weekday AM and PM peak hours:
• International Parkway & I-205 Westbound Ramps
• International Pkwy & Old Schulte Road
• International Pkwy & Patterson Pass Rd & I-580 Westbound Ramps • International Pkwy & Patterson Pass Rd & I-580 Eastbound Ramps • Grant Line Road & Lammers Road
• Lammers Road & Old Schulte Road
• Grant Line Road & I-205 EB Ramps
• Corral Hollow Road & Valpico Road
• Corral Hollow Road & Linne Road
• Corral Hollow Road & I-580 EB Ramps
• Tracy Boulevard & Larch Road
• Tracy Blvd & I-205 WB Ramps
• Tracy Blvd & I-205 EB Ramps
• Tracy Boulevard & Grant Line Road
• Tracy Boulevard & Mount Diablo Avenue
• Tracy Boulevard & Central Avenue
• Tracy Boulevard & Whispering Wind Drive
• Tracy Boulevard & Linne Road
• Central Avenue & Eleventh Street

TMP Update | August 2022 40
• MacArthur Drive & I-205 EB Ramps
• MacArthur Drive & 6th Street
• MacArthur Drive & Mount Diablo Avenue
• Chrisman Road & Schulte Road
Table 2.4: Existing Intersection Level of Service
ID Intersection Control
Type
Delay LOS

AM PM AM PM
1 International Parkway & I-205 Westbound Ramps Signal 135.4 10.4 F B 2 International Parkway & I-205 Eastbound Ramps Signal 5.7 7.4 A A 4 International Pkwy & Promontory Parkway Signal 6.9 4.3 A A 5 International Pkwy & Old Schulte Road Signal 131.4 92.0 F F 6 International Pkwy & I-580 Westbound Ramps Signal 294.3 135.1 F F 7 International Pkwy & I-580 Eastbound Ramps Signal 102.5 143.6 F F 8 Hansen Road & Capital Parks Dr AWSC 8.1 7.9 A A
9 Hansen Road & Promontory Parkway Signal 14.4 15.5 B B 10 Hansen Road & Old Schulte Road Signal 32.8 22.1 C C
30 Grant Line Road & Lammers Road (worst approach, SB) SSSC 24.8 113.8 C F 31 Lammers Road & Byron Road Signal 11.7 23.4 B C
32 Lammers Road & Eleventh Street Signal 29.1 20.3 C C
33 Lammers Road & Capital Parks Drive Signal 14.4 19.2 B B 36 Lammers Road & Redbridge Rd (worst approach, WB) SSSC 26.6 17.8 D C 37 Lammers Road & Old Schulte Road AWSC 41.3 17 E C
38 Lammers Road & Western Pacific Wy (worst approach, WB) SSSC 16.5 10.9 C B 39 Lammers Road & Valpico Road (worst approach, WB) SSSC 11 9.6 B A 47 Naglee Road & Middle Road (worst approach, EB) SSSC 8.4 11.1 A B 48 Naglee Road & Auto Plaza Drive (worst approach, WB) SSSC 11.8 13.8 B B 49 Naglee Road & I-205 Westbound Ramps Signal 11.5 17.6 B B 50 Park & Ride & Naglee Road Signal 11.8 21.6 B C
51 Naglee Road & Grant Line Road & I-205 Westbound Ramps Signal 14.6 24.2 B C 52 Grant Line Road & I-205 EB Ramps Signal 20.5 94.5 C F 53 Crossroads Drive & Eleventh Road Signal 27.2 20.4 C C 55 Corral Hollow Road & Larch Road (worst approach, WB) SSSC 9.5 9.9 A A 57 Corral Hollow Road & Grant Line Road Signal 19.3 24.7 B C 58 Corral Hollow Road & Eleventh Street Signal 42.2 52.9 D D 59 Corral Hollow Road & Schulte Road Signal 24.1 25.2 C C 60 Corral Hollow Road & Valpico Road AWSC 74.2 81.2 F F 62 Corral Hollow Road & Peony Drive Signal 12.5 11.8 B B 63 Corral Hollow Road & Middlefield Drive Signal 24.4 13.9 C B 64 Corral Hollow Road & Linne Road (worst approach, WB) SSSC 615.7 26.7 F D 67 Corral Hollow Road & I-580 WB Ramps (worst approach, WB) SSSC 19.1 13.2 C B 68 Corral Hollow Road & I-580 EB Ramps (worst approach, EB) SSSC 18.0 131.3 C F 70 Tracy Boulevard & Sugar Road (worst approach, WB) SSSC 10.7 17.4 B C 71 Tracy Boulevard & Larch Road AWSC 12.2 70.1 B F
72 Tracy Blvd & I-205 WB Ramps Signal 96.5 25.3 F C
73 Tracy Blvd & I-205 EB Ramps Signal 12.9 107.4 B F
74 Tracy Boulevard & Grant Line Road Signal 42.8 57.1 D E 75 Tracy Boulevard & Eleventh Street Signal 31.7 33.8 C D 76 Tracy Boulevard & 6th Street Signal 10.9 37.8 B D
77 Tracy Boulevard & Mt Diablo Ave (worst approach, EB) SSSC 41.2 289.2 E F 78 Tracy Boulevard & Schulte Road Signal 27.6 36.8 C D
79 Tracy Boulevard & Central Avenue Signal 25.1 55.3 C E 80 Tracy Boulevard & Valpico Road Signal 26.2 24.0 C C
81 Tracy Boulevard & Whispering Wind Drive Signal 71.1 27.7 E C

TMP Update | August 2022 41
ID Intersection Control
Type
Delay LOS

AM PM AM PM
82 Tracy Boulevard & ACE Station (worst approach, WB) SSSC 15.5 11.7 C B 83 Tracy Boulevard & Linne Road AWSC 41.1 27.6 E D
84 Central Avenue & Eleventh Street Signal 67.7 58 E E
85 Central Avenue & Schulte Road Signal 23.3 26.3 C C
86 MacArthur Drive & Arbor Avenue AWSC 7.4 8.2 A A
87 MacArthur Drive & I-205 WB Ramps Signal 18.1 18.9 B B 88 MacArthur Drive & I-205 EB Ramps Signal 14.1 68.9 B E 89 MacArthur Drive & Pescadero Avenue Signal 18.5 30.6 B C 90 MacArthur Drive & Grant Line Road Signal 36.5 45.7 D D 91 MacArthur Drive & Eleventh Street Signal 9.1 15.3 A B 92 MacArthur Drive & Eleventh Street (South) Signal 47.7 16.2 D B 93 MacArthur Drive & 6th Street (worst approach, EB) SSSC 123 43.1 F E 94 MacArthur Drive & Mount Diablo Avenue (worst approach, EB) SSSC 19.2 13.1 C B 95 MacArthur Drive & Schulte Road Signal 223.8 69.2 F E 96 MacArthur Drive & Valpico Road Signal 29.7 24.9 C C
98 Chrisman Road & Grant Line Road Signal 9.2 10.8 A B
99 Chrisman Road & Eleventh Street Signal 40.5 32.1 D C 100 Chrisman Road & Schulte Road (worst approach, EB) SSSC OVR OVR OVR OVR 101 Chrisman Road & Valpico Road AWSC 26.5 17.4 D C
102 Paradise Road & Arbor Avenue (worst approach, EB) SSSC 8.6 8.8 A A 105 Paradise Road & Pescadero Avenue AWSC 8.0 7.9 A A
106 Paradise Road & Grant Line Road Signal 29.8 33 C C

Compared to the 2012 TMP, many intersections currently operate at adverse LOS (E or worse). Substantial cut-through occurs on the City streets because of congestion on the freeway system (I-205 & I-580) and the occurrence of incidents.

Tracy shall not bear the responsibility for improving cut -through traffic. In fact, this TMP recommends measures to potentially eliminate cut-through traffic.
7 98
99 47
28 31
6 5 10
64 68
67 83
38 60 80 96
9578
59 755832 53
33 907457
87 86 102
55 8872
73 51
48 4950
34 3
19 20 2927
22 21
23 103
46 45
11 24
54 35
40 42
43 2
1 4
8 9
12 13
14 15 16
17 18
25 26
30 36
37 39
41 44
52 56
61 63
62 65
66 69
70 71
76 77
79 81
82 84
85 89
9192
93 94
97 104
105
106
100
101
107
2 2
2 9
9 9
3 53
53 1
1 1
6 6
6 80
80 80
7 57
57 2
51 51
1 9
9 9
9 9
9 7
87 87
50 50
50 30
30 30
0 10
0 8
8 1
10 10
33 33
33 2
2 2
9 99
99 1
1 1
5 5
36 36
36 86
6 7
1 1
2 2
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2 02
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C F
0 10
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/gid00055/gid00064/gid00075/gid00079/gid00072/gid00066/gid00078/gid00001/gid00051/gid00067/gid00055/gid00064/gid00075/gid00079/gid00072/gid00066/gid00078/gid00001/gid00051/gid00067 /gid00038/gid00075/gid00068/gid00085/gid00068/gid00077/gid00083/gid00071/gid00001/gid00052/gid00083/gid00038/gid00075/gid00068/gid00085/gid00068/gid00077/gid00083/gid00071/gid00001/gid00052/gid00083 /gid00035/gid00088/gid00081/gid00078/gid00077/gid00001/gid00051/gid00067 /gid00046/gid00078/gid00084/gid00077/gid00083/gid00064/gid00072/gid00077/gid00001/gid00041/gid00078/gid00084/gid00082/gid00068/gid00001/gid00049/gid00074/gid00086/gid00088/gid00046/gid00078/gid00084/gid00077/gid00083/gid00064/gid00072/gid00077/gid00001/gid00041/gid00078/gid00084/gid00082/gid00068/gid00001/gid00049/gid00074/gid00086/gid00088 /gid00051/gid00068/gid00068/gid00085/gid00068/gid00082/gid00001/gid00051/gid00067/gid00051/gid00068/gid00068/gid00085/gid00068/gid00082/gid00001/gid00051/gid00067 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/gid00053/gid00081/gid00064/gid00066/gid00088/gid00001/gid00035/gid00075/gid00085/gid00067/gid00053/gid00081/gid00064/gid00066/gid00088/gid00001/gid00035/gid00075/gid00085/gid00067/gid00053/gid00081/gid00064/gid00066/gid00088/gid00001/gid00035/gid00075/gid00085/gid00067/gid00053/gid00081/gid00064/gid00066/gid00088/gid00001/gid00035/gid00075/gid00085/gid00067 /gid00046/gid00064/gid00066/gid00034/gid00081/gid00083/gid00071/gid00084/gid00081/gid00001/gid00037/gid00081/gid00046/gid00064/gid00066/gid00034/gid00081/gid00083/gid00071/gid00084/gid00081/gid00001/gid00037/gid00081/gid00046/gid00064/gid00066/gid00034/gid00081/gid00083/gid00071/gid00084/gid00081/gid00001/gid00037/gid00081/gid00046/gid00064/gid00066/gid00034/gid00081/gid00083/gid00071/gid00084/gid00081/gid00001/gid00037/gid00081 /gid00036/gid00071/gid00081/gid00072/gid00082/gid00076/gid00064/gid00077/gid00001/gid00051/gid00067/gid00036/gid00071/gid00081/gid00072/gid00082/gid00076/gid00064/gid00077/gid00001/gid00051/gid00067 /gid00052/gid00088/gid00066/gid00064/gid00076/gid00078/gid00081/gid00068/gid00001/gid00049/gid00074/gid00086/gid00088/gid00052/gid00088/gid00066/gid00064/gid00076/gid00078/gid00081/gid00068/gid00001/gid00049/gid00074/gid00086/gid00088 /gid00036/gid00068/gid00077/gid00083/gid00081/gid00064/gid00075/gid00001/gid00034/gid00085/gid00068/gid00036/gid00068/gid00077/gid00083/gid00081/gid00064/gid00075/gid00001/gid00034/gid00085/gid00068 /gid00035/gid00064/gid00077/gid00083/gid00064/gid00001/gid00051/gid00067/gid00035/gid00064/gid00077/gid00083/gid00064/gid00001/gid00051/gid00067 /gid00035/gid00072/gid00081/gid00067/gid00001/gid00051/gid00067/gid00035/gid00072/gid00081/gid00067/gid00001/gid00051/gid00067 /gid00034/gid00071/gid00068/gid00081/gid00077/gid00001/gid00051/gid00067/gid00034/gid00071/gid00068/gid00081/gid00077/gid00001/gid00051/gid00067 120CALIFORNIA
5 5
580
580
205
205
LOS not analyzed due to
planned roadway realignment
/gid00045/gid00068/gid00070/gid00068/gid00077/gid00067
/gid00036/gid00072/gid00083/gid00088/gid00001/gid00045/gid00072/gid00076/gid00072/gid00083/gid00082 /gid00052/gid00079/gid00071/gid00068/gid00081/gid00068/gid00001/gid00078/gid00069/gid00001/gid00042/gid00077/gid00197/gid00084/gid00068/gid00077/gid00066/gid00068 /gid00052/gid00072/gid00070/gid00077/gid00064/gid00075/gid00072/gid00089/gid00068/gid00067/gid00001/gid00045/gid00068/gid00085/gid00068/gid00075/gid00001/gid00078/gid00069/gid00001/gid00052/gid00068/gid00081/gid00085/gid00072/gid00066/gid00068/gid00001/gid00034/gid00046/gid00016/gid00049/gid00046/gid00001 /gid00054/gid00077/gid00014/gid00082/gid00072/gid00070/gid00077/gid00064/gid00075/gid00072/gid00089/gid00068/gid00067/gid00001/gid00045/gid00068/gid00085/gid00068/gid00075/gid00001/gid00078/gid00069/gid00001/gid00052/gid00068/gid00081/gid00085/gid00072/gid00066/gid00068/gid00001/gid00034/gid00046/gid00016/gid00049/gid00046/gid00001 /gid00051/gid00078/gid00084/gid00077/gid00067/gid00064/gid00065/gid00078/gid00084/gid00083/gid00001/gid00045/gid00068/gid00085/gid00068/gid00075/gid00001/gid00078/gid00069/gid00001/gid00052/gid00068/gid00081/gid00085/gid00072/gid00066/gid00068/gid00001/gid00034/gid00046/gid00016/gid00049/gid00046/gid00001 X Y
X Y
#
/gid00039/gid00084/gid00083/gid00084/gid00081/gid00068/gid00001/gid00042/gid00077/gid00083/gid00068/gid00081/gid00082/gid00068/gid00066/gid00083/gid00072/gid00078/gid00077 /gid00038/gid00087/gid00072/gid00082/gid00083/gid00072/gid00077/gid00070/gid00001/gid00042/gid00077/gid00083/gid00068/gid00081/gid00082/gid00068/gid00066/gid00083/gid00072/gid00078/gid00077 X Y
#
Source: ESRI, Kimley-Horn
/gid00017/gid00018/gid00019/gid00017/gid00015/gid00022
/gid00046/gid00072/gid00075/gid00068/gid00082/gid00001/gid00009/gid00034/gid00079/gid00079/gid00081/gid00078/gid00087/gid00072/gid00076/gid00064/gid00083/gid00068/gid00010 /gid00047/gid00078/gid00081/gid00083/gid00071
/gid00036/gid00072/gid00083/gid00088/gid00001/gid00078/gid00069/gid00001/gid00053/gid00081/gid00064/gid00066/gid00088/gid00001/gid00053/gid00081/gid00064/gid00077/gid00082/gid00079/gid00078/gid00081/gid00083/gid00064/gid00083/gid00072/gid00078/gid00077/gid00001/gid00046/gid00064/gid00082/gid00083/gid00068/gid00081/gid00001/gid00049/gid00075/gid00064/gid00077 /gid00039/gid00072/gid00070/gid00084/gid00081/gid00068/gid00001/gid00019/gid00015/gid00018/gid00020/gid00027/gid00001/gid00038/gid00087/gid00072/gid00082/gid00083/gid00072/gid00077/gid00070/gid00001/gid00045/gid00068/gid00085/gid00068/gid00075/gid00001/gid00078/gid00069/gid00001/gid00052/gid00068/gid00081/gid00085/gid00072/gid00066/gid00068

TMP Update | August 2022 43

2.5 Existing Freeway Operations
For better understanding about the changes in traffic travel pattern and level of congestion within the City limits, INRIX data was obtained for two major corridors I -205 and I-580. Average typical weekday speed data was extracted for month of September and October, excluding holidays for two years ; 2014 and 2019. Traffic operating conditions is summarized in Table 2.5 and detailed INRIX speed profiles are included in Appendix C.

As shown in Table 2.5 , traffic operating conditions is worse in 2019 compared to 2014. Duration of congestion increased approximately 4.5 hours in the eastbound on I -205, 2.5 hours in the westbound on I-205 and 2.75 hours in the westbound on I-580.

With continual development in the region and within the I -205 and I-580 corridors in San Joaquin Valley, traffic operating conditions are expected to worsen with higher traffic demands in the future. Peak spreading is expected as traffic conditions continue deteriorating and more employers are encouraged to provide flexible work schedules.

Table 2.5: Freeway Operating Conditions Comparison
Traffic Conditions Year 2014 Year 2019
I-205 Between I-5 Interchange and I-580 Interchange
Eastbound
Bottleneck Location None Mac Arthur Dr On-Ramp
Duration of Congestion None 2:30 PM - 7:00 PM (4.5 Hours) End of Queue None Grant Line Rd Interchange
Westbound
Bottleneck Location Downstream Congestion on WB I-580 Downstream Congestion on WB I-580 Duration of Congestion 4:30 AM - 7:15 AM (2.75 Hours) 4:00 AM - 9:15 AM (5.25 Hours) End of Queue 11th Street Grant Line Rd Interchange
I-580 Between Patterson Pass Rd and SR 132 Interchange
Eastbound
Bottleneck Location None None
Duration of Congestion None None
End of Queue None None
Westbound
Bottleneck Location None Corral Hollow Rd On-Ramp
Duration of Congestion None 5:15 AM - 8:00 AM (2.75 Hours) End of Queue None SR 132 Interchange
Source: INRIX Speed Data

TMP Update | August 2022 44

Table 2.6: I-580 AM Data
2014 AM Speeds (MPH) 2019 AM Speeds (MPH)
Segment
5:00
5:15
5:30
5:45
6:00
6:15
6:30
6:45
7:00
7:15
7:30
7:45

5:00
5:15
5:30
5:45
6:00
6:15
6:30
6:45
7:00
7:15
7:30
7:45
I-580 Eastbound
Segment 1

Patterson Pass Rd Segment 1

Segment 2

Segment 3

Segment 4

Segment 5

Segment 6

Segment 7

Segment 8

Segment 9

Segment 10

Corral Hollow Rd Segment 1

Segment 2

Segment 3

Segment 4

Segment 5

Segment 6

SR 132 Segment 1

I-580 Westbound
SR 132 Segment 1

Segment 2

Segment 3

Segment 4

Segment 5

Segment 6

Segment 7

Corral Hollow Rd Segment 1

Segment 2

Segment 3

Segment 4

Segment 5

Segment 6

Segment 7

Segment 8

Segment 9

Segment 10

Mountain House Pkwy Segment 1

TMP Update | August 2022 45

Table 2.7: I-580 PM Data

2014 Speeds (PM) 2019 Speeds (PM)
Segment
16:00
16:15
16:30
16:45
17:00
17:15
17:30
17:45
18:00
18:15
18:30
18:45

16:00
16:15
16:30
16:45
17:00
17:15
17:30
17:45
18:00
18:15
18:30
18:45
I-580 Eastbound
Segment 1

Patterson Pass Rd Segment 1

Segment 2

Segment 3

Segment 4

Segment 5

Segment 6

Segment 7

Segment 8

Segment 9

Segment 10

Corral Hollow Rd Segment 1

Segment 2

Segment 3

Segment 4

Segment 5

Segment 6

SR 132 Segment 1

I-580 Westbound
SR 132 Segment 1

Segment 2

Segment 3

Segment 4

Segment 5

Segment 6

Segment 7

Corral Hollow Rd Segment 1

Segment 2

Segment 3

Segment 4

Segment 5

Segment 6

Segment 7

Segment 8

Segment 9

Segment 10

Mountain House Pkwy Segment 1

TMP Update | August 2022 46
Table 2.8: I-205 AM Data
2014 Speeds (AM) 2019 AM Speeds (AM)
Segment
4:00
4:30
5:00
5:30
6:00
6:30
7:00
7:30
8:00
8:30
9:00

4:00
4:30
5:00
5:30
6:00
6:30
7:00
7:30
8:00
8:30
9:00
I-205 Eastbound
I-580 Segment 1
Segment 2
Segment 3
Segment 4
Segment 5
Segment 6
Mountain House Pkwy Segment 1
Segment 2
Segment 3
Segment 4
11th St Segment 1
Segment 2
Segment 3
Segment 4
Segment 5
Grant Line Rd Segment 1
Segment 2
Segment 3
Tracy Blvd Segment 1
Segment 2
Mac Arthur Dr Segment 1
Segment 2
Segment 3
Segment 4
Segment 5
Segment 6
Segment 7
Segment 8
I-5 Segment 1
I-205 Westbound
I-5 Segment 1
Segment 2
Segment 3
Segment 4
Segment 5
Segment 6
Segment 7
Segment 8
Mac Arthur Dr Segment 1
Segment 2
Tracy Blvd Segment 1
Segment 2
Segment 3
Segment 4
Grant Line Rd Segment 1
Segment 2
Segment 3
Segment 4
Segment 5
11th St Segment 1
Segment 2
Segment 3
Mountain House Pkwy Segment 1
Segment 2
Segment 3
Segment 4
Segment 5
I-580 Segment 1

TMP Update | August 2022 47
Table 2.9: I-205 PM Data
2014 Speeds (PM) 2019 Speeds (PM)
Segment
14:00
14:30
15:00
15:30
16:00
16:30
17:00
17:30
18:00
18:30

14:00
14:30
15:00
15:30
16:00
16:30
17:00
17:30
18:00
18:30
I-205 Eastbound
I-580 Segment 1
Segment 2
Segment 3
Segment 4
Segment 5
Segment 6
Mountain House Pkwy Segment 1
Segment 2
Segment 3
Segment 4
11th St Segment 1
Segment 2
Segment 3
Segment 4
Segment 5
Grant Line Rd Segment 1
Segment 2
Segment 3
Tracy Blvd Segment 1
Segment 2
Mac Arthur Dr Segment 1
Segment 2
Segment 3
Segment 4
Segment 5
Segment 6
Segment 7
Segment 8
I-5 Segment 1
I-205 Westbound
I-5 Segment 1
Segment 2
Segment 3
Segment 4
Segment 5
Segment 6
Segment 7
Segment 8
Mac Arthur Dr Segment 1
Segment 2
Tracy Blvd Segment 1
Segment 2
Segment 3
Segment 4
Grant Line Rd Segment 1
Segment 2
Segment 3
Segment 4
Segment 5
11th St Segment 1
Segment 2
Segment 3
Mountain House Pkwy Segment 1
Segment 2
Segment 3
Segment 4
Segment 5
I-580 Segment 1

TMP Update | August 2022 48

2.6 Vehicle Miles Traveled

2.6.1 Background
In 2013, SB 743 was signed into law by California Governor Jerry Brown with a goal of reducing Greenhouse Gas (GHG) emissions, promoting the development of infill land use projects and multimodal transportation networks, and to promote a diversity of land uses within developments. One significant outcome resulting from this statue is the removal of automobile delay and congestion, commonly known as level of service (LOS), as a basis for determining significant transportation impacts under the California Environmental Quality Act (CEQA).

The Governor’s Office of Planning and Research (OPR) has documented recommended analysis guidelines for SB 743 in its Technical Advisory on Evaluating Transportation Impacts in CEQA (2018) which provides for Vehicle Miles Tr aveled (VMT) as the principal measure to replace LOS for determining significant transportation impacts. VMT is a measure of total vehicular travel that accounts for the number of vehicle trips and the length of those trips. OPR selected VMT, in part, beca use jurisdictions are already familiar with this metric. VMT is already used in CEQA to study other potential impacts such as GHG, air quality, and energy impacts and is used in planning for regional Sustainable Communities Strategies (SCS).

VMT also allows for an analysis of a project’s impact throughout the jurisdiction rather than only in the vicinity of the proposed project allowing for a better understanding of the full extent of a project’s transportation-related impact. It should be noted that SB 74 3 does not disallow the City of Tracy to use LOS for other planning purposes outside the scope of CEQA.

2.6.2 Land Use Projects
An approach to identify transportation impacts under CEQA for land -use that closely align with guidance provided within the OPR Technical Advisory on Evaluating Transportation Impacts in CEQA (2018). While the OPR guidance related to SB 743 has been a helpful introduction to using VMT to evaluate projects, it does not provide a complete solution. There are a multitude of complex pr actical issues that are not addressed by the OPR guidance. OPR Guidance does not specifically address land uses beyond residential, office and retail, and it provides latitude on some elements of implementation. In response to this, a specific series of analysis steps for SB 743 project evaluation have been developed to clarify requirements and reduce potential confusion.

Figure 2.14 provides a graphical representation of this analysis process.

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Figure 2.14: Process for CEQA VMT Analysis for Land Use Projects

TMP Update | August 2022 50

STEP 1: Determine ITE Land Use Type
If it is determined that this policy applies to a land use project, the second step will be to evaluate the project for the following considerations:
▪ Land use type. For the purposes of analysis, the Institute of Transportation Engineers (ITE) land use codes serve as the basis of land use definitions. Although it is recognized that VMT evaluation tools and methodologies are typically not fully sensitive to some of the distinctions between some ITE categories, the use of ITE land use codes is useful for maintaining consistency across analyses, determining trip generation for othe r planning level tools, and maintaining a common understanding of trip making characteristics amongst transportation professionals. The ITE land use code is also used as an input into the VMT Analysis Tool described in Step 4 of this Section ▪ Mixed Use. If there are multiple distinct land uses within the project (residential, office, retail, etc.), they will be required to be analyzed separately unless they are determined to be insignificant to the total VMT. Mixed use projects are permitted to account for i nternal capture which depending on the methodology may require a distinct approach not covered in this documentation. This analysis would be the responsibility of the applicant and will need to be prepared by a qualified transportation professional and approved by the City of Tracy. ▪ Redevelopment projects. As described under the Non -Significant Screening Criteria section, redevelopment projects which have lower VMT than the existing on -site use can be determined to have a non-significant impact.

Once the land use type(s) are determined, the next step is to screen the project to determine if further CEQA transportation analysis is necessary.

STEP 2: SCREEN FOR NON-SIGNIFICANT TRANSPORTATION IMPACT The purpose of this step is to determine if a presumption of a non-significant transportation impact can be made on the facts of the project. The guidance in this section is primarily intended to avoid unnecessary analysis and findings that would be inconsistent with the intent of SB 743. A detailed CEQA transportation analysis will not be required for land use elements of a project that meet the screening criteria shown i n Table 2.10. If a project has multiple distinct uses (reside ntial, office, retail, etc.) , only those elements of the project that are not screened out would require further evaluation to determine transportation significance for CEQA purposes.

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Table 2.10: Screening Criteria
Screening Criteria OPR Guidance
Small Projects1
This applies to projects with
low trip generation per
existing CEQA exemptions.

Note that this includes any
land use type (residential,
office, open space,
neighborhood parks, etc.)
Presumed to cause a less-than-significant impact:
▪ Project generation is less than 110 trips per day per the ITE Manual or other acceptable source determined by the City of Tracy
Unless:
▪ It is inconsistent with the Sustainable Communities Strategy as determined by the City of Tracy
Projects Near High Quality
Transit2
High quality transit provides
a viable option for many to
replace automobile trips
with transit trips resulting in
an overall reduction in VMT.

Presumed to cause a less-than-significant impact:
▪ Within a ½ mile of an existing major transit stop; and ▪ Maintains a service interval frequency of 15 minutes or less during the morning and afternoon peak commute periods).

Unless:
▪ Has a Floor Area Ratio (FAR) of less than 0.75; or
▪ Includes more parking, excluding on-street parking, for use by residents, customers, or employees of the project than required by the City of Tracy zoning code; or
▪ It is inconsistent with the Sustainable Communities Strategy as determined by the City of Tracy; or
▪ Replaces affordable residential units with a smaller number of moderate- or high-income residential units
Local-Serving Retail3
The introduction of new
Local-serving retail has been
determined to reduce VMT
by shortening trips that will
occur out of necessity
(groceries, other essentials,
etc.).

Presumed to cause a less-than-significant impact:
▪ No single store on-site exceeds 50,000 square feet; and ▪ Project is local-serving as determined by the City of Tracy Unless:
▪ The nature of the service is regionally focused as determined by the City of Tracy
Affordable Housing4
Lower-income residents
make fewer trips on
average, resulting in lower
VMT overall.

Presumed to cause a less-than-significant impact:
▪ A high percentage of affordable housing is provided as determined by the City of Tracy
Unless:
▪ The percentage of affordable housing is determined by the City of Tracy to not be high in relation to the residential element of a project

1 2018 OPR Guidance, page 12
2 2018 OPR Guidance, page 13
3 2018 OPR Guidance, page 16
4 2018 OPR Guidance , page 14. As described, “Evidence supports a presumption of less than significant impact for a 100 percent affordable residential development (or the residential component of a mixed -use development) in infill location s. Lead agencies may develop their own presumption of less than significant impact for residential projects (or residential portions of mixed -use projects) containing a particular amount of affordable housing, based on local circumstances and evidence.”

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Screening Criteria OPR Guidance
Local Essential Service5
As with Local-Serving Retail,
the introduction of new
Local Essential Services
shortens non-discretionary
trips by putting those goods
and services closer to
residents, resulting in an
overall reduction in VMT.

Presumed to cause a less-than-significant impact:
▪ Building is less than 50,000 square feet: and
▪ Land Use is :
• Day care center; or
• Public K-12 School; or
• Police or Fire facility; or
• Medical/Dental office building; or
• Government offices (in-person services such as post office, library, and utilities)
Unless:
▪ The nature of the service is regionally focused as determined by the City of Tracy
Map-Based Screening
This method eliminates the
need for complex analyses,
by allowing existing VMT
data to serve as a basis for
the screening smaller
developments. Note that
screening is limited to
residential and office
projects utilizing the maps.

Presumed to cause a less-than-significant impact:
▪ Area of development is under threshold as shown on screening map as allowed by the City of Tracy
Unless:
▪ Represent significant growth as to substantially change regional travel patterns as determined by the City of Tracy
Redevelopment Projects6
Projects with lower VMT
than existing on-site uses,
can under limited
circumstances, be presumed
to have a non-significant
impact. In the event this
screening does not apply,
projects should be analyzed
as though there is no
existing uses on site (project
analysis cannot take credit
for existing VMT).

Presumed to cause a less-than-significant impact:
▪ Project replaces an existing VMT-generating land use and does not result in a net overall increase in VMT
Unless:
▪ The project replaces an existing VMT-generating land use and results in a net overall increase in VMT

The VMT screening maps for residential and office land use projects mentioned in Table 2.10 are shown below in Figure 2.15 and Figure 2.16, respectively.

5 Based on assumption that, like local -serving retail, the addition of necessary local in -person services will reduce VMT given that trips to these locations will be made irrespective of distance given their non-discretionary nature. 6 2018 OPR Guidance, Page 18

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Figure 2.15: Screening Map for Residential Land Use Projects

Figure 2.16: Screening Map for Office Land Use Projects

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STEP 3: DETERMINE SIGNIFICANCE THRESHOLD AND METHODOLOGY

TMP Update | August 2022 55

The purpose of this step is to determine the threshold of significance for application to a land use project if it is not screened out in Step 3, or if further analysis is necessary to determine VMT impacts. Significance thresholds are based on land use type, broadly categorized as efficiency and net change metrics. Efficiency metrics include VMT/Capita and Work VMT/employee7. As described in Figure 2.17, “Net Change” refers to the net change in regional VMT. “Net Change” is used for elements that include a significant custome r base, such as commercial uses, although it can extend to a variety of uses that have similar characteristics.

Figure 2.17: Significance Threshold and Methodology
Example Details
Threshold Basis
Efficiency Net Change
Example Land Use Residential, Professional Office,
Industrial
Retail, Medical Office, Sports
Venue
Example VMT Thresholds Per capita, per employee Region VMT change Customer Component No Yes
Allowable Methods Non-Significant Screening Criteria,
The City of Tracy VMT Analysis Tool
Non-Significant Screening
Criteria, Travel Demand Model
For projects with a significant customer bas e (retail, medical offices, sports venue, etc.) it is typically appropriate to separate employee trip characteristics from the customer base unless the customer base is minimal in nature. Under these circumstances, it is most appropriate to evaluate the total of the delta in regional VMT resultant from the customer base plus the delta of VMT resultant from employees based on the following formula:
(number of employees) x (estimated VMT/employee – threshold VMT/employee) The threshold of significance will accordingly correspond to the “Net Change” threshold as described in Figure 2.17. Under these circumstances, it is most appropriate to evaluate this total Net Change as the basis for evaluating the outcome of mitigations in terms of determining transportation significance although each element of the project should be tallied separately for the purposes of clarity.

7 Work VMT specifically applies to commute trips as represented by the attractions in the Travel Demand Model. Refer to Section 2.6.6 for additional information

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2.6.3 VMT Thresholds of Significance
OPR suggests a 15 percent VMT reduction relative to existing local or regional average V MT levels. The thresholds of significance recommended by OPR, as they relate to the City of Tracy , are summarized in Figure 2.18.

Figure 2.18: OPR Suggested VMT Thresholds of Significance Land Use OPR Guidance8
Residential 15% below existing city-wide average VMT per capita Office 15% below existing county-wide average VMT per employee Retail Net increase in regional VMT
Based on these criteria the VMT thresholds of significance shown in Figure 2.19 have been established.

Figure 2.19: VMT Thresholds of Significance
Land Use VMT Threshold Basis
Residential 16.7 VMT/capita9 15% below existing city-wide average VMT per capita.

Office 9.4 Work VMT/Employee10 15% below existing county -wide average Work VMT per employee
Retail Net regional change Using the county geographical area as the basis Other
Employment Work VMT/Employee11 15% below existing county -wide average Work VMT per employee for similar land uses
Other
Customer Net regional change Using the county or another geography deemed appropriate by the City of Tracy as the basis
Note that the inclusion of “Other Employment” and “Other Customer” refers to all other service and goods providers that are not included in the office/retail categories. As shown they follow a similar approach to the office/retail categories with the principal difference being that the average/basis for of the threshold would the aggregation of the specific “other” land use across the county (i.e. an industrial project would use industrial uses, etc.).

Based on improvements to methods and data as well as other modeling modifications there will be periodic updates to the numerical threshold values shown, however the relative approach for calculating them should remain the same. The values in the current VMT Analysis Tool, discussed below, will supersede the information pr ovided in the table above. Additional thresholds for various employment types are also provide in the VMT Analysis Tool.

8 2018 OPR Guidance, Pages 15-16
9 Residential VMT specifically applies to all Home-Based trips residential trips as represented in the Travel Demand Model. 10 Work VMT specifically applies to commute trips as represented in the Travel Demand Model. Refer to Section 2.6.6 for additional information 11 Work VMT specifically applies to commute trips as represented in the Travel Demand Model. Refer to Section 2.6.6 for additional information

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2.6.4 VMT Analysis Tool
The City of Tracy has developed a VMT Analysis T ool for use in SB 743 land use project analysis. The purpose of the tool is to calculate VMT for a land use project. As with any VMT Analysis Tool, there are distinct limitations in terms of its application including limits on the type and size of development that can be applied to. Note that it is anticipated that the tool will continue to evolve in response to data or methodological changes and as such it is important that the most current version of the tool be utilized.

Broadly, the VMT Analysis Tool provides the following information:
▪ Institute of Transportation Engineers (ITE) Trip Generation ▪ VMT Threshold Analysis
▪ Greenhouse Gas (GHG) Estimation
▪ Transportation Demand Management (TDM) Evaluation
The VMT Analysis methodology is summarized in Section 2.6.6.

STEP 4: DEVELOP SCOPE AGREEMENT AND COMPLETE VMT ANALYSIS Prior to undertaking VMT analysis, a scope compliant with the City of Tracy’s requirements must be prepared by the project applicant and submitted to the City for approval. Given the potential complexities of some uses, particularly those not identified as residential, retail, or office, an agreement regarding the threshold and methodology is important to avoid analysis that is not compliant with the City of Tracy’s requirements.

STEP 5: IDENTIFY MITIGATION MEASURES
During this step, the analysis agreed to under Step 5 should be complete and approved by the City of Tracy. Relevant documentation providing enough detail that assumptions are clearly understandable, and methods that can be replicated should be provided along with the results of the VMT analysis for the proposed project.

If a significant transportation impact is identified, feasible mitigation measures to avoid or reduce the impact must be identified. CEQA requires that mitigation measures are included in the project’s environmental assessment. OPR provides a list of potential measures to reduce VMT but gives the lead agency (the City of Tracy in this case) full discretion in the selection of mitigation measures.

The type and size of the project will determine the most appropriate mitigation strategies for VMT impacts. For large projects such as general plans or specific plans, VMT mitigations should concentrate on the project’s density and land use mix, site design, regional policies, and availability of transit, bicycle, and pedestrian facilities. For smaller projects such as an individual development project, VMT mitigations will typically require the preparation of a transportation demand management (TDM) progra m. A TDM program is a combination of strategies to reduce VMT. The program is created by an applicant for their land use project based on a list of strategies agreed to with the City of Tracy.

The City of Tracy has developed a list of potential TDM strategies appropriate for their jurisdiction and what magnitude of VMT reduction could be achieved. The selection process was guided by the California Air Pollution Control Officers Association (CAPCOA) recommendatio ns found in the 2010 publication

TMP Update | August 2022 58

Quantifying Greenhouse Gas Mitigation Measures . The area context of the City of Tracy also influenced the type of TDM strategies that were selected. CAPCOA has found strategies with the largest VMT reduction in rural areas include vanpools, telecommute or alternative work schedules, and master planned communities with design and land -use diversity to encourage intra-community travel. Based on empirical evidence, CAPCOA found the cross-category maximum for all transportation-related mitigation measures is 15% for suburban settings.

Section 2.6.7 summarizes available TDM strategies along with the maximum VMT reduction, applicable land use application, and complementary strategies . The City of Tracy ’s VMT Analysis T ool includes the TDMs summarized in Section 2.6.7.

STEP 6: MITIGATION MONITORING
As required by CEQA, the City of Tracy will require ongoing mitigation monitoring and reporting. The specifics of this will be developed on a project basis.

2.6.5 Transportation Projects
Depending on the specific nature of a transportation project; it can alter trip patterns, trip lengths, and even trip generation. Research has determined that capacity -enhancing projects can and often do increase VMT. This phenomenon is commonly referred to as “induced demand”. The result of these increases in VMT can often both be measured in congestion increases and negative impacts to air quality including GHG emissions. While methods are generally less developed for the analysis of induced demand compared to other areas of transportation analysis, there is still the need to q uantify and understand its impact to the transportation system considering the requirements of SB 743.

Similarly, to land use projects, the approach to transportation project analysis closely align with the 2018 OPR Guidance. In terms of analysis, the analyst should first determine whether the transportation project has been prescreened and determined to have a non -significant impact as described in the following section.

SCREEN FOR NON-SIGNIFICANT TRANSPOR TATION IMPACT
At the discretion of the City of Tr acy, the following improvements maybe presumed to result in a non- significant impact12:

1. Rehabilitation, maintenance, replacement, safety, and repair projects designed to improve the condition of existing transportation assets (e.g., highways; roadways; bridges; culverts;

2. Transportation Management System field elements such as cameras, message signs, detection, or signals; tunnels; transit systems; and assets that serve bicycle and pedestrian facilities) and that do not add additional motor vehicle capacity

3. Roadside safety devices or hardware installation such as median barriers and guardrails

12 2018 OPR Guidance, Page 20

TMP Update | August 2022 59

4. Roadway shoulder enhancements to provide “breakdown space,” dedicated space for use only by transit vehicles, to provide bicycle access, or to otherwise improve safety, but which will not be used as automobile vehicle travel lanes

5. Addition of an auxiliary lane of less than one mile in length designed to improve roadway safety

6. Installation, removal, or reconfiguration of traffic lanes that are not for through traffic, suc h as left, right, and U -turn pockets, two-way left turn lanes, or emergency breakdown lanes that are not utilized as through lanes

7. Addition of roadway capacity on local or collector streets , based on the City’s functional classification, provided the project also substantially improves conditions for pedestrians, cyclists, and, if applicable, transit

8. Conversion of existing general-purpose lanes (including ramps) to managed lanes or transit lanes, or changing lane management in a manner that would not substantially increase vehicle travel

9. Addition of a new lane that is permanently restricted to use only by transit vehicles

10. Reduction in number of through lanes

11. Grade separation to separate vehicles from rail, transit, pedestrians or bicycles, or to replace a lane in order to separate preferential vehicles (e.g., HOV, HOT, or trucks) from general vehicles

12. Installation, removal, or reconfiguration of traffic control devices, including Transit Signal Priority (TSP) features

13. Installation of traffic metering systems, detection systems, cameras, changeable message signs and other electronics designed to optimize vehicle, bicycle, or pedestrian flow

14. Timing of signals to optimize vehicle, bicycle, or pedestrian flow

15. Installation of roundabouts or traffic circles

16. Installation or reconfiguration of traffic calming devices

17. Adoption of or increase in tolls

18. Addition of tolled lanes, where tolls are sufficient to mitigate VMT increase

19. Initiation of new transit service

20. Conversion of streets from one -way to two -way operat ion with no net increase in number of traffic lanes

21. Removal or relocation of off-street or on-street parking spaces

22. Adoption or modification of on -street parking or loading restrictions (including meters, time limits, accessible spaces, and preferential/reserved parking permit programs)

23. Addition of traffic wayfinding signage

24. Rehabilitation and maintenance projects that do not add motor vehicle capacity

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25. Addition of new or enhanced bike or pedestrian facilities on existing streets/highways or within existing public rights-of-way

26. Addition of Class I bike paths, trails, multi -use paths, or other off -road facilities that serve non - motorized travel

27. Installation of publicly available alternative fuel/charging infrastructure

28. Addition of passing lanes, truck climbing lanes, or truck brake -check lanes in rural areas that do not increase overall vehicle capacity along the corridor

SIGNIFICANCE THRESHOLD AND METHODOLOGY
For projects that increase roadway capacity and are not identified under the Non -Significant Screening Criteria in the prior section, the significance criterion should be change in regional VMT. A finding of a significant impact would be determined if a transportation project results in a net increase in regional VMT. As a practical matter, any roadway wi th more than a quarter mile in new roadway travel lane (through lanes) should be evaluated for induced demand. A competent transportation professional will be required to provide a basis for this evaluation that considers available data, roadway context, and tools.

Depending on the location and nature of the roadway this may be best accomplished using a the SJCOG Travel Demand Model. CEQA requires mitigation monitoring. If a project is required to implement VMT mitigation measures, the City of Tracy is requ ired to monitor whether the project is implementing the mitigation measures. Mitigation monitoring will be determined and implemented on a case-by-case basis by the City of Tracy staff.

2.6.6 VMT Analysis Methodology
This section continues to set forth the crite ria for analyzing transportation impacts. Currently, the City is studying their own thresholds, but none have been adopted.

In 2013, SB 743 was signed into law by California Governor Jerry Brown with a goal of reducing Greenhouse Gas (GHG) emissions, promoting the development of infill land use projects and multimodal transportation networks, and to promote a diversity of land uses within developments. One significant outcome resulting from this statue is the removal of automobile delay and congestion, commonly known as level of service (LOS), as a basis for determining significant transportation impacts under the California Environmental Quality Act (CEQA).

The Governor’s Office of Planning and Research (OPR) has documented recommended analysis guidelines for SB 743 in its Technical Advisory on Evaluating Transportation Impacts in CEQA (2018) which provides for Vehicle Miles Traveled (VMT) as the principal measure to replace LOS for determining significant transportation impacts. VMT is a measure of total vehicular travel that accounts for the number of vehicle trips and the length of those trips. OPR selected VMT, in part, because jurisdictions are already familiar with this metric. VMT is already used in CEQA to study other potential impacts such as GHG, air quality, and energy impacts and is used in planning for regional Sustainable Communities Strategies (SCS).

VMT also allows for an analysis of a project’s impact throughout the jurisdiction rather than only in the vicinity of the proposed project allow ing for a better understanding of the full extent of a project’s transportation-related impact. It should be noted that SB 743 does not disallow the City of Tracy to use LOS for other planning purposes outside the scope of CEQA.

TMP Update | August 2022 61

Understanding how the local roadway network functions from an engineering standpoint is still critical to local land use agencies to monitor traffic flow, identify safety issues, establish fees and manage congestion. However, for the purposes of evaluating environmental impacts und er CEQA, the new regulations have removed congestion from the range of required subjects analyzed within CEQA documents.

Generally, projects should be evaluated using the City of Tracy VMT Calculator.

The City of Tracy VMT Calculator was developed using a combination of two datasets, Streetlight Data and a modified version of the Tri-County Travel Demand Model (Model). Streetlight Data was used to develop average trip distances at the Census Block Group level while the travel demand model was used to develop the number of residential and work trips at the Traffic Analysis Zone (TAZ) level.

The Tri-County Travel Demand Model encompasses San Joaquin County, Stanislaus County, and Merced County. The Model was modified within the City of Tracy Sphere of Influe nce (Tracy SOI) to provide additional roadway network and land use detail. Land use assumptions were modified based on information provided by City of Tracy staff, while the roadway network was modified to include additional roadways at the arterial and co nnector level. In addition, the number of lanes and capacity classification was reviewed for roadways within the Tracy SOI to better reflect 2015 conditions. As the Model did not provide detail in the western portion of the Tracy SOI, particularly in the f uture development areas, the larger TAZs were split into several smaller TAZs to provide a more accurate loading of vehicles to the roadway network. The land use assumptions in the Model were then modified based on the information provided by the City for 2015 conditions for the more detailed TAZ structure.

Once the land use and roadway network assumptions were modified in the Model, it was run, and the output files were used to calculate VMT at the TAZ level. After a review of the VMT at the TAZ level, it was determined that the TAZs were correctly reflecting the number of trips generated by the land use and trip purposes. However, it was also determined that the trips were being distributed in a manner inconsistent with expectations and real -world observations. It was then determined that an additional data source would be needed to better determine average trip lengths within the Tracy SOI.

Streetlight Data was used to determine the average trip length of vehicles at the Census Block level within the Tracy SOI. Streetlight Data is a Big Data aggregator that collects anonymized cell phone data and is able to track the cell phones as they move during a trip. This data was used to track trips either starting or ending within the Tracy SOI on typical weekdays during March 2017. For residential trips, all only trips that either originated or ended at the assumed home location were used, while only trips that began or ended at the assumed work location were used. These trips were aggregated to provide the average trip length for each Census Block Group in the Tracy SOI.

The two datasets, Streetlight Data and Model trips by trip purpose, were combined to determine residential and employment based VMT per Capita and VMT per Employee metrics, respectively. The TAZs were first assigned to a Census Block Group based on their respective locations to match the two datasets.

To determine the average VMT per C apita for each Census Block Group within the Tracy SOI, the home - based production trips from the Model (home -based work, home -based shopping, and home -based other) were multiplied by the average trip length for residential trips to determine total resident ial VMT.

This was then divided by the total population from the Model for all TAZs within each Census Block Group to determine VMT per Capita for each Census Block Group. Similarly, the total home -based work

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attraction trips from the Model were multiplied by the average trip length for work trips to determine total employment VMT. This was then divided by the total employment from the Model for all TAZs within each Census Block Group to determine VMT per Capita for each Census Block Group. Thresholds for VMT per Capita and VMT per Employment were determined by dividing the total VMT within the Tracy SOI for both trip types and dividing them by the total population and total employment, respectively within the Tracy SOI.

For projects that would cause a VMT i mpact, VMT reduction strategies such as introducing TDM or additional multimodal infrastructure can be used to potentially mitigate the VMT impact which is estimated from research literature and case studies.

2.6.7 VMT Mitigation and Travel Demand Measures
Table 2.11 provides a list of the recommended TDM Measures for the City of Tracy.

No maximum VMT reductions exist for suburban areas. The CAPCOA reductions are empirical but gathered in urbanized communities with substantial multimodal and transit opportunities. It is assumed that in suburban areas VMT reduction area be subsequently very low. Existing transit ridership and walk and bike trips is a low proportion of travel in Tracy and thus low percentage reductions are applicable.

TMP Update | August 2022 63

Table 2.11 VMT Mitigation and Travel Demand Measures for the City of Tracy City of Tracy
TDM
Measure
#
Transportation
Demand
Management
Measure
Description TDM
Type
Max VMT
Reduction
VMT
Reduction
Type
Parking Strategies
1 Reduce
Parking
Supply
Changes on-site parking supply to provide less than the amount required by municipal code. Permitted reductions could utilize mechanisms such as TOC, Density Bonus, Bike Parking ordinance, or locating in a Specific Plan Area.

Infrastructure 3% All
2 Unbundle
Parking
Unbundles parking costs from property costs, requiring those who wish to purchase parking spaces to do so at an additional cost. Incentive 2% Residential 3 Parking
Cash-Out
Provide employees a choice of forgoing current parking for a cash payment to be determined by the employer. The higher the cash payment, the higher the reduction.

Incentive 2% Commute
Transit Strategies
4 Transit Stops/
Transit Hub
Coordinate with local transit agency to provide bus stop near the site. Real time transportation information displays support on-the-go decision and to support sustainable trips . Only get a reduction on a non-HQT line, cannot get both.

Infrastructure 2% All
5 Implement
Neighborhood
Shuttle
Implement project -operated or project -sponsored neighborhood shuttle serving residents, employees, and visitors of the project site Incentive 5% All 6 Transit
Subsidies
Involves the subsidization of transit fare for residents and employees of the project site. This strategy assumes transit service is already present in the project area.

Incentive 5% All
Communication & Information Strategies
7 Travel
Behavior
Change
Program
Involves the development of a travel behavior change program that targets individuals’ attitudes, goals, and travel behaviors, educating participants on the impacts of their travel choices and the opportunities to alter their habits.

Provide a web site that allows employees to research other modes of transportation for commuting. Employee -focused travel behavior change program that targets individuals’ attitudes, goals, and travel behaviors, educating participants on the impac ts of their travel choices and the opportunities to alter their habits.

Incentive
4%
All
8 Promotions
&
Marketing
Involves the use of marketing and promotional tools to educate and inform travelers about site -specific transportation options and the effects of their travel choices with passive educational and promotional materials. Marketing and public information campaign to promote awareness of TDM program with an on-site coordinator to monitor program.

Incentive All
Commuting Strategies
9 Employer
Sponsored
Vanpool or
Shuttle
Implementation of employer -sponsored employee vanpool or shuttle providing new opportunities for access to connect employees to the project site.

Incentive/
Infrastructure 5% Commute
10 Emergency
Ride Home (ERH)
Program
Provides an occasional subsidized ride to commuters who use alternative modes. Guaranteed ride home for people if they need to go home in the middle of the day due to an emergency or stay late and need a ride at a time when transit service is not available. DIBS
Incentive 4% Commute
11 On-site
Childcare
Provides on-site childcare to remove the need to drive a child to daycare at a separate location. Infrastructure 2% All
12 Telecommuting
Alternative work
Schedule
Four-Ten work schedule results in 20% weekly VMT reduction, 10% trip reduction equals 15% VMT reduction Incentive 20% Commute Commuting Strategies
13 Ride-Share
Program
Increases vehicle occupancy by providing ride -share matching services, designating preferred parking for ride-share participants, designing adequate Incentive 5% Commute

TMP Update | August 2022 64

City of Tracy
TDM
Measure
#
Transportation
Demand
Management
Measure
Description TDM
Type
Max VMT
Reduction
VMT
Reduction
Type
passenger loading/unloading and waiting areas for ride -share vehicles, and providing a website or message board to connect riders and coordinate rides 14 Employee/
Employer
Car Share
Implement car sharing to allow people to have on-demand access to a vehicle, as-needed. This may include providing membership to an existing program located within 1/4 mile, contracting with a third -party vendor to extend membership-based service to an area, or implementing a project -specific fleet that supports the residents and employees on -site.

Incentive 1% All
Provide an on-site car vehicle for employees to use for short trips. This allows for employees to run errands or travel for lunch. Incentive 1% Commute 15 Designated
Parking Spaces
for Car Share
Vehicles
Reserved car share spaces closer to the building entrance. Infrastructure 1% Bicycle Infrastructure Strategies
16 Bike Share Implement bike share to allow people to have on -demand access to a bicycle, as-needed.

Incentive/
Infrastructure 1% All
17 Implement/
Improve
On-street
Bicycle Facility
Implements or provides funding for improvements to corridors and crossings for bike networks identified within a one -half mile buffer area of the project boundary, to support safe and comfortable bicycle travel.

Infrastructure 1% All
18 Include Bike
Per
City of Tracy in
excess of City
Code
Implements long -term bicycles and to support safe and comfortable bicycle travel by providing facilities at destinations Infrastructure 1% All 19 Include Secure
Bike Per City of
Tracy and
Showers in
excess of City
Code
Implements additional end -of-trip bicycle facilities to support safe and comfortable bicycle travel. Infrastructure
1% All
19 Bicycle Repair
Station /
Services
On-site bicycle repair tools and space to use them supports on -going use of bicycles for transportation. Infrastructure
Neighborhood Enhancement Strategies
20 Traffic Calming
Improvements
Implements traffic calming measures throughout and around the perimeter of the project site that encourage people to walk, bike, or take transit within the development and to the development from other locations.

Infrastructure 2% All
21 Pedestrian
Network
Improvements
Implements pedestrian network improvements throughout and around the project site that encourages people to walk. Infrastructure 2% All Miscellaneous Strategies
22 Virtual Care
Strategies
for Hospitals
Resources to allow patients to access healthcare services or communicate with healthcare staff through online or off-site programs. Infrastructure 5% Hospital Visitors
23 On-site
Affordable
Housing
Provides on-site affordable housing close to TOD or workplace/business Land Use % units be exempt All
24 Job Creation
Land use
(e.g. Office)
Jobs for local skillsets. (local residents work local). Land Use 5%-10% All

TMP Update | August 2022 65

2.6.8 Feasible Mitigation Discussion
This section discusses how CEQA and the State of California treat cases in which a project has a significant and unavoidable transportation impact and therefore is required to provide feasible mitigation. Based on research conducted b y CAPCOA, the maximum reduction that VMT can be feasibly mitigated using exclusively site -specific solutions for a suburban context s uch as the City of Tracy , is 15-percent. Site- specific solutions most often rely on Transportation Demand Measures (TDMs) , as discussed in the previous section, although project land use modifications can also be utilized to mitigate impacts.

Therefore, projects that exceed the VMT significant impact threshold by more than 15-percent must rely on non-site-specific approaches if full mitigation is to be achieved. CEQA guidelines require that a project provide feasible mitigation to reduce a project’s VMT impact even if it cannot fully mitigate that impact.

Based on this, if a project exceeds the City’s VMT threshold by more than 15 -percent, it will require a combination of site-specific measures and non-site-specific measures, specifically the VMT mitigation bank as discussed in the next section, in order to achieve mitigation . This could mean using only site- specific mitigation measures to reach the 15 -percent threshold, using only the VMT mitigation bank to reach the 15 -percent threshold, or using both to reach the 15 -percent threshold , such as using TDM measures to reduce VMT by 6 -percent and then using th e VMT mitigation bank to reduce VMT by the remaining 9-percent.

Importantly, VMT mitigation is required only to be achieved up to a maximum of 15 -percent (the City’s established definition of maximum feasible mitigation). If this does not fully mitigate the project’s impacts, a finding of overriding considerations will be required. However, the project may go beyond the 15 - percent using the VMT mitigation banking fees, as described in the next section, if that is determined by the applicant to be feasible.

2.6.9 VMT Mitigation Banking Fees
This section discusses a programmatic approach to respond to the need for feasible VMT mitigation programs. In suburban areas such as the City of Tracy , VMT analysis can result in a finding of a transportation impact, particularly in undeveloped areas, due to a lack of land used density and diversity.

In addition, with less transportation options compared to more urbanized areas, mitigating impacts in suburban areas can prove to be more difficult than under LOS. For many jurisdictions, SB 743 is resulting in a reversal in the results of transportation significant findings as compared to how things were under an LOS-based analysis.

As a practical matter, SB 743 for many jurisdictions is also a more restrictive approach to identifying transportation impacts both because of the basis for setting an impact threshold and limited mitigation opportunities. In terms of the threshold of significance, the Governor’s Office of Plan ning and Research’s (OPR) recommends that projects consisting of residential or general employment category land uses need to be located in an area where they are 15 -percent less than the average VMT 13 for similar uses.

Effectively, this means that new projects must be located in an area where they are more efficient than 65-percent of similar uses from a VMT standpoint. Given that most development in Tracy and elsewhere is still not planned as infill, this is resulting in an increasing need for feasible mitigation solutions.

13 Technical Advisory on Evaluating Transportation Impacts in CEQA (2018)

TMP Update | August 2022 66

To date, VMT mitigation has relied heavily on TDMs. These measures generally represent two basic approaches: infrastructure and policy. The California Air Pollution Control Officers Association (CAPCOA) guide for Quantifying Greenhouse Gas Mitigation Measures, last updated in 2010, is one of the primary bases for estimating mitigation effects in California. Although this resource is invaluable, the data on which it is based is relatively old, limited in terms of sample si ze, and based on experiences in highly urbanized areas. As such, many of the mitigation options provided have questionable efficacy in suburban and rural contexts. TDMs are also challenging from the standpoint of mitigation monitoring and are often unpopular with project applicants because they may need to be managed and paid for in perpetuity. These limitations have led jurisdictions , including the City of Tracy, to increasingly consider programmatic approaches to VMT mitigation. Programmatic approaches that rely on collectively funding larger projects allow a project to obtain an amount of mitigation commensurate with their impact, include only a single payment w ithout the complexity of ongoing management, and do not require on -going mitigation monitoring. Programmatic approaches can also provide a public benefit in terms of funding transportation improvements that would not otherwise be constructed, resulting in improvements to congestion, GHG emissions, increased transportation choices, and additional opportunities for active transportation.

This section focuses on one programmatic approach to funding VMT mitigation, VMT Mitigation Banking.

Under a VMT Mitigation Banking framework, multiple VMT reducing projects are grouped together and their associated VMT reductions are monetized in the form of credits. These credits are then purchased for the purposes of mitigating VMT in excess of determined impact thresholds . The underlying projects may be either regionally or locally beneficial to the area in which the project is located.

2.6.9.1 VMT Banking Projects
The table below provides the information regarding VMT banking projects that development projects can contribute funds to mitigate their VMT impacts. The primary focus of these projects is to construct or improve active transportation facilities that will replace vehicular trips thereby reducing VMT.

Bicycle/trail improvements have been identified in Figure 2.20. Refer to Section 4 for more discussions on future bicycle and pedestrian facilities.

Table 2.12 provides the VMT banking projects utilized for this report. The City of Tracy has approximately $67,244,700 in VMT Banking Fees that projects can contribute funds to . VMT banking project cost estimates are included in Appendix D

TMP Update | August 2022 67

Table 2.12 VMT Banking Projects

VMT BANKING PROJECTS
Letter Type
Name of
Project Description
Length/Number
of Improvements
Cost Estimate
($)
A Bike/Ped Legacy Fields
Connector
Provide an enhanced Class I, II, and III
facilities to access Legacy Fields 2.51 mi $1,062,000
B Bike/Ped Rail Trail Provide a Class I trail within rail R/W (refer to figure) 2.16 mi $9,181,000
C Bike/Ped Rail Trail Provide a Class I trail within rail R/W (refer to figure) 3.64 mi $9,650,000
D Bike/Ped WSID
Channel Trail Add Class I trail along WSID Channel 5.10 mi $33,150,000 E Bike/Ped Rail Trail Add Class I trail along rail R/W
(refer to figure) 1.16 mi $3,070,000
F Bike/Ped Existing Trails
Enhancement
Enhancements to the existing trail
facilities (refer to figure) 3.65 mi $3,810,000
G Bike/Ped ACE Station
Connector Trail
Provide a Class I trail to existing
roadways that connect the
existing Sycamore Parkway
facility to the Ace Train Station

0.59 mi $2,250,000
H Bike/Ped Safe Routes
to School
Improve Class III facilities along
school frontages 4.08 mi $51,700
M Transit Mobility Hub Future Mobility Hub 2.00 mi $19,000,000 Total $67,244,700

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/gid00036/gid00068/gid00077/gid00083/gid00081/gid00064/gid00075/gid00001/gid00034/gid00085/gid00068/gid00036/gid00068/gid00077/gid00083/gid00081/gid00064/gid00075/gid00001/gid00034/gid00085/gid00068 /gid00035/gid00064/gid00077/gid00083/gid00064/gid00001/gid00051/gid00067/gid00035/gid00064/gid00077/gid00083/gid00064/gid00001/gid00051/gid00067 /gid00035/gid00072/gid00081/gid00067/gid00001/gid00051/gid00067/gid00035/gid00072/gid00081/gid00067/gid00001/gid00051/gid00067 /gid00034/gid00071/gid00068/gid00081/gid00077/gid00001/gid00051/gid00067 120CALIFORNIA
5 5
580
580
205
205
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/gid00036/gid00072/gid00083/gid00088/gid00001/gid00045/gid00072/gid00076/gid00072/gid00083/gid00082 /gid00052/gid00079/gid00071/gid00068/gid00081/gid00068/gid00001/gid00078/gid00069/gid00001/gid00042/gid00077/gid00197/gid00084/gid00068/gid00077/gid00066/gid00068 /gid00051/gid00064/gid00072/gid00075/gid00001/gid00053/gid00081/gid00064/gid00072/gid00075/gid00001/gid00009/gid00036/gid00064/gid00077/gid00064/gid00075/gid00001/gid00083/gid00078/gid00001/gid00046/gid00064/gid00066/gid00034/gid00081/gid00083/gid00071/gid00084/gid00081/gid00010 /gid00051/gid00064/gid00072/gid00075/gid00001/gid00053/gid00081/gid00064/gid00072/gid00075/gid00001/gid00009/gid00045/gid00064/gid00076/gid00076/gid00068/gid00081/gid00082/gid00001/gid00083/gid00078/gid00001/gid00036/gid00068/gid00077/gid00083/gid00081/gid00064/gid00075/gid00010 /gid00051/gid00064/gid00072/gid00075/gid00001/gid00053/gid00081/gid00064/gid00072/gid00075/gid00001/gid00009/gid00036/gid00064/gid00077/gid00064/gid00075/gid00001/gid00083/gid00078/gid00001/gid00036/gid00068/gid00077/gid00083/gid00081/gid00064/gid00075/gid00010 /gid00036/gid00075/gid00064/gid00082/gid00082/gid00001/gid00042/gid00001/gid00053/gid00081/gid00064/gid00072/gid00075/gid00001/gid00042/gid00076/gid00079/gid00081/gid00078/gid00085/gid00068/gid00076/gid00068/gid00077/gid00083/gid00082 /gid00036/gid00064/gid00077/gid00064/gid00075/gid00001/gid00053/gid00081/gid00064/gid00072/gid00075/gid00001/gid00009/gid00045/gid00064/gid00076/gid00076/gid00068/gid00081/gid00082/gid00001/gid00083/gid00078/gid00001 /gid00036/gid00071/gid00081/gid00072/gid00082/gid00076/gid00064/gid00077/gid00010 /gid00045/gid00068/gid00070/gid00064/gid00066/gid00088/gid00001/gid00039/gid00072/gid00068/gid00075/gid00067/gid00082/gid00001/gid00042/gid00076/gid00079/gid00081/gid00078/gid00085/gid00068/gid00076/gid00068/gid00077/gid00083/gid00082 /gid00034/gid00066/gid00068/gid00001/gid00053/gid00081/gid00064/gid00072/gid00077/gid00001/gid00036/gid00078/gid00077/gid00077/gid00068/gid00066/gid00083/gid00072/gid00078/gid00077 /gid00052/gid00064/gid00069/gid00068/gid00001/gid00051/gid00078/gid00084/gid00083/gid00068/gid00082/gid00001/gid00083/gid00078/gid00001/gid00052/gid00066/gid00071/gid00078/gid00078/gid00075/gid00001/gid00042/gid00076/gid00079/gid00081/gid00078/gid00085/gid00068/gid00076/gid00068/gid00077/gid00083/gid00082 /gid00049/gid00075/gid00064/gid00077/gid00077/gid00068/gid00067/gid00001/gid00036/gid00075/gid00064/gid00082/gid00082/gid00001/gid00042/gid00001/gid00035/gid00072/gid00074/gid00068/gid00001/gid00049/gid00064/gid00083/gid00071 /gid00049/gid00075/gid00064/gid00077/gid00077/gid00068/gid00067/gid00001/gid00036/gid00075/gid00064/gid00082/gid00082/gid00001/gid00042/gid00042/gid00001/gid00035/gid00072/gid00074/gid00068/gid00001/gid00045/gid00064/gid00077/gid00068 /gid00049/gid00075/gid00064/gid00077/gid00077/gid00068/gid00067/gid00001/gid00036/gid00075/gid00064/gid00082/gid00082/gid00001/gid00042/gid00042/gid00042/gid00001/gid00035/gid00072/gid00074/gid00068/gid00001/gid00051/gid00078/gid00084/gid00083/gid00068 /gid00052/gid00066/gid00071/gid00078/gid00078/gid00075
/gid00049/gid00064/gid00081/gid00074
/gid00036/gid00075/gid00064/gid00082/gid00082/gid00001/gid00042/gid00001/gid00035/gid00072/gid00074/gid00068/gid00001/gid00049/gid00064/gid00083/gid00071 /gid00036/gid00075/gid00064/gid00082/gid00082/gid00001/gid00042/gid00042/gid00001/gid00035/gid00072/gid00074/gid00068/gid00001/gid00045/gid00064/gid00077/gid00068 /gid00036/gid00075/gid00064/gid00082/gid00082/gid00001/gid00042/gid00042/gid00042/gid00001/gid00035/gid00072/gid00074/gid00068/gid00001/gid00051/gid00078/gid00084/gid00083/gid00068 /gid00047/gid00078/gid00083/gid00068/gid00027/gid00001/gid00051/gid00078/gid00064/gid00067/gid00086/gid00064/gid00088/gid00082/gid00001/gid00086/gid00072/gid00083/gid00071/gid00001/gid00036/gid00075/gid00064/gid00082/gid00082/gid00001/gid00042/gid00001/gid00065/gid00072/gid00074/gid00068/gid00001/gid00079/gid00064/gid00083/gid00071/gid00082/gid00001/gid00076/gid00064/gid00088/gid00001/gid00064/gid00075/gid00082/gid00078/gid00001/gid00071/gid00064/gid00085/gid00068/gid00001/gid00064/gid00001/gid00036/gid00075/gid00064/gid00082/gid00082/gid00001/gid00042/gid00042/gid00001/gid00065/gid00072/gid00074/gid00068/gid00001/gid00075/gid00064/gid00077/gid00068/gid00001/gid00001 Source: ESRI, Kimley-Horn
/gid00017/gid00018/gid00019/gid00017/gid00015/gid00022
/gid00046/gid00072/gid00075/gid00068/gid00082/gid00001/gid00009/gid00034/gid00079/gid00079/gid00081/gid00078/gid00087/gid00072/gid00076/gid00064/gid00083/gid00068/gid00010 /gid00047/gid00078/gid00081/gid00083/gid00071
/gid00036/gid00072/gid00083/gid00088/gid00001/gid00078/gid00069/gid00001/gid00053/gid00081/gid00064/gid00066/gid00088/gid00001/gid00053/gid00081/gid00064/gid00077/gid00082/gid00079/gid00078/gid00081/gid00083/gid00064/gid00083/gid00072/gid00078/gid00077/gid00001/gid00046/gid00064/gid00082/gid00083/gid00068/gid00081/gid00001/gid00049/gid00075/gid00064/gid00077 /gid00039/gid00072/gid00070/gid00084/gid00081/gid00068/gid00001/gid00019/gid00015/gid00019/gid00017/gid00027/gid00001/gid00055/gid00046/gid00053/gid00001/gid00035/gid00064/gid00077/gid00074/gid00072/gid00077/gid00070/gid00001/gid00014/gid00001/gid00035/gid00072/gid00066/gid00088/gid00066/gid00075/gid00068/gid00001/gid00049/gid00081/gid00078/gid00073/gid00068/gid00066/gid00083/gid00082 B
A
C
D
D
E
F
F
G
H
H
A

TMP Update | August 2022 69

2.6.9.2 Maximum VMT Banking Fee Calculation and Nexus
The four steps followed to monetize the identified VMT Mitigation Banking projects include the following:

1. Identify mitigation projects;

2. Determine the cost of construction the mitigation projects;

3. Determine the total VMT that can be mitigated by the projects; and

4. Calculate the maximum mitigation fee per VMT by dividing total cost of the mitigation projects by the total VMT mitigated by the projects to determine the fee per unit of VMT.

The approach outlined above results in a calculation of the maximum fee per Vehicle Miles Traveled (VMT) mitigated based on the list of projects identified above. Consistent with the City of Tracy’s directions, the full cost of funding these improvements i s used to calculate the maximum VMT Mitigation Banking fee per VMT the City could apply to all new residential and non -residential development in the City between 2022 and 2042 that result in VMT impacts.

As part of this analysis, a nexus evaluation was u ndertaken to support the basis of the VMT Mitigation Bank’s development. Consistent with California’s Mitigation Fee Act, to develop a fee program a local agency must identify the purpose of the fee (Section 66001(a)(1)). The City of Tracy’s policy is that new development shall contribute to the VMT Banking Fee if needed for mitigation of their VMT impacts. In addition, the cost of constructing the improvements to help mitigate VMT citywide will be implemented through the VMT banking fee program administere d by the City of Tracy. The fee advances a legitimate public interest by enabling the City to fund improvements to transportation infrastructure required to accommodate a new development’s VMT impacts.

As noted above, the projects that are included in the City of Tracy’s VMT Mitigation Banking Fee Program will fund the construction of facilities that support active transportation (cycling and walking) to mitigate VMT impacts from new development. These facilities include both bike trails and bike lanes.

The pedestrian and bicycle projects included in this analysis focused on constructing biking and walking trails to provide alternative mobility routes to driving throughout the City of Tracy. These projects’ benefit could not be sufficiently analyzed using the travel demand model; accordingly, the projects were analyzed using off-model techniques. Pedestrian and bicycle improvement s were evaluated based on NCHRP 552 Guidelines for Analysis of Investments in B icycle Facilities. This approach relies on spatial analysis techniques to determine the likely number of new active transportation users resulting from the introduction of a new pedestrian/bicycle improvement. Table 2.13 shows the comparison between the existing ridership and Future induced riders based on the construction of the projects.

Table 2.13 Future Project Induced Daily Bicycle Demand
Demand Existing (2022) Future Induced
Riders (2032)
Total
2035
Adult Bicyclists 4,621 4,117 8,738
Child Bicyclists 1,216 1,180 2,396
Total Facility Users 5,837 5,297 11,134

As shown in Table 2.13 ,the projects could add almost 5,300 bicycle trips per day throughout the City by 2032 which will provide an alternative to congested vehicular travel as well as significant health and

TMP Update | August 2022 70

recreational value. While not related to VMT mitigation, it should be also be noted that construction of the pedestrian and bicycle improvements will result in additional safety benefits by reducing the potential for vehicle-bicycle and vehicle-pedestrian conflicts.

The mobility hub project included in this analysis focused on increasing ridership for a future ACE train station in the City for commuters to the Bay Area that currently drive. Similar to the bicycle and pedestrian projects, the mobility hub’s benefit could not be sufficiently analyzed using the travel demand model, so the projects were analyzed using off-model techniques.

2.6.9.3 Total VMT Reduction
The total VMT reduction per project for the bicycle and pedestrian projects was calculated by multiplying the average bicycle trip length taken by new riders induced by the construction of a project by the total number of new riders and the project’s lifecycle. For the purposes of this analysis, the average trip length used was four miles, based on industry standard assumptions. In addition, the project lifecycle was assumed to be ten years to cover the analysis period between 2022 and 2032. The number of new bicycle riders for each project was multiplied by the average trip length to obtain the total daily VMT reduction for each project. Each project’s VMT reduction was added together to determine the total VMT reduction for all bicycle and pedestrian projects, which for the projects listed in Table 2.12 total 21,189.

The benefits of the mobility hub project were determined using Longitudinal Housing and Employme nt (LEHD) data provided by the US Census Bureau locating work locations for residents of the City of Tracy and determining an average commute distance for future ridership. This distance was multiplied by the estimated daily ridership at the future station in the City 14 to determine the overall VMT reduction. The average trip distance was determined to be 39.8 miles and the estimated ridership was 1,067 daily riders.

Accounting for a two -way trip, the mobility hub project results in a total daily VMT reduct ion of 85,024.

When this is added to the total daily VMT reduction for the bicycle and pedestrian projects, the overall daily VMT reduction for all projects is 106,214.

2.6.9.4 Maximum Banking Fee Estimation
To determine the maximum overall fee, the total project cost of $67,244,700 was divided by the total VMT reduction of 106,214 daily VMT. This calculation resulted in a maximum cost per VMT reduction of $633.11. Note that this fee does not include any non -fee funding sources (grants, etc.). The addition of any funding sources for these projects could significantly reduce the cost of per VMT reduction cost.

14 Valley Link Draft EIR. San Joaquin Valley Regional Rail Authority. December 2020.

TMP Update | August 2022 71

3 HORIZON YEAR FORECAST

3.1 Introduction
This chapter presents the traffic forecasting methodology that was used to develop the roadway network requirements for the Tracy Transportation Master Plan (TMP). This is the first step in the process of defining the physical and operational improvements that will be needed to serve development under the Tracy General Plan. The resulting plan-line roadway network is based on roadway-level volume forecasts and a roadway volume -based assessment of the network’s performance in Horizon Year in terms of volume-to-capacity ratios.

3.2 Overview of Transportation Master Plan Development Process The TMP will guide the development of transportation infrastructure and services as growth occurs under the General Plan. While the General Plan Update and EIR forecasts traffic conditions to the year 2040, the TMP looks out another two years, to Horizon Year, in order to provide the maximum possible infrastructure planning. The Horizon Year was chosen because it is practically possible to estimate Tracy land use growth patterns to that year, and because the San Joaquin Council of Governments has updated its travel demand model to the year 2042. Note that neither the Year 2040 nor the Horizon Year forecasts represent full build -out of all the development capacity in the General Plan areas, but rather , the residential and non -residential growth that is expected under the growth mana gement ordinance (for residential uses) and based on market trends (for non -residential uses). The TMP development steps for developing the Horizon Year travel demand model volumes are listed below; this chapter documents the results of step 3.

1. Prepare the SJCOG Travel Demand Model to project conditions to Horizon Year

2. Obtain Horizon Year and build -out land uses for each future service in the General Plan Update from the City

3. Develop Horizon Year and build -out plan -line roadway networks (classification and number of lanes), based on the model link volume forecasts, incorporating the effects of the sustainability strategies

4. Develop Horizon Year detailed intersection forecasts at the 65 TMP Tier 1 intersections.

3.3 Traffic Forecasting Methodology
This section gives an overview of the Tracy Travel Demand Model, including the current validation year in use (2015) and the preparation of the Horizon Year and Build-Out models. Section 3.4 describes the land uses and trip generation assumed within the Tracy Sphere of Influence (SOI), for the Horizon Year and Build-Out scenarios. As discussed later in this chapter, the Build-Out scenario reflects a time horizon that is well beyond Horizon Ye ar Conditions and contains speculative assumptions regarding land uses and development.

3.3.1 Tracy Travel Demand Model Validation Years
The SJCOG Travel Demand Model was modified to be used for the City of Tracy by Kimley-Horn for all three scenarios (Base Year 2015, Horizon Year 2042, and Build Out). These modifications include land use and roadway network updates. It underwent a full validation to 20 15 conditions, as described in the Technical Memorandum, Revised Draft Technical Memorandum for VMIP2 TCM 2015 U pdate (June 18, 2018) which is included in Appendix E

TMP Update | August 2022 72

Table 3.1 shows the 2015 employment and housing totals for the Base Year version of the model, within the Tracy SOI boundary. The 2015 land uses were developed by splitting using the data within the SJCOG model and distributing the land use from the larger SJCOG Traffic Analysis Zones (TAZs) into the smaller Tracy TAZs using land use assumptions f rom the previous City of Tracy TAZs. In addition, land use was compared to all approved, constructed and occupied projects from 2010 to 2015 to confirm land uses are up to date based on information provided by City staff.

Table 3.1: Land uses in the Tracy Travel Demand Model
Scenario Single Family Multi Family Total Employment
2015 Model 21,014 3,926 22,032
Percent 84.3% 15.7% 100%

3.3.2 Horizon Year 2042 Scenario Development
The Horizon Year model was developed using SJCOG’s 2042 land use totals for the larger TAZs within the Tracy SOI and distributing the land use into the smaller City of Tracy TAZs based on land use distributions from the previous City of Tracy Horizon Year. Refinements were made to these land use assumptions based on input from City staff for future developments in the City’s service areas. In addition, roadway network edits were created based on the previous City of Tracy travel demand model and any updates provided by applicant within the Plan Areas discussed later in this section. The intersection level of service analysis determined the necessity of infrastructure improvements. The land use growth within the Tracy SOI for this scenario is discussed in Section 3.4. The land uses outside the Tracy SOI were retained at the SJCOG 2042 levels.

3.3.3 Build-Out – Long Range Forecast
The Build-Out model was developed as described for Horizon Year, but using the full build -out potential for all 18 future services areas within the Tracy SOI. The land use growth within the Tracy SOI at build-out is discussed in Section 3.4. The land uses outside the Tracy SOI, which includes the counties of San Joaquin, Stanislaus, and Merced, were left at 2042 levels without other information. The land uses for the Horizon Year and Build Out for the areas outside of the Tracy SOI are shown in Table 3.2 .

As indicated earlier, the Build-Out scenario reflects a time horizon that is well beyond Year Horizon Year Conditions and contains speculative assumptions regarding land uses and development . Thus, the recommendations in the TMP are based upon the Horizon Year scenario.

This land use assumptions that led to the development of the model results described in the above sections do not include plans that have not yet been finalized. Among these is the Tracy Downtown Transit-Oriented Development Project. This is a long-range planning and design study evaluating how the proposed Valley Link commuter rail system will impact development opportunities in and around the Downtown area.

TMP Update | August 2022 73

Table 3.2: Land uses outside Tracy SOI: Horizon Year and 2050 Scenario Single-Family Units Multi-Family Units Total Employment 2042 Model 486,301 173,617 634,166
Build Out Model 486,301 173,617 634,166
Percent 73.7% 26.3% 100%
Note: No land uses were changed outside of the Tracy SOI for Build Out Conditions

3.4 TMP Land Use and Trip Generation

3.4.1 Land Use Assumptions – Horizon Year and Build-Out The Horizon Year development assumptions were derived from information provided by City staff, with the Growth Management Ordinance controlling total residential growth, and recent development trends guiding the estimation of non -residential growth. City s taff allocated the growth to the various future services shown in Figure 3.1 based on a combination of considerations, including how advanced each area is in the entitlement process, existing or expected conditions of approval, and anticipated environmental or jurisdictional constraints.

Build-out development assumptions were also provided by City staff, and were developed based on consultations with each of the landowner s. Table 3.3 shows the Existing (201 5), Horizon Year and Build - Out citywide land use totals.

The Horizon Year housing and employment totals represent growth of about 81-percent and 339-percent, respectively, over 2015 conditions. Relative to the 2015 land uses, the housing grows by more than 20,000 units, and employment grows by almost 75,000 jobs.

Build-Out housing and employment totals represent growth of 107-percent and 491-percent, respectively, over 20 15 conditions. While the Build -Out case includes modest housing growth over Horizon Year conditions, at about 6,700 units, the employment growth is much greater, a t an additional 33,400 jobs, approximately.

Table 3.3: Transportation Master Plan Land Use Assumptions Within Tracy SOI Scenario
Single
Family
(DU)
Multi
Family
(DU)
Total
Housing
(DU)
Total
Employment
(EMP)
Jobs/
Housing
Ratio
2015 Model 21,014 3,926 24,940 22,032 0.88
2042 Model 34,842 10,175 45,017 96,826 2.15
2015 – 2042 Growth 13,828 6,249 20,077 74,794 -
Build Out Model 38,847 12,859 51,706 130,271 2.52
2042 – Build Out Growth 4,005 2,684 6,689 33,445 -
2015 – Build Out Growth 17,833 8,933 26,766 108,240 -
Notes

1. DU- Dwelling Units, EMP- Employees
East Side Industrial
(12)
Chrisman
(14)
Rocha
(15)
Kagehiro
(17)
Westside
Residential
(1)
South Linne
(4)
Tracy Hills
Industrial
(22)
Ellis
(3)
Tracy Hills
(5)
Westside Industrial
(11)
Cordes Ranch
(7)
Westside / Gateway
(6)
Bright
(8)
Catellus
(9)
I-205 Expansion
Chatel
(18)
Larch Clover
(13)
Berg/Byron
(16)
Filios
(10)
Tracy Alliance
(20)
Northeast Industrial
(21)
Downtown TOD
(2)
Downtown TOD
(2)
Tracy Village
(19)
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/gid00045/gid00064/gid00076/gid00076/gid00068/gid00081/gid00082/gid00001/gid00051/gid00067/gid00045/gid00064/gid00076/gid00076/gid00068/gid00081/gid00082/gid00001/gid00051/gid00067/gid00045/gid00064/gid00076/gid00076/gid00068/gid00081/gid00082/gid00001/gid00051/gid00067/gid00045/gid00064/gid00076/gid00076/gid00068/gid00081/gid00082/gid00001/gid00051/gid00067 /gid00036/gid00078/gid00081/gid00081/gid00064/gid00075/gid00001/gid00041/gid00078/gid00075/gid00075/gid00078/gid00086/gid00001/gid00051/gid00067/gid00036/gid00078/gid00081/gid00081/gid00064/gid00075/gid00001/gid00041/gid00078/gid00075/gid00075/gid00078/gid00086/gid00001/gid00051/gid00067/gid00036/gid00078/gid00081/gid00081/gid00064/gid00075/gid00001/gid00041/gid00078/gid00075/gid00075/gid00078/gid00086/gid00001/gid00051/gid00067/gid00036/gid00078/gid00081/gid00081/gid00064/gid00075/gid00001/gid00041/gid00078/gid00075/gid00075/gid00078/gid00086/gid00001/gid00051/gid00067 /gid00053/gid00081/gid00064/gid00066/gid00088/gid00001/gid00035/gid00075/gid00085/gid00067/gid00053/gid00081/gid00064/gid00066/gid00088/gid00001/gid00035/gid00075/gid00085/gid00067/gid00053/gid00081/gid00064/gid00066/gid00088/gid00001/gid00035/gid00075/gid00085/gid00067/gid00053/gid00081/gid00064/gid00066/gid00088/gid00001/gid00035/gid00075/gid00085/gid00067 /gid00046/gid00064/gid00066/gid00034/gid00081/gid00083/gid00071/gid00084/gid00081/gid00001/gid00037/gid00081/gid00046/gid00064/gid00066/gid00034/gid00081/gid00083/gid00071/gid00084/gid00081/gid00001/gid00037/gid00081/gid00046/gid00064/gid00066/gid00034/gid00081/gid00083/gid00071/gid00084/gid00081/gid00001/gid00037/gid00081/gid00046/gid00064/gid00066/gid00034/gid00081/gid00083/gid00071/gid00084/gid00081/gid00001/gid00037/gid00081 /gid00036/gid00071/gid00081/gid00072/gid00082/gid00076/gid00064/gid00077/gid00001/gid00051/gid00067/gid00036/gid00071/gid00081/gid00072/gid00082/gid00076/gid00064/gid00077/gid00001/gid00051/gid00067 /gid00052/gid00088/gid00066/gid00064/gid00076/gid00078/gid00081/gid00068/gid00001/gid00049/gid00074/gid00086/gid00088/gid00052/gid00088/gid00066/gid00064/gid00076/gid00078/gid00081/gid00068/gid00001/gid00049/gid00074/gid00086/gid00088 /gid00036/gid00068/gid00077/gid00083/gid00081/gid00064/gid00075/gid00001/gid00034/gid00085/gid00068/gid00036/gid00068/gid00077/gid00083/gid00081/gid00064/gid00075/gid00001/gid00034/gid00085/gid00068 /gid00035/gid00064/gid00077/gid00083/gid00064/gid00001/gid00051/gid00067/gid00035/gid00064/gid00077/gid00083/gid00064/gid00001/gid00051/gid00067 /gid00035/gid00072/gid00081/gid00067/gid00001/gid00051/gid00067/gid00035/gid00072/gid00081/gid00067/gid00001/gid00051/gid00067 /gid00034/gid00071/gid00068/gid00081/gid00077/gid00001/gid00051/gid00067/gid00034/gid00071/gid00068/gid00081/gid00077/gid00001/gid00051/gid00067 120CALIFORNIA
5 5
580
580
205
205
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3.4.2 Trip Generation Characteristics
Table 3.4 shows the floor area ratios and employee densities that were used to convert raw acreages of non-residential development to employees, which is the variable the Tracy Travel Demand Model uses.

Table 3.5 shows the raw vehicle trip generation rates used in the Tracy Travel Demand Model. These rates are based on the California Household Travel Survey (CHTS) for San Joaquin County , and are thus not locally validated rates for the City of Tracy. The vehicle trip generation rates are based on a combination of variables that inclu de household vehicle ownership, household size, household income , and trip purposes such as Home -based Work (HW), Home -based Shopping (HS), and Home -based Other (HO) .

Therefore, the rates provided in Table 3.5 for the model are a weighted average of these combinations in the City of Tracy for the Base Year rather than a direct rate . They are compared to the trip generation rates included in the Trip Generation Manual , 10 th Edition published by the Institute of Transportation Engineers (ITE). Note that while the ITE trip generation rates vary between single-family and multi-family residential units, the rates are equal within the Tracy Travel Demand Model as the model uses socioeconomic distributions to generate trips rather than using a flat rate for each dwelling unit.

Therefore, individual developments may have differing trip generation rates between single -family and multi-family developments even if the overall trip gene ration rate is the same because of the difference in socioeconomic distributions between the two developments.

Travel demand models are developed to generate trips based on a variety of factors and do not rely on ITE trip generation rates to generate trips. The City of Tracy model was validated based on traffic counts collected in the region using FHWA standard val idation methodologies. This validation exercise was reported to the City in a memorandum that can be found in Appendix E Table 3.4: FARs and Employment Densities
Category Retail Office Other
Employees/KSF1 2 3 1
Floor Area Ratio (FAR) 0.3 0.45 0.5
1 KSF = 1,000 square feet

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Table 3.5: Tracy Model Approximate Daily Vehicle Trip Generation Rates Land Use Type Units Model Trip Rate ITE Trip Rate
Single Family Dwelling Units 8.41 9.44
Multi Family Dwelling Units 8.41 5.44
Education Employees 0.44 21.00
Food Employees 29.35 21.26
Government Employees 6.43 7.45
Industrial Employees 3.08 5.05
Medical Employees 3.13 8.70
Office Employees 4.08 3.28
Other Employees 0.93 -
Retail Employees 21.97 16.11
Agriculture Employees 0.93 -
Elementary School Students 1.10 1.89
Middle/High School Students 1.10 2.03
College Students 0.35 1.56
The above rates are approximate because the actual rates depend on household vehicle ownership, household size, household income, and trip purpose.

ITE Trip Rates are from the Trip Generation Manual, 10th Edition published by the Institute of Transportation Engineers (ITE).

Single Family (ITE LU Code: 210), Multi Family (ITE LU Code: 221), Education (ITE LU Code: 520), Food (ITE LU Code: 932), Government (ITE LU Code: 730), Industrial (ITE LU Code: 150) , Medical (ITE LU Code: 720), Office (ITE LU Code: 710 ), Other (ITE LU Code: N/A), Retail (ITE LU Code: 820), Agriculture (ITE LU Code: N/A), Elementary School (ITE LU Code: 520), Middle/High School (ITE LU Code: 530), College (ITE LU Code: 550)

3.4.3 Trip Generation by Future Services
Table 3.6 shows the AM and PM peak -hour trip generation for each future service area, at Horizon Year and Build-Out. The Horizon Year trip generation for the 18 future service areas represents growth of about 111-percent compared to existing citywide trip generation. Build -out trip generation for the future services represents growth of 214 percent compared to existing citywide trip generation.

In Horizon Year, the future services with the highest trip generation growth are Tracy Hills, Cordes Ranch, and Gateway, all with between 2,500 and 6,000 PM peak-hour trips.

TMP Update | August 2022 77

Table 3.6: Tracy Model Estimated Peak Hour Vehicle Trip Generation for Service Areas Service Area Horizon Year Build Out
AM Trips PM Trips AM Trips PM Trips
Service Area 1
Westside Residential 860 690 930 740
Service Area 2
Downtown TOD 460 510 1,390 1,540
Service Area 3
Ellis 200 220 200 230
Service Area 4
South Linne 0 0 330 300
Service Area 5
Tracy Hills 2,460 2,680 3,490 3,650
Service Area 6
Gateway 2,670 2,890 2,910 3,080
Service Area 7
Cordes Ranch 5,730 5,630 9,020 9,330
Service Area 8
Bright Triangle 0 0 660 620
Service Area 9
Catellus 0 0 2,740 2,780
Service Area 10
Filios 430 530 480 560
Service Area 11
I-205 Expansion 190 190 1,710 1,860
Service Area 12
West Side Industrial 790 740 900 840
Service Area 13
East Side Industrial 1,060 980 1,220 1,130
Service Area 14
Larch Clover 170 170 2,660 3,070
Service Area 15
Chrisman 0 0 650 670
Service Area 16
Rocha 0 0 200 210
Service Area 17
Berg/Byron 490 380 720 590
Service Area 18
Kagehiro 230 220 240 230
Service Area 19
Tracy Village 450 360 480 390
Service Area 20
Tracy Alliance 390 350 450 420
Service Area 21
Northeast Industrial 520 470 610 560
Service Area 22
Tracy Hills Industrial 920 1,000 1,300 1,360
Service Area Totals 18,020 18,010 33,290 34,160

TMP Update | August 2022 78

3.4.4 Trip Distribution
Table 3.7 shows the trip distribution for the City of Tracy for both the existing year (2015) and the Horizon Year scenario. While the number of trips that are captured within the City falls from 29-percent to 27 - percent, the trips captured in San Joaquin County increases from 12-percent to 16-percent. There is still a large trip interaction with the Bay Area because while there are an increased number of trips, there is still the forecasted expectation of many trips leaving the City. However, trips between Tracy and the Bay Area drop from 43-percent in 2015 to 36-percent in the Horizon Year.

Table 3.7: Citywide Trip Distribution
Scenario Bay Area Stockton Tracy
San
Joaquin
County
Stanislaus
County
Merced
County Total
2015 43% 8% 29% 12% 7% 1% 100%
2042 36% 9% 27% 16% 11% 1% 100%

3.5 Horizon Year Forecasts, Network Sizing, and Performance

3.5.1 Horizon Year 2042 with Cut -Through Traffic and Without Peak Spreading Scenario Development
The City of Tracy currently experiences substantial cut -through traffic in the peak periods due to congestion on the I-580 and I-205 corridor. If incidents occur on the freeways, all trips are diverted onto the local city street system. As growth occurs in the Tri -County area, the regional travel demand model indicates increased cut -through traffic on the local streets. The cut -through traffic uses the on and off ramps to gain access to the local street systems on parallel rou tes. The cut-through traffic creates a grid- locked roadway system with no capacity for any future traffic growth.

As indicated in existing conditions, congestion on the I -580 and I -205 corridor has resulted in peak spreading for the AM and PM peak periods. This means that residents that live in Tracy and work in the Bay Area may leave earlier in the morning to work and come home earlier in the afternoon. The SJCOG travel demand model also indicates peak spreading characteristics for home-based work trips.

Forecast volumes from the model were post -processed to reflect growth from 2015 to 2042 to obtain intersection traffic volumes for Horizon Year future traffic volumes. Post-processing of the model data to provide peak hour intersection volumes was conducted in accordance with industry standards which included review of existing traffic volumes for consistency on major corridors within the City.

The results of the cut -through traffic and non-spreading of home-based work trips onto the freeways results in severe and substantial delay at intersections as indicated in Figure 3.2 with LOS worksheets for this scenario in Appendix F.

Subsequently, cut-through traffic was removed from the model and peak spreading applied consistent with current travel patterns to determine realistic traffic operations in the City of Tracy.

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/gid00038/gid00075/gid00068/gid00085/gid00068/gid00077/gid00083/gid00071/gid00001/gid00052/gid00083 /gid00054/gid00077/gid00072/gid00078/gid00077/gid00001/gid00049/gid00064/gid00066/gid00072/gid00195/gid00066/gid00001/gid00051/gid00064/gid00072/gid00075/gid00081/gid00078/gid00064/gid00067/gid00054/gid00077/gid00072/gid00078/gid00077/gid00001/gid00049/gid00064/gid00066/gid00072/gid00195/gid00066/gid00001/gid00051/gid00064/gid00072/gid00075/gid00081/gid00078/gid00064/gid00067 /gid00054/gid00077/gid00072/gid00078/gid00077/gid00001/gid00049/gid00064/gid00066/gid00072/gid00195/gid00066/gid00001/gid00051/gid00064/gid00072/gid00075/gid00081/gid00078/gid00064/gid00067/gid00054/gid00077/gid00072/gid00078/gid00077/gid00001/gid00049/gid00064/gid00066/gid00072/gid00195/gid00066/gid00001/gid00051/gid00064/gid00072/gid00075/gid00081/gid00078/gid00064/gid00067 /gid00054/gid00077/gid00072/gid00078/gid00077/gid00001/gid00049/gid00064/gid00066/gid00072/gid00195/gid00066/gid00001/gid00051/gid00064/gid00072/gid00075/gid00081/gid00078/gid00064/gid00067/gid00054/gid00077/gid00072/gid00078/gid00077/gid00001/gid00049/gid00064/gid00066/gid00072/gid00195/gid00066/gid00001/gid00051/gid00064/gid00072/gid00075/gid00081/gid00078/gid00064/gid00067 /gid00035/gid00068/gid00083/gid00071/gid00064/gid00077/gid00088/gid00001/gid00051/gid00067/gid00035/gid00068/gid00083/gid00071/gid00064/gid00077/gid00088/gid00001/gid00051/gid00067 /gid00037/gid00084/gid00081/gid00071/gid00064/gid00076/gid00001/gid00039/gid00068/gid00081/gid00081/gid00088/gid00001/gid00051/gid00067/gid00037/gid00084/gid00081/gid00071/gid00064/gid00076/gid00001/gid00039/gid00068/gid00081/gid00081/gid00088/gid00001/gid00051/gid00067 /gid00045/gid00072/gid00077/gid00077/gid00068/gid00001/gid00051/gid00067/gid00045/gid00072/gid00077/gid00077/gid00068/gid00001/gid00051/gid00067 /gid00055/gid00064/gid00075/gid00079/gid00072/gid00066/gid00078/gid00001/gid00051/gid00067/gid00055/gid00064/gid00075/gid00079/gid00072/gid00066/gid00078/gid00001/gid00051/gid00067 /gid00038/gid00075/gid00068/gid00085/gid00068/gid00077/gid00083/gid00071/gid00001/gid00052/gid00083/gid00038/gid00075/gid00068/gid00085/gid00068/gid00077/gid00083/gid00071/gid00001/gid00052/gid00083 /gid00035/gid00088/gid00081/gid00078/gid00077/gid00001/gid00051/gid00067/gid00035/gid00088/gid00081/gid00078/gid00077/gid00001/gid00051/gid00067 /gid00046/gid00078/gid00084/gid00077/gid00083/gid00064/gid00072/gid00077/gid00001/gid00041/gid00078/gid00084/gid00082/gid00068/gid00001/gid00049/gid00074/gid00086/gid00088/gid00046/gid00078/gid00084/gid00077/gid00083/gid00064/gid00072/gid00077/gid00001/gid00041/gid00078/gid00084/gid00082/gid00068/gid00001/gid00049/gid00074/gid00086/gid00088 /gid00051/gid00068/gid00068/gid00085/gid00068/gid00082/gid00001/gid00051/gid00067/gid00051/gid00068/gid00068/gid00085/gid00068/gid00082/gid00001/gid00051/gid00067 /gid00041/gid00064/gid00077/gid00082/gid00068/gid00077/gid00001/gid00051/gid00067/gid00041/gid00064/gid00077/gid00082/gid00068/gid00077/gid00001/gid00051/gid00067 /gid00042/gid00077/gid00083/gid00068/gid00081/gid00077/gid00064/gid00083/gid00072/gid00078/gid00077/gid00064/gid00075/gid00001/gid00049/gid00074/gid00086/gid00088 /gid00041/gid00064/gid00077/gid00082/gid00068/gid00077/gid00001/gid00051/gid00067/gid00041/gid00064/gid00077/gid00082/gid00068/gid00077/gid00001/gid00051/gid00067 /gid00045/gid00064/gid00076/gid00076/gid00068/gid00081/gid00082/gid00001/gid00051/gid00067/gid00045/gid00064/gid00076/gid00076/gid00068/gid00081/gid00082/gid00001/gid00051/gid00067/gid00045/gid00064/gid00076/gid00076/gid00068/gid00081/gid00082/gid00001/gid00051/gid00067 /gid00036/gid00078/gid00081/gid00081/gid00064/gid00075/gid00001/gid00041/gid00078/gid00075/gid00075/gid00078/gid00086/gid00001/gid00051/gid00067/gid00036/gid00078/gid00081/gid00081/gid00064/gid00075/gid00001/gid00041/gid00078/gid00075/gid00075/gid00078/gid00086/gid00001/gid00051/gid00067 /gid00053/gid00081/gid00064/gid00066/gid00088/gid00001/gid00035/gid00075/gid00085/gid00067/gid00053/gid00081/gid00064/gid00066/gid00088/gid00001/gid00035/gid00075/gid00085/gid00067/gid00053/gid00081/gid00064/gid00066/gid00088/gid00001/gid00035/gid00075/gid00085/gid00067 /gid00046/gid00064/gid00066/gid00034/gid00081/gid00083/gid00071/gid00084/gid00081/gid00001/gid00037/gid00081/gid00046/gid00064/gid00066/gid00034/gid00081/gid00083/gid00071/gid00084/gid00081/gid00001/gid00037/gid00081 /gid00036/gid00071/gid00081/gid00072/gid00082/gid00076/gid00064/gid00077/gid00001/gid00051/gid00067/gid00036/gid00071/gid00081/gid00072/gid00082/gid00076/gid00064/gid00077/gid00001/gid00051/gid00067 /gid00052/gid00088/gid00066/gid00064/gid00076/gid00078/gid00081/gid00068/gid00001/gid00049/gid00074/gid00086/gid00088 /gid00036/gid00068/gid00077/gid00083/gid00081/gid00064/gid00075/gid00001/gid00034/gid00085/gid00068 /gid00035/gid00064/gid00077/gid00083/gid00064/gid00001/gid00051/gid00067/gid00035/gid00064/gid00077/gid00083/gid00064/gid00001/gid00051/gid00067 /gid00035/gid00072/gid00081/gid00067/gid00001/gid00051/gid00067/gid00035/gid00072/gid00081/gid00067/gid00001/gid00051/gid00067 /gid00034/gid00071/gid00068/gid00081/gid00077/gid00001/gid00051/gid00067/gid00034/gid00071/gid00068/gid00081/gid00077/gid00001/gid00051/gid00067 120CALIFORNIA
5 5
580
580
205
205
7 98
99 47
28 31
6 5 10
64 68
67 83
38 60 80 96
9578
59 755832 53
33 907457
87 86 102
55 8872
73 51
48 4950
2 1
4 8
9 30
36 37
39 52
63 62
70 71
76 77
79 81
82 84
85 89
9192
93 94
105
106
100
101
107
34 3
19 20 2927
22 21
23 103
46 45
11 24
54 35
40 42
43 12
13 14
15 16
17 18
25 26
41 44
56 61
65 66
69 97
104
84 1
9 9
9 2
2 2
9 9
9 3
53 53
1 1
1 /gid00046/gid00046
6 /gid00046/gid00064/gid00046
6 6
7 57
57 2
51 51
1 /gid00081
/gid00037
/gid00081/gid00001/gid00037/gid00081/gid00001/gid00037/gid000819 /gid00081
/gid000819
/gid00037/gid00081/gid00037/gid000819
9 9
9 7
87 87
50 50
50 30
30 30
0 10
0 /gid00076/gid00068/gid00081/gid00082/gid00076/gid00068/gid00081/gid0008233 /gid00068/gid00081/gid00082/gid00001/gid00068/gid00081/gid00082/gid0000133 /gid0007633
/gid000452
/gid00045/gid000452
2 9
99 99
1 1
1 5
5 36
36 36
6 7
1 1
/gid00042/gid00077/gid00083/gid00042/gid00077
2 /gid00077/gid00083/gid00042/gid000772
/gid00034/gid00001/gid00037
/gid00036/gid00001/gid00034
1 1
1 /gid00037/gid00001/gid00035
2 /gid00035/gid00001/gid00035
1 1
21 /gid00038/gid00001/gid00036
/gid00034/gid00001/gid00034
/gid00036/gid00001/gid00037
3 /gid00067/gid00051
3 3/gid00035/gid00001/gid00034
/gid00036/gid00001/gid00034
/gid00034/gid00001/gid00035
/gid00036/gid00001/gid00037
3 3
3/gid00035/gid00001/gid00035
7 /gid00068/gid00001/gid00086/gid00088/gid00068/gid00001/gid00049/gid00074/gid00086/gid00088 /gid00068/gid00068
7 /gid00086/gid000887/gid00036/gid00001/gid00035
/gid00056/gid00068/gid00082
/gid00083/gid00068
/gid00056/gid00068/gid00082/gid00083/gid00056/gid00068/gid00082/gid00083/gid00068 /gid00068/gid00082/gid00068/gid00082/gid00083
/gid00056/gid00068/gid00056/gid00056/gid00068
/gid00082/gid00083/gid00068/gid00081/gid00068/gid00083/gid00083/gid00068/gid00082/gid00083/gid00068 /gid00036/gid00001/gid00036
/gid00035/gid00001/gid00035
/gid00037/gid00001/gid00036
4 4
44 /gid00037/gid00001/gid00036
/gid00038/gid00001/gid00038
3 2
8 8
/gid00037/gid00001/gid00035
/gid00038/gid00001/gid00037
/gid00039/gid00001/gid00036
/gid00077/gid00064/gid00077/gid00064/gid00077/gid00064
/gid000774
/gid00077/gid000644
/gid00039/gid00001/gid00039
/gid00037/gid00001/gid00037
/gid00037/gid00001/gid00036
/gid00036/gid00001/gid00034
/gid00039/gid00001/gid00037
/gid00039/gid00001/gid00037/gid00034/gid00001/gid00034
/gid00034/gid00001/gid00034
/gid00038/gid00001/gid00036
/gid00039/gid00001/gid00039
1 1
/gid00037/gid00001/gid00036
/gid00038/gid00001/gid00036
1 1
/gid00038/gid00001/gid00037
/gid00039/gid00001/gid00039
/gid00038/gid00001/gid00036
/gid00038/gid00001/gid00035
/gid00039/gid00001/gid00037
/gid00039/gid00001/gid00039
4 4
/gid00038/gid00001/gid00037
/gid00037/gid00001/gid00034
/gid00036/gid00001/gid00035
4 474
4 /gid00035/gid00001/gid00034
/gid00038/gid00001/gid00036
/gid00038/gid00001/gid00037
/gid00039/gid00001/gid00034
4 48
48 /gid00037/gid00001/gid00036
/gid00039/gid00001/gid00038/gid00039/gid00001/gid00035
/gid00037/gid00001/gid00034/gid00039/gid00001/gid00039
8 8
/gid00039/gid00001/gid00039
/gid00039/gid00001/gid00038
4 /gid00039/gid00001/gid00037
/gid00067/gid00067/gid00067
5 55
/gid00067/gid00067/gid00067
55 /gid00038/gid00001/gid00036
/gid00039/gid00001/gid00036
/gid00038/gid00001/gid00034
9 9
9 /gid00039/gid00001/gid00036
/gid00038/gid00001/gid00036
0 60
60 /gid00038/gid00001/gid00035
3 3
2 2
2 /gid00037/gid00001/gid00035
/gid00078/gid00086/gid00078/gid00086
/gid00078/gid00086/gid00001/gid00078/gid00086/gid00001/gid000515 /gid00078/gid000785
/gid00034/gid00001/gid00034
/gid00036/gid00001/gid00036
6 6
6 /gid00036/gid00001/gid00036
8 /gid00036/gid00001/gid00035
/gid00037/gid00001/gid00037
4 /gid00037/gid00037/gid00037/gid00037
64 64
/gid00039/gid00001/gid00034
3 73
73 /gid00039/gid00001/gid00039
4 74
74 /gid00038/gid00001/gid00037
5 75
75 /gid00038/gid00001/gid00036
7 7
76 /gid00037/gid00001/gid00035
7 7
7 /gid00035/gid00001/gid00034
8 /gid00036/gid00036
78 78
/gid00038/gid00001/gid00038
/gid00037/gid00001/gid00035
/gid00037/gid00001/gid00037
5 5
/gid00036/gid00001/gid00035
/gid00034/gid00001/gid00034
8 8
8 /gid00035/gid00001/gid00039
/gid00046/gid00064/gid00046/gid000648
8 /gid00046/gid00064/gid00066/gid00046/gid0006489
/gid00038/gid00001/gid00036
/gid00039/gid00001/gid00035
/gid00039/gid00001/gid00039
/gid00039/gid00001/gid00036
92 /gid00035/gid00001/gid00035
9 9
9 /gid00039/gid00001/gid00038
4 94
94 /gid00039/gid00001/gid00036
5 5
5 /gid00037/gid00001/gid00036
/gid00036/gid00001/gid00036
/gid00038/gid00001/gid00036
/gid00039/gid00001/gid00036
9 9
/gid00039/gid00001/gid00039
/gid00039/gid00001/gid00039
0 00
00 1
01 01
/gid00035/gid00001/gid00034
2 02
02 /gid00039/gid00001/gid00037
55 05
05 /gid00036/gid00001/gid00035
/gid00039/gid00001/gid00038
/gid00081/gid00064/gid00066/gid00088
/gid00053/gid00081/gid00064/gid00053/gid00081/gid00064/gid00066/gid00088 /gid00088/gid00088
/gid00053/gid00081/gid00064/gid00066/gid00053/gid00081/gid00064/gid00066/gid00088/gid00001/gid000350 /gid00053/gid00053/gid000810
/gid00036/gid00001/gid00035
/gid00038/gid00001/gid00037
1 1
1 /gid00039/gid00001/gid00037
4 4
4 /gid00038/gid00001/gid00036
4 46
46/gid00035/gid00001/gid00035
7 /gid00037/gid00001/gid00037
68 68
68 /gid00036/gid00001/gid00037
1 1
1 3.90 1.64
/gid00045/gid00068/gid00070/gid00068/gid00077/gid00067
/gid00036/gid00072/gid00083/gid00088/gid00001/gid00045/gid00072/gid00076/gid00072/gid00083/gid00082 /gid00052/gid00079/gid00071/gid00068/gid00081/gid00068/gid00001/gid00078/gid00069/gid00001/gid00042/gid00077/gid00197/gid00084/gid00068/gid00077/gid00066/gid00068 /gid00052/gid00072/gid00070/gid00077/gid00064/gid00075/gid00072/gid00089/gid00068/gid00067/gid00001/gid00045/gid00068/gid00085/gid00068/gid00075/gid00001/gid00078/gid00069/gid00001/gid00052/gid00068/gid00081/gid00085/gid00072/gid00066/gid00068/gid00001/gid00034/gid00046/gid00016/gid00049/gid00046/gid00001 /gid00054/gid00077/gid00014/gid00082/gid00072/gid00070/gid00077/gid00064/gid00075/gid00072/gid00089/gid00068/gid00067/gid00001/gid00045/gid00068/gid00085/gid00068/gid00075/gid00001/gid00078/gid00069/gid00001/gid00052/gid00068/gid00081/gid00085/gid00072/gid00066/gid00068/gid00001/gid00034/gid00046/gid00016/gid00049/gid00046/gid00001 /gid00051/gid00078/gid00084/gid00077/gid00067/gid00064/gid00065/gid00078/gid00084/gid00083/gid00001/gid00045/gid00068/gid00085/gid00068/gid00075/gid00001/gid00078/gid00069/gid00001/gid00052/gid00068/gid00081/gid00085/gid00072/gid00066/gid00068/gid00001/gid00034/gid00046/gid00016/gid00049/gid00046/gid00001 X Y
X Y
#
/gid00039/gid00084/gid00083/gid00084/gid00081/gid00068/gid00001/gid00042/gid00077/gid00083/gid00068/gid00081/gid00082/gid00068/gid00066/gid00083/gid00072/gid00078/gid00077 /gid00038/gid00087/gid00072/gid00082/gid00083/gid00072/gid00077/gid00070/gid00001/gid00042/gid00077/gid00083/gid00068/gid00081/gid00082/gid00068/gid00066/gid00083/gid00072/gid00078/gid00077 X Y
#
Source: ESRI, Kimley-Horn
/gid00017/gid00018/gid00019/gid00017/gid00015/gid00022
/gid00046/gid00072/gid00075/gid00068/gid00082/gid00001/gid00009/gid00034/gid00079/gid00079/gid00081/gid00078/gid00087/gid00072/gid00076/gid00064/gid00083/gid00068/gid00010 /gid00047/gid00078/gid00081/gid00083/gid00071
/gid00036/gid00072/gid00083/gid00088/gid00001/gid00078/gid00069/gid00001/gid00053/gid00081/gid00064/gid00066/gid00088/gid00001/gid00053/gid00081/gid00064/gid00077/gid00082/gid00079/gid00078/gid00081/gid00083/gid00064/gid00083/gid00072/gid00078/gid00077/gid00001/gid00046/gid00064/gid00082/gid00083/gid00068/gid00081/gid00001/gid00049/gid00075/gid00064/gid00077 /gid00039/gid00072/gid00070/gid00084/gid00081/gid00068/gid00001/gid00020/gid00015/gid00019/gid00027/gid00001/gid00041/gid00078/gid00081/gid00072/gid00089/gid00078/gid00077/gid00001/gid00058/gid00068/gid00064/gid00081/gid00001/gid00034/gid00046/gid00001/gid00009/gid00049/gid00046/gid00010/gid00001/gid00045/gid00068/gid00085/gid00068/gid00075/gid00001/gid00078/gid00069/gid00001/gid00052/gid00068/gid00081/gid00085/gid00072/gid00066/gid00068 /gid00056/gid00072/gid00083/gid00071/gid00001/gid00036/gid00084/gid00083/gid00014/gid00053/gid00071/gid00081/gid00078/gid00084/gid00070/gid00071/gid00001/gid00053/gid00081/gid00064/gid00192/gid00066/gid00001/gid00064/gid00077/gid00067/gid00001/gid00047/gid00078/gid00001/gid00049/gid00068/gid00064/gid00074/gid00001/gid00052/gid00079/gid00081/gid00068/gid00064/gid00067/gid00072/gid00077/gid00070

TMP Update | August 2022 80

3.5.2 Horizon Year 2042 Without Cut-Through Traffic and With Peak Spreading Scenario Development
Figure 3.3 shows the recommended Horizon Year roadway network. This network was developed in consultation with City staff and based on iterative Travel Demand Model runs. Some of the guiding principles that underlie this network are:
• Consistency with the San Joaquin County Expressways Study • Preservation of 4 -lane maximum arterial widths where possible, to promote a more walkable, bikeable environment, particularly in new areas of future development where sustainable practices can be applied in an equitable manner
• Consistency with the roadway plans in entitled project areas (Ellis Specific Plan and Gateway) • Provision of maximum v/c ratios of 0.8 – 0.9 (roughly corresponding to a LOS D - E operation on a link-volume basis) to the maximum extent possible
• Provision of ke y roadway connections and freeway interchanges that are needed to serve substantial traffic volumes by Horizon Year, even if full use of those roadway connections and interchanges is not projected until beyond Horizon Year It is very important to note that the link -based v/c ratios provide a general guide to how the major roadway segments would function in Horizon Year. A more accurate assessment of roadway capacity will be available when intersection turn movement forecasts are developed and service level calculations are performed, following this link-level forecasting step.

Figure 3.4 and Figure 3.5 present roadway segment forecasts for the AM and PM peak hours, respectively.

For segments where existing peak hour counts are available, growth on the link was recorded between the existing (2015) model and the future (Horizon Year) model. This growth was a dded to the existing counts to represent a Horizon Year estimate of volume on each link. This method of forecasting is called the difference method. These forecasted volumes were then compared to the capacity of the links based on the Tracy General Plan roadway capacities.

Total daily VMT by jurisdiction for the City of Tracy, the Tracy SOI, and San Joaquin County are summarized for the three scenarios in Table 3.8 below.

Table 3.8: Total Daily VMT by Jurisdiction and by Scenario Scenario City of Tracy Tracy SOI San Joaquin County
Existing (2015) 1,938,040 2,393,139 20,173,257
Horizon Year 4,317,381 7,671,988 33,234,673
Build Out 4,816,873 10,889,270 36,676,774

Promontory PkwyPromontory PkwyCapital Parks DrCapital Parks Dr Commerce WayCommerce Way
Von Sosten RdVon Sosten Rd
Old Schulte RdOld Schulte Rd
PattersonPass RdPattersonPass Rd
Schulte RdSchulte Rd
Grant Line RdGrant Line Rd
Grant Line RdGrant Line Rd
Pescadero AvePescadero Ave
Arbor AveArbor Ave Golden Valley PkwyGolden Valley Pkwy 11th St11th St
Byron RdByron Rd
Middle RdMiddle Rd
Larch RdLarch Rd
Bethany RdBethany Rd
Kasso
n Rd
Kasson Rd
Durham Ferry RdDurham Ferry Rd
Linne RdLinne Rd
Valpico RdValpico Rd
Tracy Hills DrTracy Hills Dr
Crossroads DrCrossroads DrWestern Pacific WyWestern Pacific Wy Ellis DrEllis Dr
11th St11th St
Byron RdByron Rd
Mountain House PkwyMountain House Pkwy
Reeve RdReeve Rd
Hansen RdHansen Rd
Lammers RdLammers Rd Lammers RdLammers Rd
Corral Hollow RdCorral Hollow Rd Corral Hollow RdCorral Hollow Rd Pavillion PkwyPavillion Pkwy
Tracy BlvdTracy Blvd
Paradise AveParadise Ave
Tracy BlvdTracy Blvd
Central AveCentral AveHolly DrHolly Dr
MacArthur DrMacArthur Dr
Chrisman RdChrisman Rd
Banta RdBanta Rd
Bird RdBird Rd
Ahern RdAhern Rd
Sycamor e Pk w ySycamor e Pkw y
Pa
villion P kwy
Pav
illion P
kwy
*Existing*Existing
4 4
4 4
4 4
44 2
4 4
2 2
2 4
4 4
2 4 44
4 22
24 44
4 4
4 6
4 8
46 4
4 4
4 4
4 4
6 66 64
2 6
4 4
6 6
6 8
2 2
2 2
2 2
2 2
2 2
2 2
2 2
2 2
2 4
4 4
4 4
4 4
44 2
4 444
4 4
4 2
4 2
2 2
44 4
4 2
2 2
2 4
4 4
4 6
4 4
2 4 4
4 4
2 2
2 4 6
6 33

CALIFORNIA
120CALIFORNIA
5 5
580
580
205
205
J4J4
J4J4
Not to Scale
NOTES: This graphic shows the arterial/expressway system. Key new collectors are also shown.

This graphic does not show additional project level network connections that will be required as part of development approvals. /gid00049/gid00081/gid00078/gid00079/gid00078/gid00082/gid00068/gid00067/gid00001/gid00039/gid00081/gid00068/gid00068/gid00086/gid00064/gid00088/gid00001/gid00042/gid00077/gid00083/gid00068/gid00081/gid00066/gid00071/gid00064/gid00077/gid00070/gid00068 /gid00038/gid00087/gid00072/gid00082/gid00083/gid00072/gid00077/gid00070/gid00001/gid00039/gid00081/gid00068/gid00068/gid00086/gid00064/gid00088/gid00001/gid00042/gid00077/gid00083/gid00068/gid00081/gid00066/gid00071/gid00064/gid00077/gid00070/gid00068 /gid00039/gid00081/gid00068/gid00068/gid00086/gid00064/gid00088 /gid00046/gid00064/gid00073/gid00078/gid00081/gid00001/gid00034/gid00081/gid00083/gid00068/gid00081/gid00072/gid00064/gid00075/gid00001/gid00009/gid00036/gid00072/gid00083/gid00088/gid00001/gid00078/gid00069/gid00001/gid00053/gid00081/gid00064/gid00066/gid00088/gid00010 /gid00036/gid00078/gid00084/gid00077/gid00083/gid00088/gid00001/gid00038/gid00087/gid00079/gid00081/gid00068/gid00082/gid00082/gid00086/gid00064/gid00088/gid00001/gid00009/gid00052/gid00064/gid00077/gid00001/gid00043/gid00078/gid00064/gid00080/gid00084/gid00072/gid00077/gid00010 /gid00036/gid00078/gid00084/gid00077/gid00083/gid00088/gid00001/gid00051/gid00078/gid00064/gid00067 /gid00034/gid00081/gid00083/gid00068/gid00081/gid00072/gid00064/gid00075 /gid00036/gid00078/gid00075/gid00075/gid00068/gid00066/gid00083/gid00078/gid00081 /gid00048/gid00077/gid00014/gid00082/gid00072/gid00083/gid00068/gid00001/gid00051/gid00078/gid00064/gid00067/gid00082/gid00001/gid00009/gid00047/gid00078/gid00077/gid00014/gid00049/gid00081/gid00078/gid00070/gid00081/gid00064/gid00076/gid00010 /gid00051/gid00064/gid00072/gid00075/gid00081/gid00078/gid00064/gid00067 /gid00052/gid00079/gid00071/gid00068/gid00081/gid00068/gid00001/gid00078/gid00069/gid00001/gid00042/gid00077/gid00197/gid00084/gid00068/gid00077/gid00066/gid00068 /gid00036/gid00072/gid00083/gid00088/gid00001/gid00045/gid00072/gid00076/gid00072/gid00083/gid00082 /gid00045/gid00068/gid00070/gid00068/gid00077/gid00067
This interchange is not in any CalTrans of SJCOG travel demand model. The City has no information regarding
its connectivity of adjacent land use assumptions.
/gid00036/gid00072/gid00083/gid00088/gid00001/gid00078/gid00069/gid00001/gid00053/gid00081/gid00064/gid00066/gid00088/gid00001/gid00053/gid00081/gid00064/gid00077/gid00082/gid00079/gid00078/gid00081/gid00083/gid00064/gid00083/gid00072/gid00078/gid00077/gid00001/gid00046/gid00064/gid00082/gid00083/gid00068/gid00081/gid00001/gid00049/gid00075/gid00064/gid00077 /gid00039/gid00072/gid00070/gid00084/gid00081/gid00068/gid00001/gid00020/gid00015/gid00020/gid00027/gid00001/gid00041/gid00078/gid00081/gid00072/gid00089/gid00078/gid00077/gid00001/gid00058/gid00068/gid00064/gid00081/gid00001/gid00047/gid00084/gid00076/gid00065/gid00068/gid00081/gid00001/gid00078/gid00069/gid00001/gid00045/gid00064/gid00077/gid00068/gid00082 Source: ESRI, Kimley-Horn
/gid00047/gid00078/gid00081/gid00083/gid00071
/gid00017/gid00018/gid00019/gid00017/gid00015/gid00022
/gid00046/gid00072/gid00075/gid00068/gid00082/gid00001/gid00009/gid00034/gid00079/gid00079/gid00081/gid00078/gid00087/gid00072/gid00076/gid00064/gid00083/gid00068/gid00010 Schulte Rd Schulte Rd
Von Sosten RdVon Sosten Rd
Old Schulte RdOld Schulte Rd
PattersonPass RdPattersonPass Rd
Schulte RdSchulte Rd
Grant Line RdGrant Line Rd
Grant Line RdGrant Line Rd
Arbor AveArbor Ave
11th St11th St
Byron RdByron Rd
Middle RdMiddle Rd
Larch RdLarch Rd
Bethany RdBethany Rd
Kasso
n Rd
Kasson Rd
Durham Ferry RdDurham Ferry Rd
Linne RdLinne Rd
Valpico RdValpico Rd
Crossroads DrCrossroads Dr
Ellis DrEllis Dr
11th St11th St
Byron RdByron Rd
Mountain House PkwyMountain House Pkwy
Reeve RdReeve Rd
Hansen RdHansen Rd
Lammers RdLammers Rd Lammers RdLammers Rd
Corral Hollow RdCorral Hollow Rd Corral Hollow RdCorral Hollow Rd Pavilion ParkwayPavilion Parkway
Capital Parks DrCapital Parks Dr
Promontory ParkwayPromontory Parkway
Tracy BlvdTracy Blvd
Paradise AveParadise Ave
Tracy BlvdTracy Blvd
Holly DrHolly Dr
MacArthur DrMacArthur Dr
Chrisman RdChrisman Rd
Banta RdBanta Rd
Bird RdBird Rd
Ahern RdAhern Rd
Sycamor e Pk w ySycamor e Pkw y
Pa
villion P kwy
Pav
illion P
kwy
Tracy Hills DrTracy Hills Dr
International PkwyInternational Pkwy
2,760
2,580
990
760
2,1382,138
1,0741,074
1,2841,284
5050
10,05210,052
2,8922,892
972972
2,2112,211
592592
1,3551,355
478478
566566
846846
432432
641641
459459784784653653403403
599599
9898
247247
649649
446446550550
541541
675675
790790
812812
312312
440440116116
561561
432432
245245
366366
181181
102102
406406
495495
429429
400400
1,2251,225
882882 6565
138138
2,5402,540
2,1342,134
742742393393
396396
251251
822822
478478
352352
8888
457457
432432
875875
1,3461,346 477477
311311
1,3861,386907907
336336
378378
450450
1,3971,397
326326
1,1311,131
264264840840
355355
716716
444444
408408
524524
235235
913913
3223221,0451,045
540540
1,4771,477
493493
897897
965965
806806
843843
330330
204204
923923
337337
1,2551,255
1,0371,037
10,33410,334
2,7092,709
1,0601,060
391391
873873
532532
1,0081,008
832832
521521
257257
804804
510510
340340
148148
1,1511,151
479479
465465
441441
381381
467467
265265
241241
985985
169169
1,1341,134
396396
1,1111,111
370370
105105
180180
999999
8989
1,2091,209
751751221221
438438
715715
550550
774774
393393
561561
472472
608608
831831
497497
945945
131131
355355
229229
8080
404404
470470
9595
121121
400400
595595
1,3431,343
573573
1,0281,028
484484
546546
515515
1,0401,040
876876
598598
1,0371,037
33 CALIFORNIA
120CALIFORNIA
5 5
580
580
205
205
J4J4
J4J4
Not to Scale
/gid00049/gid00081/gid00078/gid00079/gid00078/gid00082/gid00068/gid00067/gid00001/gid00039/gid00081/gid00068/gid00068/gid00086/gid00064/gid00088/gid00001/gid00042/gid00077/gid00083/gid00068/gid00081/gid00066/gid00071/gid00064/gid00077/gid00070/gid00068 /gid00038/gid00087/gid00072/gid00082/gid00083/gid00072/gid00077/gid00070/gid00001/gid00039/gid00081/gid00068/gid00068/gid00086/gid00064/gid00088/gid00001/gid00042/gid00077/gid00083/gid00068/gid00081/gid00066/gid00071/gid00064/gid00077/gid00070/gid00068 /gid00039/gid00081/gid00068/gid00068/gid00086/gid00064/gid00088 /gid00046/gid00064/gid00073/gid00078/gid00081/gid00001/gid00034/gid00081/gid00083/gid00068/gid00081/gid00072/gid00064/gid00075/gid00001/gid00009/gid00036/gid00072/gid00083/gid00088/gid00001/gid00078/gid00069/gid00001/gid00053/gid00081/gid00064/gid00066/gid00088/gid00010 /gid00036/gid00078/gid00084/gid00077/gid00083/gid00088/gid00001/gid00038/gid00087/gid00079/gid00081/gid00068/gid00082/gid00082/gid00086/gid00064/gid00088/gid00001/gid00009/gid00052/gid00064/gid00077/gid00001/gid00043/gid00078/gid00064/gid00080/gid00084/gid00072/gid00077/gid00010 /gid00036/gid00078/gid00084/gid00077/gid00083/gid00088/gid00001/gid00051/gid00078/gid00064/gid00067 /gid00034/gid00081/gid00083/gid00068/gid00081/gid00072/gid00064/gid00075 /gid00036/gid00078/gid00075/gid00075/gid00068/gid00066/gid00083/gid00078/gid00081 /gid00048/gid00077/gid00014/gid00082/gid00072/gid00083/gid00068/gid00001/gid00051/gid00078/gid00064/gid00067/gid00082/gid00001/gid00009/gid00047/gid00078/gid00077/gid00014/gid00049/gid00081/gid00078/gid00070/gid00081/gid00064/gid00076/gid00010 /gid00051/gid00064/gid00072/gid00075/gid00081/gid00078/gid00064/gid00067 /gid00052/gid00079/gid00071/gid00068/gid00081/gid00068/gid00001/gid00078/gid00069/gid00001/gid00042/gid00077/gid00197/gid00084/gid00068/gid00077/gid00066/gid00068 /gid00036/gid00072/gid00083/gid00088/gid00001/gid00045/gid00072/gid00076/gid00072/gid00083/gid00082 /gid00045/gid00068/gid00070/gid00068/gid00077/gid00067
NOTES: This graphic shows the arterial/expressway system. Key new collectors are also shown.

This graphic does not show additional project level network connections that will be required as part of development approvals.

This interchange is not in any CalTrans of SJCOG travel demand model. The City has no information regarding
its connectivity of adjacent land use assumptions.
/gid00036/gid00072/gid00083/gid00088/gid00001/gid00078/gid00069/gid00001/gid00053/gid00081/gid00064/gid00066/gid00088/gid00001/gid00053/gid00081/gid00064/gid00077/gid00082/gid00079/gid00078/gid00081/gid00083/gid00064/gid00083/gid00072/gid00078/gid00077/gid00001/gid00046/gid00064/gid00082/gid00083/gid00068/gid00081/gid00001/gid00049/gid00075/gid00064/gid00077 /gid00039/gid00072/gid00070/gid00084/gid00081/gid00068/gid00001/gid00020/gid00015/gid00021/gid00027/gid00001/gid00041/gid00078/gid00081/gid00072/gid00089/gid00078/gid00077/gid00001/gid00058/gid00068/gid00064/gid00081/gid00001/gid00034/gid00046/gid00001/gid00049/gid00068/gid00064/gid00074/gid00001/gid00041/gid00078/gid00084/gid00081/gid00001/gid00055/gid00078/gid00075/gid00084/gid00076/gid00068/gid00082 Source: ESRI, Kimley-Horn
/gid00047/gid00078/gid00081/gid00083/gid00071
Schulte Rd Schulte Rd
Von Sosten RdVon Sosten Rd
Old Schulte RdOld Schulte Rd
International PkwyInternational Pkwy PattersonPass RdPattersonPass Rd Schulte RdSchulte Rd
Grant Line RdGrant Line Rd
Grant Line RdGrant Line Rd
Arbor AveArbor Ave
11th St11th St
Byron RdByron Rd
Middle RdMiddle Rd
Larch RdLarch Rd
Bethany RdBethany Rd
Kasso
n Rd
Kasson Rd
Durham Ferry RdDurham Ferry Rd
Linne RdLinne Rd
Valpico RdValpico Rd
Crossroads DrCrossroads Dr
Ellis DrEllis Dr
11th St11th St
Byron RdByron Rd
Mountain House PkwyMountain House Pkwy
Reeve RdReeve Rd
Hansen RdHansen Rd
Lammers RdLammers Rd Lammers RdLammers Rd
Corral Hollow RdCorral Hollow Rd Corral Hollow RdCorral Hollow Rd Pavillion ParkwayPavillion Parkway
Tracy BlvdTracy Blvd
Paradise AveParadise Ave
Tracy BlvdTracy Blvd
Holly DrHolly Dr
MacArthur DrMacArthur Dr
Chrisman RdChrisman Rd
Banta RdBanta Rd
Bird RdBird Rd
Ahern RdAhern Rd
Sycamor e Pk w ySycamor e Pkw y
Pa
villion P kwy
Pav
illion P
kwy
Tracy Hills DrTracy Hills Dr
Capital Parks DrCapital Parks Dr
Promontory ParkwayPromontory Parkway
2,760
2,580
990
760
1,3531,353
901901
468468 1,2941,294
3,3603,360
10,07810,078
1,5371,537
1,1511,151
1,0251,025
1,1411,141
157157416416
126126
618618
146146
599599481481746746
436436
269269
228228
102102
187187
5195197171
235235
488488
171171
147147
656656
9494
467467
400400150150
245245
6565
8282
138138
416416
521521
393393
385385
552552
897897 149149
6464
2,7322,732
2,4432,443
6806801,1281,128
267267
500500
409409
593593
8181
165165
504504
547547 1,4831,483
1,2041,204 265265
640640
9499491,7331,733
955955
206206
1,4391,439
320320
1,1061,106
336336
759759464464
423423
369369
492492
829829
284284
504504
541541
820820897897
1,5021,502
680680
1,1281,128
1,0201,020
1,5911,591
1,1541,154
1,2141,214
529529
529529
1,1501,150
1,3361,336
15881588
18841884
3,4723,472
9,4009,400
498498
1,1181,118
369369
823823940940
942942
292292
521521
516516
599599
197197
276276
728728
1,1721,172
404404
512512
438438
528528
380380
214214
409409
567567
827827
1,1111,111
615615
1,2241,224
407407
112112
404404
516516
508508
1,0401,040524524
340340
531531
857857
969969
926926
761761
958958
896896
769769
956956
577577
474474
355355
119119
161161
419419
550550
199199
180180
529529
345345
681681
602602
976976
661661
596596
434434
873873
1,2151,215
320320
840840
33 CALIFORNIA
120CALIFORNIA
5 5
580
580
205
205
J4J4
J4J4
Not to Scale
/gid00049/gid00081/gid00078/gid00079/gid00078/gid00082/gid00068/gid00067/gid00001/gid00039/gid00081/gid00068/gid00068/gid00086/gid00064/gid00088/gid00001/gid00042/gid00077/gid00083/gid00068/gid00081/gid00066/gid00071/gid00064/gid00077/gid00070/gid00068 /gid00038/gid00087/gid00072/gid00082/gid00083/gid00072/gid00077/gid00070/gid00001/gid00039/gid00081/gid00068/gid00068/gid00086/gid00064/gid00088/gid00001/gid00042/gid00077/gid00083/gid00068/gid00081/gid00066/gid00071/gid00064/gid00077/gid00070/gid00068 /gid00039/gid00081/gid00068/gid00068/gid00086/gid00064/gid00088 /gid00046/gid00064/gid00073/gid00078/gid00081/gid00001/gid00034/gid00081/gid00083/gid00068/gid00081/gid00072/gid00064/gid00075/gid00001/gid00009/gid00036/gid00072/gid00083/gid00088/gid00001/gid00078/gid00069/gid00001/gid00053/gid00081/gid00064/gid00066/gid00088/gid00010 /gid00036/gid00078/gid00084/gid00077/gid00083/gid00088/gid00001/gid00038/gid00087/gid00079/gid00081/gid00068/gid00082/gid00082/gid00086/gid00064/gid00088/gid00001/gid00009/gid00052/gid00064/gid00077/gid00001/gid00043/gid00078/gid00064/gid00080/gid00084/gid00072/gid00077/gid00010 /gid00036/gid00078/gid00084/gid00077/gid00083/gid00088/gid00001/gid00051/gid00078/gid00064/gid00067 /gid00034/gid00081/gid00083/gid00068/gid00081/gid00072/gid00064/gid00075 /gid00036/gid00078/gid00075/gid00075/gid00068/gid00066/gid00083/gid00078/gid00081 /gid00048/gid00077/gid00014/gid00082/gid00072/gid00083/gid00068/gid00001/gid00051/gid00078/gid00064/gid00067/gid00082/gid00001/gid00009/gid00047/gid00078/gid00077/gid00014/gid00049/gid00081/gid00078/gid00070/gid00081/gid00064/gid00076/gid00010 /gid00051/gid00064/gid00072/gid00075/gid00081/gid00078/gid00064/gid00067 /gid00052/gid00079/gid00071/gid00068/gid00081/gid00068/gid00001/gid00078/gid00069/gid00001/gid00042/gid00077/gid00197/gid00084/gid00068/gid00077/gid00066/gid00068 /gid00036/gid00072/gid00083/gid00088/gid00001/gid00045/gid00072/gid00076/gid00072/gid00083/gid00082 /gid00045/gid00068/gid00070/gid00068/gid00077/gid00067
NOTES: This graphic shows the arterial/expressway system. Key new collectors are also shown.

This graphic does not show additional project level network connections that will be required as part of development approvals.

This interchange is not in any CalTrans of SJCOG travel demand model. The City has no information regarding
its connectivity of adjacent land use assumptions.
/gid00036/gid00072/gid00083/gid00088/gid00001/gid00078/gid00069/gid00001/gid00053/gid00081/gid00064/gid00066/gid00088/gid00001/gid00053/gid00081/gid00064/gid00077/gid00082/gid00079/gid00078/gid00081/gid00083/gid00064/gid00083/gid00072/gid00078/gid00077/gid00001/gid00046/gid00064/gid00082/gid00083/gid00068/gid00081/gid00001/gid00049/gid00075/gid00064/gid00077 /gid00039/gid00072/gid00070/gid00084/gid00081/gid00068/gid00001/gid00020/gid00015/gid00022/gid00027/gid00001/gid00041/gid00078/gid00081/gid00072/gid00089/gid00078/gid00077/gid00001/gid00058/gid00068/gid00064/gid00081/gid00001/gid00049/gid00046/gid00001/gid00049/gid00068/gid00064/gid00074/gid00001/gid00041/gid00078/gid00084/gid00081/gid00001/gid00055/gid00078/gid00075/gid00084/gid00076/gid00068/gid00082 Source: ESRI, Kimley-Horn
/gid00047/gid00078/gid00081/gid00083/gid00071
/gid00017/gid00018/gid00019/gid00017/gid00015/gid00022
/gid00046/gid00072/gid00075/gid00068/gid00082/gid00001/gid00009/gid00034/gid00079/gid00079/gid00081/gid00078/gid00087/gid00072/gid00076/gid00064/gid00083/gid00068/gid00010

TMP Update | August 2022 84

3.6 Build-Out Plan Lanes
Figure 3.6 shows the Build-Out plan lanes. Relative to the Horizon Year network, this network upgrades certain roadways from collector to arterial classification and widens roadways where feasible (prima rily in the western and northern development areas). This network does not provide sufficient capacity to serve the build -out land use plan; many additional connecting roadways and roadway widenings would be needed to serve the traffic generated by the add itional residential development, and significantly higher employment levels, in the Build-Out case. Given the long-range horizon for the Build-Out case, and the corresponding unknowns as to how certain future services will ultimately develop, a complete an d adequate Build-Out network cannot be designed. However, Figure 3.6 provides the recommended core facilities on which to plan for growth beyond Horizon Year levels. Fur ther study will be necessary to plan for the Build-Out condition.

Promontory PkwyPromontory PkwyCapital Parks DrCapital Parks Dr Commerce WayCommerce Way
Von Sosten RdVon Sosten Rd
Old Schulte RdOld Schulte Rd
PattersonPass RdPattersonPass Rd
Schulte RdSchulte Rd
Grant Line RdGrant Line Rd
Grant Line RdGrant Line Rd
Pescadero AvePescadero Ave
Arbor AveArbor Ave Golden Valley PkwyGolden Valley Pkwy 11th St11th St
Byron RdByron Rd
Middle RdMiddle Rd
Larch RdLarch Rd
Bethany RdBethany Rd
Kasso
n Rd
Kasson Rd
Durham Ferry RdDurham Ferry Rd
Linne RdLinne Rd
Valpico RdValpico Rd
Tracy Hills DrTracy Hills Dr
Crossroads DrCrossroads DrWestern Pacific WyWestern Pacific Wy Ellis DrEllis Dr
11th St11th St
Byron RdByron Rd
Mountain House PkwyMountain House Pkwy
Reeve RdReeve Rd
Hansen RdHansen Rd
Lammers RdLammers Rd Lammers RdLammers Rd
Corral Hollow RdCorral Hollow Rd Corral Hollow RdCorral Hollow Rd Pavillion PkwyPavillion Pkwy
Tracy BlvdTracy Blvd
Paradise AveParadise Ave
Tracy BlvdTracy Blvd
Central AveCentral AveHolly DrHolly Dr
MacArthur DrMacArthur Dr
Chrisman RdChrisman Rd
Banta RdBanta Rd
Bird RdBird Rd
Ahern RdAhern Rd
Sycamor e Pk w ySycamor e Pkw y
Pa
villion P kwy
Pav
illion P
kwy
44 4
4 64
4 4
44 4
4 4
4 44
4 4
4 4
4 4
4 4
4 6
8 6
46 6
4 6
6 6
6 6
666
6 6
66 6
6 8
22 2
2 2
2 2
2 2
2 2
2 2
44 4
46 4
4 4
4 6 4
6 4 4
44 4
4 4
4 4
2 2
2 4
6 4
6 6
4 4
4 4
4 2
4 4
4 4
6 6
6 44
4 4
4 4
4 4 4
6 8
4 4
2 8
6 4
4 4
4 2
2 2
4 33

CALIFORNIA
120CALIFORNIA
5 5
580
580
205
205
J4J4
J4J4
Not to Scale
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NOTES: This graphic shows the arterial/expressway system. Key new collectors are also shown.

This graphic does not show additional project level network connections that will be required as part of development approvals.

This interchange is not in any CalTrans of SJCOG travel demand model. The City has no information regarding
its connectivity of adjacent land use assumptions.

Grant Line Road Realignment
County Project
(Unfunded)
/gid00036/gid00072/gid00083/gid00088/gid00001/gid00078/gid00069/gid00001/gid00053/gid00081/gid00064/gid00066/gid00088/gid00001/gid00053/gid00081/gid00064/gid00077/gid00082/gid00079/gid00078/gid00081/gid00083/gid00064/gid00083/gid00072/gid00078/gid00077/gid00001/gid00046/gid00064/gid00082/gid00083/gid00068/gid00081/gid00001/gid00049/gid00075/gid00064/gid00077 /gid00039/gid00072/gid00070/gid00084/gid00081/gid00068/gid00001/gid00020/gid00015/gid00023/gid00027/gid00001/gid00035/gid00084/gid00072/gid00075/gid00067/gid00078/gid00084/gid00083/gid00001/gid00047/gid00084/gid00076/gid00065/gid00068/gid00081/gid00001/gid00078/gid00069/gid00001/gid00045/gid00064/gid00077/gid00068/gid00082 Source: ESRI, Kimley-Horn
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4 HORIZON YEAR TRANSPORTATION MASTER PLAN

4.1 Introduction
This chapter of the TMP presents recommendations to support the Horizon Year network as it relates to the railroad crossings, intersections, bicycle and pedestrian facilities, bridges and culverts, the roadway classification system, park and ride facilities, ITS facilities, and truck rout ing system. Recommended actions to support the Circulation Element of the General Plan are included along with transportation strategies, principles, and design elements to work towards meeting sustainability and greenhouse gas emission reduction goals. Elements of smart growth design elements are included in the TMP.

4.2 Goals, Objectives, Policies, and Actions

4.2.1 Introduction
The City of Tracy General Plan provides the foundation for the goals, objectives, policies and actions for the Transportation Master Plan (TMP). The TMP brings overlap with policies and goals regarding a “complete streets” policy, context-sensitive design, mode split targets, vehicle miles traveled (VMT) and per capita reduction goals. The TMP provides further clarification on specific policies and actions to meet the goals and objectives of the City’s General Plan. Each of the four Circulation Element goals from the General Plan are listed below along with their respective objectives. Recommended actions for future transportation planning, design and implementation, supplements each objective and are provided to meet the goals, objectives, and policies.

4.2.2 Recommended Actions for Circulation Element Goal 1 Goal CIR-1: A roadway system that provides access and mobility for all of Tracy’s residents and businesses while maintaining the quality of life in the community.

Objective CIR-1.1: Implement a hierarchical street system in which each street serves a specific, primary function and is sensitive to the context of the land uses served.

Actions: Implement a complete streets policy for new and retrofitted roads that ensures that adequate right -of-way is provided to enable safe access for all users (motorists, pedestrians, bicyclists, transit vehicles and users). Include flexibility in the policy to balance the function and users for various roadway classifications. Include amenities such as street lighting, landscaping, and transit stops that contribute to the complete street concept. Incorporate context sensitive design features to impro ve mobility for all users. Refer to the cross sections presented in Section 4.7 for details on travel lane widths, median widths, shoulders, bicycle and pedestrian facilities, and landscaping and public utility easements.

Objective CIR-1.2: Provide a high level of street connectivity.

Actions: Utilize access management techniques to provide appropriate spacing of access points on major arterials, arterials, and collectors. Utilize context sensitive design principles from Designing Walkable Urban Thoroughfares: A Context Sensitive Approach (Institute of Transportation Engineers, 2010) such as:

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• Building network capacity and redundancy through a dense, connected network rather than through an emphasis on high levels of vehicle capacity on individual arterial facilities
• Minimizing direct property access onto major and minor arterials through design of a connected network of closely spaced arterial and collector thoroughfares and local street connections.
• Providing closer spacing of roadways and shorter blocks for areas with higher pedestrian and bicycle activity.
• Provide a well-connected road system that encourages walking and cycling and maintains a quality of life for all Tracy residents.

Objective CIR-1.3: Adopt and enforce LOS standards that provide a high level of mobility and accessibility, for all modes, for residents and workers.

Actions: The City shall strive for LOS D on all streets and intersections. The following locations are exempt from the City’s LOS D standard:
• Any intersections or roadways w ithin ¼ mile of any freeway where LOS E is allowed to discourage inter-regional traffic from using City streets. • Any intersections or roadways located i n the Downtown and Bowtie area where LOS E shall be allowed.
• At intersections where construction of physical improvements would be infeasible prohibitively expensive, significantly cause a deficiency to adjacent properties or the environment, or have a significant adverse effect on the character of the community, including pedestrian mobility, crossing times, and comfort/convenience, the LOS may fall below the City’s LOS standard. • During construction of intersection improvements, the LOS may temporarily fall below the City’s LOS standard.
• Caltrans facilities where Caltrans endeavors to maintain a target LOS at the transition between LOS C and LOS D on all State Highway facilities (i.e., freeway segments, signalized intersections, on - or off -ramps, etc.), however, Caltrans recognizes that it may not always be feasible. For Caltrans intersections, City of Tracy impact criteria applies. For freeway segments, LOS D or better is considered acceptable.
• County of San Joaquin facilities where LOS D is the minimum acceptable LOS for roadway and intersection operations.
• Develop multi-modal LOS analysis procedures and standards to evaluate other facilities (bicycle, pedestrian, and transit) in addition to roads.

Objective CIR-1.4: Protect residential areas from commercial truck traffic.

Actions: Erect signs providing notice of adopted truck routes (see Section 4.11 for map of existing and future truck routes) and enforce the use of designated truck routes except for the purpose of pick -up or delivery of materials or merchandise. Provide the heavy vehicle roadway system to encourage commercial growth.

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Objective CIR-1.5: Protect residential areas from through traffic and high travel speeds by facilitating free flow of traffic on major streets.

Actions: Utilize sustaina ble transportation system operation elements (see the sustainability matrix Tables 4.1 and 4.2 at the end of this section) to improve system efficiency. For example, implementation of ITS technologies such as corridor signal timing plans and traffic signal interconnect enhance the flow of traffic.

Objective CIR-1.6: Maximize traffic safety for automobile, transit, bicycle users, and pedestrians.

Actions: Implement traffic calming on residential or collector streets as appropriate in accordance with the city’s traffic calming program. Construct roadways to discourage speeding.

Objective CIR-1.7: Minimize traffic-related impacts such as noise and emissions on adjacent land uses.

Actions: Utilize rubberized asphalt in roadway projects t o reduce roadway noise. Implement ITS technologies, such as signal coordination, to manage traffic progression and to lower speeds. Consider implementation of roundabouts, instead of traffic signals or stop - control, to reduce delays and emissions.

Objective CIR-1.8: Minimize transportation-related energy use and impacts on the environment.

Actions: As indicated in Table 4.2 , utilize sustainable materials such as recycled materials, permeable surfaces, non-toxic, and bio-degradable materials for roadway projects. Utilize LED (light emitting diodes) or solar panels for traffic signals and street lights to lower operating and maintenance costs and to decrease energy consumption.

Objective CIR -1.9: Utilize vehicle miles traveled as the measure of effectiveness to determine transportation deficiencies and improve VMT by implementing TDM measures.

Actions: Adopt VMT thresholds for residential, retail, office, industrial, and other uses consistent with SB743 OPR guidance . Adopt TDM measures for implementation for development projects to reduce VMT impacts.

4.2.3 Recommended Actions for Circulation Element Goal 2 Goal CIR-2: Adequate interregional access.

Objective CIR -2.1: Support regional planning and implementation efforts to i mprove interregional highways and interregional travel efficiency.

Actions: Coordinate between adjacent municipalities and jurisdictions along arterials, crossing borders and at interchanges with freeways.

Objective CIR-2.2: Discourage interregional travel from diverting from freeways onto Tracy streets.

Actions: In conjunction with actions under Objective Cir-1.5, utilize ITS technologies to manage the flow of traffic onto city streets.

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4.2.4 Recommended Actions for Circulation Element Goal 3 Goal CIR-3: Safe and convenient bicycle and pedestrian travel as alternative modes of transportation in and around the city.

Objective CIR-3.1: Achieve a comprehensive system of citywide bikeways and pedestrian facilities.

Actions: Consistent with the cross section standards in Section 4.8, Class I bike trails are provided on arterials and Class II bike lanes are provided on collectors. Class III bike routes shall be considered on roadways where sufficient width for a dedicated lane is not provided.

Implement a comprehensive Safe Routes to School Program. Seek funding opportunities at all levels to implement pedestrian improvements and projects.

Provide pedestrian enhancements at intersections, where feasible. Enhancements include high visibility crosswalks, pedestrian countdown timers, and adequate crossing times, median refuge islands for wide streets, smaller curb radii, and shorter cycle lengths.

Consider preparation of a streetscape plan to define & coordinate design elements (street furniture, lighting, landscaping, width of pedestrian path, and buffer zones) when planning a walkable thoroughfare.

Create a pedestrian and bicycle safe ty action plan to identify steps to reducing the number of pedestrian and bicycle crashes. The plan will present existing deficiencies, identify appropriate improvements to address these deficiencies, and include implementation strategies. This plan should include public education programs to educate pedestrians, bicyclists, and motorists.

4.2.5 Recommended Actions for Circulation Element Goal 4 Goal CIR-4: A balanced transportation system that encourages the use of public transit and high occupancy vehicles.

Objective CIR-4.1: Promote public transit as an alternative to the automobile.

Actions: Utilize sustainable transportation system operation elements (see Tables 4.1 and 4.2 at the end of this section) to encourage and improve transit usage. For example, implementation of measures such as transit signal priority, queue jump lanes, dedicated bus lanes, and improved shelter facilities will provide faster service, increased ride r satisfaction and ridership.

Require new employment centers to participate in trip reducing strategies such as Transportation Demand Management program and to provide incentives for their participation.

Provide transit service/connections to major pede strian generators such as major employment and retail centers and transit-oriented developments.

Consider changes to the Zoning Ordinance to allow a reduced parking supply that is less than code requirements thus encouraging use of alternative modes of transportation.

Objective CIR-4.2: Work to achieve connectivity between all modes of transportation.

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Actions: Seek reconstruction opportunities on thoroughfares to provide and improve multi-modal access and circulation.

Measure T-5 of the City’s Sustainable Action Plan – February 1, 2011 (SAP) lists several smart growth, urban design and planning measures including amendments to the zoning ordinance to require adequate pedestrian access, closure of sidewalk gaps, establis hment of walkability standards, and amendment or creation of subdivision design standards to address spacing and connectivity. These goals must be implemented in the development of all specific plans in the city and where roads and intersections are reconstructed.

4.2.6 Sustainability Policies, Standards, and Performance Measures In addition to the transportation and land use measures discussed in the SAP, a sustainability benefits matrix table was developed that lists various methods in which the TMP can achieve a more sustainable transportation system. The methods run the vertical range from specific physical roadway design elements, to planning document elements, to city policy shifts. The methods are categorized into four areas: transportation system operations (motorized and non -motorized transport), land use integration, performance measures, and transportation infrastructure.

Transportation System Operations – This area includes system operations and maintenance elements that will guide how the physical infrastructure – the roadway network and off-street paths/trails – are utilized.

Intelligent Transportation System (ITS) technologies including Transit Signal Priority, Corridor Signal Timing, Traveler Information Sy stems, Ramp Metering Systems, Pedestrian and Bicycle Signalized Intersection Enhancements, and others will be effective ways for the city to maximize efficiency of the physical system.

Land Use Integration - Research is clear that land use design, density, mix, and related elements are directly linked to traveler mode choice and the efficiency of the surrounding transportation system. In Tracy, the land use design elements that are most likely to influence mode choice and improve efficiency are High Density Mixed Use Development, Development Within ¼ -Mile of Transit (Amtrak station and primary bus routes), and Connectivity Between Land Uses. Even in specific plan areas located on the edge of the developed city, these principles can be employed to move the city toward a less vehicle-dependent and more sustainable transportation system.

Performance Measures - As the city conducts periodic reviews of both its own performance – TMP updates, General Plan updates, signal performance reviews, CMP compliance, etc. – and of development project impacts, it has more options than before in methods of assessing performance. Where once there was only peak hour vehicle Level of Service (LOS), now there are multi -modal assessment methods, system-wide as opposed to “spot” asse ssment methods, and methods that acknowledge the transportation -- energy use -- land use -- quality of life connection. The city should consider incorporating evaluation methodologies that are more in line with the city’s ultimate desired system, possibly one that does not elevate vehicle service over service and performance of other modes, or that considers the system-wide or larger-area performance along with, or instead of, individual intersection performance.

Transportation Infrastructure - The ultimate size of the roadway system, including allocation of space to autos, buses, bicyclists, pedestrians and heavy vehicles, is defined in the TMP. This sizing and allocation, more than any subsequent implementation steps, will drive the success of the Plan in reducing auto dependence, vehicle -miles traveled, and greenhouse gas impacts. Matrix elements such as Constrain

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Roadway (Auto) Capacity, Infrastructure/Smart Streets, Bus Lanes, Complete Bike Routes, and Citywide Pedestrian Connectivity directly lead to the width and allocation of space in the TMP roadway element.

4.3 Complete Streets

4.3.1 Introduction
This chapter defines the concept of Complete Streets, introduces the design criteria for select Complete Streets in Tracy, and outlines the tools in each modal toolbox that can be used to achieve more equitable use of City streets for all users.

4.3.1.1 Definition
Streets are a vital part of livable, attractive communities. All people should have safe, comfortable, and convenient access whether walking, driving, bicycling, moving actively with assistive devices, or taking public transportation. Traditional roadway functional classification prioritizes moving vehicles at higher speeds over the comfort for any other users of the street or the natural context of the street location.

A Complete Streets approach integrates people and places in the planning, design, construction, operation, and maintenance of our transportation networks. This benefits public safety, all modes of travel, local land use, economic growth, cultural design, and the natural environment.

The City of Tracy supports guidelines and design principles from the National Association of City Transportation Officials (NACTO) Urban Street Design Guide as a best practice for future improvements along public right -of-way. These guidelines serve as a blueprint for the future of Tracy’s public environment. Caltrans also requires the City to adopt Complete Streets policies and principles. Complete Street policies and principles are also required for future grant funding applications

4.3.2 Tools

4.3.2.1 Complete Streets Tool Examples
Examples of Complete Streets Elements by mode of transportation are included in Figure 4.1.

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Figure 4.1: Examples of Complete Street Elements
Pedestrian
▪ Trail Crossings
▪ Wide Sidewalks
▪ Curb Extensions or Bulb-outs
▪ Pedestrian Refuge Islands or
Crossing Islands
▪ High Visibility Crosswalks
▪ Pedestrian Facility Gap Closure
▪ Audible Pedestrian Signals
▪ Pedestrian-activated Traffic
Control Devices and Yield Lines
▪ Automatic Active Transportation
Counters
Transit
▪ Transit Priority Signals
▪ Transit Queue Jump Lanes
▪ Transit Stop Improvements
▪ Improve Access to Transit Stops
(First Mile/Last Mile)
▪ Park and Ride Lots
▪ Mobility hubs

Streetscape Features
▪ Benches and Shaded Areas for
Pedestrians
▪ Green Streets
▪ Landscaped Areas
▪ Intersection Streetlighting
▪ Benches and Shaded Areas
Bicycle
▪ Bicycle Parking
▪ Green Colored Pavement for
Bikeways
▪ Bicycle Boxes
▪ Bicycle Signals
▪ Bicycle Detection
▪ Class II Bike Lanes
and Buffered Bike
Lanes
▪ Class I Bike Paths and Class
IV Separated Bikeways
▪ Class III Bike Routes
Road Scape Reallocation Features
▪ Lane Narrowing
▪ Lane Reduction (Road Diet)
▪ Curb Radius Reduction and
Eliminating Free Right Turns
▪ Parking Modifications

4.3.2.2 Pedestrian Tools
This section provides details on the pedestrian-
focused Complete Streets tools that can be
implemented to create roadway that are safer and
more pedestrian friendly.

Trail Crossings provide a continuation of the City’s
trails across roadways and increase pedestrian and
bicyclist safety when c rossing a roadway. This
increased safety results in increased pedestrian
and bicycle activity.

Wider Sidewalks can increase pedestrian safety,
provide additional accessibility, enhance public
health, and maximize social capital. Increasing
sidewalk widths allows for additional features along
the sidewalk, resulting in increased pedestrian activity by making walking more attractive.

Sources: Urban Street Design Guide. National Association of City Transportation Officials (NACTO). October 2013.

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Curb Extensions or Bulb-outs are an extension of the sidewalk into the roadway which provides queuing space, increases pedestrian visibility, and shortens crossing distances. It can also provide added benefit of lowering vehicle speeds as drivers perceive the narrowing of the roadway. These can be used when on -street parking is present and should be used
judiciously.

Pedestrian Refuge Islands or Crossing Islands are areas within the median for pedestrian refuge from exposure to traffic while crossing the roadway. Crossing islands allow pedestrians to cross fewer lanes and directions of traffic at a time and shortens crossing distances, allowing for two-stage crosses.

High Visibility Crosswalks are markings along roadways that consist of diagonal or longitudinal lines parallel to traffic flow.

Additional treatment, such as brick pavers, can also be used to increase visibility. These can be paired with all of the preceding tools to further increase the visibility of pedestrians.

Audible Pedestrian Signals provide audible and/or vibrotactile information coinciding with visual pedestrian signals to let visually impaired pedestrians know when the WALK interval begins for each direction of crossing.

Pedestrian-activated Traffic Control Devices enable
pedestrians to cross at uncontrolled crosswalks, at
intersections or between intersections (mid -block), to provide pedestrians a safer way to cross a roadway.

Generally, these are an LED rapid -flash syste m such as Rectangular Rapid -Flashing Beacons (RRFBs) that are
combined with high -visibility crosswalks. Installation of these devices increases driver awareness of potential
pedestrian conflicts at locations with high pedestrian
demand. These can also be c ombined with pedestrian
refuge islands along wider roadways.

Pedestrian Facility Gap Closure involves constructing
pedestrian facilities in between two or more existing
separate pedestrian facilities. This increases safety for pedestrians and makes walking more attractive.

Franklin Street & Larkin Street –
Source: Kimley-Horn

Casa Verde Way & Helvic Ave/Portola Ave -
Source: Google

Example of Audible Pedestrian Push Button –
Source: Kimley-Horn
N. Tracy Blvd Flashing Beacon – Source: Google

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4.3.2.3 Bicyclist Tools
This section provides details on the bicycle -focused Complete Streets tools that can be implemented to create roadways that are safer and more bicyclist friendly.

Bicycle Parking provides a secure, safe, and convenient space to store a bicycle when accessing a wide variety of destinations.

Providing bicycle parking in a well -lit, plain view area that supports the whole bike and not just a wheel encourages cycling as an alternate mode of transportation. Bicycle parking should be out of the way of pedestrians and motor vehicles for the safety of all users.

Green Colored Pavement for Bikeways can be used on Class II and Class IV bikeways to increase the visibility of the bicycle facility. This increases bicyclist comfort and motorist yielding behavior, leading to increased safety on the roadway. The green colored pavement identifies and mitigates potential conflict areas such as right turn pockets, driveways, intersections, and the beginning of a bike lane.

Bicycle Boxes are a striped area at an intersection approach that designates an area for bicyclists ahead of automobile traffic. This increases the visibility of bicyclists, reduces conflicts between bicyclists and turning vehicles, and can facilitate left turn positions during a red signal indication.

Bicycle Signals are used at intersections to separate bicycle movements from conflicting vehicles such as cars, buses, and trolleys. These signals can increase safety and reduce bicyclist and vehicle conflicts.

Class II Bike Lanes and Buffered Bike Lanes provide an exclusive lane for bicycle access within the roadway to separate bicyclists from travel lanes and/or parking lanes. Buffered bike lanes provide additional space to Class II bike lines (a minimum of 18 inches) to further separate cyclists from automobiles.

Class I Bike Paths and Class IV Separated Bikeways are bidirectional paths immediately adjacent and parallel to a roadway. While Class I bike paths are more suited for rural areas, Class IV separated bikeways can be found even in urban areas.

Class IV separated bikeways do not replace sidewalks and commonly separate cyclists from both pedestrians and vehicles.

The primary benefit is the reduction in cyclist conflicts with both vehicles and pedestrians. Class IV separated bikeways can be Example of Buffered Bike Lanes – Source:

Kimley-Horn
Example of Bicycle Signals –
Source: Kimley-Horn
San Luis Obispo, CA – Source: Kimley-Horn
North Fremont Street & Casa Verde Way –
Source: Kimley-Horn
Example of Bicycle Parking – Source: Kimley-
Horn

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separated by flexible posts, inflexible physical barriers, curbs, and other methods.

Class III Bike Routes occur along a road that designates preferred usage for bicyclists using a combination of signing, striping, or volume management. Class III bike routes are primarily denoted by shared-lane markings, or “Sharrows,” that are used to delineate the preferred path of bicycle travel in a lane shared with automobiles. Class III bike routes do not provide any physical separation but can help provide cyclists with the City’s desired route and help close any bicycle facility gaps.

4.3.2.4 Transit Tools
This section provides details on the transit-focused Complete Streets tools, the tools shown in this Complete Streets chapter show items that the City can do to support transit access. transit, pedestrians, and bicyclists are depended on each other, access to first mile/last mile improvements (pedestrian and bicycle improvements) make transit more attractive, the City works toward securing better first mile/last mile improvements as TRACER expands and improves it services.

Transit Priority Signals are signals that have had their timing or phasing modified to prioritize the through movement of transit vehicles approaching an intersection. Transit priority is recommending for traffic signals at which transit vehicles can experience delays. This leads to improved transit travel reliability and on-time performance, increasing the attractiveness of using transit instead of driving.

Transit Queue Jump Lanes combine short, dedicated
transit facilities with either a leading bus interval or active signal priority to allow buses to easily enter traffic flow in a priority position. Queue jumps can reduce delay
considerably, resulting in run-time savings and increases reliability. These are primarily provided by reducing parking ahead of an intersection to provide a bus -only zone for buses to “jump” the vehicles queued at an intersection.

Improve Access to Transit Stops include elements that
improve access to transit operations. This may include
closing sidewalk g aps, adding bike lanes, or providing bike parking.

TRACER Bus – Source: City of Tracy
Fremont Street & Camino Aquaijto –
Source: Kimley-Horn
Example of a Class I Facility –
Source: Google
Example of Sharrows – Source: Kimley-Horn

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Improve Access to Transit Stops include elements that improve access to transit operations. This may include closing sidewalk gaps, adding bike lanes, or providing bike parking.

Transit-only Lanes are primarily provided for Bus Rapid Transit (BRT) or Light Rail Transit (LRT) systems but can be provided for typical buses as well. Transit-only lanes are designated by signing and striping for the preferential or exclusive use of transit vehicles. These lanes are typically not physically separated from other traffic but can still accommodate high transit vehicle volumes and improve both reliability and travel times on congested roadways. These impr ovements can be done when feasible and potentially in combination with a road reallocation project.

Park and Ride Lots are a parking facility that allow users to take transit even if their home is not within walking distance of a transit facility. Park and ride lots should be able to accommodate all modes of travel and can be enhanced with electric vehicle charging stations.

4.3.2.5 Streetscape Features
This section provides details on the streetscape-focused Complete Streets tools that can be implemented to create spaces that are safer and more friendly to all users. It should be noted that due to staffing constraints and funding , an y green infrastructure elements which would be maintained by the Public Works Department and needs prior review and approval by the Public Works Department prior to implementation. In addition, any green infrastructure implemented should be reviewed by Utilities Department staff for compliance of local and state stormwater regulations.

Refer to the City of Tracy Standard Plans (Parks & Streetscape) for design guidance.

Benches and Shaded Areas for Pedestrians can provide
pedestrians with areas to rest and reduce the effect of heat to increase pedestrian comfort. Structures can also be made to be visually pleasing or artistic to increase the attractiveness of walking while also providing
Green Streets are areas along sidewalks or medians that are planted with vegetation and designed to capture, treat, slow, and infiltrate storm water runoff. They can also act as a traffic calming measures when installed in bulb-outs and improve the aesthetics of an area.

Landscaped Areas provide sustainability and livability benefits along roadways. Landscaped areas can encourage bicycling, walking, and transit use by providing shade and improving the quality of the public space by reducing traveler stress.

City of Tracy Transit Station – Source: Google
San Francisco, CA – Source: SFMTA
Source: Kimley-Horn

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Intersection Streetlighting along bicycle and pedestrian facilities can increase visibility, security, safety, and awareness for all users. Streetlighting provides well-lit facilities to increase the visibility of pedestrians and cyclists during the night and during bad weather.

4.3.2.6 Road Space Reallocation Features
This section provides details on the road space reallocation -focused Complete Streets tools that can be implemented to create roadways that are safer and more friendly to non-motorized users.

Lane Narrowing involves reducing lane widths down from 12 feet to 11 feet or 11 feet to 10 feet to accommodate other needs such as parking, transit, bicycle, and/or pedestrian facilities.

Narrowing travel lanes can reduce vehicle speeds, which increases safety along with providing space for non -automobile facilities.

Lane Reduction (Road Diet) typically involves converting a four-lane undivided roadway segment into a two -lane roadway with a raised median or two-way left turn lane and bicycle lanes.

This can reduce speeds and vehicle conflicts with pedestrians and cyclists to increase safety along the roadway. This can also help activate the roadway and make it more attractive to walk along the roadway.

Curb Radius Reduction and Eliminating Free Right
Turns create more compact intersections which reduce vehicle turning speeds and pedestrian crossing distances leading to increased safety. Eliminating free right turns is especiall y beneficial to pedestrians by removing a conflict point with vehicles, at times traveling at high speeds.

Parking Modifications can provide additional road space for pedestrian facilities, parklets, bicycle facilities or transit space.

Reduce parking near intersections increases the visibility of pedestrians at crosswalks, leading to increased safety.

4.3.3 Type of Streets
There are diverse needs for the public right-of way, these needs have been classified into the following categories to meet the local needs and context of Tracy streets.

4.3.3.1 Residential District
Residential streets are low-volume and low speed roadways that contain underutilized on-street parking.

Residential streets are often underutilized as spaces for play and leisure and have higher interactions of pedestrians, cyclists, and vehicles. These streets should provide safe and inviting places to walk with direct access to local stores and schools. Design for local streets can combine stormwater management features, curb extensions, vertical speed control elements, and bicycle facilities that encourage safe speeds and meter through traffic.

Example of Lane Reduction (Road Diet) –
Source: FHWA Safety, Department of
Transportation
North Fremont Street – Source: Kimley-Horn

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Recommendations for roadways in the Residential District include:
• Accommodate narrower lanes
• Shared roadways with bicyclists
• Curb extensions
• Speed reduction techniques
• Reduce cut-through traffic
• Pedestrian improvements

4.3.3.2 Downtown District
Roadways in the Downtown District are a nexus of neighborhood and city life, with higher pedestrian volumes, frequent parking turnover, transit routes, bicyclists, and other curbside demands such as deliveries, drop offs an d pick -ups, all interacting simultaneously. Commonly, these roadways have medium traffic volumes and high pedestrian activity, but the street has significant potential for regeneration as a retail district.

Commercial Districts include, but are not limited to, the following roadways:
• Eleventh Street
• Corral Hollow Road
• N. Tracy Boulevard
• Grant Line Road
To improve these roadways and increase the safety for
all users, several improvements are recommended. These recommendations include:
• Consideration of lane reductions for roadways that have fewer than 25,000 vehicles per day • Buffered bike lanes
• Bike boxes to assist bicyclists making right or left turns • Parklets
• Dedicated loading zones to limit double parking and the obstruction of bike lanes Source: Urban Street Design Guide. National Association of City Transportation Officials (NACTO). October 2013
Seattle - Source: Seattle Bike Blog

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4.3.3.3 Mobility Corridor
Mobility Corridors include roadways that convey a
significant number of person trips but can be
retrofitted using Complete Street improvements.

Many of these streets suffer from hea vy turn volumes
and intersection congestion. They can also feature
significant bicycle and pedestrian activity at crossings, leading to opportunities for bicyclist and pedestrian
improvements. Improvements which could be
considered for these corridors, in future planning
exercises with consideration community priorities:
• Transit only lanes
• Buffered bike lanes or Class IV separated
bikeways
• Pedestrian crossing islands
• Bicycle signals
• Transit boarding islands
• Narrowing lanes to reduce speeds
While not all of the tools listed above, will be feasible within the City. Streets that fall into the Mobility Corridor category include Grant Line Road and East Street.

For more information, see Section 4.9 Mobility Hubs.

4.3.3.4 Pedestrian Oriented Space
Roadways in Pedestrian Oriented Spaces are generally
low-volume residential streets. Many of these
roadways operate as de facto shared spaces, in which
children play, people walk, and bicyclists ride.

Roadways in Pedestrian Oriented Spaces tend to have
very low speeds and can operate as one -way or two -
way streets.

Depending on the street’s volume and role in the traffic network, these streets have the potential to be redesigned and enhanced as shared streets. Shared streets can meet the desires of adjacent residents or students and function foremost as a public space for recreation, socializing, and leisure. Enhancements that can be made to better define these roadways as shared spaces include:
• Installing bollards, benches, planters, and bicycle parking • Resurfacing pathways with textured or pervious pavements • Signage at entrances of the travel ways/trails to indicate shared roadways

Source: Urban Street Design Guide. National Association of City Transportation Officials (NACTO). October 2013.

City of Tracy Transit Station – Source Google

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4.3.4 Transportation Equity
The City of Tracy strives to ensure affordable, safe, and equitable transportation within Tracy regardless of:
• Age
• Ancestry
• Color
• Gender
• Expression
• Gender Identity

• Genetic Information
• Marital Status
• Medical Conditions
• Mental Disability
• Military or Veteran Status
• National Origin

• Physical Disability
• Sex (includes pregnancy, childbirth,
breastfeeding and/or medical
conditions)
• Sexual Orientation

4.3.5 Transit
Transit within the city is provided and managed by TRACER and San Joaquin Regional Transit District (SJRTD). While the City collaborates and coordinates with SJRTD, decisions regarding SJRTD transit are ultimately made by SJRTD.

4.3.6 Mobility Hubs
The City of Tracy plans to manage their transportation system in ways that make it more efficient while also offering feasible alternatives to driving alone. Mobility hubs establish locations where different modes of travel, such as walking, biking, transit, and other shared mobility options can come together at the hub to help people make connections quickly and get to where they need to go.

Mobility hub features include various improvements such as waiting areas with landscaping and lighting, complimentary Wi-Fi and real-time travel information; sidewalks, pedestrian lighting and trees for shade, bike facilities, dedicated bus lanes and supporting signal improvements; service facilities for shared cars, as well as electric bikes and automobiles; smart parking technology; and more. Each feature can be tailored to the unique needs of the Tracy community and visitors.

The mobility choices that Tracy residents and visitors have are constantly evolving as their needs and preferences change.

Mobility hubs are places where people can make seamless connections between public transit and other travel options. The mobility hubs will make it easier for residents, visitors, and employees to use transit to travel from home to work and a wide variety of destination in-between. A mobility hub area includes services and destinations that are accessible within a 5 -minute walk, bike ride, or drive to or from high - frequency transit.

4.3.7 Car Share
Car sharing allows people to rent shared vehicles for short periods of time, typically by the hour or minute.

While users in traditional station-based car sharing systems, such as Zipcar, are expected to return the car to the same location, other systems such as one-to-many systems allow users to return the vehicle to any location within the service area, facilitating one-way trips that better support first-last mile trips to public transportation. Further providing flexibility, peer-to-peer systems have been developed more recently to offer a way for individuals to “rent” their car to other individuals.

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Local examples of Car share programs include DIBS. DIBS is a service provided for San Joaquin, Stanislaus, and Merced Counties that offers transportation options, incentives, tips, and emergency rides home. In addition, DIBS provides carpool and vanpool information.

4.3.8 Pedestrians
A community that is designed to support walking is livable and attractive. Tracy has a climate that is conducive to walking all-year long and this chapter presents existing and future opportunities to walk throughout Tracy year-round.

This chapter discusses types of facilities and treatments to be used by the City to improve the pedestrian transportation network. This chapter also discusses the existing conditions of pedestrian infrastructure and potential future projects.

According to the California Vehicle Code (CVC), the driver of a vehicle shall yield the right-of-way to a pedestrian crossing the roadway within any marked crosswalk or within any unmarked crosswalk at an intersection. Every pedestrian upon a roadway at any point other than within a marked crosswalk or within an unmarked crosswalk at an intersection shall yield the right -of-way to all vehicles upon the roadway so near as to constitute an immediate hazard.

4.3.8.1 Pedestrian Toolbox: Pedestrian Facilities
Sidewalks, a Class I bike path, and other pathways are the cornerstone of the pedestrian network, the following section discusses design considerations for pedestrian facilities.

4.3.8.1.1 Sidewalks
Sidewalks are available in most of the City’s
neighborhoods, with gaps in some of the
residential neighborhoods that can be major
barriers to pedestrian mobility. When
sidewalks are installed, the sidewalks should
be as wide as possible, keeping in mind the
use. The preferred sidewalk width is six feet
or wider if needed for higher pedestrian
volumes. A width of six feet can easily
accommodate two people passing each
other.

The minimum recommended sidewalk width is six feet, which can comfortably accommodate two people walking side by side, but pedestrians would need to adjust to pass each other. The absolute minimum DIBS Logo – Source DIBS
Sidewalk along Lincoln Blvd – Source: Google

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allowable sidewalk width is four feet excluding the cur b, per ADA guidelines. However, if a four -foot sidewalk width is implemented, passing areas of five feet or wider are needed every 200 feet.

Another consideration for sidewalks is their interaction with driveways. Careful consideration should be given to the installation of sidewalks so that they do not detrimentally impact pedestrian access and safety, including visibility of pedestrians from driveways and width of driveways, which impacts pedestrian safety.

Pre-existing utility poles, fire hydrants and sub-surface vaults may be prohibitively expensive to move and may remain in place. However, they should be relocated as funding and opportunities allow.

4.3.8.1.2 Class I Bike Path/Multiuse Path
A Class I bicycle path is a paved path that is physically separated from motorized traffic. These paved paths, sometimes referred to as multiuse paths. Bicycle paths are best suited along corridors with few interruptions from cross –traffic. Class I facilities often serve as recreation opportunities and commute corridors.

4.3.8.2 Pedestrian Toolbox: Pedestrian Crossings
Pedestrian facilities are the primary portion of the pedestrian route, however at some point in a pedestrian route, most pedestrians need to cross the roadway. Crossings are the point in a journey where a pedestrian is most exposed to motor vehicle and bicycle traffic.

The following section lists pedestrian crossing treatments, which could be used in the City:

4.3.8.2.1 Curb Ramps
The City is working towards upgrading curb ramps to be in compliance with ADA guidelines. All curb ramps should be designed with ADA standard, CAMUTCD, Caltrans Highway Design Manual, and City Standard Plans in mind.

Where curb ramps are located, including intersection corners and midblock crossings, should be kept clear of obstructions, including on-street parking. Drivers and pedestrians should have clear views of each other.

Street amenities should not be clustered adjacent to corners or near the curb ramps. Curb ramps should include ramps and detectable warning surfaces per accessibility standards. Pre-existing utility poles and sub-surface vaults may be too expensive to move and can remain in place, until such time that funding can be procured. However, they should be relocated whenever feasible or economical.

Class I Facility Along 11th Street – Source: Google

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4.3.8.2.2 Bulb Outs
Bulb-outs are used to shorten crossing distance and to place waiting pedestrian in a location where they are more visible to drivers. They extend the curb to narrow the roadway and increase spa ce for street furniture, benches, and landscaping. This also results in the tightening of curb radii, which encourages slower turning speeds. When placed at bus stops, bulb-outs can improve travel times by reducing the amount of time a bus takes to merge with traffic after boarding.

4.3.8.2.3 Crosswalks
Pedestrian crossings can exist at marked or unmarked
crosswalks, when crosswalks are marked the City of Tracy typically uses a standard or ladder crosswalk. Crosswalks with textured pavement or decorative motifs are permitted, if they are designed in accordance with the California Manual of Uniform Traffic Control Devices (CAMUTCD).

The Federal Highway Administration’s Guide for Improving Pedestrian Safety at Uncontrolled Crossing Locations
recommends the use of high visibility crosswalk for areas of high pedestrians use and at all established midblock
pedestrian crossings.

4.3.8.2.4 Removal of Free Right Turn Slip Lanes
To improve pedestrian safety, it is recommended to remove free right turn slip lanes or “pork chops”.

Vehicles typically only have to yield at these locations and do not always notice pedestrians. A tighter turn will slow vehicles down and the cone of vision for the driver will include observation of pedestrians on the sidewalk. This is also Caltrans best practice at their facilities.

In addition to the various markings that crosswalks may contain, crosswalks can be “controlled” or “uncontrolled”. When a crosswalk is “controlled” it means that a traffic control device such as a signal, stop sign or yield sign is in place in advance of the crosswalk. An example of this case is the intersection of Eleventh Street and Corral Hollow Road , which is signal controlled and has marked crosswalks as shown in the example above. An uncontrolled crosswalk does not have a traffic control device in advance of a crossing and requires the driver to see and yield to the pedestrian. Although the pedestrian may have the right-of-way, drivers do not always yield to pedestrians.

The City has developed a series of characteristics which are evaluated to determine if a crosswalk is warranted and what type of improvements could be needed to implement a crosswal k. These considerations include characteristics such as:

Crosswalk at the Corral Hollow Rd &
11th Street Intersection – Source: Google

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• Proximity to Nearest Crosswalks
• Reported Pedestrian Collision History
• Proximity to a Pedestrian Activity Center,
such as a school or park
• Pedestrian, Bicycle, and Vehicle Volumes
• Visibility/Sight Distance
• Lighting

• Requests by Community
• Vehicle Speed
• Location, midblock or intersection
• Potential Implementation timeline
• Roadway Geometry (number of lanes,
medians, width)
• Existing Facilities (existing curb ramps and
sidewalks)

The City has the authority to remove a crosswalk if there are safety concerns. Crosswalks and crosswalk locations are of great interest to the community, and safety of pedestrians is the highest priority.

4.3.8.2.5 Pedestrian Signals
Pedestrian signals exist at most signalized intersections in the City. The City is in the process of updating pedestrian signals to countdown pedestrian signals. The City is also installing audible pedestrian signals at intersections to improve accessibility for visually disabled pedestrians.

4.3.8.2.6 Pedestrian Hybrid Beacon
A pedestrian hybrid beacon, commonly referred to as High-Intensity Activated Crosswalk (HAWK) Beacon, is a traffic control device similar which can be used to stop traffic so pedestrians can cross.

A pedestrian hybrid beacon must be activated by a pedestrian. When activated a vehicle signal head flashes yellow to warn vehicles they are required to stop. The signal head then turns to solid yellow, indicating drives should slow and stop, if able. The vehicle signal head then turns red, indicating vehicles must stop and when the vehicle signal head begins to flash red, the vehicles must yield to pedestrians but may proceed when the crosswalk is clear. In addition to a vehicle signal head, a standard pedestrian signal is installed and indicated to pedestrian when they may cross.

Pedestrian hybrid beacons are uncommon traffic control devices, currently there none of these traffic control devices in the City of Tracy. Per the CAMUTCD, Pedestrian hybrid beacons require a warrant to install. This warrant is often difficult to meet as it requires high pedestrian volumes and high vehicle volumes in which a typical traffic signal could also be considered appropriate.

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4.3.8.2.7 Rectangular Rapid Flashing Beacons (RRFB)
Rectangular Rapid Flashing Beacons, more commonly referred to as RRFBs, can enhance safety at pedestrian crossing by increasing driver awareness of potential pedestrian conflicts. RRFBs utilize an amber-colored irregular flash pattern under a pedestrian crossing warning sign to draw drivers’ attention.

The flash pattern can be activated by pedestrians before utilizing the crossing.

RRFBs are used for uncontrolled or midblock crossings. The City often installs RRFBs, in combination with curb extensions/bulb-outs and a marked ladder crosswalk.

In summary, there are several improvements that can increase pedestrian safety and improve mobility.

Figure 4.2 below categorizes the pedestrian improvements that can be installed by whether the improvement is a basic improvement, an enhanced improvement, or a specialty improvement and what issue the improvement addresses.

Pedestrian Hybrid Beacon in San Luis Obispo, CA – Source: SLO Chambers 10th Street RRFB – Source: Google

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Level 3: SPECIALTY IMPROVEMENTS
Figure 4.2: Crosswalk Treatments

Crosswalk
Treatments
Safety Issue Addressed
Conflicts of Crossing
Locations
High Vehicle Speeds
Nearby School or Senior
Center
High Pedestrian Volumes
Long Pedestrian Crossing
Distance
Motorist Yield Compliance
Inadequate Conspicuity /
Limited Sight Distance
L 1: BASIC
High-Visibility Crosswalk
Striping and Signage X X X X X X
Advanced Yield Lines
and Yield Signage X X X X X
In-Street Pedestrian
Crossing Signs X X X X X X
On-Street Parking
Restriction on crosswalk
approach

X

X

X
L 2: ENHANCED
Curb Extensions
(Bulb-Outs)      
Tighten Curb Radius     
Raised Median
Pedestrian Refuge Island      
Street Lighting   
Rectangular Rapid
Flashing Beacon (RRFB)      
L 3: SPECIALITY
High Intensity Activated
Crosswalk (HAWK)














Pedestrian Traffic Signal       

4.3.8.2.8 Separated Grade Crossings

A grade-separated crossing provides continuity for bicyclists and pedestrians to cross rivers, streets, and railroads. This type of crossing can either be a bridge or an underpass.

Moffet Blvd & Stevens Creek Grade Separated Crossing – Source: Google • High-Visibity Crosswalk Striping and Signage
• Advanced Yield Lines and Yield Signage
• In-Street Pedestrian Crossing Signs
• On-Street Parking Restriction on Crosswalk
Approach
LEVEL 2: ENHANCED IMPROVEMENTS
• Curb Extensions (Bulb-Outs)
• Tighten Curb Radius
• Raised Median
• Pedestrian Refuge Island
• Street Lighting
• Rectangular Rapid Flashing Beacon (RRFB)
• High Intensity Activated Crosswalk (HAWK)
• Pedestrian Traffic Signal

LEVEL 1: BASIC IMPROVEMENTS

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4.3.8.3 Wayfinding
The City is implementing a Citywide Wayfinding sign program which includes wayfinding signs for pedestrians (and b icycles) and located at strategic locations to direct travelers to popular destinations.

This will be done in multiple phases.

4.3.8.4 Pedestrian Facilities
The following is a description of the different pedestrian facility options for pedestrians in Tracy, currently.

4.3.8.4.1 Sidewalks
Sidewalks exist throughout most of the City however there are some neighborhoods with gaps in sidewalk.

No comprehensive inventory of sidewalks exists. Sidewalks are typically composed of concrete and have a vertical or rolled curb. Vertica l curbs are superior to rolled curb as they create a more defined barrier between the pedestrian right–of–way and vehicle right–of–way.

Cars can easily mount sidewalks with rolled curbs. When parked, side mirrors and doors can encroach on and even block the pedestrian path of travel. Most sidewalks in Tracy have a vertical curb, but some rolled curb can be found in residential neighborhoods. All new sidewalks should have vertical curb to preserve the pedestrian right–of–way.

Sidewalk maintenance is key to providing safe pedestrian facilities throughout the city, especially for seniors who are more susceptible to tripping.

Residents may also call the Code Compliance Officer to report sidewalk maintenance issues including overgrown brush encroaching on the walkway. The Code Compliance officer coordinates and oversees repairs made by private property owners.

4.3.8.4.2 Class I Bicycle Path
Several Class I Facilities exist in the City, the most prominent one is the Sycamore Trail. This trail connects neighborhoods, parks, schools and the ACE train station. Refer to Section 4.6 Bicycle and Pedestrian Circulation for more details on Class I bike paths.

4.3.8.4.3 Trail Along Rails
The City plans to construct trails along the rail lines, which will be an ideal travel route from neighborhoods to t he downtown and the Tracy Transit Station. Additional information related to trail and bicycle circulation is provided in the City of Tracy Citywide Parks, Recreation, and Trails Master Plan.

4.3.8.5 Crossings
There are several features to pedestrian crossings, i ncluding but not limited to curb ramps, crosswalks markings, pedestrian signals, RRFBs, and signage. The City does not have updated inventory of crossings.

However, as part of the ADA transition plan process the City has identified a list of the curb ramps and if they comply with ADA guidelines.

4.3.8.6 Pedestrian Places & Plazas
A key feature of successful pedestrian environments is a place or plaza where people can gather, sit, observe, and play. Every Saturday during the Summer, Central Avenue is closed to vehicular traffic for the Downtown Farmers Market.

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4.3.9 Bicycles
The popularity of bicycling has revived due to many factors including its cost effectiveness, health benefits, and sustainability impacts. This active mode of transportation transcends economic classes and is a viable option for any within the community to utilize for commuting and recreational purposes. A well-connected network of bicycle facilities (Class I – IV) allows for all user - types (from the interested but concerned to the strong and fearless) to enjoy the benefits of active transportation.

This chapter discusses types of facilities and treatments to be used by the City to improve the bicycle transportation network. This chapter also discusses the existing conditions of the bicycle infrast ructure and potential future projects.

The City supports bicycle programs and projects. The City strives to increase the number of bicycle trips.

Additional information related to trail and bicycle circulation is provided in the City of Tracy Citywide Parks, Recreation, and Trails Master Plan.

4.3.9.1 Bicycle Toolbox
Treatments found in the bicycle toolbox come from a variety of sources including the following:
• California Manual on Uniform Traffic
Control Devices (CAMUTCD)
• California Department of Transportation
(Caltrans)
• Federal Highway Administration (FHWA)
• American Association of State Highway
Transportation Officials (AASHTO)

• National Association of City
Transportation Officials (NACTO)
• Institute of Transportation Engineers (ITE)
• Best practices from Cities, Counties, and
other States.

4.3.9.2 Bicycle Facilities
Figure 4.3 provides a diagram of typical bicycle facilities:

Bicyclists hold a unique position in when it comes to the rules of the road. A bicyclist can be both a driver of a vehicle and pedestrian depending on the circumstances. It is important to know when and where the rules apply.

When riding on the streets the California Vehicle Code (CVC) requires that bicyclists act and are treated as a vehicle. As soon as a bicyclist dismounts, they instantly become a pedestrian and are treated as such.

CVC 21200
Did You Know?
i

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Figure 4.3: Typical Bicycle Facilities

Class I Path Along Sycamore Pkwy – Source: Google

Class II Bike Lane Along Corral Hollow Rd – Source: Google

Class II Bicycle Lane with a Travel Lane Buffer

Class III: Shared Roadways/Sharrows – Source: NACTO

Class IV: Protected Bicycle Lanes/Cycle Track adjacent to the roadway – Source: Seattle Bike Blog

Class IV: Protected Bicycle Lanes, Pennsylvania Ave, Washington DC – Source Adobe Stock

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4.3.9.3 Class I Facilities: Bike Path/Multi-Use Path
A class I bicycle path is paved path that is physically separated from motorized traffic. Bicycle paths are best suited along corridors with few interruptions from cross –traffic. Class I facilities often serve as recreation opportunities and bicycle commute corridors.

An example of a Class I facility in the City is the along Sycamore Parkway . Many Class I facilities serve a dual purpose of a multi-use trail and are shared by bicyclists and pedestrians.

According to the Caltrans Highway Design Manual ( HDM), the minimum paved width of travel way for a two-way bike path shall be 8 feet, 10-foot preferred, with a 2-foot-wide shoulder composed of the same pavement material as the bike path. The minimum horizontal clearance is 2 feet from the paved edge of the bike path and the vertical clearance is 10 feet. To ensure proper drainage, the shoulder shall slope away from the traveled way at 2 to 5 percent to reduce ponding and minimize debris from blowing onto the bike path. Since Class I facilities serve both bicyclists and pedestrians, they must meet accessibility requirements, unless it is adjacent to an adequate pedestrian facility.

The minimum recommended width for a shared use path is ten (10) feet. Wider paths are also recommended in corridors with high pedestrian use.

4.3.9.4 Class II Bicycle Lane
A Class II bicycle lane is an on -street facility marked by a striped line on the pavement, symbols, and lettering. The preferred width of bicycle lanes along collector and arterial streets is six feet, however, a minimum width of five feet is acceptable if the site is constrained.

Class II facilities also include buffered bicycle lanes, or bicycle lanes with a “buffer” of at least one to two feet in painted striping. It is not recommended that bicycle lanes be wider than eight (8 feet) unless a physical barrier is implemented to deter vehicles from using the space by driving or parking in a bicycle lane.

According to the California Manual on Uniform Traffic Control Devices (CAMUTCD), longitudinal pavement marking shall be used to define bicycle lanes. A through bicycle lane shall not be positioned to the right of a right turn only lane or to the left of a left turn lane. A Class II facility is recommended on roads with moderate speeds (less than 30 miles pe r hour), and less than 10,000 vehicles per day. They are not recommended on circular roadways of a roundabout.

4.3.9.5 Class III Bikeway Facility: Bicycle Boulevards & Shared Roadway/Sharrows
A Class III facility is established by placing b ike route signs along roadways and/or the placement of “Sharrows”.

Sharrows are used to indicate to bicyclist’s proper
placement on the street (outside of the “door–zone” where there may be on –street parking) and remind drivers to watch for and share the road with bicyclists.

Bicycle boulevards are a series of connected Class III
facilities that prioritize bicycle transportation and
Source: Sacramento Area Bicycle Advocates

Source:bikingbis.com

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provide alternative routes for bicyclists away from high speeds and traffic. When possible, bicyclists are given right–of way at most intersections along the route to
increase convenience and ease of travel. Bicycle
boulevards and Sharrows are particularly useful on
narrow streets where there may not be room for a class
II bicycle lane.

Bicycle boulevards provide an alternative route on
streets with low traffic volumes and travel speeds, which is typically more comfortable for less experienced bicyclists. Bicycle boulevards provide important connections between residential areas and popular destinations. Bicycle boulevards are recommended for streets that have speed limits of 25 miles per hour or less, when a bicycle lane is not a feasible alternative. Class III facilities are recommended for streets with less than 4,000 vehicles per day.

4.3.9.6 Class IV Facilities: Protected Bicycle Lanes/Cycle Tracks Class IV Facilities are bicycle lanes with some form of physical separation from the roadway and vehicles.

This separation can be achieved by either vertically raising the bicycle lanes from the roadway or horizontally by items such as: delineators, railings, or planters. An example of a Class IV facility is the North Fremont median bicycle lanes.

Class IV facilities are often referred to as protected bicycle lanes or “Cycle tracks” and have several design variations.

They can vary by:
• Elevation - some Class IV facilities can be raised above the main roadway. • Barrier Type - barriers can include items such as delineators, railings, planter, and curbs (see examples below)
• Location - facilities may be placed on the right side of the road (typical) or left side of the road, or in a median.
• Direction - facilities may have a single lane in one direction (in the direction of flow or opposite the direction of flow, i.e. contraflow) or two lanes in both directions, (Contraflow lanes for bikes include bike lanes with a travel direction opposite to that of vehicles as indicted in the photo below.) Parking - facilities may be placed on either side of the parking lane.

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San Francisco - Source: SFMTA

Protected Bicycle Lane in Median on North Fremont Street - Source: Kimley-Horn

Other design considerations for Class IV facilities include:
• Maintenance
• Narrow bike lanes for sweeping machines, and
• Stormwater
Class IV facilities are preferred, whenever feasible, and are recommended on roads with higher speeds, volumes and/or multiple conflict points. While Class IV facilities provide additional protection for bicyclists compared to Class II and Class III facilities, Class II and Class III facilities are recommended where Class IV facilities are infeasible.

4.3.9.7 Bicycle Treatments
The following bikeway design treatments are intended to enhance the safety and usability of bikeways.

They will be used in accordance with the CAMUTCD and other relevant existing laws and regulations.

Treatments that are not currently in the Manual on Uniform Traffic Control Devices, such as colored lane

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markings and bicycle route wayfinding signs, are considered “experimental” and will require Federal Highway Administration Experimental Project Approval before implementing.

4.3.9.7.1 Crossbikes
“Crossbikes”, or crosswalks for bikes which can be located at intersections, trail crossings, or mid-block crossings. The striping of a cross bike is similar to a typical crosswalk, with the use of green rectangular boxes in place of white to denote use by bicycles. “ Crossbikes” help with the separation of with pedestrians and bicyclists at busy intersections.

“Crossbike” on North Fremont Street - Source: Kimley-Horn

4.3.9.7.2 Protected Intersections
A protected intersection, sometimes referred to as a Dutch Intersection, is an intersection designed to accommodate bicyclists circulating counterclockwise around the intersection inste ad of entering travel lanes to make left turns. This intersection is characterized by Crossbikes, corner islands, and separated bicycle facilities. It can include bicycle signals and bicycle detection. The North Fremont Pedestrian and Bike Project includes many of these features.

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Protected Intersection in Berkeley, CA - Source: Kimley-Horn

Protected Intersection in Berkeley, CA - Source: Kimley-Horn Protected intersections can be beneficial to pedestrians and bicyclists, tighter turn radii reduce vehicle turning speed, better visibility of pedestrians and bicycles, reduced conflict points between bicycles and vehicles.

This design can have a large footprint to accommodate all the design features and maintain roadway capacity and may not be appropriate everywhere. Other challenges in the design of Protected Intersection, include truck turning requirements for freight movement, bicyclist deflection at corner islands, bicycle pedestrian interaction, and considerations for pedestrians with disabilities.

If bicycle phasing is incorporated, additional challenges include intersection capacity reduction from added bicycle phases and unique signalization schemes, such as the leading bicycle interval. The MUTCD, and the CAMUTCD, is lagging on the bicycle signal standards and bicycle signal phasing standards.

However, NACTO has provided best practice guidance on signalized and bike facilities in the interim.

4.3.9.8 Wayfinding Signs
Bicycle mileage markers and wayfinding signs indicate the distance and di rection to popular destinations. These are similar to milage markers used on roadways for cars. They provide a resource for cyclists to estimate travel time to destinations, they also benefit athletic riders who use the markers for training.

4.3.9.9 Bicycle Detection
Bicycle Detection at signalized intersections along bicycle routes increase convenience and encourage correct placement of bicyclists at the intersection. Bicycle detection technologies sense bicycles in a travel lane and trigger the green phase at a signalized intersection. Currently, the City uses modified “E” loops (inductive) and video detection.

Wayfinding Sign in Monterey, CA – Source: Google

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“E” Loops are installed below the pavement and are modified to be more sensitive to bicyclists. Inductive loop sensors are the least expensive to install typically but are not easy to maintain or repair and may not detect bicycles that are made mostly of carbon fiber.

4.3.9.10 Bicycle Boxes
The bicycle box provides bicyclists a protected space in front of queued motor vehicles at traffic signals, giving them a head start and extra visibility when the light turns green. This treatment is particularly helpful for bicy clists trying to turn left at a busy intersection.

Bicycle boxes are not recommended for every location, bicycle boxes should be complemented by not permitting right turn on red. There can also be confusion with multiple lanes and left turning bicyclists. Additionally, vehicles may not observe the striping and idle in the bicycle box.

Bicycle Box in National City, CA - Source: San Diego Bicycle Coalition

4.3.9.11 Bicycle Parking
Bicycle parking is an important investment when seeking to increase bicycle ridership. Parking is critical to providing reassurance for bicyclists when they leave their bikes to work or shop and providing a designated space also prevents the nuisance of bicyclists locking their bikes to various poles and benches.

Bicycle parking should be in a well-lit, plain view area that supports the whole bike, not just a wheel, and out of the way of pedestrians and motor vehicles for the safety of all users.

Bicycle parking design is also important, things that should be considered when installing bicycle parking:
• Location
(proximity to destinations, visibility)
• Ability to secure bicycle
(theft prevention, weather protection)
• Durability
• Sheltering
• Lighting
• Supply
• Aesthetics

Bicycle Detection Loop in Long Beach, CA
– Source: City of Long Beach

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4.3.9.12 Private Bicycle Rentals and Bicycle Sharing
Private developments are encouraged to provide private bicycle rentals and bicycle sharing for their constituents. For example, hotels, visitor centers, hospitals, and other large employers may provide bicycle rentals to their employees as an incidental part of their business operations.

4.3.10 Safe Routes to School
Safe Routes to School is an international effort to encourage students (K -12) to walk or bicycle to school.

The City has participated in Safe Routes to School efforts in collaboration with seve ral local Charter and Private Schools.

Safe Routes to School programs have several community benefits:
• Increase in walking and bicycling to school
• Lower transportation costs
• Reduced student absences and tardiness
• Reduce traffic congestion
• Healthier students
• Improved academic performance
• Cleaner air, fewer asthma attacks

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4.3.10.1 Schools
There are nineteen K–12 schools in Tracy (see below). Many Schools serve multiple neighborhoods, many students live further than the recommended walking or bicycling distances for students respective age groups. Distance and topography are two of the greatest barriers to walking to these schools in Tracy. • Kimball High School
• Tracy High School
• West High School
• Monte Vista Middle School
• Williams Middle School
• Art Freiler School
• George Kelly School
• North School
• Gladys Poet-Christian School
• Louis Bohn Elementary
• Central Elementary
• Wanda Hirsch Elementary
• Melville Jacobson Elementary
• McKinley Elementary
• South/West Park Elementary
• Louis Villalovoz elementary
• George & Evelyn Stein Continuation High
School
• Duncan-Russel Community Day School
• Tracy Independent Study Charter School

4.3.11 Barriers to Walking and Biking

4.3.11.1 Walk and Bike Shed
A walk or bike shed is the approximate range a student should travel for school, these distances vary by age group. Whether a student is accompanied by an adult or older sibling is a parental prerogative, however it is typically recommended by safe routes to school programs that kids, age 10 or younger, be accompanied by an adult or older sibling to cross the street.

Figure 4.4 illustrates recommended walk shed for student age groups, it should be noted these are average distances, and these distances do not take into account the existing infrastructure, individual student capabilities or topography which could make this distance too far for a student.

Figure 4.4: Recommended Maximum Walking Distances by Age Group

Note: Estimated time based on a walking speed of 3.5 – 4.5 feet per second

Figure 4.5 illustrates recommended bike shed for student age groups. It should be noted that these are average distances, and these distances do not take into account the existing infrastructure, individual student capabilities or topography which could make this distance too far for a student.

Kindergarten - 4th Grade

0.5 miles
(~10-15 min walk)
4th Grade - 8th Grade

1.0 miles
(~20-25 min walk)
High School

1.5 miles
(~30-35 min walk)

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Figure 4.5: Recommended Maximum Bicycling Distances by Age Group

Note: Estimated time on a bicycling speed of 11.5 feet per second, based on research from FHWA’s Evaluation of Safety, Design and Operation of Shared-Use Path.

4.3.11.2 Traffic & Driver Behavior
Following distance, perceived “Traffic related danger” has been cited as the second highest barrier to parents allowing their children to walk or bicycle to school, according to the US Centers for Disease Control (CDC). Perceived “Traffic related danger” can be high volumes or congestion, driver behavior, such as speeding, failing to yield to pedestrians and bicyclists, running stop signs, double parking, or many other poor behaviors.

Although traffic and perceived “traffic related danger” is often cited as a reason for not allowing students to walk to school 20- 25 percent of morning rush hour traffic is attributable to parents driving their children to school.4,5

4.3.11.3 Weather
The Central Valley weather in Tracy result in cold mornings and evenings in the winter, and hot days in the summer. The Tule Fog brings colder weather, with moderate climate ideal for active transportation to school.

4.3.11.4 Infrastructure
Gaps in pedestrian and bicycle infrastructure do exist, and there are opportunities to improve existing infrastructure. Barriers to improving infrastructure are funding, the City relies heavily on grant funding and Neighborhood and Community Improvement Program (NCIP) funds for active transportation projects and Safe Routes to School Related projects often require school involvement and support.

1. https://www.saferoutespartnership.org/blog/too-far-walk

2. Nelson, Norah M et al. “Active commuting to school: how far is too far?” The international journal of behavioral nutrition and physical activity vol. 5 1. 8 Jan. 2008, doi:10.1186/1479-5868-5-1

3. https://www.saferoutespartnership.org/sites/default/files/031918-srs-biketrain-toolkit-final.pdf.

4. National Highway Transportation Administration cited in Safe Routes to School: Pledging Safe Communities for our Children. 2003.

5. Department for Environment, Transport and the Regions, England: Greater Vancouver Regional District: Morning Peak Trip by Purpose.

Kindergarten - 4th Grade

0.5 miles
(~5-10 min bike)
4th Grade - 8th Grade

2.0 miles
(~15-20 min bike)

2.5 miles
(~20-25 min bike)
High School

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4.3.12 Transportation Demand Management
Transportation Demand Management (TDM) is a method of managing the demand on the transportation network by motor vehicles (SOV). The City is implementing a TDM program, this could help the City by:
• Reducing dependence on fossil fuels and energy consumption, • Reducing Greenhouse Gas Emissions,
• Reducing traffic congestion,
• Reducing car maintenance, parking cost, and need for car ownership, • Reducing the need to expand roads and for expensive vehicle-centered regional infrastructure, • Reducing health care costs (in the long term),
• Attracting individuals that value a multi-modal environment, • Enhancing overall access, convenience, and connectivity, • Improving quality of life in communities with transportation options, and • Improving health through active transportation
In order to address the methods of managing demand, these programs can be categorized into the following four (4) categories provided in Figure 4.6.

Figure 4.6: Methods of Managing Demand

Figure 4.1 provides a list of the 42 potential TDM measures.

Re-Mode: Shifting

Re-Time: Shifting
Reduce: Reducing
the need for travel
through strategies,
such as telework
Re-Mode: Shifting travel
demand from driving
alone to other
transportation modes
such as carpooling, transit,
walking, and biking
Re-Time: Shifting
travel demand to
off-peak times

Reroute: Shifting
travel demand to
less congested
routes.

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Table 4.1 Potential TDM Measures

REDUCE REMODE RETIME REROUTE
Emergency Ride Home (ERH)

Financial Carpool Incentives

Flexible/Alternative Work
Schedule

Formal Telework Policy

Free Event Transit Passes

Information Kiosk/Display

Mobile App

New Employee/Student
Transportation Kits

Off-peak Incentives

Parking Cash-Out

Reduction of Parking Supply

Park Once and Explore Car-Free
Campaign

Passenger Pick-up/Drop-off
Areas

Permit Parking

Pre-Arrival Transportation
Information

Preferential Carpool/Vanpool
Parking

Program Branding and
Messaging

Promotional
Events/Fairs/Challenges

Public Bike Racks

Ridematching, Trip Planning, Trip
Reporting

Secure Bike Parking

Shared Walk/Bike Amenities

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REDUCE REMODE RETIME REROUTE
Share Event Traffic Management
with
Key Transportation Routing
Platforms

Shift Start/End Coordination
with
Nearby Employers to Encourage
Carpooling

Shop Local Campaigns/
Partnerships

Showers, Lockers, and Changing
Facilities

Shuttle Service

Special Event Parking and TDM
Plans

Special Event Transit Service

Student Transit Pass Subsidy

TNC/ Taxi Discounts

Transit Subsidies and Allowances

Transportation Coordinator/
Champion

Transportation/ Commute
Surveys

Use of Local Suppliers for Events

Vanpool Program

Vanpool Start-up Subsidy

Wayfinding

Website

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4.3.13 Vision Zero
Vision Zero is an international road safety movement rooted in the philosophy that no loss of life due to road crashes is acceptable or inevitable. A core principle of Vision Zero is that people should not be killed or severely injured due to mobility. Crashes are not accidents; that is, they are entirely preventable if the transportation system is designed to minimize the consequences of human errors and mistakes.

Vision Zero sets the goal of reducing traffic-related fatalities and severe injuries to zero - the only acceptable number.

While zero crashes may sound unrealistic, the objective is to set this as a goal rather than an expectation. The expectation of zero crashes may be unattainable, but the goal to prevent fatal and severe crashes can always be strived for. A number of different initiatives already exist which aim to promote the objectives of Vision Zero. Vision Zero provides a goal to unify these different initiatives (infrastructure design, safety education, behavior enforcement, evaluation). This is a commitment and cooperation between all city departments and the community.

Vision Zero is...
• No loss of life is acceptable
• Reduce fatalities and severe injuries to zero
• Acknowledgement that fatalities and serious
injuries are preventable
• Prioritize human health and safety over all
other interests
• Acknowledgment that human error is
inevitable
• Everyone’s responsibility, all road users and
City departments
• Systemic safety improvements
• Reducing vehicle speed is a priority in
mitigating crash severity.

Vision Zero is not...
• Something “new”
• Going to “look” the same everywhere
• Only for engineers
• Eliminating road fatalities entirely
This chapter presents the Vision Zero Plan for the City of Tracy with a goal of zero fatalities or severe injuries from traffic related crashes in the City by the year 2050.

Between 2015 and 2020, 17 people were killed in traffic crashes in Tracy and 56 were severely injured.

On average, approximately more than 40,000 people lose their lives on U.S. roads each year. Of these, about 18% are people walking and riding bicycles, our most vulnerable road users. Source: SWITRS

4.3.13.1 Vision Zero in the United States
Vision Zero is gaining momentum across the United States. As of February 2019, more than 40 U.S. cities or counties have adopted Vision Zero goals, with the state of California as a main champion. Large cities (New York, San Francisco, Los Angeles) were early-on adopters, followed by middle-sized cities (Fort Lauderdale, Long Beach) and now joined by small-sized cities (Santa Monica, San Luis Obispo).

Figure 4.7 provides a map of the Vision Zero communities in the United States.

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Figure 4.7: Vision Zero Map

4.3.13.2 Why is Vision Zero Needed?
Human error is unavoidable, but the loss of life due to motor vehicle crashes can be preventable.

According to the National Highway Traffic Safety Administration (NHTSA), 94 -percent of serious crashes are due to dangerous choices or human error. Figure 4.8 provides the number of fatalities per year in Tracy.

Figure 4.8: Number of Fatalities per Year in Tracy, (2015-2020)

4.3.13.3 Tracy+Vision Zero Emphasis Areas

4.3.13.3.1 Safe Streets for Everyone
By incorporating Complete Streets design elements as discussed in Chapter 6, roadways can become safer and oriented more towards pedestrians and bicyclists. Features such as Crossbikes and bicycle boxes create refuges for bicyclists to safely cross the intersection and be clearly visible to drivers from all directions. Pedestrian related treatments include curb ramps, wider sidewalks, bulb-outs, and high - visibility crosswalks.

4.3.13.3.2 Mitigate Speeding
Speed plays a critical role in the likelihood of injury during a traffic collision, refer to Figure 4.9. Therefore, any speed reducing measures can be very effective in decreasing pedestrian and bicyclist fatalities.

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It is important to highlight the national movement “20 is Plenty”, which is movement to reduce speed limits in residential and high use pedestrian/bike areas. As a California City, our speed limits have strictly defined by law. There is little to no flexibility in setting lower speed limits on City Streets. Additionally, other States utilize automated speed -enforcement cameras, which are not currently allowed for all jurisdictions in California, in part to our strict laws regarding the setting and enforcement of speed limits.

When utilizing speed feedback signs, targeted enforcement, lane narrowing, and smaller curb radii, drivers tend to go at slower speeds which greatly reduces the effect of the collision impact.

Figure 4.9: Likelihood of fatal and severe injury relative to speed

4.3.13.3.3 Education
Street safety education and public outreach are important to help people safely navigate roadways by walking, biking, or driving. By implementing programs and creating resources to provide street safety education, it creates a shared sense of expectations for all users of the roadway and makes information easily accessible to all member of the community.

4.3.13.4 How Vision Zero Works
Vision Zero strategies: enforcement, engineering, education, encouragement, evaluation and using a data- driven approach. Data is crucial for Vision Zero. Data provides valuable information to best allocate limited resources, identify priorities and gain insight otherwise unavailable. Data can also inform coordinated actions across city departments to influence public commitment to Vision Zero.

For example, the collection and analysis of crash data by the City of Los Angeles re vealed that 65% of all deaths and severe injuries involving people walking occur on just 6% of their streets. It’s important to break down data because it provides a much more specific picture. Each City’s Vision Zero efforts will be shaped by their specific crash data. As such, efforts to implement Vision Zero vary from city to city.

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4.3.13.4.1 Consider all Levels of Prevention
Vision Zero works to instill a new way of thinking about road crashes, challenging traditional thinking to lessen crash severity. Traditionally, road safety efforts were restricted to the bottom levels of prevention.

Vision Zero efforts consider all levels of prevention, particularly those at the top:
• Incorporate safety measures and strategies in policies, plans and practices. • Adopt organizational practices that facilitate coordination to improve safety. • Bring together all city departments and the community to increase safety efforts. • Commit all levels of the city to keep learning, refining our skills, and expanding our toolbox with the best available strategies, polices, and actions.

4.3.13.4.2 Focus on Crash Severity
Vision Zero is not about eliminating all road crashes, that would not be feasible. The issue at hand is crash severity: how can we lessen the severity of road crashes? The Vision Zero approach is composed of several elements, each of which affect crash severity. These include ethics, responsibility, safe systems approach, human tolerance to speed, human error, and scientific facts/data.

Figure 4.10: The Spectrum of Prevention

Content: The Prevention Institute/Source: Vision Zero Network

4.3.13.4.3 Ethics
Ethics are at the core of Vision Zero’s philosophy and goal. The only acceptable goal is to reduce fatalities and severe injuries to zero.

4.3.13.4.4 Responsibility
Who is responsible for safety on our streets? We all are! Road users who live, work, or visit Tracy are responsible for following the rules of the transportation system. All city departments are responsible for the safe operation and use of the transportation system. This is why Vision Zero follows a “safe systems approach.”
Influencing Changing
policy & organizational
legislation practices
Fostering
coalitions &
networks
Educating
Providers
Promoting
community
education
Strengthening
individual
knowledge &
skills

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4.3.13.4.5 Safe Systems Approach
A crash that results in severe injury means that personal behavior or components in the road transportation system were not performing well together. It is the responsibility of the community and all city departments to integrate all the components of the system.

4.3.13.4.6 Human Limits: Error and Speed
As humans we make mistakes, but these should not lead to loss of life on the road. Therefore, human limitations are an important basis upon which to design and use the road
transportation system.

The human body can only withstand certain amounts of force in a car crash. Even the impact force of a car traveling at 20- mph is enough to be f atal (there’s a 10% risk of fatality for pedestrians struck). If we double the car’s speed to 40 -mph, the risk of fatality skyrockets to 80-percent. Increases in speed lead to decreases in our field of vision so it becomes more difficult to spot a person crossing the street.

Figure 4.11: Braking Speed Reaction

Source: National Road Safety Strategy AU

20 35
30 25
45 35
30 55
45 TMP Update | August 2022 127

Table 4.2 Potential TDM Measures
Contributing Collision
Factor Typical Causes Principal
Strategy
Supporting
Strategies

User Inexperience
New/beginning driver; driver/user in novel
traffic situation; user traveling by a means in
which they are inexperienced; children using
the streets as pedestrians or bicyclists.

Education
Enforcement,
Engineering,
Planning

Street
Design and Operations
Lack of access control, unclear as to who has
the right of way; limited visibility; faded
striping/signage; lack of ped or bike
facilities.

Engineering
Enforcement,
Education,
Planning

Inadvertent
Distraction
Driving when tired; driver lulled by roadway
conditions; sudden surprise from
unanticipated distractions; medical causes.

Education
Enforcement,
Engineering,
Planning

Intentional Disregard
of Safety, High-Risk
Behavior
Speeding; unsafe turning speeds; driver
under the influence; texting; phone use by
driver, pedestrians, and bicyclists.

Enforcement Engineering,
Education

4.3.13.4.7 Design Streets for Everyone
The following design strategies are recommended to design streets for everyone:
• Evaluate high severity, high incidence location and collision factors. Collaborate to address safety issues through enforcement and/or safety measures.
• Review projects and plans for safety and access. Look for opportunities to enhance safety. • Incorporate “Complete Streets” principles in projects. • Use existing tools but also draw upon worldwide best practices in roadway improvement and enforcement strategies.
• Use street resurfacing as an opportunity to implement low-cost changes and increase road safety through striping.
• Implement safety projects under the Neighborhood and Community Improvement Program (NCIP).
• Implement Safe Routes to School (SRTS) safety projects, programs, and participate in SRTS Countywide Task Force.
• Adopt crosswalk guidelines to upgrade and/or eliminate crosswalks based on safety.

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The following design strategies are recommended for new development • Integrate land use and circulation elements in Specific Plans to support walkable, bikeable, transit- oriented neighborhoods (high-density, mixed-use, active transportation). • Include Vision Zero goal in near term and long-term planning documents. • Examine development projects to determine impact on safety and access for pedestrians and bicyclists.
• Look for opportunities to incorporate safety and access improvements for pedestrian and bicyclists in development projects.
• Update plans and bicycle guidelines for bike and pedestrian circulation as new technology and standards become available.

4.4 Railroad Facilities

4.4.1 Introduction
This section documents infrastructure related to Railroad Crossing facility planning. The existing Railroad Crossings are presented in Chapter 2. The City of Tracy Railroad Crossings was integrated into the TMP to develop a comprehensive circulation system that minimizes conflict and delay points between railroad traffic and automobile, transit, pedestrian, and bicycle traffic within the City. Graphics are provided to illustrate existing and future Railroad Crossing facilities. Planning for at -grade and grade separated facilities is based on review of forecast local and regional trains, vehicular, bicycle and pedestrian traffic, and coordination between City of Tracy, the California Public Utilities Commission (CPUC), and Union Pacific Railroad (UPRR). Discussion is provided regarding existing and future railroad crossings, facility design, and resource documents.

4.4.2 Planning Railroad Crossing Facilities
Planning for Railroad Crossings where roadways currently or will cross the railroad has been coordinated between City staff, traffic engineers and representatives from the CPUC, and UPRR. Consideration was given to the frequency of use for each railroad, the type of trains using each line, and the current and forecast vehicular traffic crossing each railroad and taking cognizance of pedestrian and bicycle travel needs. Balancing the needs between railroad traffic and automobile traffic is important to determine where at-grade crossings are adequate, and where grade separations are required. The railroad industry provided the impetus for creating the community of Tracy and therefore, multiple rail lines are embedded in the community, often traversing diagonally across the road way network. Typically, at -grade crossings can accommodate 4-lane roadways, however 6-lane roadways may require grade separation between the railroad and the automobile roadway. Additionally, the CPUC requires no new at-grade railroad crossings unless a cr ossing is relocated from another location and merited. Discussion and review of new and relocated crossings requires discussion with the CPUC to confirm expectations and establish a transportation network serving operational and safety needs for both rail and non-rail traffic. The TMP establishes a platform from which design and continued discussions with CPUC and UPRR can occur. It should be noted that several locations have been earmarked as possible grade separated facilities. In calculating future traffic impact fees, the facilities are regarded as being grade separated.

4.4.3 Future Railroad Crossing Facilities
Figure 4.12 shows the City of Tracy Railroad Crossing Facility Plan, which includes the existing and future facilities identifying widening of existing crossings, future at -grade crossings, and future grade separated

TMP Update | August 2022 129

crossings. The following improvements to the railroad crossings are recommended to address Horizon Year forecasted demand:

Maintain At-Grade Crossings
• #1: Lammers Road north of Valpico Road. Lammers Road future widening will increase roadway from 2 lanes to consist of 4 lanes to accommodate Horizon Year traffic volumes. The 4 -lane roadway/railroad crossing may remain at -grade. Future roadway improvements should accommodate pedestrian and bicycle crossings per standard designs. • #5: Corral Hollow Road north of Linne Road. Coral Hollow Road future widening will increase roadway from 2 lanes to consist of 4 lanes to accommodate Horizon Year traffic volumes. The 4- lane roadway/railroad crossing will remain at -grade. Future roadway improvements should accommodate pedestrian and bicycle crossings per standard designs. • #8: Tracy Boulevard north of Linne Road. Tracy Boulevard widening will increase roadway from 2 lanes to consist of 4 lanes to accommodate Horizon Year traffic volumes. The 4 -lane roadway/railroad crossing will remain at -grade. Future roadway improvements should accommodate pedestrian and bicycle crossings per standard designs. • #16: Chrisman Road at Schulte Road. Chrisman Road widening will increase roadway from 2 lanes to consist of 4 lanes to accommodate Horizon Year traffic volumes. The 4-lane roadway/railroad crossing will r emain at-grade. Future roadway improvements should accommodate pedestrian and bicycle crossings per standard designs.

Provide Grade-Separated Crossings
• #2: Lammers Road north of Linne Road. Lammers Road widening will increase roadway from 2 lanes to consist of 4 lanes to accommodate Horizon Year traffic volumes. The 4 -lane roadway/railroad crossing will change from at -grade to a grade separated crossing. Currently private Lammers Road will become a public roadway. Future roadway improvements should accommodate pedestrian and bicycle crossings per standard designs. • #21: MacArthur Drive Extension. The realignment and extension of MacArthur Drive from its current alignment north of Eleventh Street (where it currently dog -legs) will entail a new grade - separated crossing over the tracks before it rejoins the existing alignment of MacArthur Drive at Mt. Diablo Avenue. Future roadway improvements should accommodate pedestrian and bicycle crossings per standard designs.
• #22: Chrisman Road north of 11 th Street. Chrisman Road construction will consist of 4 lanes to accommodate Horizon Year traffic volumes. The 4-lane roadway/railroad crossing will be grade separated. Future roadway improvements should accommodate pedestrian and bicycle crossings per standard designs.
• #23: Hansen Road east of Pavillion Parkway. The future Hanson Road improvements will provide 4-lane roadways intersecting over railroad in grade separated crossing. Future roadway/intersection improvements should accommodate pedestrian and bicycle crossings per standard designs.
• #24: Pavillion Parkway at Byron Road: Pavillion Parkway roadway improvements will include an 8-lane roadway intersecting over the railroad with a grade-separated crossing. Future

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roadway/intersection improvements should accommodate pedestrian and bicycle crossings per standard designs.

Close Existing At-Grade Crossings
• #15: MacArthur Drive south of 6th Street. This vehicular roadway crossing will be eliminated once the 11th Street/MacArthur railroad crossing is re-constructed and MacArthur Drive realigned. The City plans to retain the pedestrian and bicycle crossing at crossing #15. • #25: Grant Line Road at Byron Road. This crossing is planned to be closed. Vehicular access across tracks will be provided by future realignment of Pavillion Parkway

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/gid00042/gid00077/gid00083/gid00068/gid00081/gid00077/gid00064/gid00083/gid00072/gid00078/gid00077/gid00064/gid00075/gid00001/gid00049/gid00074/gid00086/gid00088 /gid00041/gid00064/gid00077/gid00082/gid00068/gid00077/gid00001/gid00051/gid00067 /gid00049/gid00064/gid00085/gid00072/gid00075/gid00072/gid00078/gid00077/gid00001/gid00049/gid00074/gid00086/gid00088 /gid00049/gid00064/gid00085/gid00072/gid00075/gid00072/gid00078/gid00077/gid00001/gid00049/gid00074/gid00086/gid00088 /gid00036/gid00064/gid00079/gid00072/gid00083/gid00064/gid00075/gid00001/gid00049/gid00064/gid00081/gid00074/gid00001/gid00037/gid00081 /gid00045/gid00064/gid00076/gid00076/gid00068/gid00081/gid00082/gid00001/gid00051/gid00067/gid00045/gid00064/gid00076/gid00076/gid00068/gid00081/gid00082/gid00001/gid00051/gid00067 /gid00036/gid00078/gid00081/gid00081/gid00064/gid00075/gid00001/gid00041/gid00078/gid00075/gid00075/gid00078/gid00086/gid00001/gid00051/gid00067/gid00036/gid00078/gid00081/gid00081/gid00064/gid00075/gid00001/gid00041/gid00078/gid00075/gid00075/gid00078/gid00086/gid00001/gid00051/gid00067 /gid00053/gid00081/gid00064/gid00066/gid00088/gid00001/gid00035/gid00075/gid00085/gid00067/gid00053/gid00081/gid00064/gid00066/gid00088/gid00001/gid00035/gid00075/gid00085/gid00067 /gid00046/gid00064/gid00066/gid00034/gid00081/gid00083/gid00071/gid00084/gid00081/gid00001/gid00037/gid00081/gid00046/gid00064/gid00066/gid00034/gid00081/gid00083/gid00071/gid00084/gid00081/gid00001/gid00037/gid00081 /gid00036/gid00071/gid00081/gid00072/gid00082/gid00076/gid00064/gid00077/gid00001/gid00051/gid00067 /gid00052/gid00088/gid00066/gid00064/gid00076/gid00078/gid00081/gid00068/gid00001/gid00049/gid00074/gid00086/gid00088 /gid00036/gid00068/gid00077/gid00083
/gid00081/gid00064/gid00075/gid00001/gid00034/gid00085/gid00068 /gid00035/gid00064/gid00077/gid00083/gid00064/gid00001/gid00051/gid00067 /gid00035/gid00072/gid00081/gid00067/gid00001/gid00051/gid00067 /gid00034/gid00071/gid00068/gid00081/gid00077/gid00001/gid00051/gid00067 120

CALIFORNIA
5 5
580
580
205
205
1 5 8
16 23
2 24
22 21
15 25
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/gid00051/gid00078/gid00064/gid00067/gid00034/gid00083/gid00014/gid00040/gid00081/gid00064/gid00067/gid00068 /gid00034/gid00083/gid00014/gid00040/gid00081/gid00064/gid00067/gid00068/gid00020 /gid00021 /gid00019 /gid00045/gid00064/gid00076/gid00076/gid00068/gid00081/gid00082 /gid00051/gid00078/gid00064/gid00067 /gid00077/gid00078/gid00081/gid00083/gid00071 /gid00078/gid00069 /gid00045/gid00072/gid00077/gid00077/gid00068 /gid00051/gid00078/gid00064/gid00067/gid00034/gid00083/gid00014/gid00040/gid00081/gid00064/gid00067/gid00068 /gid00040/gid00081/gid00064/gid00067/gid00068 /gid00052/gid00068/gid00079/gid00064/gid00081/gid00064/gid00083/gid00068/gid00067 /gid00019/gid00021 /gid00022 /gid00036/gid00078/gid00081/gid00081/gid00064/gid00075 /gid00041/gid00078/gid00075/gid00075/gid00078/gid00086 /gid00051/gid00078/gid00064/gid00067 /gid00077/gid00078/gid00081/gid00083/gid00071 /gid00078/gid00069 /gid00045/gid00072/gid00077/gid00077/gid00068 /gid00051/gid00078/gid00064/gid00067 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/gid00047/gid00078/gid00081/gid00083/gid00071 /gid00046/gid00064/gid00066/gid00034/gid00081/gid00083/gid00071/gid00084/gid00081 /gid00037/gid00081/gid00072/gid00085/gid00068 /gid00064/gid00083 /gid00018/gid00018/gid00083/gid00071 /gid00052/gid00083/gid00081/gid00068/gid00068/gid00083 /gid00009/gid00047/gid00014/gid00052/gid00010 /gid00047/gid00078/gid00001/gid00036/gid00081/gid00078/gid00082/gid00082/gid00072/gid00077/gid00070 /gid00040/gid00081/gid00064/gid00067/gid00068 /gid00052/gid00068/gid00079/gid00064/gid00081/gid00064/gid00083/gid00068/gid00067 /gid00017/gid00021 /gid00019/gid00018 /gid00046/gid00064/gid00066/gid00034/gid00081/gid00083/gid00071/gid00084/gid00081 /gid00037/gid00081/gid00072/gid00085/gid00068 /gid00038/gid00087/gid00083/gid00068/gid00077/gid00082/gid00072/gid00078/gid00077/gid00047/gid00078 /gid00036/gid00081/gid00078/gid00082/gid00082/gid00072/gid00077/gid00070 /gid00040/gid00081/gid00064/gid00067/gid00068/gid00001/gid00052/gid00068/gid00079/gid00064/gid00081/gid00064/gid00083/gid00068/gid00067 /gid00017/gid00021 /gid00019/gid00019 /gid00036/gid00071/gid00081/gid00072/gid00082/gid00076/gid00064/gid00077 /gid00051/gid00078/gid00064/gid00067 /gid00077/gid00078/gid00081/gid00083/gid00071 /gid00078/gid00069 /gid00018/gid00018/gid00083/gid00071 /gid00052/gid00083/gid00081/gid00068/gid00068/gid00083/gid00047/gid00078 /gid00036/gid00081/gid00078/gid00082/gid00082/gid00072/gid00077/gid00070 /gid00040/gid00081/gid00064/gid00067/gid00068 /gid00052/gid00068/gid00079/gid00064/gid00081/gid00064/gid00083/gid00068/gid00067 /gid00017/gid00021 /gid00019/gid00020 /gid00041/gid00064/gid00077/gid00082/gid00068/gid00077 /gid00051/gid00078/gid00064/gid00067 /gid00068/gid00064/gid00082/gid00083/gid00001/gid00078/gid00069/gid00001/gid00049/gid00064/gid00085/gid00072/gid00075/gid00072/gid00078/gid00077 /gid00049/gid00064/gid00081/gid00074/gid00086/gid00064/gid00088 /gid00038/gid00087/gid00083/gid00015 /gid00047/gid00078 /gid00036/gid00081/gid00078/gid00082/gid00082/gid00072/gid00077/gid00070 /gid00040/gid00081/gid00064/gid00067/gid00068 /gid00052/gid00068/gid00079/gid00064/gid00081/gid00064/gid00083/gid00068/gid00067 /gid00017/gid00021 /gid00019/gid00021 /gid00049/gid00064/gid00085/gid00072/gid00075/gid00072/gid00078/gid00077 /gid00049/gid00064/gid00081/gid00074/gid00086/gid00064/gid00088 /gid00064/gid00083/gid00001/gid00040/gid00081/gid00064/gid00077/gid00083/gid00001/gid00045/gid00072/gid00077/gid00068/gid00001/gid00051/gid00078/gid00064/gid00067/gid00047/gid00078 /gid00036/gid00081/gid00078/gid00082/gid00082/gid00072/gid00077/gid00070 /gid00040/gid00081/gid00064/gid00067/gid00068 /gid00052/gid00068/gid00079/gid00064/gid00081/gid00064/gid00083/gid00068/gid00067 /gid00017/gid00025 9 Eleventh Street has existing grade separation
over railr
oad. Future condition includes grade
separation of MacArthur Drive Extension
/gid00045/gid00068/gid00070/gid00068/gid00077/gid00067
/gid00036/gid00072/gid00083/gid00088/gid00001/gid00045/gid00072/gid00076/gid00072/gid00083/gid00082 /gid00052/gid00079/gid00071/gid00068/gid00081/gid00068/gid00001/gid00078/gid00069/gid00001/gid00042/gid00077/gid00197/gid00084/gid00068/gid00077/gid00066 /gid00068
/gid00039/gid00084/gid00083/gid00084/gid00081/gid00068/gid00001/gid00040/gid00081/gid00064/gid00067/gid00068/gid00001/gid00052/gid00068/gid00079/gid00064/gid00081/gid00064/gid00083/gid00068/gid00067/gid00001 /gid00051/gid00064/gid00072/gid00075/gid00081/gid00078/gid00064/gid00067/gid00001/gid00036/gid00081/gid00078/gid00082/gid00082/gid00072/gid00077/gid00070 /gid00056/gid00072/gid00067/gid00068/gid00077/gid00001/gid00038/gid00087/gid00072/gid00082/gid00083/gid00072/gid00077/gid00070/gid00001/gid00051/gid00064/gid00072/gid00075/gid00081/gid00078/gid00064/gid00067/gid00001/gid00036/gid00081/gid00078/gid00082/gid00082/gid00072/gid00077/gid00070 /gid00039/gid00084/gid00083/gid00084/gid00081/gid00068/gid00001/gid00034/gid00083/gid00014/gid00040/gid00081/gid00064/gid00067/gid00068/gid00001/gid00051/gid00064/gid00072/gid00075/gid00081/gid00078/gid00064/gid00067/gid00001/gid00036/gid00081/gid00078/gid00082/gid00082/gid00072/gid00077/gid00070 #
#
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/gid00038/gid00087/gid00072/gid00082/gid00083/gid00072/gid00077/gid00070/gid00001/gid00040/gid00081/gid00064/gid00067/gid00068/gid00001/gid00052/gid00068/gid00079/gid00064/gid00081 /gid00064/gid00083/gid00068/gid00067/gid00001/gid00051/gid00064/gid00072/gid00075/gid00081/gid00078/gid00064/gid00067/gid00001/gid00036/gid00081/gid00078/gid00082/gid00082/gid00072/gid00077/gid00070# /gid00036/gid00075/gid00078/gid00082/gid00068/gid00001/gid00016/gid00001/gid00051/gid00068/gid00075/gid00078/gid00066 /gid00064/gid00083/gid00068/gid00001/gid00038/gid00087/gid00072/gid00082/gid00083/gid00072/gid00077/gid00070/gid00001/gid00034/gid00083/gid00014/gid00040/gid00081/gid00064/gid00067/gid00068/gid00001 /gid00051/gid00064/gid00072/gid00075/gid00081/gid00078/gid00064/gid00067/gid00001/gid00036/gid00081/gid00078/gid00082/gid00082/gid00072/gid00077/gid00070# /gid00051/gid00068/gid00070/gid00072/gid00078/gid00077/gid00064/gid00075/gid00001/gid00049/gid00064/gid00082/gid00082/gid00068/gid00077/gid00070/gid00068/gid00081/gid00001/gid00051 /gid00064/gid00072/gid00075
/gid00034/gid00036/gid00038/gid00055/gid00064/gid00075/gid00075/gid00068/gid00088/gid00001/gid00045/gid00072/gid00077/gid00074 Source: ESRI, K
imley-Horn
/gid00017 /gid00018 /gid00019/gid00017/gid00015/gid00022 /gid00046/gid00072/gid00075/gid00068/gid00082/gid00001/gid00009/gid00034/gid00079/gid00079/gid00081 /gid00078/gid00087/gid00072/gid00076/gid00064/gid00083/gid00068/gid00010 /gid00047/gid00078/gid00081/gid00083/gid00071
/gid00036/gid00072/gid00083/gid00088/gid00001/gid00078/gid00069/gid00001/gid00053/gid00081/gid00064/gid00066/gid00088/gid00001/gid00053/gid00081/gid00064/gid00077/gid00082/gid00079/gid00078/gid00081/gid00083/gid00064/gid00083/gid00072/gid00078/gid00077/gid00001/gid00046/gid00064/gid00082/gid00083/gid00068/gid00081/gid00001/gid00049/gid00075/gid00064/gid00077 /gid00039/gid00072/gid00070/gid00084/gid00081/gid00068/gid00001/gid00021/gid00015/gid00018/gid00019/gid00027/gid00001/gid00051/gid00064/gid00072/gid00075/gid00081/gid00078/gid00064/gid00067/gid00001/gid00036/gid00081/gid00078/gid00082/gid00082/gid00072/gid00077/gid00070/gid00082/gid00001/gid00014/gid00001/gid00042/gid00076/gid00079/gid00081/gid00078/gid00085/gid00068/gid00076/gid00068/gid00077/gid00083/gid00082/gid00001/gid00064/gid00077/gid00067/gid00001/gid00039/gid00084/gid00083/gid00084/gid00081/gid00068/gid00001/gid00045/gid00078/gid00066/gid00064/gid00083/gid00072/gid00078/gid00077/gid00082

TMP Update | August 2022 132

4.4.4 Railroad Crossing Facility Design Planning
To obtain grant funding from State and Federal sources, railroad crossing facilities are required to adhere to applicable design standards such as those required by CPUC or Federal Railroad Administration (FRA).

At-grade railroad crossings should accommodate all users, including traffic from automobiles, buses, pedestrians, and bicyclists. Design standards and guidance for automobile, pedestrian, and bicyclist traffic crossing railroads at-grade is provided through the following documents:
• Rails-with-Trails: Best Practices and Lessons Learned (Federal Railroad Administration, Federal Highway Administration, March 2020),
• Railroad-Highway G rade Crossing Handbook , Revised Second Edition (Federal Highway Administration, August 2007),
• Caltrans Highway Design Manual, Chapter 1000 Bikeway Planning and Design (July 2020), and • California Manual on Uniform Traffic Control Devices, Part 9 Traffic Controls for Bicycle Facilities (2014 Rev. 5, March 2020).

Consideration of the safety of pedestrians at at -grade crossings is important during project planning and design to ensure adeq uate right -of-way for the approach and crossing. The CPUC pedestrian -rail compendium provides discussion on design principles, design elements, and examples for review.

Examples of design elements include swing gates, detectable warnings, signage, crossing surfacing, channelization, pavements markings, and in-roadway lights.

Consideration of the safety of bicyclists at at -grade crossings is important during project planning and design to ensure adequate right -of-way for the approach and crossing. As identif ied in the Caltrans Highway Design Manual (HDM), the bikeway crossing should be at least as wide as the approaches of the bikeway, and the crossing should be straight and at right angles to the rails. If a skew is unavoidable, the shoulder/Class II bike lane should be widened. Safety for cyclists can be accommodate through provision of adequate right -of-way, warning signage, pavement delineations, pavement material design and markings of obstacles such as cattle guards. An example of hazard prevention is in corporation of timber planks at crossings to avoid asphalt cement concrete (ACC) deformation/ridge buildup.

4.4.5 Smart Growth Design Elements
The following Smart Growth design elements are relevant to railroad crossing planning:
• Provide safe and efficient cros sings for all modes across railroads to enhance connectivity between land uses and amenities.

4.5 Level of Service

4.5.1 Introduction
The roadway network forms the backbone for the City of Tracy transportation system. Tracy’s future Horizon Year vision demands exten sive improvements to the existing transportation system. Several entities and agencies provide transportation facilities and services to accommodate travel to and from, and within the City. Tracy’s transportation network is envisioned as a multi -modal netw ork of roads, bicycle lanes and paths, transit services, and pedestrian facilities that will support the planned land uses in the City by providing mobility to residents and visitors alike.

TMP Update | August 2022 133

Based on the City’s visioning as discussed in Chapter 3, the Horiz on Year housing and employment represent growth of about 72-percent and 323-percent respectively, over 20 15 conditions. As such, the City’s roadway system must be continually maintained and improved to keep pace with development.

This presents a unique and fortunate situation for the City of Tracy because it provides an opportunity to develop the transportation system to modern standards and implement transportation improvements as growth occurs. This TMP incorporates several Smart Growth principles to faci litate sustainable provision of transportation infrastructure to accommodate future growth.

This section provides insight on transportation within the City to establish policies and priorities to maintain and improve the transportation system. By implement ing an improved transportation network the City can proactively enhance the system, accommodate future growth, and maintain the quality of life in Tracy. City policies established in this document are intended to be comprehensive, but also dynamic, and will be revised as needed to adapt to the changing needs of the region. City officials and staff will use these policies to guide ongoing development, use of City resources and implementation of projects and programs. This section defines a vision and sets overall policy.

4.5.2 Horizon Year Intersection Traffic Volumes
Figure 4.13 shows the location of the study intersections. Based on the Horizon Year traffic modeling and forecast volumes discussed in Chapter 3, forecast volumes from the model were post-processed to obtain intersection traffic volumes for Horizon Year future traffic volumes. Post-processing of the model data to provide peak hour intersection volumes was conducted in accordance with industry standards which included review of existing traffic volumes for consistency on major corridors within the City. Figure 4.14 shows the forecasted AM and PM peak hour intersection traffic volumes for the major study intersections in the City.

/gid00040/gid00081/gid00064/gid00077/gid00083/gid00001/gid00045/gid00072/gid00077/gid00068/gid00001/gid00051/gid00067 /gid00055/gid00064/gid00077/gid00001/gid00052/gid00078/gid00082/gid00083/gid00068/gid00077/gid00001/gid00051/gid00067 /gid00049/gid00064/gid00083/gid00083/gid00068/gid00081/gid00082/gid00078/gid00077 /gid00049/gid00064/gid00082/gid00082/gid00001/gid00051/gid00067 /gid00056/gid00001/gid00052/gid00066/gid00071/gid00084/gid00075/gid00083/gid00068/gid00001/gid00051/gid00067 /gid00045/gid00078/gid00085/gid00068/gid00075/gid00088/gid00001/gid00051/gid00067 /gid00048/gid00075/gid00067/gid00001/gid00052/gid00066/gid00071/gid00084/gid00075/gid00083/gid00068/gid00001/gid00051/gid00067 /gid00056/gid00068/gid00082/gid00083/gid00068/gid00081/gid00077/gid00001/gid00049/gid00064/gid00066/gid00072/gid00195/gid00066/gid00001/gid00056/gid00064/gid00088 /gid00036/gid00064/gid00075/gid00072/gid00069/gid00078/gid00081/gid00077/gid00072/gid00064/gid00001/gid00034/gid00080/gid00084/gid00068/gid00067/gid00084/gid00066/gid00083 /gid00037/gid00068/gid00075/gid00083/gid00064/gid00014/gid00046/gid00068/gid00077/gid00067/gid00078/gid00083 /gid00064/gid00001/gid00036/gid00064/gid00077/gid00064/gid00075 /gid00049/gid00081/gid00078/gid00076/gid00078/gid00077/gid00083/gid00078/gid00081/gid00088/gid00001/gid00049/gid00074/gid00086/gid00088 /gid00040/gid00081/gid00064/gid00077/gid00083/gid00001/gid00045/gid00072/gid00077/gid00068/gid00001/gid00051/gid00067 /gid00044/gid00064/gid00082/gid00082/gid00078/gid00077/gid00001/gid00051/gid00067 /gid00034/gid00081/gid00065/gid00078/gid00081/gid00001/gid00034/gid00085/gid00068 /gid00038/gid00075/gid00068/gid00085/gid00068/gid00077/gid00083/gid00071/gid00001/gid00052/gid00083 /gid00054/gid00077/gid00072/gid00078/gid00077/gid00001/gid00049/gid00064/gid00066/gid00072 /gid00195/gid00066/gid00001/gid00051/gid00064/gid00072/gid00075/gid00081/gid00078/gid00064/gid00067 /gid00054/gid00077/gid00072/gid00078/gid00077/gid00001/gid00049/gid00064/gid00066/gid00072/gid00195/gid00066/gid00001/gid00051/gid00064/gid00072/gid00075/gid00081/gid00078/gid00064/gid00067 /gid00054/gid00077/gid00072/gid00078/gid00077/gid00001/gid00049/gid00064/gid00066/gid00072/gid00195/gid00066/gid00001/gid00051/gid00064/gid00072/gid00075/gid00081/gid00078/gid00064/gid00067 /gid00035/gid00068/gid00083/gid00071/gid00064/gid00077/gid00088/gid00001/gid00051/gid00067 /gid00037/gid00084/gid00081/gid00071/gid00064/gid00076/gid00001/gid00039/gid00068/gid00081/gid00081/gid00088/gid00001/gid00051/gid00067 /gid00045/gid00072/gid00077/gid00077/gid00068/gid00001/gid00051/gid00067 /gid00055/gid00064/gid00075/gid00079/gid00072/gid00066/gid00078/gid00001/gid00051/gid00067 /gid00038/gid00075/gid00068/gid00085/gid00068/gid00077/gid00083/gid00071/gid00001/gid00052/gid00083 /gid00035/gid00088/gid00081/gid00078/gid00077
/gid00001/gid00051/gid00067
/gid00046/gid00078/gid00084/gid00077/gid00083/gid00064/gid00072/gid00077/gid00001/gid00041/gid00078/gid00084/gid00082/gid00068/gid00001/gid00049/gid00074/gid00086/gid00088 /gid00051/gid00068/gid00068/gid00085/gid00068/gid00082/gid00001/gid00051/gid00067 /gid00041/gid00064/gid00077/gid00082/gid00068/gid00077/gid00001/gid00051/gid00067 /gid00042/gid00077/gid00083/gid00068/gid00081/gid00077/gid00064/gid00083/gid00072/gid00078/gid00077/gid00064/gid00075/gid00001/gid00049/gid00074/gid00086/gid00088 /gid00041/gid00064/gid00077/gid00082/gid00068/gid00077/gid00001/gid00051/gid00067 /gid00045/gid00064/gid00076/gid00076/gid00068/gid00081/gid00082/gid00001/gid00051/gid00067/gid00045/gid00064/gid00076/gid00076/gid00068/gid00081/gid00082/gid00001/gid00051/gid00067 /gid00036/gid00078/gid00081/gid00081/gid00064/gid00075/gid00001/gid00041/gid00078/gid00075/gid00075/gid00078/gid00086/gid00001/gid00051/gid00067/gid00036/gid00078/gid00081/gid00081/gid00064/gid00075/gid00001/gid00041/gid00078/gid00075/gid00075/gid00078/gid00086/gid00001/gid00051/gid00067 /gid00053/gid00081/gid00064/gid00066/gid00088/gid00001/gid00035/gid00075/gid00085/gid00067/gid00053/gid00081/gid00064/gid00066/gid00088/gid00001/gid00035/gid00075/gid00085/gid00067 /gid00046/gid00064/gid00066/gid00034/gid00081/gid00083/gid00071/gid00084/gid00081/gid00001/gid00037/gid00081/gid00046/gid00064/gid00066/gid00034/gid00081/gid00083/gid00071/gid00084/gid00081/gid00001/gid00037/gid00081 /gid00036/gid00071/gid00081/gid00072/gid00082/gid00076/gid00064/gid00077/gid00001/gid00051/gid00067 /gid00052/gid00088/gid00066/gid00064/gid00076/gid00078/gid00081/gid00068/gid00001/gid00049/gid00074/gid00086/gid00088 /gid00036/gid00068/gid00077/gid00083
/gid00081/gid00064/gid00075/gid00001/gid00034/gid00085/gid00068 /gid00035/gid00064/gid00077/gid00083/gid00064/gid00001/gid00051/gid00067 /gid00035/gid00072/gid00081/gid00067/gid00001/gid00051/gid00067 /gid00034/gid00071/gid00068/gid00081/gid00077/gid00001/gid00051/gid00067 120

CALIFORNIA
5 5
580
580
205
205
7 98
99 47
28 31
6 5 10
64 68
67 83
38 60 80 96
9578
59 755832 53
33 907457
87 86 102
55 8872
73 51
48 4950
2 1
4 8
9 30
36 37
39 52
63 62
70 71
76 77
79 81
82 84
85 89
9192
93 94
105
106
100
101
107
34 3
19 20 2927
22 21
23 103
46 45
11 24
54 35
40 42
43 12
13 14
15 16
17 18
25 26
41 44
56 61
65 66
69 97
104
a
b
c
/gid00045/gid00068/gid00070/gid00068/gid00077/gid00067
/gid00036/gid00072/gid00083/gid00088/gid00001/gid00045/gid00072/gid00076/gid00072/gid00083/gid00082 /gid00052/gid00079/gid00071/gid00068/gid00081/gid00068/gid00001/gid00078/gid00069/gid00001/gid00042/gid00077/gid00197/gid00084/gid00068/gid00077/gid00066 /gid00068
#
/gid00039/gid00084/gid00083/gid00084/gid00081/gid00068/gid00001/gid00042/gid00077 /gid00083/gid00068/gid00081/gid00082/gid00068/gid00066/gid00083/gid00072/gid00078/gid00077 /gid00038/gid00087/gid00072/gid00082/gid00083/gid00072/gid00077/gid00070/gid00001/gid00042/gid00077/gid00083/gid00068/gid00081/gid00082/gid00068/gid00066/gid00083/gid00072/gid00078/gid00077 #
/gid00039/gid00084/gid00083/gid00084/gid00081/gid00068/gid00001/gid00042/gid00077 /gid00083/gid00068/gid00081/gid00082/gid00068/gid00066/gid00083/gid00072/gid00078/gid00077/gid00001 /gid00009/gid00072/gid00066/gid00075/gid00084/gid00067/gid00068/gid00067/gid00001/gid00069/gid00078/gid00081/gid00001/gid00053/gid00042/gid00039/gid00001/gid00036/gid00064/gid00075/gid00066/gid00084/gid00075/gid00064 /gid00083/gid00072/gid00078/gid00077/gid00001/gid00079/gid00084/gid00081/gid00079/gid00078/gid00082/gid00068/gid00082/gid00001/gid00078/gid00077/gid00075/gid00088/gid00010 #
Source: ESRI, K
imley-Horn
/gid00017 /gid00018 /gid00019/gid00017/gid00015/gid00022 /gid00046/gid00072/gid00075/gid00068/gid00082/gid00001/gid00009/gid00034/gid00079/gid00079/gid00081 /gid00078/gid00087/gid00072/gid00076/gid00064/gid00083/gid00068/gid00010 /gid00047/gid00078/gid00081/gid00083/gid00071
/gid00036/gid00072/gid00083/gid00088/gid00001/gid00078/gid00069/gid00001/gid00053/gid00081/gid00064/gid00066/gid00088/gid00001/gid00053/gid00081/gid00064/gid00077/gid00082/gid00079/gid00078/gid00081/gid00083/gid00064/gid00083/gid00072/gid00078/gid00077/gid00001/gid00046/gid00064/gid00082/gid00083/gid00068/gid00081/gid00001/gid00049/gid00075/gid00064/gid00077 /gid00039/gid00072/gid00070/gid00084/gid00081/gid00068/gid00001/gid00021/gid00015/gid00018/gid00020/gid00027/gid00001/gid00052/gid00083/gid00084/gid00067/gid00088/gid00001/gid00042/gid00077/gid00083/gid00068/gid00081/gid00082/gid00068/gid00066/gid00083/gid00072/gid00078/gid00077/gid00001/gid00045/gid00078/gid00066/gid00064/gid00083/gid00072/gid00078/gid00077/gid00082

Figure 4.14
Horizion Year (1 of 3)
Peak Hour Volumes
City of Tracy Transportation Master Plan
NORTH
LEGEND
Existing Intersection
Future Intersection
Existing Signal Control
Future Signal Control
STOPStop Control
January 2022
##
## Future Roundabout Control
Existing Roundabout Control AM(PM) Peak
Hour Volumes(XX)YY
25(21)
333(59)
290(251)
25(25)
21(70)
25(25)
400(261)
1341(637)
20(20)
25(25)
398(882)
25(25)
3 502(128)
603(462)
70(20)
25(33)
575(690)
50(119)
20(20)
192(25)
154(20)
229(458)
125(106)
25(25)
11 307(59)
480(63)
25(25)
25(25)
257(375)
150(218)
20(25)
391(120)
341(38)
35(256)
104(480)
25(25)
12 25(20)
376(228)
31(56)
25(21)
350(389)
25(147)
55(57)
26(25)
166(20)
25(20)
42(25)
31(25)
13 407(130)
71(27)
541(380)
20(20)
25(36)
25(20)
14 25(25)
493(234)
214(40)
25(25)
361(268)
409(1010)
25(246)
160(194)
658(435)
25(25)
198(210)
25(25)
15 20(25)
165(118)
400(202)
20(20)
283(133)
107(392)
154(341)
25(25)
548(147)
25(20)
25(25)
20(20)
16 20(20)
166(37)
197(123)
369(298)
20(20)
311(120)
17 107(36)
388(485)
450(25)
381(343)
250(91)
25(73)
18 20(20)
80(25)
20(20)
51(35)
25(25)
26(78)
20(20)
400(37)
25(20)
25(20)
229(86)
76(37)
19 125(65)
750(248)
350(239)
102(71)
524(501)
20(20)
219(279)
156(86)
25(20)
139(117)
59(134)
23(94)
20 25(20)
20(20)
111(227)
20(20)
20(20)
20(20)
235(199)
93(24)
25(20)
20(20)
25(109)
20(20)
21 334(20)
20(25)
20(20)
21(25)
25(25)
20(20)
20(20)
106(24)
20(20)
25(32)
25(112)
83(25)
22 1491(760)
91(25)
25(25)
446(25)
1825(760)
25(147)
23 580(1673)
25(60)
1554(770)
20(20)
714(1878)
1826(854)
24 20(20)
25(25)
59(25)
25(20)
25(25)
857(1688)
25(136)
792(1918)
1341(899)
100(20)
1700(1003)
20(25)
25 381(161)
1400(478)
444(515)
378(1423)
83(183)
435(529)
26 25(20)
515(432)
737(552)
146(347)
20(20)
842(121)
27 20(20)
376(413)
20(20)
25(50)
118(279)
25(25)
25(20)
20(20)
138(25)
20(20)
20(20)
17(25)
29 99(134)
355(65)
208(95)
25(150)
53(294)
20(25)
70(247)
184(296)
25(20)
57(116)
263(333)
192(25)
34 225(48)
28(25)
25(82)
282(516)
28(159)
483(438)
35 82(21)
25(20)
20(20)
314(506)
25(102)
429(378)
40 International Pkwy
International Pkwy
Capital Parks Dr
Capital Parks Dr
Pavillion Pkwy
Pavillion Pkwy
Capital Parks Dr
Promontory Pkwy
Pavillion Pkwy
Pavillion Pkwy
Promontory Pkwy
Old Schulte Rd
Pavillion Pkwy
Pavillion Pkwy
Old Schulte Rd
Hansen Rd
Pavillion Pkwy
Hansen Rd
Capital Parks Dr
Capital Parks Dr
Capital Parks Dr
Capital Parks Dr
Road M
Grant Line Rd
Pavillion Pkwy
Pavillion Pkwy
Von Sosten Rd
Pavillion Pkwy
Pavillion Pkwy
Von Sosten Rd
Commerce Way
Hansen Rd
Hansen Rd
Valpico Rd Pavillion Pkwy
Pavillion Pkwy
Lammers Extension
Lammers Extension
Grant Line Rd
Grant Line Rd
Lammers Extension
Lammers Extension
Lammers Extension
Lammers Extension
Von Sosten Rd
Von Sosten Rd
Lammers Extension
Lammers Extension
I-205 WB On Ramp
I-205 WB Off Ramp
Lammers Extension
Lammers Extension
I-205 EB Off Ramp
I-205 EB On Ramp
Lammers Extension
Lammers Extension
Lammers Extension
Lammers Extension
Road M
Pavillion Pkwy
Pavillion Pkwy
Grant Line Rd
Pavillion Pkwy
Lammers Rd
Lammers Rd
Promontory Pkwy
Lammers Rd
Lammers Rd
Promontory Pkwy
Lammers Rd
Lammers Rd
Crossroads Dr
Lammers Rd
Lammers Rd
Samuel James Way
Commerce Way
Pavillion Pkwy
Capital Parks Dr
Commerce Way
Road M
Private Dwy
1020(268)
217(371)
971(807)
1240(344)
74(410)
755(1166)
1 294(259)
485(1014)
1837(799)
155(20)
385(1258)
346(564)
2 485(159)
25(22)
20(20)
29(106)
33(66)
20(20)
319(100)
1002(607)
20(20)
189(83)
394(865)
143(127)
4 698(693)
42(35)
162(148)
219(90)
20(36)
32(42)
109(107)
1221(1012)
25(22)
546(415)
398(835)
130(124)
5 794(410)
893(805)
1051(656)
1087(245)
181(548)
25(141)
6 25(139)
181(87)
586(1853)
1259(329)
25(515)
25(779)
7 300(317)
459(137)
25(27)
25(25)
396(398)
25(96)
25(25)
266(23)
169(25)
232(323)
32(259)
21(25)
8 180(73)
239(20)
137(49)
134(140)
382(20)
25(75)
146(184)
285(56)
161(22)
78(277)
175(130)
150(29)
9 65(73)
471(25)
105(48)
176(128)
321(215)
178(145)
75(233)
320(98)
204(94)
63(151)
120(164)
121(52)
10 28
971(1023)
23(45)
894(1307)
25(39)
58(43)
58(25)
30 41(29)
878(380)
225(322)
225(504)
20(84)
354(438)
31 152(50)
1300(605)
25(25)
0(373)
439(981)
26(104)
25(25)
99(77)
134(34)
29(122)
43(125)
324(20)
32 33(329)
204(40)
25(290)
238(445)
130(222)
25(54)
25(136)
84(772)
158(22)
25(106)
379(555)
380(228)
33 100(46)
166(58)
25(112)
420(551)
21(68)
734(465)
36 82(269)
34(198)
396(324)
176(27)
558(342)
264(67)
37 36(39)
282(25)
64(155)
459(493)
22(20)
537(371)
38 142(20)
145(36)
65(25)
20(54)
43(63)
20(25)
25(77)
212(450)
20(25)
20(25)
444(399)
25(25)
39 WB I-205 Off Ramp
WB I-205 On Ramp
Mountain House Pkwy
Mountain House Pkwy
EB I-205 On Ramp
EB I-205 Off Ramp
Mountain House Pkwy
Mountain House Pkwy
Promontory
International Pwky
International Pkwy
Old Schulte Rd
International Pwky
International Pkwy
Old Schulte Rd
I-580 WB On Ramp
International Pwky
Patterson Pass
I-580 WB Off Ramp
I-580 EB On Ramp
Patterson Pass
Patterson Pass
I-580 EB Off Ramp
Hansen Rd
Hansen Rd
Capital Parks Dr
Promontory Pkwy
Hansen Rd
Hansen Rd
Promontory Pkwy
Hansen Rd
Hansen Rd
Old Schulte Rd
Old Schulte Rd
Grant Line Rd
S. Lammers Rd
Grant Line Rd
Byron Rd
S. Lammers Rd
Byron Rd
Eleventh St
S. Lammers Rd
S. Lammers Rd
Eleventh St
S. Lammers Rd
S. Lammers Rd
Capital Parks Dr
S. Lammers Rd
S. Lammers Rd
Redbridge Rd
Old Schulte Rd
S. Lammers Rd
S. Lammers Rd
S. Lammers Rd
S. Lammers Rd
Western Pacific Way
S. Lammers Rd
S. Lammers Rd
Valpico Rd
Promontory Pwky
Capital Parks Dr
Capital Parks Dr Valpico Rd

INTERSECTION

REMOVED BY

HORIZON YEAR
Figure 4.14b
Horizion Year (2 of 3)
Peak Hour Volumes
City of Tracy Transportation Master Plan
NORTH
LEGEND
Existing Intersection
Future Intersection
Existing Signal Control
Future Signal Control
STOPStop Control
January 2022
##
## Future Roundabout Control
Existing Roundabout Control AM(PM) Peak
Hour Volumes(XX)YY
129(39)
80(22)
25(25)
69(245)
25(55)
20(20)
25(46)
387(481)
20(20)
28(132)
412(459)
234(98)
41 153(20)
481(424)
114(53)
245(761)
20(90)
20(96)
42 433(432)
25(25)
21(81)
49(25)
25(25)
25(25)
128(33)
658(704)
25(25)
226(693)
653(763)
25(54)
43 224(169)
25(32)
113(154)
175(60)
25(25)
43(23)
106(139)
1003(975)
25(40)
95(220)
736(1204)
44(198)
44 26(25)
337(67)
77(502)
1269(702)
538(1416)
450(162)
45 215(440)
413(1398)
25(307)
96(200)
25(30)
452(235)
46 25(25)
510(237)
25(25)
25(54)
141(374)
25(114)
25(33)
25(30)
50(29)
25(47)
25(25)
25(25)
54 22(74)
76(242)
78(25)
346(109)
36(82)
154(40)
56 25(25)
25(25)
383(211)
25(25)
208(380)
25(25)
61 140(98)
59(68)
991(238)
29(62)
254(1055)
72(51)
65 113(120)
26(51)
80(131)
307(42)
20(34)
68(68)
112(110)
977(158)
47(67)
129(125)
213(963)
108(351)
66 20(20)
328(169)
328(110)
41(217)
25(25)
20(20)
69 Lammers Rd
Lammers Rd
Linne Rd
W. Schulte Rd
Crossroads Dr
W. Schulte Rd
Auto Plaza Dr
Corral Hollow Rd
Crossroads Dr
Samuel James Way
Corral Hollow Rd
Corral Hollow Rd
Lammers Rd
Corral Hollow Rd
Corral Hollow Rd
Lammers Rd
Lammers Rd
Ellis Town Dr
Hansen Rd
Sandu Access
Linne Rd
Linne Rd
Lammers Rd
Lammers Rd
Tracy Hills Dr
Tracy Hills Dr
Lammers Rd
Lammers Rd
I-580 WB Off Ramp
I-580 WB On Ramp
Lammers Rd
Lammers Rd
I-580 EB On Ramp
I-580 EB Off Ramp
Corral Hollow Rd
Sandu Access
Corral Hollow Rd
Corral Hollow Rd
Tracy Hills Dr
Corral Hollow Rd
Corral Hollow Rd
KT Access
25(56)
20(29)
20(119)
25(20)
111(77)
50(57)
47 37(25)
304(34)
44(25)
36(74)
25(144)
25(106)
25(50)
100(73)
27(45)
25(25)
46(156)
68(102)
48 82(24)
80(269)
20(25)
40(43)
25(262)
30(165)
25(38)
104(29)
34(143)
354(104)
256(188)
1150(696)
49 25(181)
1200(827)
56(140)
92(113)
154(364)
47(239)
85(78)
20(29)
269(141)
20(42)
20(21)
25(102)
50 655(1005)
166(363)
167(144)
741(1377)
129(363)
600(441)
193(174)
600(583)
51 747(1153)
47(148)
800(733)
516(1029)
90(402)
210(215)
52 58(79)
1296(634)
25(91)
28(151)
483(1704)
25(22)
113(78)
21(33)
71(25)
121(116)
22(20)
362(103)
53 204(94)
25(25)
25(25)
47(41)
55(136)
25(126)
55 71(167)
505(569)
118(122)
105(538)
187(676)
45(122)
38(123)
80(289)
86(117)
69(128)
167(285)
332(464)
57 71(220)
650(542)
176(258)
200(633)
564(1045)
149(334)
273(409)
269(649)
301(156)
128(137)
481(562)
436(198)
58 193(125)
312(157)
408(259)
48(74)
80(257)
107(173)
204(429)
167(630)
140(99)
38(134)
334(330)
72(28)
59 231(57)
192(156)
98(79)
151(93)
149(288)
12(35)
72(159)
334(219)
14(33)
36(74)
199(263)
120(86)
60 84(40)
20(20)
157(94)
25(25)
20(20)
25(25)
72(81)
546(236)
15(25)
25(103)
153(341)
25(20)
62 482(33)
25(25)
25(49)
67(23)
25(25)
20(25)
25(62)
727(191)
25(25)
20(164)
110(401)
25(40)
63 452(182)
494(291)
115(25)
20(20)
164(464)
80(275)
25(49)
515(118)
311(133)
202(605)
111(531)
35(40)
64 266(28)
52(32)
121(214)
1383(140)
374(1237)
61(102)
67 25(78)
159(984)
34(98)
353(128)
44(588)
292(367)
68 25(30)
25(86)
23(38)
316(93)
22(27)
132(611)
70 34(350)
72(74)
25(50)
36(240)
65(147)
25(23)
33(25)
259(152)
26(25)
257(183)
161(528)
263(79)
71 701(387)
449(122)
305(499)
67(155)
216(637)
120(279)
72 70(189)
62(424)
246(286)
761(580)
357(403)
251(493)
73 95(120)
316(438)
49(107)
81(162)
268(595)
123(201)
162(151)
417(466)
178(92)
79(217)
331(665)
67(231)
74 153(364)
576(774)
80(158)
122(272)
790(842)
130(235)
56(157)
210(630)
127(182)
285(196)
564(533)
190(229)
75 76(219)
20(25)
35(109)
25(25)
25(25)
20(20)
42(58)
384(1000)
20(25)
216(116)
1033(839)
20(25)
76 40(90)
20(20)
48(75)
25(25)
20(20)
59(40)
55(29)
359(1038)
12(121)
121(80)
971(710)
20(21)
77 103(184)
431(372)
92(80)
79(170)
292(447)
248(246)
36(87)
297(818)
63(206)
149(70)
794(501)
208(157)
78 93(311)
25(104)
67(117)
62(37)
131(68)
47(41)
25(57)
392(822)
24(80)
278(145)
983(614)
27(43)
79 258(220)
277(180)
269(116)
139(95)
222(290)
96(115)
167(154)
470(351)
91(55)
121(155)
584(671)
155(172)
80 W. Middle Rd
Naglee Rd
Naglee Rd
Auto Plaza Dr
Naglee Rd
Pavilion Pkwy
I-205 WB On/Off Ramp
Naglee Rd
Shopping Center
Shopping Center
Naglee Rd
Naglee Rd
N. Tracy Blvd
W. Sugar Rd
I-205 WB On Ramp
N. Tracy Blvd
N. Tracy Blvd
I-205 WB Off Ramp
Auto Plaza Dr
Naglee Rd
Naglee Rd
STOP
Naglee Rd
I-205 WB On Ramp
Grant Line Rd
Grant Line Rd
I-205 EB On Ramp
I-205 EB Off Ramp
Grant Line Rd
Grant Line Rd
Crossroads Dr
Crossroads Dr
Eleventh St
Eleventh St Larch Rd
Corral Hollow Rd
Corral Hollow Rd
Corral Hollow Rd
Corral Hollow Rd
Grant Line Rd
Grant Line Rd
Corral Hollow Rd
Corral Hollow Rd
Eleventh St
Eleventh St
Corral Hollow Rd
Corral Hollow Rd
W. Schulte Rd
W. Schulte Rd
Corral Hollow Rd
Corral Hollow Rd
Valpico Rd
Valpico Rd
Corral Hollow Rd
Corral Hollow Rd
Ellis Town Dr
Peony Dr
Corral Hollow Rd
Corral Hollow Rd
Summit Dr
Middlefield Dr
Corral Hollow Rd
Corral Hollow Rd
W. Linne Rd
Corral Hollow Rd
Corral Hollow Rd
I-580 WB On Ramp
I-580 WB Off Ramp
Corral Hollow Rd
Corral Hollow Rd
I-580 EB Off Ramp
I-580 EB On Ramp
N. Tracy Blvd
STOP
N. Tracy Blvd
N. Tracy Blvd
Larch Rd
Larch Rd
I-205 EB Off Ramp
N. Tracy Blvd
N. Tracy Blvd
I-205 EB On Ramp
N. Tracy Blvd
N. Tracy Blvd
Grant Line Rd
Grant Line Rd
N. Tracy Blvd
N. Tracy Blvd
Eleventh St
Eleventh St
N. Tracy Blvd
N. Tracy Blvd
W. Sixth St
W. Sixth St
Tracy Blvd
Tracy Blvd
Mt. Diablo Ave
Mt. Diablo Ave
Tracy Blvd
Tracy Blvd
W. Schulte Rd
W. Schulte Rd
Tracy Blvd
Tracy Blvd
W. Central Ave
Tracy Blvd
Tracy Blvd
Valpico Rd
Valpico Rd
W. Linne Rd
W. Central Ave
STOP
STOP
STOP
STOP
STOP
Figure 4.14c
Horizion Year (3 of 3)
Peak Hour Volumes
City of Tracy Transportation Master Plan
NORTH
LEGEND
Existing Intersection
Future Intersection
Existing Signal Control
Future Signal Control
STOPStop Control
January 2022
##
## Future Roundabout Control
Existing Roundabout Control AM(PM) Peak
Hour Volumes(XX)YY
20(20)
900(359)
147(52)
20(20)
468(748)
25(25)
45(125)
20(20)
25(25)
20(20)
20(20)
20(20)
97 688(329)
154(76)
270(302)
1228(391)
78(20)
336(1460)
0(22)
103
120(106)
254(1305)
64(185)
894(445)
457(867)
161(171)
104
96(122)
1000(535)
25(58)
561(747)
70(174)
25(25)
105
I-205 WB On/Off Ramp
I-205 WB On Ramp
Chrisman Rd
Chrisman Rd
Chrisman Rd
Chrisman Rd
Pescadero Ave
Seefried Dwy
I-205 EB On/Off Ramp
I-205 EB On Ramp
Chrisman Rd
Chrisman Rd
Paradise Rd
Chrisman Rd
Chrisman Rd
42(31)
95(63)
276(200)
35(51)
36(79)
435(268)
122(278)
489(351)
221(313)
34(100)
297(472)
96(57)
81 21(25)
25(23)
125(25)
554(362)
44(41)
260(589)
82 25(25)
726(235)
122(109)
25(22)
269(655)
146(470)
238(145)
25(28)
355(219)
25(23)
36(28)
25(25)
83 124(174)
640(890)
55(90)
85(100)
714(816)
251(196)
39(114)
97(270)
63(156)
117(86)
358(258)
64(143)
84 34(84)
476(355)
127(61)
34(56)
302(397)
193(127)
20(204)
72(364)
71(195)
80(108)
411(164)
30(69)
85 25(35)
25(49)
25(25)
25(104)
53(38)
25(21)
20(25)
266(27)
29(25)
106(32)
25(35)
29(52)
86 791(312)
82(69)
283(148)
78(39)
56(55)
232(436)
87 315(374)
52(88)
126(87)
957(374)
400(726)
204(406)
88 43(124)
25(25)
123(305)
34(25)
20(25)
25(25)
268(246)
900(416)
25(25)
64(244)
413(703)
25(38)
89 27(27)
277(254)
100(138)
63(86)
250(387)
237(384)
198(125)
348(227)
399(225)
22(38)
160(434)
39(52)
90 20(150)
1054(264)
135(94)
25(310)
522(773)
72(131)
103(217)
25(159)
77(161)
126(50)
526(172)
162(114)
91 202(52)
906(488)
5(5)
43(55)
322(1164)
5(5)
5(5)
5(5)
5(5)
268(280)
5(5)
200(122)
92 5(23)
60(191)
5(25)
77(112)
5(79)
5(54)
93 23(377)
41(86)
25(53)
24(72)
74(41)
30(25)
25(25)
122(118)
33(64)
900(338)
50(46)
35(25)
94 38(53)
198(268)
29(59)
45(279)
191(155)
231(94)
25(25)
106(483)
28(69)
25(34)
811(265)
155(101)
95 57(67)
360(262)
48(75)
21(54)
291(368)
246(190)
63(89)
70(155)
146(225)
87(55)
203(103)
50(39)
96 20(20)
500(123)
20(20)
25(69)
325(68)
147(270)
20(20)
550(256)
350(125)
20(20)
340(484)
40(25)
98 328(363)
584(297)
128(213)
46(107)
224(621)
287(276)
155(186)
199(132)
149(196)
497(408)
428(229)
418(44)
99 24(66)
166(142)
460(595)
157(200)
942(807)
86(169)
100
25(33)
25(20)
32(131)
126(119)
25(25)
287(287)
41(25)
229(226)
245(183)
25(25)
227(178)
80(73)
101
656(241)
153(25)
20(20)
65(206)
25(69)
25(68)
20(20)
779(246)
82(25)
186(663)
150(834)
155(75)
102
226(121)
487(372)
206(105)
48(20)
300(523)
24(24)
118(284)
25(25)
25(25)
25(230)
21(21)
25(26)
106
62(27)
185(104)
20(25)
25(124)
132(238)
95(531)
25(25)
972(895)
549(413)
28(121)
839(1071)
114(97)
107
Grant Line Rd
Grant Line Rd
Eleventh St
Eleventh St
E. Sixth St
W. Schulte Rd
Chrisman Rd
Chrisman Rd
Chrisman Rd
Chrisman Rd
Eleventh St
Eleventh St
Chrisman Rd
Chrisman Rd
Arbor Ave
Eleventh St
Eleventh St
Grant Line Rd
Kasson Rd
Whispering Wind Dr
Tracy Blvd
Tracy Blvd
Whispering Wind Dr
Tracy Blvd
Tracy Blvd
Ace Parking Lot
STOP
W. Linne Rd
Tracy Blvd
Tracy Blvd
W. Linne Rd
Eleventh St
Holly Dr
N. Central Ave
Eleventh St
W. Schulte Rd
N. Central Ave
N. Central Ave
W. Schulte Rd
Arbor Ave
MacArthur Dr
MacArthur Dr
Arbor Ave
MacArthur Dr
MacArthur Dr
I-205 WB On Ramp
I-205 WB Off Ramp
MacArthur Dr
MacArthur Dr
I-205 EB Off Ramp
I-205 EB On Ramp
MacArthur Dr
MacArthur Dr
Pescadero Ave
Pescadero Ave
MacArthur Dr
MacArthur Dr
MacArthur Dr
Eleventh St
Eleventh St
Private Dwy
MacArthur Dr
MacArthur Dr
MacArthur Dr
STOP
E. Mt Diablo Ave
MacArthur Dr
MacArthur Dr
W. Schulte Rd
MacArthur Dr
MacArthur Dr
Valpico Rd
Valpico Rd
MacArthur Dr
MacArthur Dr
Grant Line Rd
Grant Line Rd
Chrisman Rd
Chrisman Rd
W. Schulte Rd
Chrisman Rd
Chrisman Rd
Valpico Rd
Private Dwy
Paradise Rd
Paradise Rd
Grant Line Rd
Grant Line Rd
Golden Valley Pkwy
MacArthur Dr
STOP
STOP
STOP
STOP
MacArthur Extension

TMP Update | August 2022 138

4.5.3 Horizon Year Intersection Configuration and Operation This section presents and assessment of the forecasted Horizon Year traffic conditions and the recommended transportation system improvements to support this growth.

4.5.3.1 Traffic Operation Evaluation Methodologies and Level of Service Standards Chapter 2 provides an overview of traffic operation evaluation methodologies and lev el of service standards for study intersections. Intersection control for existing conditions includes signalized and stop- controlled intersections. The following provides discussion for analysis of intersections controlled through implementation of roundabouts which is planned at seven study intersections.

4.5.3.2 Level of Service Criteria for Roundabouts
The standardized analysis methodology identified by Federal Highway Association (FHWA) is the Volume to Capacity (V/C) analysis methodology. Typical roundabout t raffic analysis does not assign a LOS performance grade; instead, the V/C ratio is identified to determine acceptable or deficient operation.

The V/C ratio of a roundabout provides a direct assessment of the demand at the roundabout entry to the capacity a t the entry. According to NCHRP Report 672 a V/C ratio of 0.85 or less corresponds to acceptable roundabout operation and a V/C ratio greater than 0.90 corresponds to deficient roundabout operation. When the V/C ratio of a roundabout is in the range of 0.85 to 0.90 acceptable operations may be achieved however additional microsimulation is required to determine operating conditions on a case- by-case basis. Roundabout analysis was prepared utilizing the Sidra 9.0 software package which includes roundabout analysis parameters such as vehic ular traffic volume s, lane geometry, and approximate dimensions of roundabouts.

4.5.4 Lane Configuration/Level of Service
Figure 4.15 shows the lane configuration by approach and intersection control for future intersections.

The lane configuration figures identify where improvements are recommended to accommodate future Horizon Year traffic demand. It should be noted that the improvements shown are identified to maintain level of service threshold per the City of Tracy and Caltrans level of service standards as appropriate. Level of service calculations were conducted using the Synchro software program to determine the weekday Future AM and PM peak-hour operations at the study intersections.

Figure 4.16 presents the Horizon Year AM and PM peak-hour intersection LOS, and Table 4.3 summarizes the delay and LOS results. LOS worksheets have been provided in Appendix G.

TMP Update | August 2022 139

Table 4.3: Horizon Year Intersection Level of Service
ID Intersection Control
Type
Delay1,2 LOS

AM PM AM PM
1 International Parkway & I-205 Westbound Ramps Signal 16.4 11.3 B B 2 International Parkway & I-205 Eastbound Ramps Signal 13.6 16.9 B B 3 International Parkway & Capital Parks Drive Signal 24.6 33.2 C C 4 International Pkwy & Promontory Parkway Signal 26.0 27.5 C C 5 International Pkwy & Old Schulte Road Signal 198.1 112.2 F F 6 International Pkwy & I-580 Westbound Ramps Signal 13.0 9.5 B A 7 International & I-580 Eastbound Ramps Signal 9.7 12.6 A B 8 Hansen Road & Capital Parks Dr Signal 25.8 21.4 C C
9 Hansen Road & Promontory Parkway Signal 20.8 20.9 C C 10 Hansen Road & Old Schulte Road Signal 32.5 28.2 C C
11 Pavillion Parkway & Capital Parks Dr Signal 17.4 22.9 B C 12 Pavillion Parkway & Promontory Parkway RAB 0.812 0.654 - - 13 Pavillion Parkway & Old Schulte Road Signal 13.4 14.5 B B 14 Pavillion Parkway & Hansen Road Signal 6.5 6.4 A A
15 Commerce Way & Capital Parks Drive Signal 18.6 24.1 B C 16 Road M & Capital Parks Drive Signal 28.0 18.3 C B
17 Hansen Road & Valpico Road Signal 9.7 3.3 A A
18 Pavillion Parkway & Grant Line Road Signal 11.2 14.1 B B 19 Pavillion Parkway & Von Sosten Road Signal 13.0 13.3 B B 20 Lammers Extension & Pavillion Pkwy Signal 20.8 21.7 C C 21 Lammers Extension & Grant Line Road Signal 10.5 11.7 B B 22 Lammers Extension & Van Sosten Road Signal 15.7 12.2 B B 23 Lammers Extension & I-205 WB Ramps Signal 10.8 10.0 B A 24 Lammers Extension & I-205 EB Ramps Signal 4.7 5.1 A A 25 Lammers Extension & Commerce Road Signal 35.6 34.9 D C 26 Eleventh Street & Road M Signal 8.8 10.5 A B
27 Grant Line & Pavillion Pkwy Signal 16.6 7.3 B A
29 Lammers Road & Pavillion Pkwy Signal 13.2 11.8 B B
30 Grant Line Road & Lammers Road Signal 4.6 4.2 A A
31 Lammers Road & Byron Road Signal 15.3 15.3 B B
32 Lammers Road & Eleventh Street Signal 17.9 14.6 B B
33 Lammers Road & Capital Parks Drive Signal 29.1 42.8 C D 34 Lammers Road & Schulte Road Signal 15.8 19.5 B B
35 Lammers Road & Crossroads Drive Signal 5.3 3.4 A A
36 Lammers Road & Redbridge Rd Signal 18.2 21.4 B C
37 Lammers Road & Old Schulte Road Signal 8.3 32.6 A C
38 Lammers Road & Western Pacific Wy Signal 8.9 3.3 A A 39 Lammers Road & Valpico Road Signal 12.6 11.9 B B
40 Lammers Road & Samuel James Way Signal 5.7 4.4 A A
41 Lammers Road & Hansen Rd & Ellis Town Drive Signal 14.6 14.5 B B 42 North Tracy Hills Drive & Linne Dr Signal 26.2 6.4 C A 43 Lammers Road & Linne Road Signal 24.8 23.1 C C
44 Lammers Road & Tracy Hills Dr Signal 30.4 18.4 C B
45 Lammers Road & I-580 WB Ramps RAB 0.844 0.673 - -
46 Lammers Road & I-580 EB Ramps RAB 0.294 0.825 - -
47 Naglee Road & Middle Road (worst approach, EB) SSSC 3.2(9.4) 3.6(10.0) A(A) A(B) 48 Naglee Road & Auto Plaza Drive SSSC 15.4(25.2) 15.5(33.0) C(D) C(D) 49 Naglee Road & I-205 Westbound Ramps Signal 15.8 20.3 B C 50 Park & Ride & Naglee Road Signal 21.6 33.9 C C
51 Grant Line Road & I-205 Westbound Ramps Signal 17.5 48.5 B D 52 Grant Line Road & I-205 EB Ramps Signal 10.6 5.1 B A 53 Crossroads Drive & Eleventh Road Signal 29.5 22.9 C C 54 Crossroads Drive & Schulte Road Signal 11.2 12.4 B B

TMP Update | August 2022 140

ID Intersection Control
Type
Delay1,2 LOS

AM PM AM PM
55 Corral Hollow Road & Larch Road SSSC 7.0(10.9) 3.4(11.0) A(B) A(B) 56 Corral Hollow Road & Auto Plaza Drive SSSC 3.6(12.3) 6.6(11.0) A(B) A(B) 57 Corral Hollow Road & Grant Line Road Signal 19.7 24.5 B C 58 Corral Hollow Road & Eleventh Street Signal 25.6 27.1 C C 59 Corral Hollow Road & Schulte Road Signal 21.6 23.7 C C 60 Corral Hollow Road & Valpico Road Signal 17.4 16.7 B B 61 Corral Hollow Road & Samuel James Way Signal 5.4 4.7 A A 62 Corral Hollow Road & Peony Drive Signal 15.4 29.2 B C 63 Corral Hollow Road & Middlefield Drive Signal 20.1 40.6 C D 64 Corral Hollow Road & Linne Road Signal 19.6 69.0 B E 65 Corral Hollow Road & North Tracy Hills Drive Signal 8.4 5.3 A A 66 Corral Hollow Road & Tracy Hills Drive Signal 21.6 37.9 C D 67 Corral Hollow Road & I-580 WB Ramps RAB 0.773 0.541 - - 68 Corral Hollow Road & I-580 EB Ramps RAB 0.156 0.497 - - 69 Corral Hollow Road & Lammers Road RAB 0.264 0.175 - - 70 Tracy Boulevard & Sugar Road (worst approach, WB) SSSC 1.3(11.1) 2.5(16.5) A(B) A(C) 71 Tracy Boulevard & Larch Road Signal 20.4 34.6 C C
72 Tracy Blvd & I-205 WB Ramps Signal 17.1 23.4 B C
73 Tracy Blvd & I-205 EB Ramps Signal 19.7 32.8 B C
74 Tracy Boulevard & Grant Line Road Signal 20.2 31.7 C C 75 Tracy Boulevard & Eleventh Street Signal 21.8 26.7 C C 76 Tracy Boulevard & 6th Street Signal 10.8 16.2 B B
77 Tracy Boulevard & Mount Diablo Avenue SSSC 3.1(23.0) 4.9(40.4) A(C) A(E) 78 Tracy Boulevard & Schulte Road Signal 34.6 30.8 C C
79 Tracy Boulevard & Central Avenue Signal 21.1 29.7 C C 80 Tracy Boulevard & Valpico Road Signal 25.1 24.7 C C
81 Tracy Boulevard & Whispering Wind Drive Signal 45.7 30.9 D C 82 Tracy Boulevard & ACE Station (worst approach, WB) SSSC 1.6(13.6) 0.9(14.6) A(B) A(B) 83 Tracy Boulevard & Linne Road Signal 8.7 6.7 A A
84 Central Avenue & Eleventh Street Signal 28.5 32.9 C C 85 Central Avenue & Schulte Road Signal 26.0 26.2 C C
86 MacArthur Drive & Arbor Avenue Signal 9.7 8.3 A A
87 MacArthur Drive & I-205 WB Ramps Signal 54.7 14.7 D B 88 MacArthur Drive & I-205 EB Ramps Signal 13.2 45.9 B D 89 MacArthur Drive & Pescadero Avenue Signal 19.5 29.3 B C 90 MacArthur Drive & Grant Line Road Signal 29.0 28.4 C C 91 MacArthur Drive & Eleventh Street Signal 30.7 29.5 C C 92 MacArthur Drive & Eleventh Street (South) Signal 22.2 19.8 C B 93 MacArthur Drive & 6th Street (worst approach, EB) SSSC 4.0(9.1) 6.2(12.2) A(A) A(B) 94 MacArthur Drive & Mount Diablo Avenue Signal 78.1 21.1 E C 95 MacArthur Drive & Schulte Road Signal 27.6 26.2 C C
96 MacArthur Drive & Valpico Road Signal 32.8 23.6 C C
97 Chrisman Road & Pescadero Avenue Signal 21.8 39.7 C D 98 Chrisman Road & Grant Line Road Signal 18.2 19.8 B B 99 Chrisman Road & Eleventh Street Signal 52.8 55.2 D E 100 Chrisman Road & Schulte Road Signal 6.5 7.6 A A
101 Chrisman Road & Valpico Road Signal 6.5 6.1 A A
102 Paradise Road & Arbor Avenue Signal 20.7 19.1 C B
103 Paradise Road & I-205 WB Ramps Signal 11.8 7.4 B A
104 Paradise Road & I-205 EB Ramps Signal 20.3 29.0 C C 105 Paradise Road & Pescadero Avenue Signal 22.8 29.3 C C 106 Paradise Road & Grant Line Road Signal 46.3 31.2 D C 107 Grant Line Road & Eleventh Street RAB 0.844 1.734 - - Notes:

TMP Update | August 2022 141

ID Intersection Control
Type
Delay1,2 LOS

AM PM AM PM

1.For roundabouts, v/c is reported instead of delay

2.Delay is indicated in seconds/vehicle
Analysis is performed using HCM 6th methodologies
AWSC = All Way stop control SSSC = side street stop controlled RAB = roundabout

4.5.5 Cut-Through Traffic
Cut-through traffic diverts from I -205 onto the City of Tracy arterials to find a quicker commute to/from the Altamont Pass/Bay Area. The following measures can be implemented to discourage cut -through traffic:

1. Coordinate signal timing along corridors to slow the travel speed to below the freeway speed.

2. Implement turn restrictions or block off freeway crossings during periods when cut -through operations occur.

3. Set signal timing cycles at individual intersections to increase delay for cut-through traffic.

4. Communicate the changes to the local residents, because they also may be impacted by the changes.

5. Coordinate with mapping applications (i.e. Google Maps, WAZE, etc) to not show the arterials as alternatives.

WB I-205 Off Ramp
WB I-205 On Ramp
Mountain House Pkwy
Mountain House Pkwy
EB I-205 On Ramp
EB I-205 Off Ramp
Mountain House Pkwy
Mountain House Pkwy
1 2 4 5 6 7 8
9 10
28 30 31 32
33 36 37 38 39
Promontory
International Pwky
International Pkwy
Old Schulte Rd
International Pwky
International Pkwy
Old Schulte Rd
I-580 WB On Ramp
International Pwky
Patterson Pass
I-580 WB Off Ramp
I-580 EB On Ramp
Patterson Pass
Patterson Pass
I-580 EB Off Ramp
Hansen Rd
Hansen Rd
Capital Parks Dr
Promontory Pkwy
Hansen Rd
Hansen Rd
Promontory Pkwy
Hansen Rd
Hansen Rd
Old Schulte Rd
Old Schulte Rd
Grant Line Rd
S. Lammers Rd
Grant Line Rd
Byron Rd
S. Lammers Rd
Byron Rd
Eleventh St
S. Lammers Rd
S. Lammers Rd
Eleventh St
S. Lammers Rd
S. Lammers Rd
Capital Parks Dr
S. Lammers Rd
S. Lammers Rd
Redbridge Rd
Old Schulte Rd
S. Lammers Rd
S. Lammers Rd
S. Lammers Rd
S. Lammers Rd
Western Pacific Way
S. Lammers Rd
S. Lammers Rd
Valpico Rd
Promontory Pwky
Capital Parks Dr
Capital Parks Dr Valpico Rd

INTERSECTION

REMOVED BY

HORIZON YEAR
3 11 12 13 14 15 16
17 18 19 20 21 22 23 24
25 26 27 29
34 35 40
International Pkwy
International Pkwy
Capital Parks Dr
Capital Parks Dr
Pavillion Pkwy
Pavillion Pkwy
Capital Parks Dr
Promontory Pkwy
Pavillion Pkwy
Pavillion Pkwy
Promontory Pkwy
Old Schulte Rd
Pavillion Pkwy
Pavillion Pkwy
Old Schulte Rd
Hansen Rd
Pavillion Pkwy
Hansen Rd
Capital Parks Dr
Capital Parks Dr
Capital Parks Dr
Capital Parks Dr
Road M
Grant Line Rd
Pavillion Pkwy
Pavillion Pkwy
Von Sosten Rd
Pavillion Pkwy
Pavillion Pkwy
Von Sosten Rd
Commerce Way
Hansen Rd
Hansen Rd
Valpico Rd Pavillion Pkwy
Pavillion Pkwy
Lammers Extension
Lammers Extension
Grant Line Rd
Grant Line Rd
Lammers Extension
Lammers Extension
Lammers Extension
Lammers Extension
Von Sosten Rd
Von Sosten Rd
Lammers Extension
Lammers Extension
I-205 WB On Ramp
I-205 WB Off Ramp
Lammers Extension
Lammers Extension
I-205 EB Off Ramp
I-205 EB On Ramp
Lammers Extension
Lammers Extension
Lammers Extension
Lammers Extension
Road M
Pavillion Pkwy
Pavillion Pkwy
Grant Line Rd
Pavillion Pkwy
Lammers Rd
Lammers Rd
Promontory Pkwy
Lammers Rd
Lammers Rd
Promontory Pkwy
Lammers Rd
Lammers Rd
Crossroads Dr
Lammers Rd
Lammers Rd
Samuel James Way
Commerce Way
Pavillion Pkwy
Capital Parks Dr
Commerce Way
Road M
Private Dwy
Figure 4.15
Horizon Year (1 of 3)
Geometry and Traffic Control
City of Tracy Transportation Master Plan
NORTH
LEGEND
Existing Intersection
Future Intersection
Existing Signal Control
Future Signal Control
STOPStop Control
September 2021
##
##
Existing Lanes
Future Lanes
Remove Lanes
Existing "Free" Right
Future "Free" Right Future Roundabout Control
Existing Roundabout Control

PROPOSED
DDI

PROPOSED
DDI
Figure 4.15b
Horizon Year (2 of 3)
Geometry and Traffic Control
City of Tracy Transportation Master Plan
NORTH
LEGEND
Existing Intersection
Future Intersection
Existing Signal Control
Future Signal Control
STOPStop Control
September 2021
##
##
Existing Lanes
Future Lanes
Remove Lanes
Existing "Free" Right
Future "Free" Right Future Roundabout Control
Existing Roundabout Control
W. Middle Rd
Naglee Rd
Naglee Rd
Auto Plaza Dr
Naglee Rd
Pavilion Pkwy
I-205 WB On/Off Ramp
Naglee Rd
Shopping Center
Shopping Center
Naglee Rd
Naglee Rd
N. Tracy Blvd
W. Sugar Rd
I-205 WB On Ramp
N. Tracy Blvd
N. Tracy Blvd
I-205 WB Off Ramp
Auto Plaza Dr
47 48
49 50 51 52 53 55
57 58 59 60 62 63 64
67 68 70 71 72
73 74 75 76 77 78 79 80
Naglee Rd
Naglee Rd
STOP
Naglee Rd
I-205 WB On Ramp
Grant Line Rd
Grant Line Rd
I-205 EB On Ramp
I-205 EB Off Ramp
Grant Line Rd
Grant Line Rd
Crossroads Dr
Crossroads Dr
Eleventh St
Eleventh St Larch Rd
Corral Hollow Rd
Corral Hollow Rd
Corral Hollow Rd
Corral Hollow Rd
Grant Line Rd
Grant Line Rd
Corral Hollow Rd
Corral Hollow Rd
Eleventh St
Eleventh St
Corral Hollow Rd
Corral Hollow Rd
W. Schulte Rd
W. Schulte Rd
Corral Hollow Rd
Corral Hollow Rd
Valpico Rd
Valpico Rd
Corral Hollow Rd
Corral Hollow Rd
Ellis Town Dr
Peony Dr
Corral Hollow Rd
Corral Hollow Rd
Summit Dr
Middlefield Dr
Corral Hollow Rd
Corral Hollow Rd
W. Linne Rd
Corral Hollow Rd
Corral Hollow Rd
I-580 WB On Ramp
I-580 WB Off Ramp
Corral Hollow Rd
Corral Hollow Rd
I-580 EB Off Ramp
I-580 EB On Ramp
N. Tracy Blvd
STOP
N. Tracy Blvd
N. Tracy Blvd
Larch Rd
Larch Rd
I-205 EB Off Ramp
N. Tracy Blvd
N. Tracy Blvd
I-205 EB On Ramp
N. Tracy Blvd
N. Tracy Blvd
Grant Line Rd
Grant Line Rd
N. Tracy Blvd
N. Tracy Blvd
Eleventh St
Eleventh St
N. Tracy Blvd
N. Tracy Blvd
W. Sixth St
W. Sixth St
Tracy Blvd
Tracy Blvd
Mt. Diablo Ave
Mt. Diablo Ave
Tracy Blvd
Tracy Blvd
W. Schulte Rd
W. Schulte Rd
Tracy Blvd
Tracy Blvd
W. Central Ave
Tracy Blvd
Tracy Blvd
Valpico Rd
Valpico Rd
W. Linne Rd
W. Central Ave
STOP
STOP
STOP
STOP
STOP
Lammers Rd
Lammers Rd
Linne Rd
W. Schulte Rd
Crossroads Dr
W. Schulte Rd
Auto Plaza Dr
Corral Hollow Rd
Crossroads Dr
Samuel James Way
Corral Hollow Rd
Corral Hollow Rd
Lammers Rd
Corral Hollow Rd
Corral Hollow Rd
41 42 43 44 45 46
54 56
61 65 66 69
Lammers Rd
Lammers Rd
Ellis Town Dr
Hansen Rd
Sandu Access
Linne Rd
Linne Rd
Lammers Rd
Lammers Rd
Tracy Hills Dr
Tracy Hills Dr
Lammers Rd
Lammers Rd
I-580 WB Off Ramp
I-580 WB On Ramp
Lammers Rd
Lammers Rd
I-580 EB On Ramp
I-580 EB Off Ramp
Corral Hollow Rd
Sandu Access
Corral Hollow Rd
Corral Hollow Rd
Tracy Hills Dr
Corral Hollow Rd
Corral Hollow Rd
KT Access
Figure 4.15c
Horizion Year (3 of 3)
Geometry and Traffic Control
City of Tracy Transportation Master Plan
NORTH
LEGEND
Existing Intersection
Future Intersection
Existing Signal Control
Future Signal Control
STOPStop Control
September 2021
##
##
Existing Lanes
Future Lanes
Remove Lanes
Existing "Free" Right
Future "Free" Right Future Roundabout Control
Existing Roundabout Control
Grant Line Rd
Grant Line Rd
Eleventh St
Eleventh St
E. Sixth St
W. Schulte Rd
Chrisman Rd
Chrisman Rd
Chrisman Rd
Chrisman Rd
Eleventh St
Eleventh St
Chrisman Rd
Chrisman Rd
Arbor Ave
Eleventh St
Eleventh St
Grant Line Rd
Kasson Rd
81 82 83 84 85 86 87 88
89 90 91 92 93 94 95 96
98 99 100 101 102
106 107
Whispering Wind Dr
Tracy Blvd
Tracy Blvd
Whispering Wind Dr
Tracy Blvd
Tracy Blvd
Ace Parking Lot
STOP
W. Linne Rd
Tracy Blvd
Tracy Blvd
W. Linne Rd
Eleventh St
Holly Dr
N. Central Ave
Eleventh St
W. Schulte Rd
N. Central Ave
N. Central Ave
W. Schulte Rd
Arbor Ave
MacArthur Dr
MacArthur Dr
Arbor Ave
MacArthur Dr
MacArthur Dr
I-205 WB On Ramp
I-205 WB Off Ramp
MacArthur Dr
MacArthur Dr
I-205 EB Off Ramp
I-205 EB On Ramp
MacArthur Dr
MacArthur Dr
Pescadero Ave
Pescadero Ave
MacArthur Dr
MacArthur Dr
MacArthur Dr
Eleventh St
Eleventh St
Private Dwy
MacArthur Dr
MacArthur Dr
MacArthur Dr
STOP
E. Mt Diablo Ave
MacArthur Dr
MacArthur Dr
W. Schulte Rd
MacArthur Dr
MacArthur Dr
Valpico Rd
Valpico Rd
MacArthur Dr
MacArthur Dr
Grant Line Rd
Grant Line Rd
Chrisman Rd
Chrisman Rd
W. Schulte Rd
Chrisman Rd
Chrisman Rd
Valpico Rd
Private Dwy
Paradise Rd
Paradise Rd
Grant Line Rd
Grant Line Rd
Golden Valley Pkwy
MacArthur Dr
STOP
STOP
STOP
STOP
MacArthur Extension
I-205 WB On/Off Ramp
I-205 WB On Ramp
Chrisman Rd
Chrisman Rd
97 103 104
Chrisman Rd
Chrisman Rd
Pescadero Ave
Seefried Dwy
I-205 EB On/Off Ramp
I-205 EB On Ramp
Chrisman Rd
Chrisman Rd
Paradise Rd
Chrisman Rd
Chrisman Rd
105
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/gid00034/gid00071/gid00068/gid00081/gid00077/gid00001/gid00051/gid00067/gid00034/gid00071/gid00068/gid00081/gid00077/gid00001/gid00051/gid00067 120CALIFORNIA
5 5
580
580
205
205
7 98
99 47
28 31
6 5 10
64 68
67 83
38 60 80 96
9578
59 755832 53
33 907457
87 86 102
55 8872
73 51
48 4950
2 1
4 8
9 30
36 37
39 52
63 62
70 71
76 77
79 81
82 84
85 89
9192
93 94
105
106
100
101
107
34 3
19 20 2927
22 21
23 103
46 45
11 24
54 35
40 42
43 12
13 14
15 16
17 18
25 26
41 44
56 61
65 66
69 97
104
84 1
9 9
9 2
2 2
9 9
9 3
53 53
1 1
1 /gid00046/gid00046
6 /gid00046/gid00064/gid00046
6 6
7 57
57 2
51 51
1 /gid00081
/gid00037
/gid00081/gid00001/gid00037/gid00081/gid00001/gid00037/gid000819 /gid00081
/gid000819
/gid00037/gid00081/gid00037/gid000819
9 9
9 7
87 87
50 50
50 30
30 30
0 10
0 /gid00076/gid00068/gid00081/gid00082/gid00076/gid00068/gid00081/gid0008233 /gid00068/gid00081/gid00082/gid00001/gid00068/gid00081/gid00082/gid0000133 /gid0007633
/gid000452
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/gid00035/gid00001/gid00035
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3/gid00034/gid00001/gid00034
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4 474
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4 48
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8 8
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5 55
/gid00067/gid00067/gid00067
55 /gid00035/gid00001/gid00035
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9 9
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0 60
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3 3
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/gid00078/gid00086/gid00001/gid00078/gid00086/gid00001/gid000515 /gid00078/gid000785
/gid00034/gid00001/gid00034
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/gid00035/gid00001/gid00038
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3 73
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7 7
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7 7
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8 /gid00036/gid00036
78 78
/gid00036/gid00001/gid00036
/gid00037/gid00001/gid00036
/gid00001/gid00036/gid00001/gid00036
5 5
/gid00036/gid00001/gid00036
/gid00037/gid00001/gid00035
8 8
8 /gid00035/gid00001/gid00037
/gid00046/gid00064/gid00046/gid000648
8 /gid00046/gid00064/gid00066/gid00046/gid0006489
/gid00035/gid00001/gid00036
/gid00036/gid00001/gid00036
/gid00036/gid00001/gid00036
/gid00036/gid00001/gid00036
92 /gid00036/gid00001/gid00035
9 9
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4 94
94 /gid00038/gid00001/gid00036
5 5
5 /gid00036/gid00001/gid00036
/gid00034/gid00001/gid00034
/gid00036/gid00001/gid00036
/gid00035/gid00001/gid00035
9 9/gid00036/gid00001/gid00037
/gid00037/gid00001/gid00038
0 00
00 1
01 01
/gid00034/gid00001/gid00034
2 02
02 /gid00036/gid00001/gid00035
55 05
05 /gid00036/gid00001/gid00036
/gid00037/gid00001/gid00036
/gid00081/gid00064/gid00066/gid00088
/gid00053/gid00081/gid00064/gid00053/gid00081/gid00064/gid00066/gid00088 /gid00088/gid00088
/gid00053/gid00081/gid00064/gid00066/gid00053/gid00081/gid00064/gid00066/gid00088/gid00001/gid000350 /gid00053/gid00053/gid000810
/gid00035/gid00001/gid00036
/gid00036/gid00001/gid00036
9 9
/gid00035/gid00001/gid00035
8 80
80/gid00036/gid00001/gid00036
4 4
4 /gid00017/gid00015/gid00025/gid00021/gid00001/gid00017/gid00015/gid00023/gid00024 4 4
4 /gid00017/gid00015/gid00019/gid00026/gid00001/gid00017/gid00015/gid00025/gid00020 6 6
6 /gid00017/gid00015/gid00024/gid00024/gid00001/gid00017/gid00015/gid00022/gid00021 6 6
/gid00017/gid00015/gid00018/gid00023/gid00001/gid00017/gid00015/gid00022/gid00017 6 6
6 /gid00017/gid00015/gid00019/gid00023/gid00001/gid00017/gid00015/gid00018/gid00025 0 10
0 0.84 1.73
/gid00045/gid00068/gid00070/gid00068/gid00077/gid00067
/gid00036/gid00072/gid00083/gid00088/gid00001/gid00045/gid00072/gid00076/gid00072/gid00083/gid00082 /gid00052/gid00079/gid00071/gid00068/gid00081/gid00068/gid00001/gid00078/gid00069/gid00001/gid00042/gid00077/gid00197/gid00084/gid00068/gid00077/gid00066/gid00068 /gid00052/gid00072/gid00070/gid00077/gid00064/gid00075/gid00072/gid00089/gid00068/gid00067/gid00001/gid00045/gid00068/gid00085/gid00068/gid00075/gid00001/gid00078/gid00069/gid00001/gid00052/gid00068/gid00081/gid00085/gid00072/gid00066/gid00068/gid00001/gid00034/gid00046/gid00016/gid00049/gid00046/gid00001 /gid00054/gid00077/gid00014/gid00082/gid00072/gid00070/gid00077/gid00064/gid00075/gid00072/gid00089/gid00068/gid00067/gid00001/gid00045/gid00068/gid00085/gid00068/gid00075/gid00001/gid00078/gid00069/gid00001/gid00052/gid00068/gid00081/gid00085/gid00072/gid00066/gid00068/gid00001/gid00034/gid00046/gid00016/gid00049/gid00046/gid00001 /gid00051/gid00078/gid00084/gid00077/gid00067/gid00064/gid00065/gid00078/gid00084/gid00083/gid00001/gid00045/gid00068/gid00085/gid00068/gid00075/gid00001/gid00078/gid00069/gid00001/gid00052/gid00068/gid00081/gid00085/gid00072/gid00066/gid00068/gid00001/gid00034/gid00046/gid00016/gid00049/gid00046/gid00001 X Y
X Y
#
/gid00039/gid00084/gid00083/gid00084/gid00081/gid00068/gid00001/gid00042/gid00077/gid00083/gid00068/gid00081/gid00082/gid00068/gid00066/gid00083/gid00072/gid00078/gid00077 /gid00038/gid00087/gid00072/gid00082/gid00083/gid00072/gid00077/gid00070/gid00001/gid00042/gid00077/gid00083/gid00068/gid00081/gid00082/gid00068/gid00066/gid00083/gid00072/gid00078/gid00077 X Y
#
Source: ESRI, Kimley-Horn
/gid00017/gid00018/gid00019/gid00017/gid00015/gid00022
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4.6 Bicycle and Pedestrian Circulation

4.6.1 Introduction
Bicycle travel is anticipated to increase significantly in the future. Recreational cycling and more avid cyclist activities are growing. Funding sources for providing and improving bicycle faci lities are available from State and Federal resources. The provision of bicycle and pedestrian facilities that connect people and places is therefore the primary goal of this section in the TMP.

The existing bicycle infrastructure is described in Chapter 2, Existing Conditions. The City of Tracy Bicycle and Pedestrian Plan was integrated with the TMP to develop a comprehensive Bicycle and Pedestrian system that ensures a multimodal infrastructure development network. Graphics are provided to illustrate existing and future bicycle trails and sidewalks. Additionally, discussion is provided relative to current innovations for bicycle facilities such as bicycle detection, colored bike lanes, bicycle ra cks and bicycle lockers and other design elements to enhance the bicycle environment and raise prominence of bicyclists within the transportation system. It should be noted that bicycle facilities will be provided on every proposed arterial and collector road network segment in the TMP. It will also be expected that every new commercial and office development provides bicycle facilities on-site per new zoning standards.

4.6.2 Federal Highway Administration Four E’s
The Federal Highway Administration has identified four design components to make bicycling and walking more viable and attractive. The “4-E” program emerged since the 1960’s when communities’ emphasis in bicycle use needed expanded perspective beyond only the provision of bic ycle facilities. The 4-E’s are defined below:
• Engineering: Design bicycle facilities to the “best available practices” and beyond. • Education: Tailor education programs to adult and student bicyclists and to motorists to inform on safe cycling and driving.
• Enforcement: Establish routine enforcement measures to enforce rules design for the safety of the rider.
• Encouragement: Offer encouragement activities and events that are fun, safe, and easy to entice would-be cyclists and reward children to ride effectively and safely.

4.6.3 Bicycle Facilities and Users
As identified in Chapter 2, bike facilities are defined into four categories:
• Class I Bikeway
• Class II Bikeway
• Class III Bikeway
• Class IV Bikeway
To obtain grant funding from State and Federal resources, bicycle facilities are required to adhere to design standards. The Caltrans standards applicable to bicycle facilities include the following:
• Caltrans Highway Design Manual, Chapter 1000 Bikeway Planning and Design (July 2020); • Caltrans Design Information Bulletin Number 89 -01, Class IV Bikeway Guidance: Separated Bikeways / Cycle Tracks (May 2018); and

TMP Update | August 2022 147

• California Manual on Uniform Traffic Control Devices, Part 9 Traffic Controls for Bicycle Facilities (2014 Rev. 5, March 2020).

Bicycle facilities should encompass a system of interconnected routes, paths and on -street bicycle lanes that provide for safe and efficient bicycle travel. As discussed in the FHWA Bikeway Selection Guide (February 2019) , there are three types of bicycle users, based on a combination of comfort level, experience, age, and trip purpose:
• Highly Confident Bicyclist: This group is the smallest in number . They prefer direct routes and do not particularly mind traveling in mixed traffic, even on roadways with higher vehicle speeds.

While they may prefer bikeways to be separated from vehicle traffic, they may avoid bikeways that they perceive as being too slow or too crowded with other bike users. • Somewhat Confident Bicyclist: This group is believed to be the next smallest after Highly Confident Bicyclists. They are comfortable on many types of bicycle facilities but have a lower tolerance for high volume o r high -speed roadways than . Because of this, they generally prefer low -volume streets or those with physical separation from automobile traffic, but will tolerate higher-stress segments for short distances to avoid out-of-direction travel. • Interested but Concerned Bicyclists: This is the l argest group of bicycle users identified by research, likely making up a majority of the population. This group of users who avoid bicycling unless they have access to very low-volume streets or fully separated bikeways . To ensure that bicyclists of this group can view bicycling as a viable form of transportation, it is important that bikeways be designed to meet the needs of this group, which will also accommodate the needs of Highly Confident and Somewhat Confident Bicyclists.

4.6.4 Designing Future Roadway Related Infrastructure to Complement Bicycle Infrastructure
The infrastructure to support bicycle use within the City of Tracy is composed of roadways, intersections, grade separations over/under railroad crossings, freeway crossings, river crossings, and dedicated bicycle trails. Overcoming barriers such as freeways, rivers, channels, railroads and other obstacles is critical to provide continuous facilit ies to support bicycle usage. Thus every structure that will be constr ucted in Tracy in the future will include pedestrian and bicycle facilities in order to improve connectivity for these modes of travel. If the approaching roadway segments do not include pedestrian and bicycle facilities, these should still be provided on the structure, to provide for safe and efficient crossings where no other crossing options exist.

Figure 4.17 shows the Existing and Future Bikeway Network , which includes future bikeways within the City of Tracy/Sphere of Influence, identifying Class I, Class II, Class III , and Class IV facilities. This Plan is being expanded upon in the TMP to further provide overall connectivity and the selection of appropriate streets for the provision of bicycle lanes. Potential bicycle routes were evaluated based on the following criteria:
• Street Classification – higher functional classification route was given higher preference. • Destinations – special consideration was given to routes that provide a direct connection to major destinations, for e.g. park and ride lots, schools and shopping centers. • Transit – consideration was given to transit routes to enhance transit use by bicyclists.

TMP Update | August 2022 148

The further development of bicycle lanes and facilities in specific future development areas will complement the bicycle system included in the TMP . Inclusion of bicycle and pedestrian facilities wil l enhance the multimodal nature of development within the City. The new roadway network in the TMP indicates primarily major roadway facilities. These facilities include Class I and II facilities. However, roadway cross sections fo r all roadways, including collectors and residential streets, do indicate the expansion of bicycle facilities into Specific Plan areas as Class II and III facilities.

Implementation of bicycle lanes can address many community objectives, including accessib ility, connectivity between destinations, transit access, mobility and increased system capacity. The following observations relative to Figure 4.17 are provided:
• Crossings of I-205 are limited to Lammers Road Extension (future), Byron Road (future), Grant Line Road (future), Corral Hollow Road (future), Tracy Boulevard (future), Central Avenue, and Chrisman Road (future).
• Crossings of I-580 include two future crossings at Lammers Road and Corral Hollow Road. • A significant number of Class I facilities exist are planned throughout the City, particularly in areas of new development.
• All existing Class III facilities are east of Corral Hollow Road and very few new Class III facilities are planned.
• All Arterials include Class I or II bicycle facilities • All Collectors include Class II bicycle facilities
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/gid00036/gid00068/gid00077/gid00083/gid00081/gid00064/gid00075/gid00001/gid00034/gid00085/gid00068/gid00036/gid00068/gid00077/gid00083/gid00081/gid00064/gid00075/gid00001/gid00034/gid00085/gid00068 /gid00035/gid00064/gid00077/gid00083/gid00064/gid00001/gid00051/gid00067/gid00035/gid00064/gid00077/gid00083/gid00064/gid00001/gid00051/gid00067 /gid00035/gid00072/gid00081/gid00067/gid00001/gid00051/gid00067/gid00035/gid00072/gid00081/gid00067/gid00001/gid00051/gid00067 /gid00034/gid00071/gid00068/gid00081/gid00077/gid00001/gid00051/gid00067/gid00034/gid00071/gid00068/gid00081/gid00077/gid00001/gid00051/gid00067 120CALIFORNIA
5 5
580
580
205
205
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/gid00049/gid00064/gid00081/gid00074
/gid00036/gid00075/gid00064/gid00082/gid00082/gid00001/gid00042/gid00001/gid00035/gid00072/gid00074/gid00068/gid00001/gid00049/gid00064/gid00083/gid00071 /gid00036/gid00075/gid00064/gid00082/gid00082/gid00001/gid00042/gid00042/gid00001/gid00035/gid00072/gid00074/gid00068/gid00001/gid00045/gid00064/gid00077/gid00068 /gid00036/gid00075/gid00064/gid00082/gid00082/gid00001/gid00042/gid00042/gid00042/gid00001/gid00035/gid00072/gid00074/gid00068/gid00001/gid00051/gid00078/gid00084/gid00083/gid00068 /gid00047/gid00078/gid00083/gid00068/gid00027/gid00001/gid00051/gid00078/gid00064/gid00067/gid00086/gid00064/gid00088/gid00082/gid00001/gid00086/gid00072/gid00083/gid00071/gid00001/gid00036/gid00075/gid00064/gid00082/gid00082/gid00001/gid00042/gid00001/gid00065/gid00072/gid00074/gid00068/gid00001/gid00079/gid00064/gid00083/gid00071/gid00082/gid00001/gid00076/gid00064/gid00088/gid00001/gid00064/gid00075/gid00082/gid00078/gid00001/gid00071/gid00064/gid00085/gid00068/gid00001/gid00064/gid00001/gid00036/gid00075/gid00064/gid00082/gid00082/gid00001/gid00042/gid00042/gid00001/gid00065/gid00072/gid00074/gid00068/gid00001/gid00075/gid00064/gid00077/gid00068/gid00001/gid00001 Source: ESRI, Kimley-Horn
/gid00017/gid00018/gid00019/gid00017/gid00015/gid00022
/gid00046/gid00072/gid00075/gid00068/gid00082/gid00001/gid00009/gid00034/gid00079/gid00079/gid00081/gid00078/gid00087/gid00072/gid00076/gid00064/gid00083/gid00068/gid00010 /gid00047/gid00078/gid00081/gid00083/gid00071
/gid00036/gid00072/gid00083/gid00088/gid00001/gid00078/gid00069/gid00001/gid00053/gid00081/gid00064/gid00066/gid00088/gid00001/gid00053/gid00081/gid00064/gid00077/gid00082/gid00079/gid00078/gid00081/gid00083/gid00064/gid00083/gid00072/gid00078/gid00077/gid00001/gid00046/gid00064/gid00082/gid00083/gid00068/gid00081/gid00001/gid00049/gid00075/gid00064/gid00077 /gid00039/gid00072/gid00070/gid00084/gid00081/gid00068/gid00001/gid00021/gid00015/gid00018/gid00024/gid00027/gid00001/gid00038/gid00087/gid00072/gid00082/gid00083/gid00072/gid00077/gid00070/gid00001/gid00064/gid00077/gid00067/gid00001/gid00049/gid00075/gid00064/gid00077/gid00077/gid00068/gid00067/gid00001/gid00035/gid00072/gid00074/gid00068/gid00001/gid00047/gid00068/gid00083/gid00086/gid00078/gid00081/gid00074

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4.6.4.1 Bicycle Transportation Plan
Cities often attempt to increase bicycle usage and formalize plans to improve cycling citywide through preparation of a Bicycle Transportation Plan (BTP). Cities are not required to prepare a BTP ; however, if one is prepared, the State of California Streets and Highways Code Division 1, Chapter 8, Article 3, Section 891.2 requires inclusion of the following items:
• Current and forecast bicycle commuters.
• A map and description of key existing and proposed land uses. • A map and description of existing and proposed bikeways. • A map and description of existing and proposed end-of-trip bicycle parking facilities. • A map and description of existing and proposed bicycle transport and parking facilities for connections with and use of other transportation modes. • A map and description of existing and proposed facilities for changing and storing clothes and equipment.
• A description of bicycle safety and education programs conducted in the area, law enforcement activities related to bicycle operation, and resulting effects on accidents involving bicyclists. • A description of how the bicycle transportation plan has been coordinated and is consistent with key regional transportation, air quality, or energy plans. • A description of the projects pr oposed in the plan and a listing of their priorities for implementation.
• A description of past and future financial allotments for bicycle facilities and projects to improve safety and convenience for bicycle commuters.

4.6.4.2 Bikeways Connection to Land Use & Transit
Provision of strong bikeways linkages and connections within land use development projects not only increases the bicycle network, but leads to many secondary benefits. A maximized multi-modal system with bicycle facilities integrated with transit facilities encourage s higher transit and bicycle use.

Connections to key nodes of activity should be prioritized , such as bikeways links to schools, parks, and community centers that cater to non-driving users. By coordinating community design to enhance access to bikeways, the following benefits are achieved:
• Improved quality of life for residents.
• Reduction in automobile dependency and automobile trips. • Reduction of traffic congestion.
• Improved air quality.
• Increased connections to transit.
• Increase in safe travel by multiple user groups.

Integration of bicycle facilities within new land use development areas is not limited to right -of-way dedication or construction of facilitie s. Bicycle supportive programs can be incorporated into development projects, such as “Bike to Work Day” and Travel Demand Management (TDM) programs.

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4.6.4.3 Bicycle Lane Treatment at Intersections
Uniform design is encouraged for bicycle lanes at intersections to provide consistency in expectations for both motorists and bicyclists. Design aspects related to bicycle lanes include facility design, signs and pavement markings.

Bicycle lane design treatments at conventional stop -controlled and signalized intersections is generally standardized, and is governed by the Caltrans Highway Design Manual Chapter 1000 and MUTCD Part 9.

Treatment at roundabouts includes careful balancing of motorist and bicyclists travel. Provision of dedicated bike lanes through roundabouts is discouraged as identified in Roundabouts: An Informational Guide, Second Edition (TRB/FHWA, 2010). At single-lane roundabouts, bicyclists have the option of either mixing with traffic or using the roundabout like a pedestrian, thus exiting the roadway via a ramp prior to entering the roundabout, utilizing the pedestrian crosswalk and then entering the bike lane on the downstream side of the roundabout via an onramp. Providing bicyclists two choices helps accommodate both ex perienced and less -experienced users within roundabouts. At two -lane roundabouts, a bicycle path separate and distinct from the circulatory roadway is preferable, such as a shared bicycle-pedestrian path of sufficient width and appropriately marked to acco mmodate both types of users. Experienced bicyclists may prefer provision of an alternative route along another street or path that avoids the roundabout instead of crossing the multi -lane roundabout as a pedestrian. Provision of safe routes through roundab outs for bicyclists should be incorporated into roundabout planning and design regardless of provision of alternate routes.