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Appendix L Traffic Impact Study

Draft Environmental Impact Report Fremont Valley Preservation Project September 2013

TRAFFIC IMPACT STUDY FOR

FREMONT VALLEY PRESERVATION PROJECT

WATER BANK AND SOLAR PROJECT

Portions of Sections 27, 28, 31, 32 & 33, Township 29 South, Range 39 East

Portions of Sections 13, 23, 27, 28, 33 & 34, Township 30 South, Range 37 East

Portions of Sections 17 & 18, Township 30 South, Range 38 East

Portions of Section 5, Township 30 South, Range 39 East

Portions of Sections 3 & 11, Township 31 South, Range 37 East

Kern County, California

Job Number 12�013

Prepared for:

AquaHelio Resources, LLC

July 2012

Prepared by:

Fremont Valley Preservation Project � Traffic Impact Study

Page i

Table of Contents

I. Introduction

Introduction Page 1

Project Description Page 1

II. Summary of Traffic Impacts

Executive Summary of Impacts Page 1

III. Existing Transportation Facilities

Existing Transportation Facilities Page 2

IV. Traffic Projections

Existing Traffic Volumes Traffic Counts

Future Traffic Volumes – Cumulative Impacts Page 5

Project Traffic Daily Worker Traffic (Construction Phases) Page 6

Project Traffic Material & Equipment Delivery Truck Traffic Page 7

Project Traffic Daily Operations & Maintenance Page 8

V. Traffic Analysis

Study Scope Page 9

Traffic Assignment Page 9

Level of Service Page 9

Traffic Analysis Page 11

VI. Findings & Mitigation

Impacts to Existing Transportation Facilities Page 12

Mitigation Page 13

VII. Conclusions

Conclusions Page 14


Page ii

List of Tables

Table 1: Signalized Intersections LOS Page 10

Table 2: Unsignalized Intersections LOS Page 10

Table 3: Level of Service for Highways Page 10

Table 4: Intersection Level of Service Page 15

Table 5: Roadway Segment Analysis Page 17

Figures

Figure 1: Existing Traffic Volumes

Figure 2: Project Generated Traffic Volumes (Construction Phase)

Figure 3: Existing Plus Project Generated Traffic (Construction Phase)

Appendices

A: County of Kern Private Road Approach Detail

B: Existing/Projected Intersection Turning Movement Count Data & Level of

Service Calculations

Existing Roadway Segment Count Data

C: Tentative/Preliminary Equipment, Delivery and Worker Schedules


1

I. Introduction

This traffic study has been prepared to evaluate future impacts on the surrounding roadway system

due to projected traffic generated by the construction, operation and maintenance of the proposed

water recharge & recovery facilities and photovoltaic (PV) solar electrical generating facilities.

The study is intended to be in support of the proposed Conditional Use Permits (CUP’s) to allow

construction of the project within existing agricultural land uses. The project is also proposing a

General Plan Amendment to the Circulation Element of the Kern County General Plan to eliminate

all mid�section lines as future secondary road reservations.

This report recommends mitigation measures for intersections and street segments that fall below

an acceptable level of service due to the impact of traffic anticipated to be generated by the

project. Street segments and intersections included for analysis in this study were based on the

adopted CalTrans sliding scale criteria for added project peak hour trips to existing facilities.

Project Description

The proposed project is the development of a water recharge & recovery facility along with a

photovoltaic solar electrical generating facility on approximately 4,806 acres of land. The project

site consists of 32 parcels on six separate and privately owned properties that currently, along with

the surrounding vicinity properties, are largely vacant with scattered agricultural and residential

uses. The project is located in the Fremont Valley area of the Mojave Desert, north of California

City and west of Randsburg California. This is further described as portions of: Sections 27, 28,

31, 32 & 33, Township 29 South, Range 39 East, Sections 13, 23, 27, 28, 33 & 34, Township 30

South, Range 37 East, Sections 17 & 18, Township 30 South, Range 38 East, Section 5, Township

30 South, Range 39 East, and Sections 3 & 11, Township 31 South, Range 37 East, all within Kern

County California. The six separate properties are also identified as: the Randsburg Property, the

Saltdale Property, the Brothers Property, the Cantil Property, the Sons Property, and the Homes

Property.

II. Summary of Impacts

Executive Summary of Impacts

As identified in this report and based on the analysis contained herein, the proposed project will

generate a significant quantity of construction related traffic, but due to the reserve capacity of the

existing transportation facilities, the impacts from the project created construction traffic will not

require mitigation to maintain acceptable service levels. The long term project generated traffic

related to operations and maintenance of the water banking and photovoltaic solar electrical

generating facilities will be minimal and will have no significant impact to the existing

transportation facilities.

Although there will be no short or long term significant impacts to the existing transportation

facilities, the project should be required to provide Traffic Safety Management plans for the

various portions of the work. These plans should be reviewed and approved, prior to

commencement of any on�site work, by the various jurisdictions having control over the specific

intersections and roadways to be utilized by the project generated traffic.


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III. Existing Transportation Facilities

The following is a summary of existing and proposed streets that will serve the Project and will be

impacted to some extent from traffic generated by the development.

State Route 14 / State Route 58 / US 395

State Route 14 is a four lane, north south state highway, both undivided and divided

within and west & south of the project vicinity. The majority of project created traffic will

access the various sites via State Route 14 at its existing openings, more specifically at its

intersection with Phillips Road and Redrock Randsburg Road. The project created traffic

utilizing State Route 14 will consist of all of the material and equipment delivery trucks

and the majority of the personnel accessing the site. No direct access to any of the project

sites will be allowed along State Route 14.

State Route 58 is a divided four lane, east west state highway located approximately 16

miles south of the project vicinity. State Route 58 will experience limited use by project

created traffic from the east and southeast. This will consist of a small percentage of

material and equipment deliveries from Southern California via US 395, then westerly

along State Route 58 to State Route 14. Additional limited deliveries will occur along

State Route 58 to State Route 14 from various eastern out of state locations.

Approximately half of the worker commuter trips will utilize State Route 58 from the west

to State Route 14, originating in Tehachapi and the Greater Bakersfield area. Limited

amounts of truck traffic will also utilize State Route 58 from the west, originating in the

Bakersfield area and also from Northern California and Washington State.

US 395, a two lane north south highway, located south and east of the project will also

experience very little project traffic, consisting mostly of material and equipment delivery

trucks from Southern California to State Route 14 via State Route 58 as indicated above.

US 395, north of State Route 58 will not be utilized by material and equipment delivery

trucks. Limited use of US 395 north of Redrock Randsburg/Garlock Roads may occur

from personnel traffic accessing the various project sites from Ridgecrest California.

However, this will be limited to such an extent that impact analysis of this roadway is not

necessary as the Developer has indicated that the maximum number of personnel travelling

from Ridgecrest will be no more than 1% of the total personnel.

Phillips Road

Phillips Road is an east west two lane county roadway that exists from its western

terminus tee intersection at SR 14 to its eastern terminus at Neuralia Road. East of

Neuralia Road, Phillips Road exists only as an unimproved dirt road. Phillips Road will

be used as the main access point from State Route 14 to the various project sites within the

project area, via Neuralia Road and other various county jurisdiction local roadways in the

project vicinity.


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III. Existing Transportation Facilities (cont’d)

Neuralia Road

Neuralia Road is a north�south two�lane county road that exists from its northern terminus

tee intersection at Redrock–Randsburg Road to its southern terminus south of California

City. From State Route 14 to Phillips Road, the project traffic routing will then continue

next onto Neuralia Road. Neuralia Road will provide direct access to the Cantil properties

and the Homes properties. It will also provide access to the Sons properties via Munsey

Road.

Redrock�Randsburg Road

Redrock�Randsburg Road is an east�west two�lane county road that traverses from State

Route 14 at the west end to US 395 at the east, terminating at both east and west with a

tee�intersection. Redrock�Randsburg Road will serve as a secondary access point from

State Route 14 while the main access point from State Route 14 will be Phillips Road as

mentioned above. Redrock�Randsburg Road will provide direct access to the Brothers

Property and indirect access to the Randsburg and Saltdale properties via various

unimproved local roadways adjacent to the properties. Direct access to the Cantil property

from Redrock�Randsburg Road should be limited due to the property’s proximity to the

road’s intersections with Neuralia Road and State Route 14. As mentioned above, the

primary access to the Cantil properties should be from Neuralia Road as currently planned.

Miscellaneous Project Vicinity Roadways

There are several miscellaneous local roadways in the area that will be used by project

created traffic to varying degrees. These are mostly two�lane county roadways that will be

used by project traffic to travel between the various project sites after utilizing the main

access points from State Route 14 as mentioned above. The existing traffic volumes on

these local roadways are all very low and the minor increase in volumes due to project

generated traffic to these various roadways does not warrant detailed service level analysis

for these facilities. It is anticipated that all of these local roadways will still operate within

the acceptable Level of Service “C”, or better, even during construction of the project.

Project Site(s) Access

As mentioned above, the project area consists of six separate and distinct properties.

Although the Sons and Cantil properties contain frontage along State Route 14, direct

project traffic access to these sites will not be allowed from State Route 14. However, the

project does include several linear utility projects that will require crossings along State

Route 14. These will all require separate encroachment permits and review from CalTrans

along with traffic management plans specific to each individual portion of the project

requiring utility crossings.


4

III. Existing Transportation Facilities (cont’d)

Direct vehicular access to the various portions of the project will be as follows. The

Homes property will be accessed directly from Neuralia Road. The Sons property will be

accessed directly from Munsey Road via Neuralia Road. The Cantil property will be

accessed directly from Neuralia Road. The Brothers property will be accessed directly

from Redrock"Randsburg Road and Cantil Road via Redrock"Randsburg Road. The

Randsburg and Saltdale properties will be accessed from the Arciero Randsburg Ranch

Road (unpaved) via Redrock"Randsburg Road.

The proposed project includes construction of several linear utility projects along existing

road rights"of"way. These include pipeline facilities to distribute surface water to various

proposed injection wells and percolation facilities for water storage along with other

pipeline facilities for recovery, collection, and distribution of stored water to be

transmitted to various locations. Additional linear utility projects will be required to

convey the project’s electrical power generation to the local power grid. Portions of the

electrical transmission lines may also be located within existing public road rights"of"way.

Localized impacts on the existing roadways will occur as these linear utility projects

progress. Although the impacts should be minor in nature, traffic management plans

specific to these portions of the project should still be required to be reviewed and

approved by the agency having jurisdiction over the specific transportation facility.

Fremont Valley Preservation Project - Traffic Impact Study

5

IV. Traffic Projections

Existing Traffic Volumes - Traffic Counts

Intersection turning movement traffic counts were taken at several intersections within the

study area. Counts were used to determine the local peak hour, directional distribution, and

existing operational level of service. Existing traffic counts were taken at the AM and PM

Peak Hours for the intersections counted. Existing daily traffic volumes (ADT) were obtained

from the Caltrans website for state facilities and from the Kern Council of Governments

(KernCOG) for the remaining county facilities. Traffic counts for the intersection of State

Route 14 at Phillips Road were taken from the traffic impact analysis for the adjacent

Recurrent Energy Barren Ridge Solar project prepared by LSA Associates, Inc., to promote

consistency between the analyses with this proposed project.

Future Traffic Volumes – Cumulative Impacts

It is not anticipated that significant growth in existing traffic volumes will occur in the study

area prior to commencement of construction of the project based on the remote & undeveloped

location of the proposed project. Therefore no growth factors were applied to the existing

traffic volumes in the analysis of the project’s impacts to existing transportation facilities.

However, other similar proposed projects within the vicinity are anticipated to increase the

existing traffic resulting in cumulative impacts to the existing transportation facilities. The

impact from these other projects will also be limited to the duration of the construction

activities as they similarly anticipate very few full-time employees during the long-term

operation and maintenance of these projects.

Although it is unlikely that the peak construction periods of these cumulative projects will

occur at the same time, some overlap of the construction operations may occur. However, in

order to account for a worst-case-scenario for analysis purposes, it was assumed that the peak

trip generation for the proposed project along with the adjacent cumulative projects may occur

at the same time. The two adjacent projects that will most likely use similar transportation

facilities in the immediate vicinity of the project are identified as the Beacon Photovoltaic

Project and the RE Distributed Solar, Barren Ridge 1 project. Both of these projects will

utilize State Route 14 as their main access, similarly to the proposed Fremont Valley

Preservation Project.

Based on information provided in the Final Environmental Impact Report for the Barren Ridge

1 project and the Draft EIR for the Beacon Photovoltaic project, the following daily traffic

volumes are anticipated to occur along State Route 14 in the project vicinity.

Barren Ridge Solar – 326 ADT Trip Ends

Beacon Photovoltaic – 990 ADT Trip Ends

As indicated in the Roadway Segment Analysis contained on Table 5, even after the addition

of project generated traffic, the portions of State Route 14 within the vicinity of the project can

accommodate over 30,000 additional daily vehicles and still provide an acceptable service

level for the facility. Therefore it can be anticipated that the traffic generated from cumulative

projects will result in no significant cumulative impacts.


6

IV. Traffic Projections (cont’d)

Project Traffic –Daily Worker Traffic (Construction Phases)

Project generated traffic volumes used in the impact analysis contained in this study are based

on equipment & personnel schedules along with estimates for equipment and materials

transportation provided by the project developer. Construction of the project is anticipated to

occur in several phases over a three–year period. Construction of the water banking portion of

the project will occur at the same time as construction of the solar project. Construction of

both portions of the project will occur simultaneously at several different locations during the

project.

The majority of the project generated traffic will be related to construction worker daily

commute trips. According to the project description, the employee work force for the water

banking portion of the project will vary from 100 to 400 daily workers and for the solar

portion of the project will vary from 100 to 600 daily workers over the three year construction

period. To analyze the worst case scenario for traffic impacts it was necessary to determine

the time period during construction where the overlapping portions of the work result in the

largest daily workforce. In reviewing construction activity schedules provided by the

developer it was determined that this time of maximum daily workers would occur sometime

during Month 31 of the project which should occur sometime early in Year 2015 (the start of

construction is expected to occur in Month 19, early in Year 2014).

According to the developer provided schedules, it is anticipated that approximately 843 daily

workers will be on site during the peak construction period. Although this period of maximum

workers will occur for only a short period of time, analysis based on this quantity of daily

workers will account for the worst case scenario. For analysis purposes daily worker volumes

need to be converted to actual traffic volumes for AM & PM peak periods and for daily traffic

(ADT). Due to the remote location of the project, it is assumed that there will be a high

incidence of carpooling to the site and also a large number of employees arriving in company

“gang truck” type vehicles. Therefore it is assumed that the average vehicle occupancy will be

approximately 2.5 workers per vehicle. This would then equate to approximately 337 worker

commute related vehicles accessing the site each day.

This quantity of vehicles related to worker commuting then needs to be converted to Peak

Hour Volumes and Daily Traffic (ADT). Since each vehicle accessing the site accounts for

two daily trips (one trip entering the site and one trip exiting the site) the increase in ADT on

the local transportation facilities related to the project would be equal to 674 T.E. (Trip Ends).

To analyze a worst case scenario for Peak Hour analysis it can be assumed that all vehicles

arrive during the peak hour of the surrounding roadways. However, the developer has

indicated that they will be staggering employee arrival and departure times by at least one hour

thereby spreading the arrival and departure times so as to result in less impact to the peak hour

traffic. Assuming that the splits will each involve approximately 50% of the work force it can

be assumed that the increase in peak hour traffic related to the project would be equal to 169

T.E.’s for both the AM and PM peak hour periods.


7


Along with the proposed quantity, the developer also provided data regarding origination

locations anticipated for the daily workers. Below is tabulation of the daily worker related

project generated traffic volumes relative to each of the origination locations provided.

1) Bakersfield/Tehachapi (51%) 344 T.E. � ADT / 86 T.E. � Peak Hour

2) Southwest (36%) 244 T.E. � ADT / 61 T.E. – Peak Hour

(Palmdale/Lancaster – 25% / LA Basin West – 10% / Mojave – 1%)

3) Southeast/East (11%) 74 T.E. – ADT / 18 T.E. – Peak Hour

(LA Basin East – 10% / Barstow – 1%)

4) California City (1%) 6 T.E. – ADT / 2 T.E. – Peak Hour

5) Ridgecrest (1%) 6 T.E. – ADT / 2 T.E. – Peak Hour

Project Traffic –Material and Equipment Delivery – Truck Traffic

The majority of truck traffic will be related to deliveries of material and equipment to be

incorporated into the various facilities for the water banking and solar projects. These trips

will occur and be spread throughout the duration of the project. Heavy construction

equipment required for the project will not be hauled to/from the project site on a daily basis.

It will instead be hauled in at the beginning of construction and hauled out upon completion of

the construction. This transportation of heavy construction equipment to the site will not

occur during the same time period of maximum daily construction worker traffic and therefore

is not considered in the impact analysis. However, truck traffic related to material and

equipment deliveries will coincide with the period of maximum daily worker traffic and is

therefore considered in the traffic impact analysis.

Material and equipment deliveries are projected to originate from three basic directions

according to equipment schedules provided by the developer. Deliveries arriving from the

west will have their origins in: Bakersfield, California; Suisan, California; and Washington

State. These deliveries from the west will utilize State Route 58 and State Route 14 to access

the site. Deliveries arriving from the southwest will have their origins in: Long Beach,

California; Costa Mesa, California; and Los Angeles, California, utilizing State Route 14 to

access the site. Deliveries from the southeast will have their origins in Fontana, California and

Adelanto, California. They will travel along US 395 from the south to State Route 58, then

westerly along State Route 58 to northbound State Route 14 to access the site. Although

traffic from these southeast origins could utilize California City Boulevard through California

City from State Route 58, to access the site, it is expected that the trucks will continue on to

State Route 14 to avoid multiple turns and speed restrictions that would affect their travel

through California City. Deliveries from the east will access State Route 58 from Interstate 15

and Interstate 40. These deliveries will have their origins in various locations from the east

and from out�of�state locations including Texas and Kentucky. Similar to deliveries from the

southeast, these east originating deliveries could feasibly travel through California City but

will also likely continue westerly along State Route 58 to State Route 14 to access the site.


8


The Developer has already indicated that they will be instructing their suppliers to access the

site via State Route 14 to ensure that that route is used instead of heavy truck traffic

unnecessarily traversing through California City.

The developer provided material and equipment delivery schedules also included daily

quantities of truck traffic anticipated to arrive at the project site throughout the duration of the

project. Although deliveries could overlap with daily worker commuter traffic during the peak

hour periods for commuter arrivals and departures, suppliers and vendors will be encouraged

to arrive during normal construction hours for deliveries and not at the beginning or end of

work shifts. However, some peak hour arrivals and departures of delivery trucks have been

accounted for in the impact analysis to consider a worst�case scenario.

Based on the developer provided delivery schedules, the period of maximum frequency of

deliveries should occur sometime in Year 2015 which will also coincide with Project Month

31, previously identified as the period of maximum quantity of daily worker commute trips. In

order to add the heavy truck traffic to the daily worker commute traffic for analysis, the heavy

truck traffic volumes need to be adjusted due to the concept that heavy trucks utilize more

roadway capacity than passenger vehicles due to their larger size, slower acceleration and

reduced maneuverability. This adjustment is referred to as a Passenger Car Equivalent (PCE)

factor and is applied to truck traffic volumes to account for the difference in operational

characteristics of heavy vehicles. For purposes of this analysis a PCE of 2.0 is used. Below is

tabulation of the anticipated truck volumes derived from the provided delivery schedules and

relative to each of the origination locations indicated.

1) From West 1.68 T.E.�ADT / 3.36 T.E.(PCE)�ADT / 1.0 T.E.(PCE)–Peak Hour

(Bakersfield, Suisun California & Washington State)

2) From East 8.18 T.E.–ADT / 16.36 T.E.(PCE)–ADT / 2.0 T.E.(PCE)–P.H.

(Texas and Kentucky)

3) From Southwest 24.58 T.E.–ADT / 49.16 T.E.(PCE)–ADT / 5.0 T.E.(PCE)–P.H.

(Long Beach CA, Costa Mesa CA & Los Angeles CA)

4) From Southeast 33.58 T.E.–ADT / 67.16 T.E.(PCE)–ADT / 7.0 T.E.(PCE)�P.H.

(Fontana CA & Adelanto CA)

Project Traffic –Daily Operations & Maintenance

Subsequent to completion of construction of the water banking facilities and solar electrical

generation facilities, traffic generated by the project for operations and maintenance will be

minimal. The developer anticipates approximately six permanent full�time employees for O&M of

the water banking facilities. The water banking project’s O&M facilities will be located

coincident with the solar project’s facilities. It is anticipated that approximately 25 permanent

full�time employees will be required for operations and maintenance of the solar project. The

impact to existing transportation facilities from traffic generated due to the long term daily

operations of the two projects is insignificant and is not further analyzed herein.


9

V. Traffic Analysis

Study Scope

Traffic facilities included in the study scope were based on the CalTrans’ Guide for the

Preparation of Traffic Impact Studies, dated December 2002. A facility is included in the scope of

the analysis if the project generated AM or PM Peak Hour trips utilizing that facility exceed 100

vehicles per hour (vph). For facilities currently at service levels of “C” or less the “sliding scale”

criteria is used where the peak hour volume threshold varies with the service level. Those various

thresholds are as follow:

LOS “C” or “D” �� 50 to 100 peak hour, project generated trips

LOS “E” or “F” �� 1 to 49 peak hour, project generated trips

Traffic Assignment

Project generated traffic was assigned to the existing transportation facilities based on information

provided by the Developer. It is anticipated that the majority of the daily worker traffic will come

from Bakersfield, Palmdale/Lancaster and the L.A. Basin area. The majority of this traffic will

access the site via State Route 14 to Phillips Road and Redrock�Randsburg Road, then utilizing

various local roadways to access the different locations contained within the project area. The

material and equipment delivery trucks will also access the site from State Route 14. Deliveries

from the south will access State Route 14 utilizing various highways to traverse the L.A. Basin

area. Deliveries from the west will access State Route 14 utilizing State Route 58 from various

other highways within the Central Valley. Deliveries from the east will also access State Route 14

utilizing State Route 58 and various other highways to the east including Interstate 15 and

Interstate 40. As previously indicated, delivery trucks will be advised by the Developer to access

the site via State Route 14 to minimize impacts to local surface streets within the area.

Level of Service

Operational analysis of existing and proposed streets and intersections was performed using

methods outlined in the "Transportation Research Board, National Research Council", Highway

Capacity Manual, 2000.

A "Level of Service" designation is the generally accepted gauge for describing the quality of

operation of either a roadway segment or intersection. Other attributes of operational quality

associated with each level of service are v/c � volume to capacity ratio for street segments and

vehicle delay through an intersection. For each type of street segment or intersection analysis, the

criteria to arrive at a particular Level of Service vary slightly. Levels of Service for every type of

roadway or intersection are described thoroughly in the Highway Capacity Manual, however, the

following brief descriptions have been provided:


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V. Traffic Analysis (continued)

Table 1: Signalized Intersections

Level of

Service

Control Delay per Vehicle

(sec.)

A <10

B 10.1 to 20.0

C 20.1 to 35.0

D 35.1 to 55.0

E 55.1 to 80.0

F >80

Table 2: Unsignalized Intersections

Level of

Service

Average Total Delay

(sec/veh)

Expected Delay to Minor Street

Traffic

A <10 Little or no delay.

B >10 and <15 Short traffic delay.

C >15 and <25 Average traffic delay.

D >25 and <35 Long traffic delay.

E >35 and <50 Very long traffic delay.

F >50 see Note 1

Note 1: When demand volume exceeds the capacity of the lane, extreme delays will be

encountered. This condition usually warrants improvement to the intersection.

Table 3: Level of Service for Highways and Arterials

Level of

Service

Description V/C Ratio

A

Free flow conditions, unimpeded ability to maneuver and pass, very lit tle delay, no

platoons, highest average travel speeds. 0.00A0.60

B

Mostly free flow conditions, presence of other vehicles begins to be noticeable.

Passing is required to maintain speeds, slightly less average travel speeds than Level

of Service "A". 0.61A0.70

C

Traffic density clearly affects the ability to pass and maneuver within the stream.

Speeds are reduced to about 50 mph on highways and to about 50% of the average on

urban arterials. 0.71A0.80

D

Unstable flow. Speeds are reduced from 40% to 60% of normal. Passing demand is

high although mostly impossible on 2�Lane Highways. Traffic disruptions usually

cause extensive queues. 0.81A0.90

E

Very unstable flow at or near capacity. Passing and maneuvering virtually impossible.

Extensive platooning on highways and queuing on arterials. Speeds range from 20

mph or less on arterials and 2�Lane Highways, and up to 50 mph on Multi�Lane

Highways. 0.91A1.0

F

Forced or breakdown flow. Demand exceeds capacity. Vehicles experience short

spurts of movement followed by stoppages. Intersection congestion, long queues and

delays are common. Above 1.0


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V. Traffic Analysis (continued)

Traffic Analysis

Methods used to evaluate project traffic impacts to existing transportation facilities were taken

from the above referenced Highway Capacity Manual. In addition to these methods, a computer

software package "HCS2000, Highway Capacity Software", from University of Florida’s McTrans

Center was used to primarily coordinate and facilitate extensive HCM intersection calculations.

All computer�generated reports are included in the Appendix of this report.

Summaries of intersection level of service calculations for the analyzed scenarios are shown in

Table 4 – Intersection Level of Service. The analysis scenarios include Existing and Existing plus

Project Traffic. The summary includes Highway Capacity Manual (HCM) service level results for

signalized intersections, non�signalized intersections and all�way stop intersections.

Roadway segment service level analysis was performed for the major roadways in the project area,

utilizing the volume/level�of�service tables published by the Florida Department of Transportation

(FDOT). The Level�of�Service results of the roadway segment analysis utilizing existing volumes

and existing plus project generated traffic volumes, are listed in Table 5 – Roadway Segment

Analysis along with the existing roadway configurations.

Based on the laneage configurations of the analyzed roadway segments, service levels are provided

in the FDOT tables that are dependent on the ADT volumes utilizing the roadway. As shown on

Table 5, only three of the existing roadway segments are currently operating at LOS “C” based on

existing traffic volumes, while the remainder of the segments are operating at LOS “B”. Segment

analysis utilizing existing plus project generated traffic volumes provides similar results with no

degradation in Levels of Service. For all of the segments analyzed, Table 5 also indicates the

amount of additional vehicles that can be added to the existing plus project traffic volumes

utilizing the various roadway segments while still providing an acceptable LOS “C”. This

additional volume is indicated as “Available Capacity for Transition to LOS C/D”. This volume

indicated on Table 5 is essentially the reserve capacity of the various roadway segments that could

be added to the existing roadway configuration while still maintaining acceptable service levels.

As indicated on this table, there will be a significant amount of reserve capacity for most of the

roadways within the project vicinity even after the addition of project generated traffic.

Fremont Valley Preservation Project - Traffic Impact Study

12

VI. Findings & Mitigation

Impacts to Existing Transportation Facilities

The project generated traffic would result in only a temporary direct impact on the existing

transportation facilities in the study and project areas. The service level analysis contained in this

report demonstrates that even with the worst case estimated traffic volumes anticipated to occur at

the peak level of construction activity, the projected Levels of Service for the facilities impacted

by the project traffic do not degrade below LOS “C” which is the threshold established by the

local jurisdictions for requiring specific mitigation measures for the existing transportation

facilities. Although these direct impacts are unavoidable, they are short term in nature and should

last for only the duration of the construction project. After completion of construction of the

project, the traffic anticipated to be generated by the operation and maintenance of the water

banking project and the solar electrical generating project will be nominal and insignificant.

As previously indicated, no direct access to any of the project’s frontage along State Route 14 will

be allowed. Primary access to the various areas within the project will be from State Route 14 to

Phillips Road. At its intersection with Phillips Road, State Route 14 is a limited access

expressway with access allowed only at its existing openings. The existing intersection was

constructed by CalTrans (per current standard highway design requirements) along with the

expansion of State Route 14 to a four-lane divided expressway. Based on standard highway design

criteria (as constructed by CalTrans), it is assumed that the intersection geometrics should be

adequate to accommodate standard truck-tractor/semi-trailer combinations that are legally allowed

to operate on state highways. The existing intersection provides approximately 90-degree angled

approaches in all directions and there are no sight distance obstruction issues. Dedicated left and

right turn lanes are provided on the SR 14 northbound approach and a dedicated left turn lane

exists on the southbound approach. The turn lanes are all approximately 400 feet in length which

will provide adequate deceleration length for inbound construction traffic. There is a

storage/refuge area within the median separating the northbound and southbound lanes of State

Route 14 that is approximately 90 feet in length which will provide storage for outbound traffic

turning south and assist outbound vehicles merging into the southbound traffic lanes without the

need for an acceleration lane, especially considering the low volumes of existing traffic. The

eastbound and westbound approaches (Phillips Road) are stop controlled with adequate room for a

separate right turn movement along with a separate through movement.

The other probable access point from State Route 14 to various portions of the project will be at its

intersection with Redrock-Randsburg Road. In that location, State Route 14 is essentially an

undivided four-lane highway with only a four foot wide striped median. Although there are no

dedicated turn/deceleration lanes on State Route 14, there is an expanded expressway-type access

opening for the existing westbound approach with expanded edge-of-pavement tapers and radii

that are in substantial conformance with CalTrans standards for this type of intersection. The

expanded edge-of-pavement and obtuse angle between the northbound approach and the eastbound

departure will allow for acceptable deceleration room for the inbound northbound-right turning

movement at this intersection which will be the most likely inbound turning movement applicable

to project traffic patterns. There is no acceleration lane for the westbound to southbound turning

movement which would be the most likely outbound project traffic related movement. However,

based on the limited amount of truck traffic anticipated to utilize this intersection and the minimal

traffic volumes existing, merging of project traffic into the southbound lanes of State Route 14 will

be achievable without the addition of an acceleration lane.


13

VI. Findings & Mitigation (cont’d)

Appropriate signage should be provided adjacent to both this intersection and the intersection at

Phillips Road to warn through traffic on State Route 14 of the probable truck traffic merging onto

the highway, as indicated in the mitigation measures identified below.

Mitigation

Although there are no specific mitigation measures required for maintaining acceptable service

levels at the various traffic facilities analyzed, there are general mitigation measures that should be

undertaken to reduce the significance of any impacts resulting from the traffic generated by the

construction portion of this project. These general mitigation measures should be specifically

identified in a Traffic Safety Management Plan. The construction contractor selected for the

project should develop and implement this plan in coordination with the local jurisdictions having

authority over the specific roadways. This plan should be reviewed and approved by the various

jurisdictions prior to commencement of any on%site construction%related activities affecting the

local transportation facilities. The Traffic Safety Management Plan should include but not

necessarily be limited to the following general and specific items:

• Provide temporary traffic control devices in accordance with CalTrans’ California Manual

on Uniform Traffic Control Devices. This may include slow%moving%vehicle warning

signs, signage to warn of merging trucks, barriers for separating construction and non%

construction traffic, use of traffic control flagmen, and any additional measures required

for the sole convenience of safely passing non%construction traffic through and around

construction areas and access points thereto. This mitigation measure will be especially

critical for any of the linear utility portions of the project which include water pipeline

construction and electrical transmission lines required to connect the proposed solar

facility to the existing electric grid. Some of these projects will occur adjacent to existing

roadways where extra precautions will be necessary to provide for the safe passage of non%

construction traffic.

• Scheduling of heavy truck traffic, hauling materials and equipment to the site, during non%

peak periods to the maximum extent possible. Scheduling of worker shift changes so as

not to coincide with existing background traffic peak periods if feasible. Additionally, as

previously indicated, the Developer plans to stagger employee arrival and departure times

by at least one hour thereby spreading out the arrival and departure times of employees so

as to result in the least impact to the peak hour traffic.

• Establish procedures for coordinating with local emergency response agencies to ensure

dissemination of information regarding emergency response vehicle routes affected by

construction activities.

• Establish heavy truck traffic equipment and material haul routes that will result in the least

impact to the existing transportation facilities. For instance, as previously indicated, heavy

truck traffic access to the project area should be limited to State Route 14 and Phillips

Road.


14

VI. Findings & Mitigation (cont’d)

• Expansion of existing intersections used for project access, to the extent feasible, to

provide expanded paved shoulders for vehicles entering and exiting the project. This

expansion would help to reduce turning movement conflicts between existing background

traffic and project generated traffic. Proposed new project access locations as well as

existing access point should be provided with paved approaches and shoulders similar to

that shown on the County of Kern, Roads Department detail entitled “Heavy Industrial or

Agricultural Private Road Approach”, copy of which is included in the appendix of this

report. All private driveway access points should also be located at a sufficient distance

from existing intersections so as not to interfere with traffic at these intersections.

• Encourage ride�sharing among construction personnel to reduce worker commute trips

entering and exiting the project site. This will be especially beneficial due to the remote

location of the project.

VII. Conclusions

Conclusions

As summarized within this report and as detailed in the various equipment schedules and employee

schedules provided, the proposed project will generate a significant amount of traffic during the

associated construction phases of the project. During the long term operations and maintenance of

the project, the resulting traffic will be negligible. Even with the increased construction traffic

related to the project, the resulting Levels of Service for the existing transportation facilities

remain at acceptable levels with little or no reduction in service levels due to the increased traffic.

This is mainly due to the large amount of reserve capacity of the existing facilities based on the

limited amount of existing traffic volumes and the geometry of the existing transportation facilities

(i.e. four�lane, divided expressway configuration of State Route 14).

The increase in traffic due to the project will not require specific mitigation measures in order to

maintain acceptable service levels. However, the general mitigation measures identified above

should be adhered to in order to reduce the project’s impacts on the existing background traffic.

The Developer and/or contractor should prepare a Traffic Safety Management plan for the overall

project as well as specific plans to address construction of the ancillary linear utility projects

associated with construction of the water banking facilities and the solar electrical generation

facilities. These Traffic Safety Management plans shall be submitted to the appropriate agencies

having jurisdiction over the specific existing facilities for their review and approval.

Table 4: Intersection Level of Service � Fremont Valley Preservation Project

Intersection Intersection Average

Intersection Scenario Control Type Total Volume LOS Delay (sec/veh)

SR 14 & REDROCK% Existing U 257 A 9.3

RANDSBURG RD

AM PEAK Existing plus Project U 317 A 9.5

SR 14 & REDROCK% Existing U 462 B 10.3

RANDSBURG RD

PM PEAK Existing plus Project U 522 B 11.4

REDROCK%RANDSBURG Existing U 85 A 8.5

& NEURALIA RD


REDROCK%RANDSBURG Existing U 136 A 8.7

& NEURALIA RD

PM PEAK Existing plus Project U 288 A 8.9

Southbound SR 14 Existing U 136 A 8.9

& PHILLIPS RD


Southbound SR 14 Existing U 180 A 9.1

& PHILLIPS RD


Northbound SR 14 Existing U 175 B 10.1

& PHILLIPS RD

AM PEAK Existing plus Project U 355 B 10.6

Northbound SR 14 Existing U 216 B 10.4

& PHILLIPS RD


July 2012 Page 15

Table 4: Intersection Level of Service � Fremont Valley Preservation Project

Intersection Intersection Average

Intersection Scenario Control Type Total Volume LOS Delay (sec/veh)

SR 14 & SR 58% Existing U 496 B 10.0

Eastbound Offramp

AM PEAK Existing plus Project U 649 B 11.2

SR 14 & SR 58% Existing U 666 B 10.3

Eastbound Offramp


NOTES:

U%Unsignalized Intersection

S%Signalized Intersection

AWS % All Way Stop

Signalized Intersection LOS Unsignalized Intersection LOS

Level of Service Control Delay per

Vehicle (sec.)

Level of Service Average Total

Delay (sec/veh)

Expected Delay to

Minor Street

Traffic

A <10 A <10 Little or no delay.

B 10.1 to 20.0 B >10 and <15 Short traffic delay.

C 20.1 to 35.0 C >15 and <25 Average traffic delay.

D 35.1 to 55.0 D >25 and <35 Long traffic delay.

E 55.1 to 80.0 E >35 and <50 Very long traffic delay.

F >80 F >50 Demand Volume exceeds capacity

July 2012 Page 16

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7


Appendix A

County of Kern Private Road Approach Detail


Appendix B

Existing/Projected Intersection Turning Movement Count

Data & Level of Service Calculations

SR 14 & Redrock#Randsburg Rd – AM & PM Peak

Redrock#Randsburg Rd & Neuralia Rd – AM & PM Peak

Southbound SR 14 & Phillips Rd – AM & PM Peak

Northbound SR 14 & Phillips Rd – AM & PM Peak

SR 14 & SR 58 Eastbound Offramp – AM & PM Peak

Existing Roadway Segment Count Data

CalTrans 2010 Traffic Volumes for SR 14 & SR 58

Garlock Rd. north of Redrock#Randsburg Rd. (KernCOG)

Munsey Rd. east of Neuralia Rd. (KernCOG)

Neuralia Rd. @ Lindbergh Blvd. (KernCOG)

Neuralia Rd. south of Redrock#Randsburg Rd. (KernCOG)

Phillips Rd. east of SR 14 (KernCOG)

Redrock#Randsburg Rd. east of Garlock Rd. (KernCOG)

Redrock#Randsburg Rd. east of Neuralia Rd. (KernCOG)

Redrock#Randsburg Rd. east of Saltdale Rd. (KernCOG)

Project: Fremont Valley Preservation Project

Job No: 12�013

Intersection: SR 14 & Redrock�Randsburg Rd � Peak Hour Traffic Volumes

Count Date: 05/31/12

Exist AM PHV Project Traffic Exist AM Peak plus

AM Peak Project Traffic

1 WBL 24 WBL 0 WBL 24

0 WBT 0 WBT 0 WBT 0

1 WBR 8 WBR 0 WBR 8

0 EBL 0 EBL 0 EBL 0

0 EBT 0 EBT 0 EBT 0

0 EBR 0 EBR 0 EBR 0

0 NBL 0 NBL 0 NBL 0

2 NBT 127 NBT 0 NBT 127

< NBR 33 NBR 60 NBR 93

> SBL 6 SBL 0 SBL 6

2 SBT 59 SBT 0 SBT 59

0 SBR 0 SBR 0 SBR 0

TOTAL 257 TOTAL 60 TOTAL 317

Exist PM PHV Project Traffic Exist PM Peak plus

PM Peak Project Traffic

1 WBL 45 WBL 60 WBL 105

0 WBT 0 WBT 0 WBT 0

1 WBR 14 WBR 0 WBR 14

0 EBL 0 EBL 0 EBL 0

0 EBT 0 EBT 0 EBT 0

0 EBR 0 EBR 0 EBR 0

0 NBL 0 NBL 0 NBL 0

2 NBT 183 NBT 0 NBT 183


> SBL 10 SBL 0 SBL 10

2 SBT 176 SBT 0 SBT 176

0 SBR 0 SBR 0 SBR 0


12013SR14�RedRands.xls 7/2/2012

Page: 1

Date: 07/02/12

DIAMOND TRAFFIC

CHRONOS REPORT TITLE

Gregg Buckle

McIntosh & Associates

****************************************************************************************************************************************************

****************************************************************************************************************************************************

Location

Notes

Study ID

Operator

Weather

: Sr14&redrock.randsburg

: Am Peak

: ID # 00002

: Slu

:

Type : Open Car, Pedestrian

: 05/31/12 at 07:00

: 05/31/12 at 08:45

Starts

Ends

Interval : 5 min Intervals : 21

S/N : 4335

Correction : 1.0 (Study Type 1)

From NorthLeft Thru Right

From SouthLeft Thru Right

From EastLeft Thru Right

From WestLeft Thru Right Total

Cars

Peds

07:00

0

0 4 0

0

0 12 1

0

1 0 0

0

0 0 0 18

0

Cars

Peds

07:05

0

1 2 0

0

0 9 2

0

0 0 2

0

0 0 0 16

0

Cars

Peds

07:10

0

0 7 0

0

0 6 1

0

0 0 1

0

0 0 0 15

0

Cars

Peds

07:15

0

1 7 0

0

0 5 2

0

6 0 1

0

0 0 0 22

0

Cars

Peds

07:20

0

0 3 0

0

0 8 5

0

3 0 1

0

0 0 0 20

0

Cars

Peds

07:25

0

1 2 0

0

0 16 1

0

4 0 1

0

0 0 0 25

0

Cars

Peds

07:30

0

0 7 0

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0 12 3

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0

0 0 0 26

0

Cars

Peds

07:35

0

0 7 0

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0 9 3

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1 0 1

0

0 0 0 21

0

Cars

Peds

07:40

0

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0 18 2

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0 0 0 26

0

Cars

Peds

07:45

0

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0

Cars

Peds

07:50

0

0 4 0

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0 7 1

0

0 0 0

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0 0 0 12

0

Cars

Peds

07:55

0

0 3 0

0

0 13 5

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0

0 0 0 24

0

Cars

Peds

Hour

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6 52 0

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0 120 28

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26 0 9

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All

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241

Cars

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08:00

0

1 5 0

0

0 10 2

0

0 0 1

0

0 0 0 19

0

Cars

Peds

08:05

0

0 4 0

0

0 7 2

0

1 0 1

0

0 0 0 15

0

Cars

Peds

08:10

0

1 6 0

0

0 12 5

0

3 0 0

0

0 0 0 27

0

Cars

Peds

08:15

0

0 12 0

0

0 10 2

0

1 0 1

0

0 0 0 26

0

Cars

Peds

08:20

0

2 3 0

0

0 7 2

0

1 0 0

0

0 0 0 15

0

Cars

Peds

08:25

0

0 4 0

0

0 10 0

0

1 0 0

0

0 0 0 15

0

Cars

Peds

08:30

0

0 5 0

0

0 9 4

0

3 0 1

0

0 0 0 22

0

Cars

Peds

08:35

0

0 12 0

0

0 13 1

0

1 0 0

0

0 0 0 27

0

Cars

Peds

08:40

0

0 8 0

0

0 13 6

0

4 0 0

0

0 0 0 31

0

Cars

Peds

Hour

0

4 59 0

0

0 91 24

0

15 0 4

0

0 0 0 197

0

All

%

4

2.03

59

29.95

0

0.00

0

0.00

91

46.19

24

12.18

15

7.61

0

0.00

4

2.03

0

0.00

0

0.00

0

0.00

197

Cars

Peds

AM (7:00.8:00)

0

6 59 0

0

0 127 33

0

24 0 8

0

0 0 0 257

0

Page: 2

Date: 07/02/12

DIAMOND TRAFFIC


Gregg Buckle


****************************************************************************************************************************************************

****************************************************************************************************************************************************

Location

Notes

Study ID

Operator

Weather


: Am Peak

: ID # 00002

: Slu

:


: 05/31/12 at 07:00

: 05/31/12 at 08:45

Starts

Ends


S/N : 4335


Total

Graph of Total Volume per Interval

05/31/12 7 15 23 3107:00 18 4.1%07:05 16 3.7%07:10 15 3.4%07:15 22 5.0%07:20 20 4.6%07:25 25 5.7%07:30 26 5.9%07:35 21 4.8%07:40 26 5.9%07:45 16 3.7%07:50 12 2.7%07:55 24 5.5%08:00 19 4.3%08:05 15 3.4%08:10 27 6.2%08:15 26 5.9%08:20 15 3.4%08:25 15 3.4%08:30 22 5.0%08:35 27 6.2%08:40 31 7.1%Total - 438 100.0% 7 15 23 31

Page: 3

Date: 07/02/12

DIAMOND TRAFFIC


Gregg Buckle


****************************************************************************************************************************************************

****************************************************************************************************************************************************

Location

Notes

Study ID

Operator

Weather


: Am Peak

: ID # 00002

: Slu

:


: 05/31/12 at 07:00

: 05/31/12 at 08:45

Starts

Ends


S/N : 4335


Total

Graph of Total Volume per Hour

05/31/12 60 120 180 24007:00 241 55.0%08:00 197 45.0%Total - 438 100.0% 60 120 180 240

TWO-WAY STOP CONTROL SUMMARY

General Information Site Information Analyst G. BuckleAgency/Co. Mcintosh & Assoc Date Performed 6/27/2012 Analysis Time Period AM Peak

Intersection SR14-RedRands Jurisdiction COK Analysis Year Existing

Project Description FVPP Job #12-013

East/West Street: Redrock-Randsburg Rd North/South Street: SR 14

Intersection Orientation: North-South Study Period (hrs): 1.00

Vehicle Volumes and AdjustmentsMajor Street Northbound Southbound

Movement 1 2 3 4 5 6

L T R L T R

Volume 0 127 33 6 59 0

Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90

Hourly Flow Rate, HFR 0 141 36 6 65 0

Percent Heavy Vehicles 2 -- -- 2 -- --

Median Type Undivided

RT Channelized 0 0

Lanes 0 2 0 0 2 0

Configuration T TR LT T

Upstream Signal 0 0

Minor Street Westbound Eastbound

Movement 7 8 9 10 11 12

L T R L T R

Volume 24 0 8 0 0 0



Percent Heavy Vehicles 2 2 2 2 2 2

Percent Grade (%) 0 0

Flared Approach N N

Storage 0 0

RT Channelized 0 0

Lanes 1 0 1 0 0 0

Configuration L R

Delay, Queue Length, and Level of Service

Approach NB SB Westbound Eastbound

Movement 1 4 7 8 9 10 11 12

Lane Configuration LT L R

v (vph) 6 26 8

C (m) (vph) 1396 764 953

v/c 0.00 0.03 0.01

95% queue length 0.01 0.11 0.03

Control Delay 7.6 9.9 8.8

LOS A A A

Approach Delay -- -- 9.6

Approach LOS -- -- A

Rights ReservedHCS2000

TM Copyright © 2003 University of Florida, All Rights Reserved Version 4.1f

Version 4.1f

Page 1 of 1Two-Way Stop Control

6/27/2012file:///C:/Users/gbuckle/AppData/Local/Temp/u2k5B2D.tmp



Intersection SR14-RedRands Jurisdiction COK Analysis Year Existing plus Project






L T R L T R

Volume 0 127 93 6 59 0





RT Channelized 0 0

Lanes 0 2 0 0 2 0


Upstream Signal 0 0


Movement 7 8 9 10 11 12

L T R L T R

Volume 24 0 8 0 0 0





Flared Approach N N

Storage 0 0

RT Channelized 0 0

Lanes 1 0 1 0 0 0

Configuration L R



Movement 1 4 7 8 9 10 11 12


v (vph) 6 26 8

C (m) (vph) 1319 728 906

v/c 0.00 0.04 0.01

95% queue length 0.01 0.11 0.03


LOS A B A





Version 4.1f


6/28/2012file:///C:/Users/gbuckle/AppData/Local/Temp/u2k1801.tmp

Page: 1

Date: 07/02/12

DIAMOND TRAFFIC


Gregg Buckle


****************************************************************************************************************************************************

****************************************************************************************************************************************************

Location

Notes

Study ID

Operator

Weather


: Pm Peak

: ID # 00001

: Slu

:


: 05/24/12 at 16:00

: 05/24/12 at 18:00

Starts

Ends


S/N : 4335






Cars

Peds

16:00

0

0 13 0

0

0 12 2

0

3 0 1

0

0 0 0 31

0

Cars

Peds

16:05

0

0 11 0

0

0 11 8

0

5 0 1

0

0 0 0 36

0

Cars

Peds

16:10

0

0 10 0

0

0 10 5

0

5 0 2

0

0 0 0 32

0

Cars

Peds

16:15

0

2 20 0

0

0 19 3

0

6 0 1

0

0 0 0 51

0

Cars

Peds

16:20

0

1 10 0

0

0 13 0

0

3 0 0

0

0 0 0 27

0

Cars

Peds

16:25

0

1 13 0

0

0 18 5

0

3 0 1

0

0 0 0 41

0

Cars

Peds

16:30

0

0 24 0

0

0 18 9

0

3 0 0

0

0 0 0 54

0

Cars

Peds

16:35

0

3 12 0

0

0 12 4

0

3 0 3

0

0 0 0 37

0

Cars

Peds

16:40

0

0 13 0

0

0 23 1

0

4 1 1

0

0 0 0 43

0

Cars

Peds

16:45

0

0 12 0

0

0 13 0

0

5 0 0

0

0 0 0 30

0

Cars

Peds

16:50

0

1 9 0

0

0 13 1

0

4 0 2

0

0 0 0 30

0

Cars

Peds

16:55

0

0 11 0

0

0 22 4

0

2 0 1

0

0 0 0 40

0

Cars

Peds

Hour

0

8 158 0

0

0 184 42

0

46 1 13

0

0 0 0 452

0

All

%

8

1.77

158

34.96

0

0.00

0

0.00

184

40.71

42

9.29

46

10.18

1

0.22

13

2.88

0

0.00

0

0.00

0

0.00

452

Cars

Peds

17:00

0

2 13 0

0

0 10 2

0

7 0 2

0

0 0 0 36

0

Cars

Peds

17:05

0

0 15 0

0

0 6 4

0

2 0 2

0

0 0 0 29

0

Cars

Peds

17:10

0

0 24 0

0

0 16 1

0

3 0 1

0

0 0 0 45

0

Cars

Peds

17:15

0

2 17 0

0

0 25 2

0

1 0 0

0

0 0 0 47

0

Cars

Peds

17:20

0

0 9 0

0

0 12 2

0

1 0 2

0

0 0 0 26

0

Cars

Peds

17:25

0

0 7 0

0

0 16 6

0

2 0 0

0

0 0 0 31

0

Cars

Peds

17:30

0

0 14 0

0

0 16 2

0

4 0 2

0

0 0 0 38

0

Cars

Peds

17:35

0

2 15 0

0

0 8 0

0

2 0 0

0

0 0 0 27

0

Cars

Peds

17:40

0

0 10 0

0

0 14 4

0

3 0 1

0

0 0 0 32

0

Cars

Peds

17:45

0

1 15 0

0

0 24 2

0

2 0 0

0

0 0 0 44

0

Cars

Peds

17:50

0

0 4 0

0

0 12 4

0

3 0 1

0

0 0 0 24

0

Cars

Peds

17:55

0

1 15 0

0

0 24 2

0

6 0 0

0

0 0 0 48

0

Cars

Peds

Hour

0

8 158 0

0

0 183 31

0

36 0 11

0

0 0 0 427

0

All

%

8

1.87

158

37.00

0

0.00

0

0.00

183

42.86

31

7.26

36

8.43

0

0.00

11

2.58

0

0.00

0

0.00

0

0.00

427

Cars

Peds

PM (16:00.17:00)

0

10 176 0

0

0 183 34

0

45 1 14

0

0 0 0 463

0

Page: 2

Date: 07/02/12

DIAMOND TRAFFIC


Gregg Buckle


****************************************************************************************************************************************************

****************************************************************************************************************************************************

Location

Notes

Study ID

Operator

Weather


: Pm Peak

: ID # 00001

: Slu

:


: 05/24/12 at 16:00

: 05/24/12 at 18:00

Starts

Ends


S/N : 4335


Total


05/24/12 13 27 40 5416:00 31 3.5%16:05 36 4.1%16:10 32 3.6%16:15 51 5.8%16:20 27 3.1%16:25 41 4.7%16:30 54 6.1%16:35 37 4.2%16:40 43 4.9%16:45 30 3.4%16:50 30 3.4%16:55 40 4.6%17:00 36 4.1%17:05 29 3.3%17:10 45 5.1%17:15 47 5.3%17:20 26 3.0%17:25 31 3.5%17:30 38 4.3%17:35 27 3.1%17:40 32 3.6%17:45 44 5.0%17:50 24 2.7%17:55 48 5.5%Total - 879 100.0% 13 27 40 54

Page: 3

Date: 07/02/12

DIAMOND TRAFFIC


Gregg Buckle


****************************************************************************************************************************************************

****************************************************************************************************************************************************

Location

Notes

Study ID

Operator

Weather


: Pm Peak

: ID # 00001

: Slu

:


: 05/24/12 at 16:00

: 05/24/12 at 18:00

Starts

Ends


S/N : 4335


Total


05/24/12 112 225 337 45016:00 452 51.4%17:00 427 48.6%Total - 879 100.0% 112 225 337 450


General Information Site Information Analyst G. BuckleAgency/Co. Mcintosh & Assoc Date Performed 6/27/2012 Analysis Time Period PM Peak

Intersection SR14-RedRands Jurisdiction COK Analysis Year Existing






L T R L T R

Volume 0 183 34 10 176 0





RT Channelized 0 0

Lanes 0 2 0 0 2 0


Upstream Signal 0 0


Movement 7 8 9 10 11 12

L T R L T R

Volume 45 0 14 0 0 0





Flared Approach N N

Storage 0 0

RT Channelized 0 0

Lanes 1 0 1 0 0 0

Configuration L R



Movement 1 4 7 8 9 10 11 12


v (vph) 11 50 15

C (m) (vph) 1324 624 909

v/c 0.01 0.08 0.02

95% queue length 0.03 0.26 0.05


LOS A B A


Approach LOS -- -- B



Version 4.1f





Intersection SR14-RedRands Jurisdiction COK Analysis Year Existing plus Project






L T R L T R

Volume 0 183 34 10 176 0





RT Channelized 0 0

Lanes 0 2 0 0 2 0


Upstream Signal 0 0


Movement 7 8 9 10 11 12

L T R L T R

Volume 105 0 14 0 0 0





Flared Approach N N

Storage 0 0

RT Channelized 0 0

Lanes 1 0 1 0 0 0

Configuration L R



Movement 1 4 7 8 9 10 11 12


v (vph) 11 116 15

C (m) (vph) 1324 624 909

v/c 0.01 0.19 0.02

95% queue length 0.03 0.68 0.05


LOS A B A



HCS2000TM Copyright © 2003 University of Florida, All Rights Reserved Version 4.1f




Job No: 12�013

Intersection: Redrock�Randsburg Rd & Neuralia Rd � Peak Hour Traffic Volumes




> WBL 4 WBL 2 WBL 6

1 WBT 30 WBT 0 WBT 30

0 WBR 0 WBR 0 WBR 0

0 EBL 0 EBL 0 EBL 0

1 EBT 32 EBT 60 EBT 92

< EBR 6 EBR 30 EBR 36

> NBL 9 NBL 0 NBL 9

1 NBT 0 NBT 0 NBT 0


0 SBL 0 SBL 0 SBL 0

0 SBT 0 SBT 0 SBT 0

0 SBR 0 SBR 0 SBR 0




> WBL 4 WBL 60 WBL 64

1 WBT 54 WBT 60 WBT 114

0 WBR 0 WBR 0 WBR 0

0 EBL 0 EBL 0 EBL 0

1 EBT 41 EBT 0 EBT 41

< EBR 10 EBR 0 EBR 10

> NBL 13 NBL 30 NBL 43

1 NBT 0 NBT 0 NBT 0


0 SBL 0 SBL 0 SBL 0

0 SBT 0 SBT 0 SBT 0

0 SBR 0 SBR 0 SBR 0


12013RedRands�Neuralia.xls 7/2/2012

Page: 1

Date: 07/02/12

DIAMOND TRAFFIC


Gregg Buckle


****************************************************************************************************************************************************

****************************************************************************************************************************************************

Location

Notes

Study ID

Operator

Weather

: Redrock-randsbu&neuralia

: Am Peak

: ID # 00003

: Slu

:


: 05/31/12 at 07:00

: 05/31/12 at 08:45

Starts

Ends


S/N : 4335






Cars

Peds

07:00

0

0 0 0

0

0 0 0

0

1 0 0

0

0 2 0 3

0

Cars

Peds

07:05

0

0 0 0

0

2 0 0

0

1 0 0

0

0 2 1 6

0

Cars

Peds

07:10

0

0 0 0

0

1 0 0

0

0 0 0

0

0 1 0 2

0

Cars

Peds

07:15

0

0 0 0

0

1 0 0

0

0 6 0

0

0 2 1 10

0

Cars

Peds

07:20

0

0 0 0

0

1 0 1

0

0 3 0

0

0 3 0 8

0

Cars

Peds

07:25

0

0 0 0

0

1 0 0

0

2 4 0

0

0 1 1 9

0

Cars

Peds

07:30

0

0 0 0

0

2 0 0

0

1 3 0

0

0 3 0 9

0

Cars

Peds

07:35

0

0 0 0

0

1 0 0

0

0 1 0

0

0 3 0 5

0

Cars

Peds

07:40

0

0 0 0

0

1 0 0

0

0 0 0

0

0 2 1 4

0

Cars

Peds

07:45

0

0 0 0

0

0 0 1

0

0 5 0

0

0 3 1 10

0

Cars

Peds

07:50

0

0 0 0

0

0 0 0

0

0 0 0

0

0 1 0 1

0

Cars

Peds

07:55

0

0 0 0

0

0 0 1

0

1 3 0

0

0 5 0 10

0

Cars

Peds

Hour

0

0 0 0

0

10 0 3

0

6 25 0

0

0 28 5 77

0

All

%

0

0.00

0

0.00

0

0.00

10

12.99

0

0.00

3

3.90

6

7.79

25

32.47

0

0.00

0

0.00

28

36.36

5

6.49

77

Cars

Peds

08:00

0

0 0 0

0

1 0 0

0

0 0 0

0

0 2 1 4

0

Cars

Peds

08:05

0

0 0 0

0

1 0 1

0

0 1 0

0

0 1 0 4

0

Cars

Peds

08:10

0

0 0 0

0

0 0 0

0

0 4 0

0

0 6 1 11

0

Cars

Peds

08:15

0

0 0 0

0

1 0 1

0

1 1 0

0

0 2 0 6

0

Cars

Peds

08:20

0

0 0 0

0

0 0 1

0

2 1 0

0

0 2 2 8

0

Cars

Peds

08:25

0

0 0 0

0

0 0 2

0

0 1 0

0

0 0 0 3

0

Cars

Peds

08:30

0

0 0 0

0

0 0 0

0

0 4 0

0

0 4 0 8

0

Cars

Peds

08:35

0

0 0 0

0

0 0 0

0

0 1 0

0

0 1 0 2

0

Cars

Peds

08:40

0

0 0 0

0

0 0 1

0

0 4 0

0

0 6 0 11

0

Cars

Peds

Hour

0

0 0 0

0

3 0 6

0

3 17 0

0

0 24 4 57

0

All

%

0

0.00

0

0.00

0

0.00

3

5.26

0

0.00

6

10.53

3

5.26

17

29.82

0

0.00

0

0.00

24

42.11

4

7.02

57

Cars

Peds

AM (7:00-8:00)

0

0 0 0

0

9 0 4

0

4 30 0

0

0 32 6 85

0

Page: 2

Date: 07/02/12

DIAMOND TRAFFIC


Gregg Buckle


****************************************************************************************************************************************************

****************************************************************************************************************************************************

Location

Notes

Study ID

Operator

Weather


: Am Peak

: ID # 00003

: Slu

:


: 05/31/12 at 07:00

: 05/31/12 at 08:45

Starts

Ends


S/N : 4335


Total


05/31/12 2 5 8 1107:00 3 2.2%07:05 6 4.5%07:10 2 1.5%07:15 10 7.5%07:20 8 6.0%07:25 9 6.7%07:30 9 6.7%07:35 5 3.7%07:40 4 3.0%07:45 10 7.5%07:50 1 0.7%07:55 10 7.5%08:00 4 3.0%08:05 4 3.0%08:10 11 8.2%08:15 6 4.5%08:20 8 6.0%08:25 3 2.2%08:30 8 6.0%08:35 2 1.5%08:40 11 8.2%Total - 134 100.0% 2 5 8 11

Page: 3

Date: 07/02/12

DIAMOND TRAFFIC


Gregg Buckle


****************************************************************************************************************************************************

****************************************************************************************************************************************************

Location

Notes

Study ID

Operator

Weather


: Am Peak

: ID # 00003

: Slu

:


: 05/31/12 at 07:00

: 05/31/12 at 08:45

Starts

Ends


S/N : 4335


Total


05/31/12 19 38 57 7707:00 77 57.5%08:00 57 42.5%Total - 134 100.0% 19 38 57 77


General Information Site Information

Analyst G. Buckle

Agency/Co. Mcintosh & Assoc

Date Performed 6/27/2012

Analysis Time Period AM Peak

Intersection RedRands-Neuralia

Jurisdiction COK

Analysis Year Existing


East/West Street: Redrock-Randsburg Rd North/South Street: Neuralia Rd

Intersection Orientation: East-West Study Period (hrs): 1.00

Vehicle Volumes and AdjustmentsMajor Street Eastbound Westbound


L T R L T R

Volume (veh/h) 0 32 6 4 30 0

Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90

Hourly Flow Rate (veh/h) 0 35 6 4 33 0

Proportion of heavy

vehicles, PHV

2 -- -- 2 -- --

Median type Undivided

RT Channelized? 0 0

Lanes 0 1 0 0 1 0

Configuration TR LT

Upstream Signal 0 0

Minor Street Northbound Southbound

Movement 7 8 9 10 11 12

L T R L T R

Volume (veh/h) 9 0 4 0 0 0



Proportion of heavy

vehicles, PHV

2 0 2 2 0 0

Percent grade (%) 0 0

Flared approach N N

Storage 0 0

RT Channelized? 0 0

Lanes 0 0 0 0 0 0

Configuration LR

Control Delay, Queue Length, Level of Service

Approach EB WB Northbound Southbound

Movement 1 4 7 8 9 10 11 12

Lane Configuration LT LR

Volume, v (vph) 4 14

Capacity, cm

(vph) 1568 951

v/c ratio 0.00 0.01

Queue length (95%) 0.01 0.04

Control Delay (s/veh) 7.3 8.8

LOS A A

Approach delay (s/veh) -- -- 8.8




6/27/2012file:///C:/Users/gbuckle/AppData/Local/Temp/u2k72A1.tmp



Analyst G. Buckle



Analysis Time Period AM Peak


Jurisdiction COK

Analysis Year Existing plus Project






L T R L T R

Volume (veh/h) 0 92 36 6 30 0



Proportion of heavy

vehicles, PHV

2 -- -- 2 -- --


RT Channelized? 0 0

Lanes 0 1 0 0 1 0

Configuration TR LT

Upstream Signal 0 0


Movement 7 8 9 10 11 12

L T R L T R

Volume (veh/h) 9 0 64 0 0 0



Proportion of heavy

vehicles, PHV

2 0 2 2 0 0


Flared approach N N

Storage 0 0

RT Channelized? 0 0

Lanes 0 0 0 0 0 0

Configuration LR



Movement 1 4 7 8 9 10 11 12



Capacity, cm

(vph) 1441 914

v/c ratio 0.00 0.09

Queue length (95%) 0.01 0.29


LOS A A





6/28/2012file:///C:/Users/gbuckle/AppData/Local/Temp/u2k8D39.tmp

Page: 1

Date: 07/02/12

DIAMOND TRAFFIC


Gregg Buckle


****************************************************************************************************************************************************

****************************************************************************************************************************************************

Location

Notes

Study ID

Operator

Weather

: Redrock-randsburg&neural

: Pm Peak

: ID # 00000

: Slu

:


: 05/24/12 at 16:00

: 05/24/12 at 18:00

Starts

Ends


S/N : 4335






Cars

Peds

16:00

0

0 0 0

0

1 0 1

0

0 3 0

0

0 3 0 8

0

Cars

Peds

16:05

0

0 0 0

0

2 0 0

0

0 5 0

0

0 8 0 15

0

Cars

Peds

16:10

0

0 0 0

0

1 0 2

0

0 6 0

0

0 5 0 14

0

Cars

Peds

16:15

0

0 0 0

0

2 0 3

0

1 5 0

0

0 3 2 16

0

Cars

Peds

16:20

0

0 0 0

0

0 0 2

0

1 3 0

0

0 0 1 7

0

Cars

Peds

16:25

0

0 0 0

0

1 0 0

0

1 3 0

0

0 5 1 11

0

Cars

Peds

16:30

0

0 0 0

0

0 0 2

0

0 3 0

0

0 7 1 13

0

Cars

Peds

16:35

0

0 0 0

0

2 0 2

0

0 3 0

0

0 5 2 14

0

Cars

Peds

16:40

0

0 0 0

0

0 0 1

0

0 6 0

0

0 1 0 8

0

Cars

Peds

16:45

0

0 0 0

0

0 0 1

0

0 7 0

0

0 0 0 8

0

Cars

Peds

16:50

0

0 0 0

0

2 0 0

0

0 5 0

0

0 1 1 9

0

Cars

Peds

16:55

0

0 0 0

0

1 0 1

0

0 3 0

0

0 3 0 8

0

Cars

Peds

Hour

0

0 0 0

0

12 0 15

0

3 52 0

0

0 41 8 131

0

All

%

0

0.00

0

0.00

0

0.00

12

9.16

0

0.00

15

11.45

3

2.29

52

39.69

0

0.00

0

0.00

41

31.30

8

6.11

131

Cars

Peds

17:00

0

0 0 0

0

2 0 0

0

1 5 0

0

0 3 2 13

0

Cars

Peds

17:05

0

0 0 0

0

2 0 1

0

0 2 0

0

0 4 0 9

0

Cars

Peds

17:10

0

0 0 0

0

1 0 0

0

0 3 0

0

0 1 0 5

0

Cars

Peds

17:15

0

0 0 0

0

0 0 1

0

0 1 0

0

0 2 2 6

0

Cars

Peds

17:20

0

0 0 0

0

1 0 0

0

0 2 0

0

0 2 0 5

0

Cars

Peds

17:25

0

0 0 0

0

0 0 1

0

0 3 0

0

0 6 0 10

0

Cars

Peds

17:30

0

0 0 0

0

1 0 0

0

1 4 0

0

0 2 0 8

0

Cars

Peds

17:35

0

0 0 0

0

0 0 1

0

1 2 0

0

0 0 2 6

0

Cars

Peds

17:40

0

0 0 0

0

0 0 0

0

0 3 0

0

1 4 0 8

0

Cars

Peds

17:45

0

0 0 0

0

0 0 0

0

0 3 0

0

0 2 1 6

0

Cars

Peds

17:50

0

0 0 0

0

1 0 1

0

1 4 0

0

0 4 0 11

0

Cars

Peds

17:55

0

0 0 0

0

1 0 1

0

0 3 0

0

0 2 1 8

0

Cars

Peds

Hour

0

0 0 0

0

9 0 6

0

4 35 0

0

1 32 8 95

0

All

%

0

0.00

0

0.00

0

0.00

9

9.47

0

0.00

6

6.32

4

4.21

35

36.84

0

0.00

1

1.05

32

33.68

8

8.42

95

Cars

Peds

PM (16:00-17:00)

0

0 0 0

0

13 0 14

0

4 54 0

0

0 41 10 136

0

Page: 2

Date: 07/02/12

DIAMOND TRAFFIC


Gregg Buckle


****************************************************************************************************************************************************

****************************************************************************************************************************************************

Location

Notes

Study ID

Operator

Weather


: Pm Peak

: ID # 00000

: Slu

:


: 05/24/12 at 16:00

: 05/24/12 at 18:00

Starts

Ends


S/N : 4335


Total


05/24/12 4 8 12 1616:00 8 3.5%16:05 15 6.6%16:10 14 6.2%16:15 16 7.1%16:20 7 3.1%16:25 11 4.9%16:30 13 5.8%16:35 14 6.2%16:40 8 3.5%16:45 8 3.5%16:50 9 4.0%16:55 8 3.5%17:00 13 5.8%17:05 9 4.0%17:10 5 2.2%17:15 6 2.7%17:20 5 2.2%17:25 10 4.4%17:30 8 3.5%17:35 6 2.7%17:40 8 3.5%17:45 6 2.7%17:50 11 4.9%17:55 8 3.5%Total - 226 100.0% 4 8 12 16

Page: 3

Date: 07/02/12

DIAMOND TRAFFIC


Gregg Buckle


****************************************************************************************************************************************************

****************************************************************************************************************************************************

Location

Notes

Study ID

Operator

Weather


: Pm Peak

: ID # 00000

: Slu

:


: 05/24/12 at 16:00

: 05/24/12 at 18:00

Starts

Ends


S/N : 4335


Total


05/24/12 32 65 97 13016:00 131 58.0%17:00 95 42.0%Total - 226 100.0% 32 65 97 130



Analyst G. Buckle



Analysis Time Period PM Peak


Jurisdiction COK

Analysis Year Existing






L T R L T R

Volume (veh/h) 0 41 10 4 54 0



Proportion of heavy

vehicles, PHV

2 -- -- 2 -- --


RT Channelized? 0 0

Lanes 0 1 0 0 1 0

Configuration TR LT

Upstream Signal 0 0


Movement 7 8 9 10 11 12

L T R L T R

Volume (veh/h) 13 0 14 0 0 0



Proportion of heavy

vehicles, PHV

2 0 2 2 0 0


Flared approach N N

Storage 0 0

RT Channelized? 0 0

Lanes 0 0 0 0 0 0

Configuration LR



Movement 1 4 7 8 9 10 11 12



Capacity, cm

(vph) 1549 944

v/c ratio 0.00 0.03

Queue length (95%) 0.01 0.10


LOS A A








Analyst G. Buckle



Analysis Time Period PM Peak


Jurisdiction COK

Analysis Year Existing plus Project






L T R L T R

Volume (veh/h) 0 41 10 64 114 0



Proportion of heavy

vehicles, PHV

2 -- -- 2 -- --


RT Channelized? 0 0

Lanes 0 1 0 0 1 0

Configuration TR LT

Upstream Signal 0 0


Movement 7 8 9 10 11 12

L T R L T R

Volume (veh/h) 43 0 16 0 0 0



Proportion of heavy

vehicles, PHV

2 0 2 2 0 0


Flared approach N N

Storage 0 0

RT Channelized? 0 0

Lanes 0 0 0 0 0 0

Configuration LR



Movement 1 4 7 8 9 10 11 12



Capacity, cm

(vph) 1549 714

v/c ratio 0.05 0.09

Queue length (95%) 0.14 0.30


LOS A B





7/2/2012file:///C:/Users/gbuckle/AppData/Local/Temp/u2kF3BA.tmp


Job No: 12�013

Intersection: SR 14 Southbound & Phillips Rd � Peak Hour Traffic Volumes




1 WBL 7 WBL 0 WBL 7

1 WBT 0 WBT 0 WBT 0

0 WBR 0 WBR 0 WBR 0

0 EBL 0 EBL 0 EBL 0

1 EBT 0 EBT 0 EBT 0

1 EBR 0 EBR 0 EBR 0

0 NBL 0 NBL 0 NBL 0

0 NBT 0 NBT 0 NBT 0

0 NBR 0 NBR 0 NBR 0

1 SBL 0 SBL 0 SBL 0

2 SBT 129 SBT 0 SBT 129

< SBR 0 SBR 0 SBR 0




1 WBL 3 WBL 120 WBL 123

1 WBT 0 WBT 0 WBT 0

0 WBR 0 WBR 0 WBR 0

0 EBL 0 EBL 0 EBL 0

1 EBT 0 EBT 0 EBT 0

1 EBR 0 EBR 0 EBR 0

0 NBL 0 NBL 0 NBL 0

0 NBT 0 NBT 0 NBT 0

0 NBR 0 NBR 0 NBR 0

1 SBL 0 SBL 0 SBL 0

2 SBT 177 SBT 60 SBT 237

< SBR 0 SBR 0 SBR 0


12013sbSR14�Phillips.xls 7/2/2012



Intersection SR14SB-Phillips Jurisdiction COK Analysis Year Existing


East/West Street: Phillips Rd North/South Street: SR 14 Southbound




L T R L T R

Volume 0 0 0 0 129 0





RT Channelized 0 0

Lanes 0 0 0 1 2 0

Configuration L T TR

Upstream Signal 0 0


Movement 7 8 9 10 11 12

L T R L T R

Volume 7 0 0 0 0 0





Flared Approach N N

Storage 0 0

RT Channelized 0 0

Lanes 1 1 0 0 1 1

Configuration L T T R



Movement 1 4 7 8 9 10 11 12

Lane Configuration L L T T R

v (vph) 0 7 0 0 0

C (m) (vph) 1623 920 748 748 990

v/c 0.00 0.01 0.00 0.00 0.00

95% queue length 0.00 0.02 0.00 0.00 0.00

Control Delay 7.2 8.9 9.8 9.8 8.6

LOS A A A A A





Version 4.1f





Intersection SR14SB-Phillips Jurisdiction COK Analysis Year Existing plus Project






L T R L T R

Volume 0 0 0 0 129 0





RT Channelized 0 0

Lanes 0 0 0 1 2 0


Upstream Signal 0 0


Movement 7 8 9 10 11 12

L T R L T R

Volume 7 0 0 0 0 0





Flared Approach N N

Storage 0 0

RT Channelized 0 0

Lanes 1 1 0 0 1 1




Movement 1 4 7 8 9 10 11 12


v (vph) 0 7 0 0 0

C (m) (vph) 1623 920 748 748 990

v/c 0.00 0.01 0.00 0.00 0.00

95% queue length 0.00 0.02 0.00 0.00 0.00

Control Delay 7.2 8.9 9.8 9.8 8.6

LOS A A A A A





Version 4.1f


6/28/2012file:///C:/Users/gbuckle/AppData/Local/Temp/u2kB311.tmp



Intersection SR14SB-Phillips Jurisdiction COK Analysis Year Existing






L T R L T R

Volume 0 0 0 0 177 0





RT Channelized 0 0

Lanes 0 0 0 1 2 0


Upstream Signal 0 0


Movement 7 8 9 10 11 12

L T R L T R

Volume 3 0 0 0 0 0





Flared Approach N N

Storage 0 0

RT Channelized 0 0

Lanes 1 1 0 0 1 1




Movement 1 4 7 8 9 10 11 12


v (vph) 0 3 0 0 0

C (m) (vph) 1623 884 699 699 958

v/c 0.00 0.00 0.00 0.00 0.00

95% queue length 0.00 0.01 0.00 0.00 0.00

Control Delay 7.2 9.1 10.2 10.2 8.8

LOS A A B B A





Version 4.1f





Intersection SR14SB-Phillips Jurisdiction COK Analysis Year Existing plus Project






L T R L T R

Volume 0 0 0 0 237 0





RT Channelized 0 0

Lanes 0 0 0 1 2 0


Upstream Signal 0 0


Movement 7 8 9 10 11 12

L T R L T R

Volume 123 0 0 0 0 0





Flared Approach N N

Storage 0 0

RT Channelized 0 0

Lanes 1 1 0 0 1 1




Movement 1 4 7 8 9 10 11 12


v (vph) 0 136 0 0 0

C (m) (vph) 1623 841 642 642 917

v/c 0.00 0.16 0.00 0.00 0.00

95% queue length 0.00 0.58 0.00 0.00 0.00

Control Delay 7.2 10.1 10.6 10.6 8.9

LOS A B B B A





Version 4.1f


6/28/2012file:///C:/Users/gbuckle/AppData/Local/Temp/u2kE2A9.tmp


Job No: 12�013

Intersection: SR 14 Northbound & Phillips Rd � Peak Hour Traffic Volumes




0 WBL 0 WBL 0 WBL 0

1 WBT 4 WBT 0 WBT 4

1 WBR 0 WBR 0 WBR 0

1 EBL 0 EBL 0 EBL 0

1 EBT 0 EBT 0 EBT 0

0 EBR 0 EBR 0 EBR 0

1 NBL 0 NBL 0 NBL 0

2 NBT 168 NBT 60 NBT 228

1 NBR 3 NBR 120 NBR 123

0 SBL 0 SBL 0 SBL 0

0 SBT 0 SBT 0 SBT 0

0 SBR 0 SBR 0 SBR 0




0 WBL 0 WBL 0 WBL 0

1 WBT 3 WBT 120 WBT 123

1 WBR 0 WBR 0 WBR 0

1 EBL 0 EBL 0 EBL 0

1 EBT 0 EBT 0 EBT 0

0 EBR 0 EBR 0 EBR 0

1 NBL 0 NBL 0 NBL 0

2 NBT 207 NBT 0 NBT 207

1 NBR 6 NBR 0 NBR 6

0 SBL 0 SBL 0 SBL 0

0 SBT 0 SBT 0 SBT 0

0 SBR 0 SBR 0 SBR 0


12013nbSR14�Phillips.xls 7/2/2012



Intersection SR14NB-Phillips Jurisdiction COK Analysis Year Existing


East/West Street: Phillips Rd North/South Street: SR 14 Northbound




L T R L T R

Volume 0 168 3 0 0 0





RT Channelized 0 0

Lanes 1 2 1 0 0 0

Configuration L T R

Upstream Signal 0 0


Movement 7 8 9 10 11 12

L T R L T R

Volume 0 4 0 0 0 0





Flared Approach N N

Storage 0 0

RT Channelized 0 0

Lanes 0 1 1 1 1 0

Configuration T R L T



Movement 1 4 7 8 9 10 11 12

Lane Configuration L T R L T

v (vph) 0 4 0 0 0

C (m) (vph) 1623 708 964 884 706

v/c 0.00 0.01 0.00 0.00 0.00

95% queue length 0.00 0.02 0.00 0.00 0.00

Control Delay 7.2 10.1 8.7 9.1 10.1

LOS A B A A B





Version 4.1f





Intersection SR14NB-Phillips Jurisdiction COK Analysis Year Existing plus Project






L T R L T R

Volume 0 228 123 0 0 0





RT Channelized 0 0

Lanes 1 2 1 0 0 0

Configuration L T R

Upstream Signal 0 0


Movement 7 8 9 10 11 12

L T R L T R

Volume 0 4 0 0 0 0





Flared Approach N N

Storage 0 0

RT Channelized 0 0

Lanes 0 1 1 1 1 0




Movement 1 4 7 8 9 10 11 12


v (vph) 0 4 0 0 0

C (m) (vph) 1623 650 924 841 546

v/c 0.00 0.01 0.00 0.00 0.00

95% queue length 0.00 0.02 0.00 0.00 0.00

Control Delay 7.2 10.6 8.9 9.3 11.6

LOS A B A A B





6/27/2012file:///C:/Users/gbuckle/AppData/Local/Temp/u2k4E1B.tmp



Intersection SR14NB-Phillips Jurisdiction COK Analysis Year Existing






L T R L T R

Volume 0 207 6 0 0 0





RT Channelized 0 0

Lanes 1 2 1 0 0 0

Configuration L T R

Upstream Signal 0 0


Movement 7 8 9 10 11 12

L T R L T R

Volume 0 3 0 0 0 0





Flared Approach N N

Storage 0 0

RT Channelized 0 0

Lanes 0 1 1 1 1 0




Movement 1 4 7 8 9 10 11 12


v (vph) 0 3 0 0 0

C (m) (vph) 1623 670 937 858 665

v/c 0.00 0.00 0.00 0.00 0.00

95% queue length 0.00 0.01 0.00 0.00 0.00

Control Delay 7.2 10.4 8.8 9.2 10.4

LOS A B A A B





Version 4.1f





Intersection SR14NB-Phillips Jurisdiction COK Analysis Year Existing plus Project






L T R L T R

Volume 0 207 6 0 0 0





RT Channelized 0 0

Lanes 1 2 1 0 0 0

Configuration L T R

Upstream Signal 0 0


Movement 7 8 9 10 11 12

L T R L T R

Volume 0 123 0 0 0 0





Flared Approach N N

Storage 0 0

RT Channelized 0 0

Lanes 0 1 1 1 1 0




Movement 1 4 7 8 9 10 11 12


v (vph) 0 136 0 0 0

C (m) (vph) 1623 670 937 656 665

v/c 0.00 0.20 0.00 0.00 0.00

95% queue length 0.00 0.76 0.00 0.00 0.00

Control Delay 7.2 11.7 8.8 10.5 10.4

LOS A B A B B





6/27/2012file:///C:/Users/gbuckle/AppData/Local/Temp/u2kAFAE.tmp


Job No: 12�013

Intersection: SR 14 & SR 58 Eastbound Offramp � Peak Hour Traffic Volumes




0 WBL 0 WBL 0 WBL 0

0 WBT 0 WBT 0 WBT 0

0 WBR 0 WBR 0 WBR 0

1 EBL 26 EBL 87 EBL 113

0 EBT 0 EBT 0 EBT 0

1 EBR 8 EBR 0 EBR 8

0 NBL 0 NBL 0 NBL 0

2 NBT 206 NBT 66 NBT 272

< NBR 1 NBR 0 NBR 1

0 SBL 0 SBL 0 SBL 0

2 SBT 255 SBT 0 SBT 255

0 SBR 0 SBR 0 SBR 0




0 WBL 0 WBL 0 WBL 0

0 WBT 0 WBT 0 WBT 0

0 WBR 0 WBR 0 WBR 0

1 EBL 28 EBL 0 EBL 28

0 EBT 0 EBT 0 EBT 0

1 EBR 12 EBR 0 EBR 12

0 NBL 0 NBL 0 NBL 0

2 NBT 338 NBT 0 NBT 338

< NBR 4 NBR 0 NBR 4

0 SBL 0 SBL 0 SBL 0

2 SBT 284 SBT 66 SBT 350

0 SBR 0 SBR 0 SBR 0


12013SR14�SR58EBOff.xls 7/2/2012

Page: 1

Date: 07/02/12

DIAMOND TRAFFIC


Gregg Buckle


****************************************************************************************************************************************************

****************************************************************************************************************************************************

Location

Notes

Study ID

Operator

Weather

: Sr58eb Offramp & Sr14

: Am Peak

: ID # 00004

: Bs

:


: 06/27/12 at 07:00

: 06/27/12 at 08:45

Starts

Ends


S/N : 4335






Cars

Peds

07:00

0

0 6 0

0

0 13 0

0

0 0 0

0

5 0 0 24

0

Cars

Peds

07:05

0

0 17 0

0

0 10 0

0

0 0 0

0

1 0 0 28

0

Cars

Peds

07:10

0

0 21 0

0

0 17 0

0

0 0 0

0

2 0 0 40

0

Cars

Peds

07:15

0

0 25 0

0

0 23 0

0

0 0 0

0

2 0 2 52

0

Cars

Peds

07:20

0

0 15 0

0

0 19 0

0

0 0 0

0

2 0 1 37

0

Cars

Peds

07:25

0

0 20 0

0

0 11 0

0

0 0 0

0

0 0 0 31

0

Cars

Peds

07:30

0

0 22 0

0

0 18 0

0

0 0 0

0

2 0 0 42

0

Cars

Peds

07:35

0

0 21 0

0

0 16 0

0

0 0 0

0

1 0 0 38

0

Cars

Peds

07:40

0

0 22 0

0

0 14 0

0

0 0 0

0

1 0 1 38

0

Cars

Peds

07:45

0

0 16 0

0

0 15 1

0

0 0 0

0

2 0 1 35

0

Cars

Peds

07:50

0

0 31 0

0

0 18 0

0

0 0 0

0

4 0 0 53

0

Cars

Peds

07:55

0

0 19 0

0

0 23 0

0

0 0 0

0

3 0 1 46

0

Cars

Peds

Hour

0

0 235 0

0

0 197 1

0

0 0 0

0

25 0 6 464

0

All

%

0

0.00

235

50.65

0

0.00

0

0.00

197

42.46

1

0.22

0

0.00

0

0.00

0

0.00

25

5.39

0

0.00

6

1.29

464

Cars

Peds

08:00

0

0 25 0

0

0 18 0

0

0 0 0

0

2 0 0 45

0

Cars

Peds

08:05

0

0 18 0

0

0 14 0

0

0 0 0

0

5 0 2 39

0

Cars

Peds

08:10

0

0 17 0

0

0 13 0

0

0 0 0

0

0 0 1 31

0

Cars

Peds

08:15

0

0 23 0

0

0 10 0

0

0 0 0

0

2 0 0 35

0

Cars

Peds

08:20

0

0 18 0

0

0 9 0

0

0 0 0

0

2 0 1 30

0

Cars

Peds

08:25

0

0 28 0

0

0 14 1

0

0 0 0

0

1 0 3 47

0

Cars

Peds

08:30

0

0 12 0

0

0 18 0

0

0 0 0

0

0 0 1 31

0

Cars

Peds

08:35

0

0 20 0

0

0 13 0

0

0 0 0

0

2 0 2 37

0

Cars

Peds

08:40

0

0 18 0

0

0 21 0

0

0 0 0

0

2 0 0 41

0

Cars

Peds

Hour

0

0 179 0

0

0 130 1

0

0 0 0

0

16 0 10 336

0

All

%

0

0.00

179

53.27

0

0.00

0

0.00

130

38.69

1

0.30

0

0.00

0

0.00

0

0.00

16

4.76

0

0.00

10

2.98

336

Cars

Peds

AM (7:00=8:00)

0

0 255 0

0

0 206 1

0

0 0 0

0

26 0 8 496

0

Page: 2

Date: 07/02/12

DIAMOND TRAFFIC


Gregg Buckle


****************************************************************************************************************************************************

****************************************************************************************************************************************************

Location

Notes

Study ID

Operator

Weather


: Am Peak

: ID # 00004

: Bs

:


: 06/27/12 at 07:00

: 06/27/12 at 08:45

Starts

Ends


S/N : 4335


Total


06/27/12 13 26 39 5307:00 24 3.0%07:05 28 3.5%07:10 40 5.0%07:15 52 6.5%07:20 37 4.6%07:25 31 3.9%07:30 42 5.3%07:35 38 4.8%07:40 38 4.8%07:45 35 4.4%07:50 53 6.6%07:55 46 5.8%08:00 45 5.6%08:05 39 4.9%08:10 31 3.9%08:15 35 4.4%08:20 30 3.8%08:25 47 5.9%08:30 31 3.9%08:35 37 4.6%08:40 41 5.1%Total - 800 100.0% 13 26 39 53

Page: 3

Date: 07/02/12

DIAMOND TRAFFIC


Gregg Buckle


****************************************************************************************************************************************************

****************************************************************************************************************************************************

Location

Notes

Study ID

Operator

Weather


: Am Peak

: ID # 00004

: Bs

:


: 06/27/12 at 07:00

: 06/27/12 at 08:45

Starts

Ends


S/N : 4335


Total


06/27/12 115 230 345 46007:00 464 58.0%08:00 336 42.0%Total - 800 100.0% 115 230 345 460



Intersection SR14-SR58EBOff Jurisdiction COK/Caltrans Analysis Year Existing


East/West Street: SR58 Eastbound Offramp North/South Street: SR 14




L T R L T R

Volume 0 206 1 0 255 0




Median Type Raised curb

RT Channelized 0 0

Lanes 0 2 0 0 2 0

Configuration T TR T

Upstream Signal 0 0


Movement 7 8 9 10 11 12

L T R L T R

Volume 0 0 0 26 0 8





Flared Approach N N

Storage 0 0

RT Channelized 0 0

Lanes 0 0 0 1 0 1

Configuration L R



Movement 1 4 7 8 9 10 11 12

Lane Configuration L R

v (vph) 28 8

C (m) (vph) 705 880

v/c 0.04 0.01

95% queue length 0.12 0.03

Control Delay 10.3 9.1

LOS B A





Version 4.1f





Intersection SR14-SR58EBOff Jurisdiction COK/Caltrans Analysis Year Existing plus Project






L T R L T R

Volume 0 272 1 0 255 0





RT Channelized 0 0

Lanes 0 2 0 0 2 0


Upstream Signal 0 0


Movement 7 8 9 10 11 12

L T R L T R

Volume 0 0 0 113 0 8





Flared Approach N N

Storage 0 0

RT Channelized 0 0

Lanes 0 0 0 1 0 1

Configuration L R



Movement 1 4 7 8 9 10 11 12


v (vph) 125 8

C (m) (vph) 696 880

v/c 0.18 0.01



LOS B A





Version 4.1f


7/2/2012file:///C:/Users/gbuckle/AppData/Local/Temp/u2kD4A0.tmp

Page: 1

Date: 07/02/12

DIAMOND TRAFFIC


Gregg Buckle


****************************************************************************************************************************************************

****************************************************************************************************************************************************

Location

Notes

Study ID

Operator

Weather

: 58eb Offramp & Sr14

: Pm Peak

: ID # 00005

: Bs

:


: 06/26/12 at 16:00

: 06/26/12 at 18:00

Starts

Ends


S/N : 4335






Cars

Peds

16:00

0

0 19 0

0

0 23 3

0

0 0 0

0

4 0 1 50

0

Cars

Peds

16:05

0

0 31 0

0

0 25 0

0

0 0 0

0

2 0 3 61

0

Cars

Peds

16:10

0

0 24 0

0

0 28 1

0

0 0 0

0

1 0 0 54

0

Cars

Peds

16:15

0

0 16 0

0

0 23 1

0

0 0 0

0

5 0 2 47

0

Cars

Peds

16:20

0

0 38 0

0

0 27 0

0

0 0 0

0

4 0 0 69

0

Cars

Peds

16:25

0

0 25 0

0

0 26 1

0

0 0 0

0

2 0 1 55

0

Cars

Peds

16:30

0

0 26 0

0

0 13 2

0

0 0 0

0

3 0 1 45

0

Cars

Peds

16:35

0

0 20 0

0

0 31 0

0

0 0 0

0

3 0 1 55

0

Cars

Peds

16:40

0

0 20 0

0

0 33 0

0

0 0 0

0

2 0 4 59

0

Cars

Peds

16:45

0

0 30 0

0

0 37 1

0

0 0 0

0

1 0 0 69

0

Cars

Peds

16:50

0

0 22 0

0

0 18 0

0

0 0 0

0

5 0 3 48

0

Cars

Peds

16:55

0

0 14 0

0

0 23 0

0

0 0 0

0

0 0 0 37

0

Cars

Peds

Hour

0

0 285 0

0

0 307 9

0

0 0 0

0

32 0 16 649

0

All

%

0

0.00

285

43.91

0

0.00

0

0.00

307

47.30

9

1.39

0

0.00

0

0.00

0

0.00

32

4.93

0

0.00

16

2.47

649

Cars

Peds

17:00

0

0 16 0

0

0 30 0

0

0 0 0

0

4 0 0 50

0

Cars

Peds

17:05

0

0 17 0

0

0 29 1

0

0 0 0

0

1 0 1 49

0

Cars

Peds

17:10

0

0 21 0

0

0 21 1

0

0 0 0

0

3 0 0 46

0

Cars

Peds

17:15

0

0 37 0

0

0 36 0

0

0 0 0

0

2 0 0 75

0

Cars

Peds

17:20

0

0 27 0

0

0 21 0

0

0 0 0

0

2 0 0 50

0

Cars

Peds

17:25

0

0 27 0

0

0 10 0

0

0 0 0

0

1 0 3 41

0

Cars

Peds

17:30

0

0 25 0

0

0 58 0

0

0 0 0

0

3 0 0 86

0

Cars

Peds

17:35

0

0 28 0

0

0 22 1

0

0 0 0

0

4 0 1 56

0

Cars

Peds

17:40

0

0 29 0

0

0 25 1

0

0 0 0

0

2 0 2 59

0

Cars

Peds

17:45

0

0 28 0

0

0 26 1

0

0 0 0

0

1 0 0 56

0

Cars

Peds

17:50

0

0 20 0

0

0 19 1

0

0 0 0

0

1 0 0 41

0

Cars

Peds

17:55

0

0 20 0

0

0 35 1

0

0 0 0

0

2 0 1 59

0

Cars

Peds

Hour

0

0 295 0

0

0 332 7

0

0 0 0

0

26 0 8 668

0

All

%

0

0.00

295

44.16

0

0.00

0

0.00

332

49.70

7

1.05

0

0.00

0

0.00

0

0.00

26

3.89

0

0.00

8

1.20

668

Cars

Peds

PM (16:00=17:00)

0

0 284 0

0

0 338 4

0

0 0 0

0

28 0 12 666

0

Page: 2

Date: 07/02/12

DIAMOND TRAFFIC


Gregg Buckle


****************************************************************************************************************************************************

****************************************************************************************************************************************************

Location

Notes

Study ID

Operator

Weather


: Pm Peak

: ID # 00005

: Bs

:


: 06/26/12 at 16:00

: 06/26/12 at 18:00

Starts

Ends


S/N : 4335


Total


06/26/12 21 43 64 8616:00 50 3.8%16:05 61 4.6%16:10 54 4.1%16:15 47 3.6%16:20 69 5.2%16:25 55 4.2%16:30 45 3.4%16:35 55 4.2%16:40 59 4.5%16:45 69 5.2%16:50 48 3.6%16:55 37 2.8%17:00 50 3.8%17:05 49 3.7%17:10 46 3.5%17:15 75 5.7%17:20 50 3.8%17:25 41 3.1%17:30 86 6.5%17:35 56 4.3%17:40 59 4.5%17:45 56 4.3%17:50 41 3.1%17:55 59 4.5%Total - 1317 100.0% 21 43 64 86

Page: 3

Date: 07/02/12

DIAMOND TRAFFIC


Gregg Buckle


****************************************************************************************************************************************************

****************************************************************************************************************************************************

Location

Notes

Study ID

Operator

Weather


: Pm Peak

: ID # 00005

: Bs

:


: 06/26/12 at 16:00

: 06/26/12 at 18:00

Starts

Ends


S/N : 4335


Total


06/26/12 167 335 502 67016:00 649 49.3%17:00 668 50.7%Total - 1317 100.0% 167 335 502 670



Intersection SR14-SR58EBOff Jurisdiction COK/Caltrans Analysis Year Existing






L T R L T R

Volume 0 338 4 0 284 0





RT Channelized 0 0

Lanes 0 2 0 0 2 0


Upstream Signal 0 0


Movement 7 8 9 10 11 12

L T R L T R

Volume 0 0 0 28 0 12





Flared Approach N N

Storage 0 0

RT Channelized 0 0

Lanes 0 0 0 1 0 1

Configuration L R



Movement 1 4 7 8 9 10 11 12


v (vph) 31 13

C (m) (vph) 664 859

v/c 0.05 0.02



LOS B A








Intersection SR14-SR58EBOff Jurisdiction COK/Caltrans Analysis Year Existing plus Project






L T R L T R

Volume 0 338 4 0 350 0





RT Channelized 0 0

Lanes 0 2 0 0 2 0


Upstream Signal 0 0


Movement 7 8 9 10 11 12

L T R L T R

Volume 0 0 0 28 0 12





Flared Approach N N

Storage 0 0

RT Channelized 0 0

Lanes 0 0 0 1 0 1

Configuration L R



Movement 1 4 7 8 9 10 11 12


v (vph) 31 13

C (m) (vph) 617 815

v/c 0.05 0.02



LOS B A





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Explanation of Terms Used on this Page

C O U N T S U M M A R Y

ADT: 780 AADT: 780

D A I L Y C O U N T

F A C T O R S

D A I L Y T O T A L S

P E A K H O U R S

P E A K P E R I O D V O L U M E S

Location: GARLOCK RD. at N. OF REDROCK RANDSBUR Date: 01/01/2006

Lat: 35.39787458 Lon: -117.79234713

City ID: Control Station ID: 15

HPMS ID: 0 Route ID:

Class 1 2 3 4 5 6 7 8 9 10 11 12 13 Total

Count 0 0 0 0 0 0 0 0 0 0 0 0 0 780

K-factor:Peak Hour

Volume:0

Peak Hour for

Day:Percentage: .00

D-factor:Peak Hour

Volume:0 Percentage: .00

Class Volume Percent

1-3 0 %

4-7 0 %

8-13 0 %

AM Peak Hour:


1-3 0 %

4-7 0 %

8-13 0 %

Mid Day Peak Hour:


1-3 0 %

4-7 0 %

8-13 0 %

PM Peak Hour:


1-3 0 %

4-7 0 %

8-13 0 %

5/15/2012http://206.227.45.77/kerncog/users/trafficCountSummary.aspx



Location: MUNSEY RD. at E. OF NEURALIA RD. Date: 01/01/2006

Lat: 35.28685256 Lon: -117.98436327



ADT: 230 AADT: 230

D A I L Y C O U N T

Class 1 2 3 4 5 6 7 8 9 10 11 12 13 Total

Count 0 0 0 0 0 0 0 0 0 0 0 0 0 230

F A C T O R S

K-factor:Peak Hour

Volume:0

Peak Hour for

Day:Percentage: .00

D-factor:Peak Hour




1-3 0 %

4-7 0 %

8-13 0 %

P E A K H O U R S

AM Peak Hour:


1-3 0 %

4-7 0 %

8-13 0 %

Mid Day Peak Hour:


1-3 0 %

4-7 0 %

8-13 0 %

PM Peak Hour:


1-3 0 %

4-7 0 %

8-13 0 %


Time Volume

7AM - 9AM 0

11AM - 2PM 0

5/14/2012http://206.227.45.77/KERNCOG/users/trafficCountSummary.aspx



Location: Neuralia Rd @ Lindbergh Bl Date: 04/05/2011

Lat: 35.14771716 Lon: -117.98586128



ADT: 830 AADT: 747

D A I L Y C O U N T

Class 1 2 3 4 5 6 7 8 9 10 11 12 13 Total

Count 0 830 0 0 0 0 0 0 0 0 0 0 0 830

F A C T O R S

K-factor:Peak Hour

Volume:64

Peak Hour for

Day:3:00PM Percentage: 7.71

D-factor: NorthBound Peak Hour

Volume:34 Percentage: 53.12



1-3 830 100 %

4-7 0 %

8-13 0 %

P E A K H O U R S

AM Peak Hour: 7:00


1-3 43 100 %

4-7 0 %

8-13 0 %

Mid Day Peak Hour: 12:00


1-3 56 100 %

4-7 0 %

8-13 0 %

PM Peak Hour: 3:00


1-3 64 100 %

4-7 0 %

8-13 0 %


Time Volume

7AM - 9AM 79

11AM - 2PM 163




Location: NEURALIA RD. at S. OF REDROCK RANDSBUR Date: 01/01/2006

Lat: 35.30745309 Lon: -117.98593253



ADT: 430 AADT: 430

D A I L Y C O U N T

Class 1 2 3 4 5 6 7 8 9 10 11 12 13 Total

Count 0 0 0 0 0 0 0 0 0 0 0 0 0 430

F A C T O R S

K-factor:Peak Hour

Volume:0

Peak Hour for

Day:Percentage: .00

D-factor:Peak Hour




1-3 0 %

4-7 0 %

8-13 0 %

P E A K H O U R S

AM Peak Hour:


1-3 0 %

4-7 0 %

8-13 0 %

Mid Day Peak Hour:


1-3 0 %

4-7 0 %

8-13 0 %

PM Peak Hour:


1-3 0 %

4-7 0 %

8-13 0 %


Time Volume

7AM - 9AM 0

11AM - 2PM 0




Location: PHILLIPS RD. NO. at E. OF S.H. 14 (MIDLAND Date: 01/01/2006

Lat: 35.19848138 Lon: -118.05758054



ADT: 220 AADT: 220

D A I L Y C O U N T

Class 1 2 3 4 5 6 7 8 9 10 11 12 13 Total

Count 0 0 0 0 0 0 0 0 0 0 0 0 0 220

F A C T O R S

K-factor:Peak Hour

Volume:0

Peak Hour for

Day:Percentage: .00

D-factor:Peak Hour




1-3 0 %

4-7 0 %

8-13 0 %

P E A K H O U R S

AM Peak Hour:


1-3 0 %

4-7 0 %

8-13 0 %

Mid Day Peak Hour:


1-3 0 %

4-7 0 %

8-13 0 %

PM Peak Hour:


1-3 0 %

4-7 0 %

8-13 0 %


Time Volume

7AM - 9AM 0

11AM - 2PM 0




Location: REDROCK RANDSBURG at E. OF GARLOCK RD. Date: 01/01/2006

Lat: 35.39177239 Lon: -117.79281980



ADT: 150 AADT: 150

D A I L Y C O U N T

Class 1 2 3 4 5 6 7 8 9 10 11 12 13 Total

Count 0 0 0 0 0 0 0 0 0 0 0 0 0 150

F A C T O R S

K-factor:Peak Hour

Volume:0

Peak Hour for

Day:Percentage: .00

D-factor:Peak Hour




1-3 0 %

4-7 0 %

8-13 0 %

P E A K H O U R S

AM Peak Hour:


1-3 0 %

4-7 0 %

8-13 0 %

Mid Day Peak Hour:


1-3 0 %

4-7 0 %

8-13 0 %

PM Peak Hour:


1-3 0 %

4-7 0 %

8-13 0 %


Time Volume

7AM - 9AM 0

11AM - 2PM 0




Location: REDROCK RANDSBURG at N. OF NEURALIA RD. Date: 01/01/2006

Lat: 35.31494375 Lon: -117.98104734



ADT: 850 AADT: 850

D A I L Y C O U N T

Class 1 2 3 4 5 6 7 8 9 10 11 12 13 Total

Count 0 0 0 0 0 0 0 0 0 0 0 0 0 850

F A C T O R S

K-factor:Peak Hour

Volume:0

Peak Hour for

Day:Percentage: .00

D-factor:Peak Hour




1-3 0 %

4-7 0 %

8-13 0 %

P E A K H O U R S

AM Peak Hour:


1-3 0 %

4-7 0 %

8-13 0 %

Mid Day Peak Hour:


1-3 0 %

4-7 0 %

8-13 0 %

PM Peak Hour:


1-3 0 %

4-7 0 %

8-13 0 %


Time Volume

7AM - 9AM 0

11AM - 2PM 0




Location: Redrock Randburg Rd from 4m E/ SHWY 14 to Garlock

Rd Date: 12/18/2007

Lat: 35.36449300 Lon: -117.89293000


HPMS ID: 06WV29102000 Route ID:

ADT: 1046 AADT: 977

D A I L Y C O U N T

Class 1 2 3 4 5 6 7 8 9 10 11 12 13 Total

Count 0 1046 0 0 0 0 0 0 0 0 0 0 0 1046

F A C T O R S

K-factor:Peak Hour

Volume:101

Peak Hour for

Day:4:00PM Percentage: 9.66

D-factor: WestBound Peak Hour

Volume:52 Percentage: 51.49



1-3 1046 100 %

4-7 0 %

8-13 0 %

P E A K H O U R S

AM Peak Hour: 7:00


1-3 78 100 %

4-7 0 %

8-13 0 %

Mid Day Peak Hour: 1:00


1-3 86 100 %

4-7 0 %

8-13 0 %

PM Peak Hour: 4:00


1-3 101 100 %

4-7 0 %

8-13 0 %


Time Volume

7AM - 9AM 150


11AM - 2PM 235

3PM - 6PM 239


Appendix C

Tentative/Preliminary Equipment, Delivery and Worker Schedules

A-C Electric Company

Fremont Valley Preservation Project

Electrical Equipment - Semi Truck Loads calculations

05/16/12 Avg number of trips per day (260 work days per year) 13.8 12.5 16.8 12.1

Total truck trips 10,786 3,258 4,374 3,154

Truck 2014 2015 2016

Item Qty Qty / load Size Trips Truck trips Truck trips Truck trips

Sons & Homes (346MWDC) Origin

Substation prep 10 10 Bakersfield

Substation pad 19 19 Bakersfield

Substation eq 260MVA AC 17 17 Texas

1MW "Box" 346 1 346 303 43 Costa Mesa

PV Racking 20% of modules 494 432 62 Long Beach

PV modules 1,235,912 500 2,472 2,163 309 Long Beach

Combiners 3,460 400 9 8 1 Costa Mesa

balance of eq 9 8 1 Costa Mesa

conduit & wire 30 26 4 Bakersfield

34.5kV line - poles 800 45 18 16 2 Washington

34.5kV line - acc 50% 9 8 1 Bakersfield

34.5kV line - wire 50% 9 8 1 Texas

Cantil & Brothers (252MWDC)



Substation eq 260MVA AC 17 9 8 Texas

1MW "Box" 252 1 252 202 50 Costa Mesa

PV Racking 20% of modules 360 360 Long Beach

PV modules 900,144 500 1,800 1,800 Long Beach

Combiners 2,520 400 6 6 Costa Mesa

balance of eq 6 6 Costa Mesa

conduit & wire 20 20 Bakersfield

34.5kV line - poles 800 45 18 18 Washington

34.5kV line - acc 50% 9 9 Bakersfield

34.5kV line - wire 50% 9 9 Texas

Randsburg & Saltdale (409 MWDC)



Substation eq 390MVA AC 22 22 Texas

1MW "Box" 410 1 117 117 Costa Mesa

PV Racking 20% of modules 586 73 513 Long Beach

PV modules 1,464,520 500 2,929 366 2,563 Long Beach

Combiners 4,100 400 10 1 9 Costa Mesa

balance of eq 10 1 9 Costa Mesa

conduit & wire 25 5 20 Bakersfield

34.5kV line - poles 1,000 45 22 2 20 Washington

34.5kV line - acc 50% 11 1 10 Bakersfield

34.5kV line - wire 50% 11 1 10 Texas

Transmission

115kV line 115kV line - poles 520 45 12 12 Washington

20 miles 115kV line - acc 50% 12 12 Bakersfield

115kV line - wire 50% 12 12 Texas

230kV line

25 miles 230kV line - tower 135 0.1667 810 810 Kentucky

230kv line - wire 25% 200 200 Texas

MW BOXES 1,008

MODULES 3,600,576

COMBINER 10/MW 10,080

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Tra

nsm

issi

on

Pip

eli

ne

- 4

5 C

FS

- 8

.5 M

ile

s 3

6"

20

20

20

20

20

5

Bro

the

rs R

an

ch

Ne

w R

eco

ve

ry W

ell

s -

10

Ea

ch1

01

01

01

01

01

06

Re

cov

ery

We

lls

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pu

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0 E

ach

12

12

12

12

12

12

12

7

Co

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lin

es

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Mil

es

12

" -

36

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02

02

02

04

Acc

ess

Ro

ad

s -

7 M

ile

s1

21

22

Po

we

r Li

ne

s -

7 M

ile

s6

62

Bo

ost

er

Pu

mp

Sta

tio

n -

90

CF

S6

66

66

5

Tra

nsm

issi

on

- B

roth

ers

to

Ca

nti

el

Tra

nsm

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on

Pip

eli

ne

- 9

0 C

FS

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ile

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8"

20

20

2

Ca

nti

el

Ra

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w R

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ve

ry W

ell

s -

3 E

ach

10

10

2

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cov

ery

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ch1

21

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23

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ipe

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es

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12

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24

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02

02

Acc

ess

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s1

21

Po

we

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s -

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1

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tie

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on

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S -

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es

54

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02

02

03

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ns

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w R

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ch1

01

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01

01

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cov

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12

12

12

12

12

12

12

12

12

9

Co

lle

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r P

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lin

es

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20

20

20

20

20

20

6

Acc

ess

Ro

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s -

11

Mil

es

12

12

12

3

Po

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r Li

ne

s -

11

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es

66

63

Bo

ost

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mp

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66

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65

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me

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21

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23

Co

lle

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2

Acc

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s -

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es

12

1

Po

we

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ne

s -

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es

61

20

22

58

27

82

92

31

62

86

32

03

48

32

02

86

29

82

64

26

82

60

15

61

06

80

20

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10

41

04

12

21

22

11

61

28

15

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26

11

25

84

62

82

81

81

86

6

Pre

lim

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on

stru

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ith

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me

nt

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g

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mo

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lle

y P

rese

rva

tio

n P

roje

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PV

So

lar

MO

NT

HS

To

tal

19

20

21

22

23

24

25

26

27

28

29

30

31

32

33

34

35

36

37

38

39

40

41

42

43

44

45

46

47

48

49

50

51

52

53

54

43

44

45

46

47

48

Mo

nth

s

So

ns

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es

0

Gra

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rub

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3

Fe

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20

20

20

3

Exc

av

ati

on

fo

r R

oa

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10

10

2

Inst

all

Gra

ve

l a

nd

Em

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ion

15

15

2

Su

bst

ati

on

Exc

av

ati

on

31

Su

bst

ati

on

Pa

d4

1

Su

bst

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on

Co

nst

ruct

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22

22

22

22

22

22

6

Inv

ert

er

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ou

nd

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on

s1

21

21

21

21

25

Inv

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er

& G

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r C

on

du

it &

Ca

bli

ng

12

12

12

12

12

5

Se

t In

ve

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rs3

33

33

5

O&

M B

ldg

Pa

d8

1

O&

M B

ldg

Co

nst

ruct

ion

16

16

16

16

4

Inst

all

Pil

es

18

18

18

18

18

18

18

18

18

9

AC

Wir

ing

& C

om

mu

nic

ati

on

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ren

ch1

21

21

21

21

21

26

AC

Wir

ing

& C

om

mu

nic

ati

on

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ab

lin

g1

31

31

31

31

31

31

37

AC

Wir

ing

& C

om

mu

nic

ati

on

- B

ack

fill

99

99

99

97

DC

Wir

ing

- T

ren

ch1

21

21

21

21

21

26

DC

Wir

ing

- C

ab

lin

g1

31

31

31

31

31

31

37

DC

Wir

ing

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ack

fill

99

99

99

97

PV

Str

uct

ure

In

sta

lla

tio

n1

50

15

01

50

15

01

50

15

01

50

7

PV

Mo

du

le I

nst

all

ati

on

17

51

75

17

51

75

17

51

75

17

51

75

8

PV

Mo

du

le W

irin

g6

06

06

06

06

06

06

06

08

Te

stin

g &

In

spe

ctio

n6

66

66

66

66

66

66

66

61

6

Sta

rt U

p &

Co

mm

isio

nin

g1

81

81

81

81

85 0

Ca

nti

l &

Bro

the

rs0

Gra

din

g/G

rub

bin

g8

88

3

Fe

nci

ng

20

20

20

3

Exc

av

ati

on

fo

r R

oa

ds

10

10

2

Inst

all

Gra

ve

l a

nd

Em

uls

ion

15

15

2

Su

bst

ati

on

Exc

av

ati

on

31

Su

bst

ati

on

Pa

d4

1

Su

bst

ati

on

Co

nst

ruct

ion

22

22

22

22

22

22

6

Inv

ert

er

& G

ea

r F

ou

nd

ati

on

s1

21

21

21

21

25

Inv

ert

er

& G

ea

r C

on

du

it &

Ca

bli

ng

12

12

12

12

12

5

Se

t In

ve

rte

rs3

33

33

5

O&

M B

ldg

Pa

d8

1

O&

M B

ldg

Co

nst

ruct

ion

16

16

16

16

4

Inst

all

Pil

es

18

18

18

18

18

18

18

18

18

9

AC

Wir

ing

& C

om

mu

nic

ati

on

- T

ren

ch1

21

21

21

21

21

26

AC

Wir

ing

& C

om

mu

nic

ati

on

- C

ab

lin

g1

31

31

31

31

31

31

37

AC

Wir

ing

& C

om

mu

nic

ati

on

- B

ack

fill

99

99

99

97

DC

Wir

ing

- T

ren

ch1

21

21

21

21

21

26

DC

Wir

ing

- C

ab

lin

g1

31

31

31

31

31

31

37

DC

Wir

ing

- B

ack

fill

99

99

99

97

PV

Str

uct

ure

In

sta

lla

tio

n1

50

15

01

50

15

01

50

15

01

50

7

PV

Mo

du

le I

nst

all

ati

on

17

51

75

17

51

75

17

51

75

17

51

75

8

PV

Mo

du

le W

irin

g6

06

06

06

06

06

06

06

08

Te

stin

g &

In

spe

ctio

n6

66

66

66

66

66

66

66

61

6

Sta

rt U

p &

Co

mm

isio

nin

g1

81

81

81

81

85 0

Sa

ltd

ale

/Ra

nd

sbu

rg0

Gra

din

g/G

rub

bin

g8

88

3

Fe

nci

ng

20

20

20

3

Exc

av

ati

on

fo

r R

oa

ds

10

10

2

Inst

all

Gra

ve

l a

nd

Em

uls

ion

15

15

2

Su

bst

ati

on

Exc

av

ati

on

31

Su

bst

ati

on

Pa

d4

1

Su

bst

ati

on

Co

nst

ruct

ion

22

22

22

22

22

22

6

Inv

ert

er

& G

ea

r F

ou

nd

ati

on

s1

21

21

21

21

25

Inv

ert

er

& G

ea

r C

on

du

it &

Ca

bli

ng

12

12

12

12

12

5

Se

t In

ve

rte

rs3

33

33

5

O&

M B

ldg

Pa

d8

1

O&

M B

ldg

Co

nst

ruct

ion

16

16

16

16

4

Inst

all

Pil

es

18

18

18

18

18

18

18

18

18

9

AC

Wir

ing

& C

om

mu

nic

ati

on

- T

ren

ch1

21

21

21

21

21

26

AC

Wir

ing

& C

om

mu

nic

ati

on

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ab

lin

g1

31

31

31

31

31

31

37

AC

Wir

ing

& C

om

mu

nic

ati

on

- B

ack

fill

99

99

99

97

DC

Wir

ing

- T

ren

ch1

21

21

21

21

21

26

DC

Wir

ing

- C

ab

lin

g1

31

31

31

31

31

31

37

DC

Wir

ing

- B

ack

fill

99

99

99

97

PV

Str

uct

ure

In

sta

lla

tio

n1

50

15

01

50

15

01

50

15

01

50

7

PV

Mo

du

le I

nst

all

ati

on

17

51

75

17

51

75

17

51

75

17

51

75

8

PV

Mo

du

le W

irin

g6

06

06

06

06

06

06

06

08

Te

stin

g &

In

spe

ctio

n6

66

66

66

66

66

66

66

61

6

Sta

rt U

p &

Co

mm

isio

nin

g1

81

81

81

81

85 0

Tra

nsm

issi

on

Lin

es

0

Exc

av

ati

on

fo

r F

ou

nd

ati

on

s1

01

01

01

04

Co

nst

ruct

ion

/Ere

ctio

n o

f S

tee

l P

ole

s1

61

61

61

61

61

61

67

Co

nd

uct

or

Inst

all

ati

on

16

16

16

16

16

16

16

7

Te

stin

g2

22

22

26 0 0 0 0 0 0 0 0 0 0 0

86

29

39

87

17

14

72

36

42

14

85

53

95

70

57

55

24

37

43

42

32

04

55

52

95

99

61

26

09

55

84

08

37

63

38

44

74

95

49

54

77

47

74

53

30

32

95

84

24

18

18

00

00

appendix l traffic impact study - · pdf fileappendix l traffic impact study . ... this report...

Documents