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HomeMy WebLinkAboutReso. 1986 - 025 - Amending the general plan of the city of redding by adopting a new circulation element 411 RESOLUTION NO. A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF REDDING AMENDING THE GENERAL PLAN OF THE CITY OF REDDING BY ADOPTING A NEW CIRCULATION ELEMENT. WHEREAS, following the required public hearings therefor, the Planning Commission of the City of Redding has recommended to the City Council that the Circulation Element of the City' s General Plan be amended by adopting a new Circulation Element; and WHEREAS, following the required notices in accordance with law, the City Council has held public hearings on said recom- mendations and has carefully considered the evidence at said hearings; NOW, THEREFORE, IT IS HEREBY RESOLVED as follows: 1 . The City Council has reviewed and approved the Negative Declaration on the Element, finding that there was no significant impact on the environment. 2 . The City Council does hereby delete the existing Circulation Element of the General Plan of the City of Redding, ,„, ul 410 411 and adopts the new Circulation Element as shown in Exhibit "A" attached hereto. I HEREBY CERTIFY that the foregoing Resolution adopting a new Circulation Element was introduced and read at a regular meeting of the City Council of the City of Redding on the 20th day of January , 1986 , and was duly adopted at said meeting by the following vote: AYES: COUNCIL MEMBERS: Demsher, Fulton, Gard, Pugh, & Kirkpatrick NOES: COUNCIL MEMBERS: None ABSENT: COUNCIL MEMBERS: None ABSTAIN: COUNCIL MEMBERS: None %.ev e yo,e)&e..„ HOWARD D. KIRKP' RICK, Mayor City of Redding ATTEST: ETHEL ETHEL A. NICHOLS, City Clerk FORM/:PROVED: /,, tel e9 RA0DALL A. HAYS, ity Attorney -2- • • CIRCULATION ELEMENT OF THE REDDING PLANNING AREA (.1985 — 2000) 714, volume Y PREPARED BY DEPARTMENT OF PLANNING & COMMUNITY DEVELOPMENT SEPTEMBER , 1985 • TABLE OF CONTENTS Page I . Introduction 1 A. Purpose 1 B. Authority 1 C. Scope 1 II . Issues: Needs and Deficiencies 3 A. Streets and Highways 3 B. Intracity Transit 3 C. Air Transportation 3 D. Rail 3 E. Bicycle Transportation 4 F. Regional City Bus Transportation 4 III . Options to Improve the City's Transportation System 5 A. Alternative Street and Highway Routes 5 B. Alternatives to Resolving Traffic Problems on the Street and Highway System 5 C. Alternative Conclusions 6 IV. Goals, Objectives , and Policies 8 A. Streets and Highways 8 B. Public Transit 8 C. Nonmotorized 9 D. Special Transportation 9 E. Energy 9 F. Environment 10 G. Transportation Systems Management 10 • • Table of Contents/Cont'd V. Street and Highway Standards (Vehicles, Pedestrians, and Bicycles) 11 A. Functional Street and Highway Classifications and Standards . 11 B. Right-of-Way Standards 11 C. Pedestrian Standards 11 D. Bicycle Standards 12 VI. Implementation: Recommended Action the City Should Take . . . 13 A. Operation Plan 13 B. Financial Plan 13 C. Capital Improvement Program 14 VII . Technical Appendix (separately bound) VIII . References (see separately bound technical appendix) IX. Tables: A. Table 1 - Recommended Standards for City of Redding Roadway Capacities at Level of Service "C" 15 B. Table 2 - City of Redding - Four Year - Financial Plan Summary of Estimated Expenditures ($1 ,000) 16 C. Table 3 - City of Redding - Five Year Capital Improvement Program for Ground Transportation 17 D. Table 4 - Proposed New Streets in Recommended Future Street System 22 E. Table 5 - Current and Anticipated Problem Locations on Existing Streets 27 X. Map Figures: Figure 1 : 110-foot right-of-way expressway throughfare standard and 110-foot right-of-way expressway throughfare option f 35 Figure 2: 96-foot major arterial throughfare standard 36 Figure 3: 84-foot right-of-way major arterial standard options 37 Figure 4: 96-foot right-of-way major arterial throughfale standard in terrain with moderate relief and 96-foot-right-of-way major arterial throughfare standard in terrain with steep relief. 38 • I Table of Contents/Cont'd Figure 5: 84-foot right-of-way collector street standard - four lanes 39 Figure 6: 56-foot right-of-way local street standard - two lanes and 60-foot right-of-way local-collector standard - two lanes . . 40 Figure 7: 64-foot right-of-way industrial street standard . . . 41 Figure 8: 96-foot right-of-way duel left turn intersection channelization at two major arterial streets 42 Figure 9: Typical widening for right-turn lane 43 Figure 10: 96-foot right-of-way right-turn only channelization on major arterial street I 44 Figure 11 : 96-foot right-of-way bike lane channelization and bus stops on major arterial streets 45 Figure 12: Existing public surface transportation 46 Figure 13: Redding CBD street network and year 2000 traffic volumes I� 47 Figure 14: Bikeways 48 Figure 15: Year 2005 street and highway network and projected traffic volumes II • • I . INTRODUCTION A. PURPOSE A major factor in a General Plan that influences the rate of growth and the form of physical development within any area is its transportation system. The General Plan process requires that the transportation system consist of an analysis of existing and proposed major street thoroughfares, transpor- tation routes, terminals, and other public transport facilities that are anticipated to be maintained and expanded upon in the next 15 years, all correlated with the Land Use Element. B. AUTHORITY The Circulation Element was prepared pursuant to Section 65302(b) of the Government Code and the "General Plan Guidelines," prepared. by the State Office of Planning and Research. C. SCOPE The Circulation Element is a comprehensive element, which consist of the general location and extent of existing and proposed major thoroughfares, transportation routes, and terminals, all correlated with the Land Use Element of the General Plan. The Circulation Element covers the following to the extent that they are relevant to Redding. The Circulation Element is also closely coordinated with the Noise, Scenic Highway, and Housing Elements. . Streets and highways; . Parking facilities; . Transit and rapid transit; . Railroads; . Paratransit (e.g. , jitneys , carpooling, vanpooling, taxi service, etc. ) ; . Bicycle and pedestrian facilities; and . Commercial and general aviation airports. To provide a comprehensive transportation analysis of the street and highway system, the City developed a transportation model . This model pre- sented data that allowed the investigation of the ability of the existing and planned highway additions to accommodate the saturationldevelopment of the General Plan (1985 - 2000) . This transportation study assumed that the needs and desires of the traveling public in Redding will likely remain the same and depend almost exclusively on travel by private motor vehicles over the next 15 years. In addition, the City made reviews of railroad, public • transportation, bicycle transportation, street standards , parking, and transportation development policy. These subjects are discussed in the Technical Appendix and the various recommendations put forth are incorporated by reference in this Element. 2 a s II . ISSUES: NEEDS AND DEFICIENCIES In general , the issues of the circulation system are manifested in the form of needs as defined in the Technical Appendix of the Element. The long-term transportation needs of the 15-year plan are summarized below: A. STREETS AND HIGHWAYS The transportation planning process indicates that the automobile will continue to be the principle mode of transport in Redding. In order to provide for this mode, a network of freeways , highways and streets is proposed (refer to Map Figures 13 and 14) . The street and! highway plan includes the existing system of streets and highways and those facilities intended to be needed for full development of the allowed land use of the General Plan. The street and highway plan is outlined more precisely in the Technical Appendix along with new major bridge locations, highway geometric standards , and alternate routes. Refer to Table's 4 and 5 on geometric roadway widths for new and existing problem streets and highways , those tables correlate with figures 13 and 15. Existing roads not listed in Table 5 are not recommended for widening. The freeways which exist in Redding are Interstate 5, State Route 273, State Route 44 and State Route 299. The extension of State Route 299 West through Central Redding has not been resolved or planned fir; therefore, its effect is not considered in this Element. The highway plan in the Redding area has been one where north to south arterials generally parallel major waterways , freeways, and riiailroads. The valley topography has dictated roadway development. A ge�eralized grid system has been developed of major traffic arterials. However, east to west arterials are limited where they cross freeways and the Sacramento River with about a two-to-three mile spacing. In general ' new arterial roads will complete missing links in this grid system. B. INTRACITY TRANSIT The Redding Area Bus Authority (RABA) operates a fixed-route transit system called "The Ride" and a dial-a-ride system for handicapped people. This system will likely remain in effect in the Redding area. It is expected that RABA will be making studies and proposals that may eventually increase the patronage of the bus system. Map Figure 12 illustrates the route of the system; however, major expansion is not foreseen in the next five years. C. AIR TRANSPORTATION The major air-transportation facility in the Redding area is the Redding Municipal Airport. Ground transportation to this facility is incorporated into this Element. No significant amount of air travel is expected between points in the Redding area . The needs and deficiencies of the Airport are described in the Airport Master Plan and the 1982 Municipa1l Airport Area Plan. 3 • • D. RAIL The only railroad which passes through Redding is the Southern Pacific Company's Shasta Route Mainline track. Current Southern pacific trains make 25 trips per day through Redding. Amtrac offers daily service to Redding. The primary functions of the railroad is in moving freight on a national level . Southern Pacific has not identified any issues relating to rail transit through Redding. E. BICYCLE TRANSPORTATION The bicycle mode of transport will continue to use the existing street facilities for utilitarian and recreational purposes. Recreational bike- ways along the Sacramento River are proposed. The winter rain and hot summers along with hill-type terrain in Redding will generally limit this mode of travel as a viable option to the private motor vehicle. However, bicycle travel is being planned for as new development occurs along the desired lines of travel outlined in Figure 4 of the Technical Appendix. The needs of bicycle transportation are also related to education and enforcement programs. F. REGIONAL CITY BUS TRANSPORTATION In addition to the local bus service offered by RABA, thejre are several regional City bus carriers in Redding with terminals. It is not expected that these bus lines will significantly effect the street system of Redding. The issues of these auxiliary transit systems are related to terminal expansion. These systems are not expected to expand significantly in the next five years unless a petroleum shortage occurs or fuel prices increase. 4 • • III . OPTIONS TO IMPROVE THE CITY'S TRANSPORTATION SYSTEM A. ALTERNATIVE STREET AND HIGHWAY ROUTES The basis of the proposed street and highway recommendations is to plan an efficient street system to serve as an access facility for the purpose of the movement of the various transport modes that carry peoqe, goods, and services in the every day activity of a community. In Redding, a street and highway system is in place and, therefore, forms the basic street access support system of the area. Inter and intracity bus, rail , and airport terminals are also in place. The planned street additions and the relationship between land use, the given topographic terrain of Redding, and the proper spacing of arterials leaves little choice of alternative new street and highway 7oute planning. The Technical Appendix outlines what are considered viable new street links and route alternatives in detail . The new routes shown on the General Plan are not in many cases specific in their location. It will be necessary to do detailed project plan-line studies before each new street addition to the arterial network is designed and constructed. Recommended new street segments may well be placed several blocks from specific locations shown on the General Plan maps. B. ALTERNATIVES TO RESOLVING TRAFFIC PROBLEMS ON THE STREET AND HIGHWAY SYSTEM The objective of improving problem streets is to achieve an acceptable level of service for the traveling public. However, the means of achieving this requires a substantial capital investment. Today, the constituency support of improving streets and highways and providing for the use of the private motor vehicle as the dominant mode of transportation has diminished. In addition, financing to maintain the street system has not been increased to match the sharp rise in construction and maintenance costs. Because of these factors, transportation planning has taken on the objective of developing a better balance between use of the various modes of passenger transportation. Some of these modes can be classified as alternatives to reducing the number of vehicle trips projected by the year 2000. Other alternatives relate to management tools or price incentives to encourage efficiency and conservation. These alternatives are outlined as follows: 1 . The ways of developing existing systems to move more people in fewer vehicles includes giving traffic priority to the vehicles that carry the most people with the least expenditure of energy, prioviding special lanes and reserved streets for transit vehicles, building park-and-ride lots, and providing parking lanes and other automobile - use - disin- centives. Other strategies for more efficient use of existing trans- portation facilities that go beyond transportation, itself, include the 5 • • • implementation of staggered work hours to level off the traffic demand during peak-volume periods , and the encouragement of people to work, live, shop, and play in existing transportation corridors where good transit service already exists . 2. Unlike Alternate No. 1 , above, which is a system management approach to providing activities for increased private motor-veh*le occupancy, Alternate No. 2 deals with providing public transportation modes that possibly would supplement private automobile travel . Public trans- portation includes both regional and intracity bus lines, and para- transit systems. Chapter V of the Technical Appendix discusses real- istic public transportation possibilities in the Redding area in detail . 3. A major incentive of encouraging consumers to use gasoline wisely and carefully is gas prices. The abrupt rise in fuel prices in 1973 and again in 1979 resulted in decreased vehicle trips on the street system. Measures that appear to be both effective and fair, such as gas tax increases or surcharge, have widespread impacts on almost everyone in the society. 4. Bicycle ownership and use is on the increase. The bicycle is an energy-savings , short-distance mode choice which may become more realistic as other modes increase in operational cost. Unfortunately, the risk of injury or death remains high for bicyclists using the general street and highway system. Bicycle planning to allow safe use of the transportation system for various trip purposes is discussed in Chapter VII of the Technical Appendix. C. ALTERNATIVE CONCLUSIONS The above alternatives to use of the automobile focused on the need to reduce automobile travel and, hence, reliance on the private car. However, many of these alternate proposals will not likely be acceptable to the Redding area traveling public. These alternative measures have drawn the following conclusions: 1 . Reserved lanes for buses and car pools can be effectillve if there are sufficient travelers who have freedom of choice between collective and individual transport, and car drivers are already experiencing diffi- culties . In cases where reserved lanes cause aggravated problems , public opinion may be unfavorable to the measure. 2. Park-and-ride facilities have little influence on model split and reduced auto use. 3. Dial-a-bus (or taxi ) service and other outlying feeder services have little effect on the use of motor-vehicle travel . 4. Express bus service and more direct routing from suburbs indicates that a mode shift is possible for travel from suburbs, but the effect on total car traffic in the urban area remains limited. 5. Car restraints can be very effective. However, whereas parking restraints are generally accepted by the public, restraints on car circulation are often more difficult. 6 e • 6. With respect to lower fare charges on public transportation, the effects on car traffic is limited. The number of trips o1r the distance traveled by public transport riders may increase. 7. It does not appear that transit level-of-service measures have a great influence on model split. A good transit system would not have a significant influence in car driver model transfer to bus use. 8. Fuel surcharges is an effective measure of reducing auto trips. However, the general public apparently rejects out of hand without further consideration, gas-tax surcharges because it looks at the apparent first - order impact - a reduction in personnel purchasing power. It, however, has been argued that consumers an tolerate a conservation incentive program if taxes collected can be recycled into the national economy by a reduction in general income taxes. 9. Bicycle-transportation facilities do not produce a model shift or a significant reduction in auto use. The task of developing a reasonable balance of transportation modes and decreasing automobile travel on the existing and planned street and highway network is made more difficult today because of the inability to cope with uncertainty about the future. This uncertainty extends to funding, avail- able petroleum fuel , technology, and human values, which make it difficult to predict those attributes of the future needed in formation of a transportation plan. 7 • IV. GOALS, OBJECTIVES, AND POLICIES In connection with the 1982 Regional Transportation Plan for Shasta County, the City of Redding, City of Anderson, Redding Area Bus Authority, Shasta County, and Caltrans representatives, which make up members of the metri�opolitan plan- ning organization, recommended a set of ground transportation goals, objectives and policies . The City of Redding - General Plan Circulation Element has incorporated these same goals, objectives , and policies in this plan. The overall goal in connection with the Circulation Element is to: "Provide an effective, balanced, and coordinated transportation system, at a reasonable cost, to serve the needs of all the people in the General Plan area ." Seven major objectives along with policy statements concerning a balance multi-model ground transportation system are outlined as follows: A. STREETS AND HIGHWAYS Objectives 1 . To maintain the existing road network in adequate condition and to ensure the safest and most efficient movement of people and goods possible within the constraints imposed by funding limitations. 2. Maintain a Level "C" Service for intersections and roadways which will , in effect, provide for stable traffic flow on streets and highways. Policy 1 . To assign the highest priority to those projects which are designed to maintain the existing road network. 2. To place particular emphasis on reconstruction and improvement projects which enhance (a) safety, (b) circulation, or (c) reduce congestion. 3. To allocate road funds for those other projects which meet regional and local development goals. 4. To obtain right-of-way consistency with the Circulation Element of the General Plan in advance of need when available. 5. When feasible, the City should maintain a Level of "C" Service for Roads and intersections by adhering to the standards of Section V. B. PUBLIC TRANSIT Objective To promote and maintain a public-transit system which is safe, efficient, cost effective, and responsive to the needs of the residents. 8 • Policy 1 . To encourage public use of the existing transit system by ensuring that the transit system plans include adequate marketing funds . 2. To monitor transit system performance and develop appropriate recommendations for system improvements through periodic review of performance audits. 3. To ensure that transit claimants for Federal and TDA funds are in compliance with the appropriate statutes and regulations. 4. To provide adequate funding to extend the existing transit system to areas where unmet needs have been identified that are reasonable to meet. C. NONMOTORIZED Objective To include plans for bikeway and pedestrian facilities in all road construction and improvement projects where it is appropriate and feasible. Policy 1 . Assign priority to street and highway improvements that minimize conflicts between bicycles and autos by utilizing wideined shoulders, bike paths, or lanes which serve nonmotorized transportation. 2. Where transportation interfacing projects are funded, assign priority to those projects which include bicycle-security facilities. 3. To emphasize education of bicyclists and enforcement of traffic ordinances and to encourage safer bicycle operation on shared use streets and roads. D. SPECIAL TRANSPORTATION Objective To ensure that existing special transportation services for handicap persons are coordinated as fully as possible in order that maximum benefit may be derived from existing resources. Policy 1 . To support and assist in coordinating special transportation providers through the Consolidated Transportation Service Agency. F. ENERGY Objective To promote energy conservation through the adoption and distribution of advisory guidelines and fuel conservation and contingency planning. 9 • • Policy 1. Adopt energy conservation plan for the region. 2. Distribute energy conservation plan to cities , counties , and major employers. 3. Assign funding priority to projects which promote greater efficiency. 4. Review and update plan as necessary. F. ENVIRONMENT Objective To minimize adverse environmental impacts of transportation projects. Policy 1 . Assign funding priority to projects which would reduce or eliminate existing environmental problems. 2. At the time air-quality monitoring information indicates that auto emissions and/or urbanization within the air basin is cumulatively degrading air quality to an unacceptable standard, then the Circulation Element, Land Use Element, and Conservation and Open Space Element should be amended to mitigate this impact to a level that is acceptable to the community. G. TRANSPORTATION SYSTEMS MANAGEMENT Objective To achieve maximum effective use of the existing transportation investment as an alternative to constructing new facilities . Policy 1 . Make resources available to agencies desiring to implement or encourage ride sharing. 2. Assign priority to construction of intermodel facilities when requested by eligible agencies. 3. To assign priority to traffic system improvements which improve circulation, maintain a Level of Service "C," and reduce congestion. 10 • V. STREET AND HIGHWAY STANDARDS (Vehicles, Pedestrians, and Bicycles) The recommended street and highway network forms the major access system of the Redding General Plan area. This system is directed toward serving multimodel transportation that is dependant on a good circulation network with adequate capacity. The adoption and application of right-of-way standards for various highway classifications will serve the following purposes: 1 . It provides a guide for subdivision design. 2. It provides for the establishment of setback requirements along major streets for future widening of presently substandard right-of-way. 3. It provides a guide for widening existing substandard major arterials and problem intersections outlined in Chapter IV of this report. A. FUNCTIONAL STREET AND HIGHWAY CLASSIFICATIONS AND STANDARDS The major function of urban streets and highways falls into the following classifications: 1 . Expressway System - (including freeways and parkways) 7 providing for expeditious movement of large volumes of through traffic between areas and across the City and not intended to provide land-access service. 2. Major Arterial System - providing for through-traffic movement between areas and across the City and direct access to abutting property; subject to necessary control of entrances , exits, and curb use. 3. Collector Street System - providing for traffic movement between major arterials and local streets and direct access to abutting property. 4. Local Street System - providing for direct access to abutting land and for local traffic movements. B. RIGHT-OF-WAY STANDARDS Street and highway standards are based on Table 1 capacity standard and related roadway geometrics. The recommended right-of-way widths and roadway geometrics for the Circulation Element of the Redding General Plan area are shown in Figures 1-11 . These standards are discussed in detail in the Technical Appendix of the Element. C. PEDESTRIAN STANDARDS The urban street right-of-way standards recommended in this section show areas for sidewalk. The application of sidewalk width ale functions of urban land use and activity adjacent to the street. In general , the following widths of sidewalk are recommended under various land-use classifications: 11 • • Land Use Sidewalk Width Residential 4 to 5 feet Commercial 5 to 10 feet Industrial 4 to 8 feet CBD 8 to 20 feet Large Lot Residential 4 feet Sidewalks should always be established along major arterials, collectors , commercial and industrial streets, and local through street s In general , sidewalks on both sides of the street should be nlequired in the urban area of Redding. Low-density residential hillside areas with varying degrees of lot frontage may have reduced sidewalk provisions! D. BICYCLE STANDARDS Since bicyclists use the entire street network , it is important to recognize the need to apply a minimum shoulder width adjacent to the outer through lane. Highway design criteria suggests that for nonmotorized traffic needs , a shoulder width of four feet is warranted' (Street not designated as bikeway) . If a good match is made between the gutter lip and pavement edge, then a minimum four-foot shoulder area can adequately accommodate the occasional bicyclist. In general , parking should not be allowed on major or collector arterial streets with inadequate shoulders. This feature adds to the safety of bicycle travel . As a second measure, the sidewalk area should be allowed for bicycle travel . (This is legal under the California Vehicle Code unless restricted by local ordinance. ) Access to sidewalks would occur with placement of handicapped ramps at intersection locations. The use of sidewalks give the bicyclist an option of travel . They can either ride in the; shoulder area of the street or on the sidewalk. Age, experience, and traffic conditions will influence the bicyclist 's choice of route at any particular point in time or place. Sidewalk use is mandatory because it allows legal wrong-way movement against vehicle traffic that is often utilized by the bicyclist in travel to and from a point of origin or destination. When designated bikeways are proposed to occur on the street system, then bike lane, path, or routes may require wider street right-of-ways or revised geometrics. 12 • • VI . IMPLEMENTATION: RECOMMENDED ACTION THE CITY SHOULD TAKE Implementation of the transportation plan is necessary in order to meet the orderly development of the road network and maintaining the present level of service of transportation in the Redding area . Proper planning to meet the needed transportation improvements require the coordination of an operations plan, financial plan, and a capital-improvement program. A. OPERATION PLAN The Redding area transportation system is basically under the operation of the City of Redding, the County of Shasta , the State of California, and the Redding Area Transit Authority. The City of Redding, Shasta County, and the State are responsible for streets in their jurisdictions. The County area completely surrounds the incorporated City of Redding area and the area between study boundary and the City limits is totally within the County's jurisdiction. State routes run through the County and City areas. The RABA Transit System and other public transportation systems operate entirely on the street and highway system. The Southern Pacific Railroad Company owns and operates rail service through Redding. The operation of the transportation system within the study area includes not only the scope of improvements and maintenance but alsolthe continuing evaluation and review of traffic movement. The City, County, and State maintain staffs of engineers who are responsible for capital improvements, road maintenance, and traffic control . B. FINANCIAL PLAN Financial revenue forecasting is presented in Table 2 for Redding. Table 2 revenues are presently inadequate due to the increasing pressure of infla- tion and the diverting of road funds to mass transit. State tax revenues on gasoline have been earmarked for mass transit and road, purposes with transit allocation receiving first fund priorities. The degree of allo- cation for road improvements with S.B. 325 revenues depends largely on what transit studies will conclude in the future and the associated cost of running a transit system. Use of fines and forfeiture revenues have become more restricted and recently the transfer of this money from the City and Counties occurred into the general fund of the State. An important aspect of the financial plan is that the total highway needs of the transportation system cannot possibly be met under the predicted forecast of revenues as shown in Table 2. Tax-increment Iinancing, fees, and/or benefit districts will be required to finance both current and future transportation needs. Priority of project improvements must be followed to accomplish projects that properly use revenue to give the most benefit to thel highway users. Project priority generally reflects the most needed deficiencies, and on this basis , revenue is allocated to meet the most critical improvements of the transportation system. The objectives and policies of this plan reflect project priority guidance. 13 • C. CAPITAL IMPROVEMENT PROGRAM The operating departments of the City of Redding update annually capital improvements for a five-year period ahead of a current annual! budget. 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IP TABLE 2 City of Redding - 4 Year - Financial Plan (a) Summary of Estimated Expenditures ($1 ,000) Capital Improvements For Each Mode: Year Air* Highway RABA Transit Total 1985-86 3,395 1 ,073 30 4,498 1986-87 4,012 1 ,105 30 5,147 1987-88 4,133 1 ,139 30 5,302 1988-89 4,257 1 ,173 30 5,460 Total 15,797 4,490 120 20,407 Maintenance, Operation . . . For Each Mode: Year Air Highway RABA Transit* Total 1985-86 521 3,293 1 ,293 5,107 1986-87 537 4,460 1 ,272 6,269 1987-88 553 4,635 1 ,300 6,488 1988-89 569 4,186 1 ,350 6,105 ' Total 2,180 16,574 5,215 23,969 Total Expenditure for Each Mode: Year Air Highway RABA Transit Total 1985-86 4,416 4,366 1 ,235 10,017 1986-87 4,549 5,565 1 ,272 11 ,386 1987-88 4,686 5,774 1 ,300 11 ,760 1988-89 4,826 5,989 1 ,350 12,165 Total 18,477 21 ,694 5,157 45,328 (a) Source: Draft Regional Transportation Plan for Shasta County, 1984. * Includes projected vehicle acquisition 16 • • TABLE 3 City of Redding - Five Year Capital Improvement Program for Ground Transportation Project No. Project Description Cost (in $1 ,000) Hartnell Avenue Road Construction 2 Bridge Over Churn Creek 350 3 Victor to Shasta View 500 4 Shasta View to Argyle --- Hilltop Drive Road Construction Drake Apts. to East Lake Boulevard 6 Right of Way 120 7 Construction 230 8 I-5 to Drake Apts. 100 9 East Cypress to State Route 44, Phase I 30 10 East Cypress to State Route 44, Phase II 1200 11 East Cypress Avenue - Churn Creek to Irwin 256 12 Mistletoe Lane - Hilltop to Churn Creek Road --- (widening) 15 Browning Street - Hilltop to Canby --- Churn Creek Road Widening 16 Hartnell to Enterprise High School 200 Enterprise High School to Denton --- Churn Creek Road Realignment 17 Project Design 300 18 Dana Reconstruction 1515 19 Industrial to Mistletoe 900 20 Mistletoe to State Route 44 951 22 Signalization 880 17 • 23 Placer Street Widening - Highland 135 to San Francisco Victor Avenue Widening 24 East Cypress to State Route 44 200 25 Hartnell to East Cypress --- 26 Right of Way --- 27 Construction --- 28 Rancho Road to Hartnell --- 29 Bridge Over Churn Creek 875 Shasta View Drive 30 Rancho Road to Saturn --- 31 Saturn to Hartnell --- South Bonnyview/Eastside Road Realignment 34 Right of Way - Year 1 100 35 Right of Way - Year 2 100 36 Right of Way - Year 3 100 37 Construction - Year 4 330 38 Construction - Year 5 350 39 Aerial Control Mapping - Year 1 30 40 Aerial Control Mapping - Year 2 30 41 Aerial Control Mapping - Year 3 40 42 Aerial Control Mapping - Year 4 35 43 Aerial Control Mapping - Year 5 30 44 Right of Way Acquisitions (Misc) - Year 1 20 45 Right of Way Acquisitions (Misc) - Year 2 20 46 Right of Way Acquisitions (Misc) - Year 3 20 47 Right of Way Acquisitions (Misc) - Year 4 20 48 Right of Way Acquisitions (Misc) - Year 5 20 49 Minor Street Projects - Year 1 50 50 Minor Street Projects - Year 2 50 51 Minor Street Projects - Year 3 50 • 52 Minor Street Projects - Year 4 50 53 Minor Street Projects - Year 5 50 54 Chapter 27 Projects - Year 1 25 55 Chapter 27 Projects - Year 2 25 56 Chapter 27 Projects - Year 3 25 57 Chapter 27 Projects - Year 4 30 58 Chapter 27 Projects - Year 5 30 18 i 0 59 Pavement Marker Program - Year 1 20 60 Pavement Marker Program - Year 2 25 61 Pavement Marker Program - Year 3 25 62 Pavement Marker Program - Year 4 25 63 Pavement Marker Program - Year 5 25 64 Bicycle Lanes (Misc. ) - Year 1 40 65 Bicycle Lanes (Misc. ) - Year 2 40 66 Bicycle Lanes (Misc. ) - Year 3 40 67 Bicycle Lanes (Misc. ) - Year 4 40 68 Bicycle Lanes (Misc. ) - Year 5 40 69 Bicycle Lane - Rother School 37 70 to Alexander 43 71 Polk Street - Ellis to Geary 50 72 Hospital Lane Bridge at ACID 100 73 South Street Bridge at ACID 137 74 Maraglia Street - Hilltop to Larkspur 57 75 Railroad Avenue Reconstruction 85 (Buenaventura) - Logan to Eugenia 77 Market/California Alley - 35 Placer to Sacramento 78 Market/Pine Alley - Tehama to 35 Shasta 79 Pine/East Alley - Butte to 40 Tehama 80 Market/California Alley - 40 Tehama to Shasta 81 Hilltop at Dana - _place - 25 interconnectto new State Route 44 signal at Hilltop 82 Placer at Court - Signal revision 100 83 Churn Creek at Hartnell - New signal 150 84 California at Shasta - Signal revision 40 19 • •► 86 East Cypress - Bechelli to Hilltop - 20 signal revision 87 South Bonnyview/Eastside Road - 120 New signal and interconnection to State Route 273 88 Hilltop at Mistletoe - new signal 80 89 Churn Creek at East Cypress - new signal 150 91 Market at Placer - signal 100 92 East Cypress at Larkspur - new signal 120 93 Churn Creek at Dana - new signal 100 94 Churn Creek at Mistletoe - new signal 100 95 Dana at Canby - new signal 100 96 Parkview at Hartnell - new signal 80 97 Hilltop at Cypress Shopping Center - 100 new signal 98 Hilltop at Browning - new signal 150 99 South at Court - signal revision 100 100 East Cypress at Bechelli and Hilltop/ 50 I-5 On/Off Ramp Signals - signal revision for six lane section 101 East Cypress - signal interconnect 50 between Pine and Bechelli 102 South Bonnyview at State Route 273 - 150 revise signals and RR protection 103 Churn Creek Road at I-5 - ramp signals 104 Cypress Bridge Bikeway Facilities 100 105 Bicycle Path across Rother Elementary 37 School to Alexander Drive 106 Special School Road Areas - HUD Program 200 107 Park and Ride Lot - Civic Auditorium to 20 CBD and Cypress - Canby Shopping Area 20 • S 108 CBD Parking - Meter Parking, Lot Enforcement 15 109 Court Street - County Complex Meter Parking - 20 Permit Parking Area 110 All Facilities in Cypress-Hilltop-Canby 20 Redevelopment Area 111 Other Locations Outside RD Area 80 Bus stop shelters 100 113 Curb, gutter, and sidewalk modifications 50 for bus stops • 21 • 0 . 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O cr O f 2 W a. f 0 N U m I 1 ;Lr I I _ • .A7( TECHNICAL APPENDIX 'CIRCULATION ELEMENT OF THE REDDING PLANNING AREA ( 1985 i'. 2000) Rit. .►°f oZ V11 fes . volume r' . - PREPARED BY DEPARTMENT OF PLANNING & COMMUNITY DEVELOPMENT SEPTEMBER1985 • TABLE OF CONTENTS Page I. INTRODUCTION I Scope 1 Purpose 1 Organization 1 II . ISSUES 2 Circulation Issues Based on Existing Traffic Volumes 2 Circulation Issues Based on Traffic Forecasts 5 III . REDDING AREA TRANSPORTATION MODEL STUDY 7 Introduction 7 Methodology 10 General Observations 16 IV. RECOMMENDED FUTURE STREET NETWORK - 21 Street Capacity 21 Capacity - Level of Service Standard I 21 New Street Segments 24 Existing Street Segments with Potential Problems and Mitigation Measures 0 43 Alternatives to Mitigating Traffic Problems on Existing Streets60 Transportation Uncertainties 62 Summary 64 V. PUBLIC TRANSPORTATION SYSTEMS AND SERVICES 65 Introduction I 65 Review of Redding Area Transportation Services 66 Development of Fixed Route Transit - RABA Services 73 Potential Ride-Sharing Program 74 Recommendations 74 • • VI. RAILROADS 76 Redding Train Traffic 76 Impact of Increased Train Traffic 77 Industrial Land Use 77 Amtrak Passenger Service 77 Recommendations 78 VII . BICYCLE TRANSPORTATION 79 Aspects of Bicycle Planning 79 Bikeway Plan and Programs 80 Recommendations 82 VIII . STREET RIGHT-OF-WAY STANDARDS 83 Introduction 83 Functional Classifications 83 Recommended Right-Of-Way Standards 84 Other Roadway Features 99 Conclusion 100 IX. PARKING 101 Introduction 101 Zoning Ordinance - Parking Specifications 102 Potential Parking Problem Areas 103 Summary - Evaluation 106 X. TRANSPORTATION AND ROAD IMPROVEMENT POLICIES 108 City Maintenance and Operational Obligations 108 City Obligation for New Streets and Upgrading of Existing Streets109 City Financial Obligation 110 Developer Obligation and Policy 110 City - Developer Traffic Control Obligations 113 City Obligation to Insure an Adequate Transportation Network 114 Financing Road Improvements 114 • • LIST OF FIGURES Figure Title Page 1 Redding Study Area and Traffic Zones. 8 2 1979 Base Year Street and Highway Network, 17 1979 and Year 2000 Traffic Volumes. 3 Redding CBD 1979 and Year 2000 Traffic Volumes. 18 4 Year 2000 Street and Highway Network and Traffic 19 Volumes. 5 Year 2000 Redding CBD Street Network and Traffic 20 Volumes. 6 California Street Extension - Trinity Street to 31 Riverside Drive. 7 Churn Creek Road Plan Line South of State Route 44. 33 8 Churn Creek Road Plan Line North of State Route 44. 34 9 Eastside Drive - Wyndham Lane to Parkview Avenue. 39 10 State Route 273 - South Bonnyview Road Grade 56 Separation Plan. 11 Existing Public Service Transportation. 68 12 Bikeway Plan 82 13 Expressway and Major Arterial Thoroughfare Street 85 Standards. 14 Intersection Channelization Options for Major 88 Arterials. 15 Thoroughfare Street Geometric Options in Moderate 92 to Steep Terrain. 16 Collector - Industrial - Local Street Standards. 93 17 Redding Central Business District. 105 • s LIST OF TABLES Table Title Page I Comparison of Base Year and Future Socioeconomic 9 Data. II Existing Combined Trip Table. 11 III Future Combined Trip Table. 12 IV Summary of Trip Types for Base-Year and Future Trip 13 Tables . V Roadway - Level of Service. 22 VI Roadway Capacities - At Level of Service "C" . 23 VII Proposed New Streets in Recommended Future Street 25 - 28 System. VIII Current and Anticipated Problem Locations on Existing 44 - 50 Streets. IX Redding Local - Regional Transportation Services. 69 X Commercial Airlines Serving Redding. 70 XI Social Service and Handicapped Transportation Systems. 71 XII School District Transportation Services. 72 1 XIII Funding Matrix. 117 • • CHAPTER 1 PURPOSE AND ORGANIZATION Purpose The purpose of this report is to provide a general guide for street and highway planning and to meet the requirements of the General Plan circulation element of the plan area as mandated by California State Law. Also, the establishment of a planned future street network will contribute to the ordePrly growth and development of the Redding area. The recommendations on street needs , public transportation, bicycle transportation, street standards, and parking are also intended as a guide in the future development of the transportation system. The City transportation and road improvement policies are outlined last in this report along with a discussion of road financing. Organization This report is organized under eight basic subject areas which highlight the process of evaluating the circulation element. These nine sub'ject areas and their major emphasis are: • Transportation Model Study - The analysis of street and highway needs requires a forecast of traffic use on the planned future street and highway system. Accordingly, a study was accomplished based on projected growth and trip generation trends. The methodology and results of the model study are reviewed in this chapter. ▪ Recommended Street and Highway System - A review of new street extension needs in the major street network and potential problem points are presented with recommendations based on forecasts of future traffic conditions. Uncertainties effecting mode use are outlined. ▪ Public Transportation - The myths and realities of public transportation and services are discussed and recommendations outlined. • Railroads - A discussion on freight and passenger intercity transport and its probable effect in the Redding area is presented. ▪ Bicycle Transportation - A plan and recommended program for bicycle travel is outlined. • Street Standards - An analysis of street right-of-way standards is presented. • Parking - A review of potential parking demand and supply problems is presented. • Transportation Development Policy - An evaluation of public and private responsibility and development policy related to the street circulation element is presented. Page 1 • • CHAPTER II ISSUES Circulation Issues Based on Existing Traffic Volumes The planning process has identified specific circulation issues related to transportation. These issues were listed in the Existing Conditions and Issues Report of the Redding Planning Area (1980-2000) as follows: 1 . Eastside Road - Is too close to South Market Street and also does not extend to Cypress Avenue. The need for a parallel collector is evidenced by the increasing congestion at intersections along South Market Street. 2. Traffic Movements - The State Route 273-South Bonnyview intersection will reach the critical lane capacity for the afternoon peak hour in ten years, according to Caltrans' officials . 3. Intersection of Hilltop Drive and Lake Boulevard East - The close intersection of Hilltop Drive and Lake Boulevard East with the inter- section of Lake Boulevard and Market Street (State Route, 273) make it impractical to signalize Hilltop Drive. Signalization is warranted at this intersection because of high speed, poor sight conditions, high traffic volumes , and accidents. 4. Market Street Bridge - The existing Market Street bridge ills not adequate to accommodate future traffic volumes. A second bridge crossing is needed. Deistlehorst Bridge is an inadequate substitute bridge. 5. Railroad Avenue and Westside Road - This street is the only two-lane roadway west of the railroad tracks extending north and south between Court Street and the Cascade area of Redding. Heavy traffic congestion is occurring at several intersections of Westside Road. The close proximity of Westside Road to South Market Street leaves the intersection approaches with little stacking room. This causes confusion for many motorists and will be aggravated by future increases in traffic volume. 6. Highway 44 - The portion of the City of Redding lying genierally east of Interstate 5, is expected to experience significant development. Shasta View Drive remains to be grade separated. 7. South Bonnyview Bridge - Two or more lanes need to be added to this bridge. 8. Churn Creek Crossing at Interstate 5 - Two more lanes need to be added to this overcrossing. 9. South Bonnyview Road at the Southern Pacific Railroad Crossing - Should be widened. Page 2 • • 10. Victor Avenue and Shasta View Extension - Churn Creek Road west of Interstate 5 is the only north/south local collector. Victor Avenue and Shasta View should be extended and widened to four lanes iwith provision for an interchange. 11 . Cypress Street Bridge - The existing four-lane bridge does not have adequate width for bicyclists. 12. Quartz Hill Road - Market Street is the only major co1lllector street between downtown Redding and the north Redding area. Quartz Hill Road should be eventually developed to four lanes with a second Sacramento River bridge crossing to relieve traffic on Market Street. 13. Lake Boulevard and State Route 273 Intersection - This intersection will reach a level "F," a second left-turn lane on State Route 273 is needed now. The City may be faced with the cost of a future interchange at this intersection. 14. Southern Pacific Train Movements - Traffic delays on Placer Street caused by Southern Pacific train movements is increasingly becoming a problem, particularly during the critical period of peak afternoon and morning hours (7 to 8 a.m. and 5 to 5:30 p.m. ) . 15. South Bonnyview Road/Southern Pacific Train Movements According to Caltrans officials, train movements with 100 or more cars will cause an 8-minute delay at the intersection and cause as many as 27 cars to back up on South Bonnyview Road during the afternoon peak hour. If the inter- section is jammed, this condition may also stop all north- and southbound movements on Eastside Road. The problem becomes even more acute when two trains pass. 16. Downtown Parking - According to the City's traffic engineer, downtown parking is inadequate for employees. 17. Intersection Accident Rate - The accident rate for several intersections is high and should be studied to determine what is causing the accidents and how the rate can be reduced. 18. Signalization Warrants - Based on signal warrant information, several intersections should be considered for signalization. 19. Placer Street West of Benton Airport - May soon require signalization at several cross streets. 20. Railroad Avenue and Court Street - Should be improved ford north to south circulation west of the railroad tracks. A one-way couplet in the vicinity of the Courthouse may be necessary. 21 . Buenaventura Boulevard - Should be completed to relieve traffic on Eureka Way and Placer Street. The extension of Buenaventura to South Market Street with a grade separation at the railroad should be considered. Page 3 • . 22. Single-Access Roads - Several long, dead-end streets, such as Riviera Drive and Kenyon Drive, have been developed. This presents a public safety concern, particularly where wildland fire hazards are high. 23. Downtown Circulation - Projected growth of the county government complex and related office uses in the vicinity indicate additional parking and revised circulation patterns may be needed. 24. Access to Municipal Airport - Direct access from Interstate 5 to the Redding Municipal Airport will be needed to serve projected air service and growth in the area. 25. Airport Road - Should be designed for sufficient right-oflway and access control to assure its efficient functioning and aesthetic appearance. 26. Bike Lanes , Sidewalk, and Train - Are lacking in many areas, creating conflicts and hazards between cyclists, pedestrians, and motorists. 27. Transportation Model - The locations and widths of streets and other circulation facilities have been established on only partial information since a city-wide or area-wide traffic model has not been developed. 28. Right-Of-Way - Several major streets have exceeded the physical capacities of their right-of-way and additional right-of-way for further widening does not exist. The cost of acquiring additional right-df-way in these developed areas may be cost prohibitive. 29. Airport Master Plans - For Redding Municipal Airport and Benton Airport need to be updated. 30. Hilltop Drive - Off-ramp from State Route 44 to Hilltop Drive requires signalization. 31 . Knighten Road - Needs to be extended from Interstate 5 to Airport Road as a four-lane collector to serve the Municipal Airport. Access should be controlled. 32. Freeway Noise - Is increasingly becoming a problem for noise sensitive land use and developed residential areas. 33. Acid Canal - The future of the right-of-way for Anderson/Cottonwood Irrigation Ditch is uncertain. The options for a future collector street should be exercized before it is lost. 34. Land Use - Collector streets and major arterials conflict with the land-use patterns in the planning area. 35. Depot - A single depot facility for train, bus, taxicab, and vehicle parking areas is needed. 36. Interjurisdiction - Assure coordination of streets with other agencies. Page 4 • • Future Circulation Issues Based On Traffic Forecast 1 . Level of Service - In general , existing freeways that run through the plan area will not exceed Level "C" service. Expressways, however, will have major intersection problems. Full freeway standards may bel required with grade-separated interchanges on parts of State Route 44 and! 273. 2. Redding Central Business District - This area will be impacted with addi- tional vehicle trips passing through the area. Modification of the Pine Street - California Street one-way couplet may be requiredlto relieve intersection congestion. If conditions don't become unbearable, it may be possible to minimize the level of congestion through judicious traffic engineering. 3. Sacramento River Bridge - Additional bridging of the Sacramento River must be accomplished to maintain an acceptable level of service "C" condition on North Market Street, Cypress Avenue and South Bonnyview Road river crossing. 4. I-5 Bridges - Two-lane overcrossings of Interstate Route 5 will require upgrading to 4-lane facilities. These crossings, where pr4ctical , should line up with future crossings of the Sacramento River. Existing streets in developed areas that now allow possible river crossings should be utilized. Access control along arterials should be required to enhance safety and increase street capacity at critical points. 5. South Redding - The south Redding area will have significant traffic con- gestion problems. Because of the narrow valley topographywith foothills to the west of State Route 273, the railroad tracks and the Sacramento River to the east, development of a network of arterials is limited. Traffic forecasts indicate that State Route 273 (South Market Street) will require freeway geometrics to move 30,000 to 50,000 daily vehicleslgenerally between Clear Creek Road and Canyon Road. Major arterial intersections likely will warrant separations with State Route 273 and the railroad. Development of parallel multi-lane collector streets may become a more viable solution in light of costs associated with new interchanges. Another east-west river crossing may be warranted south of South Bonnyview Road. 6. Northwest Redding - The northwest plan area served by Lak0oulevard will have significant traffic congestion. The hillside topography limits arterial access into this area. Access control along Lake Boulevard, particularly near the intersection of State Route 273, should be practiced to increase street capacity. Development of the plateau area north of the Sacramento River and south of Keswick Dam Road will ultimately require a multi-lane arterial connecting southerly toward Eureka Way. 7. Cypress Avenue - Hilltop Drive - Dana Drive - This area will have significant congestion associated with the freeway interchanges and general development of vacant land. Remedial measures will be required in the short term. 8. Lower Churn Creek Bottom - This area located generally south of Rancho Road will not have significant traffic problems. However, the development of east-west arterials between Interstate Route 5 interchanges and Airport Road would lead to less use of the rural north-south farm road . Page 5 ! • 9. South Bonnyview Area - Access into the area west of Interstate Route 5, south of South Bonnyview Road and east of the Sacramento River may require an additional freeway interchange at the Smith Road overcrossing. Access north on Sunnyhill Drive should be limited because of forecasted traffic- congestion problems on South Bonnyview Road near the freeway interchange with Interstate Route 5. 10. Freeway Interchanges - As City growth occurs, utilization of Interstate Route 5 and other freeways will increase for cross-town trips. Major arterial streets will likely experience congestion at freeway interchanges in the long term. 11 . Oasis Road - Northeast - Access and circulation needs in the northeast area of the General Plan should be studies in conjunction with the traffic pro- jections from the County-City General Plan densities of the1 area. 12. Mount Shasta Mall Area - A large area of retail and commercial land use requires a detailed analysis of traffic needs and circulation to serve this area. Page 6 • • CHAPTER III REDDING AREA TRANSPORTATION MODEL STUDY Introduction The street and highway element of the General Plan requires correlation of the land use element with the general location and extent of existing and proposed throughfares. Accordingly, an area wide transportation model study was conducted which includes parts of unincorporated areas of Shasta County surrounding the City of Redding. The firm of D. Jackson Faustman, Inc. was retained to develop a transportation model to investigate the ability of existing and planned highway additions to accommodate the saturation devel- opment conditions of the preferred General Plan. This transportation study assumed that the needs and desires of the travel- ing public in Redding will likely remain the same and depend exclusively on travel by private motor vehicles over the next 20 years. This chapter describes the transportation study methodology used in creat- ing baseyear and future trip tables , highway networks , and traffic forecasts for the western portion of the City of Redding, year 2000 genera plan up- date. An understanding of the information presented is essential for proper use and interpretation of the base-year and future traffic volume forecasts. The work described herein used and expanded upon the results of two previous traffic analyses within the City of Redding by the consultant. The first analysis was that for the Canby Road Overcrossing in May 1979. That analysis utilized land use and other socio-economic data to estimate base- year and future trip generation for a total of 28 zones. Distribution was performed using a simplified gravity model. Traffic assignment 0 the limited area of the analyses was performed manually. External trips were not evaluated separately, but were accounted for by an across-the-board calibration factor for the assignments generated by the analysis. The second analysis was that for the Hartnell Avenue Extension in November 1979. That analysis used the same generation and distribution approach , but subdivided three of the original zones to provide better intersection volume estimates in the study area. Figure 1 presents the Redding study area and the definition of the original 28 traffic zones. The socioeconomic data used are summarized int Table 1 for these original 28 zones. Page 7 . col3 N G G E N Ei A L@ PL . . N5‘4,11ND A RMA i / ., . 0 . / ‘.. ‘ io'.' . , -co -- . ,/, - ,- _... ..,. . . / ' .. t���\.. ..... ___ .. -" --,,,,- ,........_____...•,.: . \ e . \ ,,, ._ 14 y _ - . ----s.. @_-__ 19 -ii: _ 16 . i 6 or- ' li \-,-., - co 20, . 0 , • 24; . , 0.... _ . - . _._. , . ., ., .. . . 0 , , ,••, r, ,. . 1 , , , . e • ____ .._, .__ 4 28 26 ' -- 1 - . N FIGURE REDDING STUDY AREA AND TRAFFIC ZONES 1 Page 8 0 0 TABLE I COMPARISON OF BASEYEAR AND FUTURE SOCIOECONOMIC DATA ACRES OF ACRES OF COMMERCIAL INDUSTRIAL POPULATION DWELLING UNITS DEVELOPMENT DEVELOPMENT ZONE BASEYEAR FUTURE BASEYEAR FUTURE BASEYEAR FUTURE BASEYEAR FUTURE 1 5,744 23,602 2,184 8,155 120 182 340 504 2 5,857 10,832 2,343 3,501 100 112 0 12 3 4,102 13,687 1,641 4,037 287 164 0 39 4 4,059 10,062 1,353 3,240 57 107 0 0 5 3,195 11,229 1,065 3,322 30 84 30 423 6 2,419 5,240 1,047 1,972 110 238 0 93 7 3,416 5,120 1,708 2,063 280 306 0 0 8 1,252 6,883 626 3,126 10 123 0 0 9 1,318 4,617 488 1,539 4 58 0 0 10 120 3,380 40 1,353 0 10 0 0 11 90 1,700 30 676 0 0 0 0 12 150 2,622 50 1,140 0 3 0 0 13 210 5,750 70 2,523 4 13 4 0 14 2,154 9,660 718 4,200 39 150 0 0 15 1,205 250 426 100 200 378 0 0 16 4,301 10,470 1,520 3,440 6 66 0 0 17 1,409 2,772 498 990 0 12 0 0 18 813 540 271 216 17 110 0 0 ' 19 150 684 50 297 0 0 0 0 20 1,537 3,800 496 1,358 10 22 0 0 21 2,484 8,000 878 2,860 40 38 0 0 22 3,341 7,816 1,285 3,113 80 147 15 0 23 726 2,040 262 815 42 15 0 0 • 24 692 2,280 277 911 0 10 0 0 25 210 3,289 70 915 2 40 5 110 26 60 4,480 20 1,600 0 4 0 143 27 225 750 90 300 0 28 0 0 28 120 74 40 20 0 10 0 0 TOTALS 51,359 161,629 19,546 57,782 1,438 2,430 394 1324 Page 9 • • For informational purposes, the combined trip tables for both the existing and future trip distribution prepared for the Canby Road Overcrossing analysis are shown in Tables II and III. These trip tables correspondto the 28 traffic zones shown in figure 1 . These trip tables form the basis for expand- ing the transportation model study for the west side of Redding described next. Methodology The sections which follow describe the methodology used in this current effort to prepare traffic forecasts for the western portion of the City of Redding. Method of Trip Generation and Distribution - The 31-zone trip tables of the Hartnell Avenue Extension analysis provided the basis for creating trip tables for this effort. The zones 1 through 8 were subdivided into a total of 38 smaller zones to provide better intersection traffic volumes. Once defined, the socioeconomic data for each sub-zone were estimated by the City Planning Staff. Using these data, trip production and attraction estimates for each sub-zone as a percentage of the original parent-zone productions and attrac- tions were made. Application of these percentages to the original trip tables resulted in a new 69-zone trip tables for the baseyear and future cases. These trip tables represented the internal trips (trips which don't cross the external boundaries of the study area shown in Figure 1 ) . These trips account for 64. 1 percent of the total baseyear trip tables and 74.4 percent of the total future trip tables. The total baseyear external trips were determined by available traffic volume counts and estimates at 15 external stations on the perimeter of the study area. The external-external component of these trips (trips which pass through the study area of Figure 1 without originating or ending within the study area) and their distribution was estimated from trip tables developed by CALTRANS for the Central Shasta County Transportation Study. The future case external- external trips were estimated using an across-the-board expansion factor. These trips are a relatively small fraction of the resulting total trip tables - 3.75 percent in the baseyear case and 2.32 percent in the future case. The external-internal trips (trips with one end in the study area of Figure 1 and the other end outside of the study area) were estimated as the difference between the cordon counts at the external stations and the external-external trips estimated as described above for the external stations. For the future case, external station counts were derived from CALTRANS projections of future traffic volume levels prepared for the Central Shasta County Transportation Study. These trips account for 32.15 percent of the baseyear t+riptable and 23.28 percent of the future triptable. The distribution of these trips between the external stations and the internal zones was done i!n proportion to the total attraction of each internal zone. The implication of this • distribution assumption are discussed in a later section. Table IV presents a summary of the three trip types for both the baseyear and • future trip tables. Page 10 • • TABLE II H H CI JI c L'1 n c N •C - C C1 _ _ _ - = _ _ _ N N -. c nn ... N. N .. - - - ti rNr nc N L1',DNr- C ._ .-, cc ^. .., OC.r ,- C :, c - __ N w t N I -$ N n r - C n 'C c _ _ N - '0 I --I N --1 .--, -- - -, - I N LI N :.- NI N I n r, LC '.D ',O n C'-- ,L C T, 'y N .f. a — c t C -- _ I c n C NLD n r li 1 L: C C_ r C^ N c O .0 C C N I O C r C'C C C n-- r C " C 'V c CNN -- , 1 -- N ... N ti N - , CD(N c .-i C cl N c N Ll N L, -= LD '.. r C -a �^. C „l N C c C c r n .-i(N N C C - r 1 N I l!'1 .n IN IN Ll-- IN C _ 1 U> c N Ll L'1 c ti n n T. C - '1 C r _. ._ N I c n C. L1 N v c N C - - c n C' .D C, '.: . NI L1 r Cr. L'l L'1 r ',D N .. ... '✓ - - - N -- -- H - - 1 , .--II c ch nn C n.-i u1 CO n cC n O - cy N N - c n C n c ` - - CIN 0 N L.11 en C4r. , , N C, n IN c C r CO c N C N N C ^+ . n .-y n ..-, --1 ,--1 c c.... .0 N - - ' . I , CI rCLT Ch r- Cu;N - C :. C .- 'NN O 1 _ I �I n,-+ N ,-1 c N N . N L .^.. C' C n n N N ^ N -- un ^ C C CI C 'D r C C C`. LI n N' N ^l -. C . I , i , n .-1 ..- -! N N L. N 11I - 1 CO n ti C' O Ll N C '.,, C' C -- N c N r W .rI r C c C CO L7 U1 n - N N C . N 1 I . a . C N .-- n - C -. VC I T. C C Ll C1 -i C1 L; (NI LC r _ , , I I I I , El .-41 NN V c C N ( [N n C ,^. .-. -' - N ,^,1 I , I I f W C1 L. C. CO r Ll C C LI C IN N COC I I I ! I , DH L1 I l0 C C c C ^'1 c n C- L. -- N c 'D C F-+ O r C CC C -' .-. c -- . . C C , , I I 1 I . N L: .-i N Cl L C -. N - -^.. C LC • l cI C r C CL, J CO `. C = n N ... ! I , - . ('' .-.(I CO C C n C.--I ,z) N 'C C N C W n -- -. N -- - I I 1 I 1 1 , i • H .-i CI r1 n N n r N .-•1 n f PO --II .-4 - I 1 1I l I I I I I i 1 1 X O1D „ L1 t!^.O LlnN C O C I I 1 I I 1 I t , O N I C -- "1 n 'C O 1 1 . I . I I I . . ' I - (. ,^ D L r N N c L. c!!- 1 I I I , I I I I . z '-II N - 1 i t 1 I t t 1 . . Hf L1 C1 C c C c C+ N L L: I I I I I i I 1 I I C-' C( N CC ,L c O n C r C C , ! C Up .� Nr c C r L.^, N ^. - , I 1 I I I 1 I I I , H n.a lD L-.,--1 . I I I I I I I iI I 1 , 1 X, CD Cy cy Ln NC+ C1 . N W C1I --I N O N U1 Ll N L^. c 1 I , . . I I , , 1 N -- n 11 I MI ; i I 1 I 1 , 1 N n '.0 c Cl O r L1 I . 1 . I I I II t I I , i I CO C.-ti VI n, N.H r C1 -4 r"' N .-1 b I I 1 1 t I I I I 1 I I I ' ' 1 I , I I I I , 1I C C1 C 1D N r C 1 I C .%j C c C co C 1 1 - I , I , I , . I i l . . . co n C C', C o r • n L1 ^. N N I I 1 I I ! I I I I I 1 I , 1 • 7"N L1 c C. C I I I 1 1 I I 1I 1 1 , I ' . '0 I Cl C 'C .,, ,' n I.O. C tD W l!1 C I I I , 1 , 1 , II I1 1 N '_' LI c 1 , -..U Lr '1 I 1 I 1 1 1 i i , 1 1 , N c s C C -, ---' I I I I - i I 1 1 S l.^ C .". I I 1 I , 1 , 1 , CI C L. C N N 1 I I I I , , 1 I I 1 `1 C c n ^I C I I , I 1 1 1 I 1 - 1 , , 1 N n C , C L• 1 I I I I I I i I 1 1 ' • N N 1 1 I I I I i . i 1 , I I ( • N n N I I 1 I I II 1 - . ._ n I` 1 1 1 I I I I I I 1 1 , 1 1 , C I I I I I I I I I i I -=1N-IN CI LIF C IN IC IC I_.-.1^. _'." '^IC _ _ - Page 11 TABLE III ..... • • • H H H _ c. t C - - . - -.- - IV ). .7 _ 77 N- _ N , , C - - L. V• .- -n z N - .... N -. .. _ ' C - L1 v, :1). C N1 - _ _ ..7- r - - 7., N N 71 , - - - '- - .. - 1`I CC aN- ` i - _ _ - I I 1 IN - - C .0 N- C - = 'C - rte - N . - - S. - _ _ 7.- CI u-, ,, C_ C, N-1` C C - -. _ ` 1 1. 1 7, N- N 7 N- - N`, J LT I -C N- N. .J .' C L .7 N _ i r I • 1 r 1 I N .. - CI - N N- C I 1 1 1 1 -1 - - . . .7 .7 S ," N - N - N - - - f^, - -- - r I I I r H x, _ C. N -;`J _ - 1 t 1 1 : 1 1 Ica � C , = I I I I : Y -', - - C C C T LO 7, _ - - - - 1 11 ! I -I C LC, N- 1 C C x C C- - , ..1 - - .. 1 I II iii ., hN r ... G - ^ - N r 1 1 I H �r I v -- - - - = 1 , : . II W Z �I � � 07 C �. N1 - � - - 1 1 1 1 1 1 . H N - _ N J�/� N .^Y ` C:7 N N.p y+,- L. ..^, i r 1 1 i 1 W N ._ 1 I 1 1 1 1 it It i ! li I O N- N C' C- - _.N `-. a I 1 t ` ' I 1 1 I 1 1 r ' U ..I .. N N ` n N - - - r 1 1 i . 1 1 Cn/ -I C- _ C ^ N ;V N -- x - z I r r I r 1 I r r i r —I C -C .o N 7 N- c, - 1 1 1 1 • a1 c — . 1 1 . . . . 1 . 1 . 1 . . . . - v`. - C 'C - 1 1 t 1 r 1 I I 1 r I 7 -,C- r� _ : II r 1 1 - I C I -- x - _ 1 1 1 . 1 r r I 1 1 r r r 1 - z _ Lr- - 1 N I i I r I 1 r r I t 1 r 1 1 r N 1 1 1 1 1 1 1 , I I .7I - - 1 1 1 I 1 • 1 N- J 1 1 1 r 1 1 1 r 1 r 77 7- N 1 7 - 1 I r I I 1 I r I -I ,C 1 1 I r I . . 1 I I 1 it I Page 12 11 } • TABLE IV SUMMARY OF TRIP TYPES FOR BASEYEAR AND FUTURE TRIPTABLES TRIP TYPE INTERNAL- INTERNAL- EXTERNAL- TOTAL TRIPTABLE INTERNAL EXTERNAL EXTERNAL TRIPS BASEYEAR 108,940 54,650 6,380 169,970 64.10% 32.15% 3.75% FUTURE 362,060 113,280 11,310 486,650 74.40% 23.28% 2.32% Page 13 • • Traffic Network Model and Traffic Assignment - The baseyear street and highway network was modeled by defining the length in miles of each link and the assumed travel speed on each link. This allowed the computer assignment program to find the route between any origin and destination pair which requires the shortest overall travel time. Where appropriate, prohibited turns, one-way links, and time penalities for left turns were specified. The assumed travel speed is the one factor which can (when routes of similar travel time exist) be a sensitive and critical aspect of the assignment process. The speeds assumed in this net- work model were chosen to represent generally the posted speed limits, although some deviation from this practice was necessary to adequately reflect the actual relative travel speeds on some links. The future case street and highway network was constructed using links specified by the City Planning Staff. Speeds on these future links were chosen to be con- sistent with their character and the terrain in which they are to be located. Baseyear Network - The baseyear network was run with the baseyear triptable to access the accuracy of the model . The baseyear results were found to be generally adequate in duplicating the amount of travel across major screen- lines, such as the Sacramento River. It was found, however, thalt some critical links were assigned substantially different volume levels than traffic counts indicate are actually being carried. Evaluation of the assignment results for the entire network revealed that the northern and southern portion of the study area were assigned higher than actual traffic volumes while the central portions of the study area were assigned lower than actual traffic volumes. There may be several factors contributing to this pattern; however, the one factor which is probably primarily responsible for this is the method of assignment of the internal-external trips. As described earlier the internal-external trips were distributed between the external stations and the internal zones using a proportional distribution based upon the attractions of each internal zone. It is probable, however, that most of these trips are oriented to the central portion ofithe study area comprised of Zones 2, 6, 7, 14, 15, 16, 21 and 22 as shown in Figure 1 . Additionally, Zones 1 (high employment) and 10 (community college) could also be expected to attract a fair share of these trips. If those internal-external trips oriented outside of these zones were redistributed to be primarily oriented to these zones , a total of 25 - 30,000 trips would be "redistributed. This would have the effect of reducing assignments in the northern and southern portions and increasing assignments in the central portion. When evaluating the future traffic assignments, this "depressedr distribution in the central portion and "inflated" distribution in the northern and southern portions was kept in mind. Actual volumes in the central portion will be sig- nificantly lower than the assignments indicate. . I Page 14 • The zones in the eastern portion of the study area were not subdivided in this analysis and are still very large in size. This makes realistic traffic volume assignments very difficult because so many trips are "dumped" into the street system at a given point in the network. Therefore, extreme care and much adjustment must be used in evaluating the trip assignments din the eastern portion of the study area. This current analysis was designed do evaluate the western portion of the study area and the trip assignments generated aremost accurate and useful in that portion of the study area. Future Street Network - To develop the future street network, several computer runs were required using the future trip-tables. The first step required the running of future trip tables on the existing base year network system to obtain year 2000 trip assignments. This information is shown in figures 2 and 3. An assessment of forecasted year 2000 traffic volumes with 1979 traffic volumes enabled the identification of future circulation issues. These issues were published in the report titled "Existing Conditions and Issues Report of the Redding Planning Area, (1980 - 2000)"and outlined in Chapter II . To resolve circulation issues, new links were added to the base year network. This assumed future network was first made up of major existing streets and all proposed major street additions and proposed operational changes (eg. one way couplets). It was felt that for the initial arrangement all proposed new streets should be included. In addition, another future sttileet system made up of links most likely to be in place by the year 2000 was run on the model program. The results of these two computer runs allowed the analysis, revision and deletions of new street links not well utilized inIthe test runs. Basically, we were looking for new streets that divert traffic from existing routes because travel by the new route reduces overall trip time. These new links would provide one means of mitigating capacity problems ori some of the existing network street segments identified in the Existing Conditions and Issues Report. Figure 4 and 5 presents the final future street network and forecasted motor vehicle trips on the indicated streets, Chapter IV presents a discussion of the forecasts of motor vehicle travel and the corresponding future street system. The forecasted traffic shown in figures 4 and 5 represents manually adjusted traffic assignments where capacity of the anticipated year 2000 street network was exceeded, and where roadways produced irregular traffic flows. Adjustments were also made to correct weaknesses in the computer assignments noted earlier with the baseyear network. These adjustments include the addition of traffic forecast information provided in other studies of the street and highway system over the last several years. These studies include the Canby Road Overcrossing and Hartnell Avenue Extension Reports mentioned earlier. The Caltrans 1995 forecast for the 'Central Shasta County study were also utilized. Other circulation studies asspciated with proposed subdivision and planned development were reviewed for more specific road link traffic distribution assignment than what was provided by the Redding Westside Transportation study. Page 15 • It is also important to note that the Redding Municipal Airport area is being studied for land-use changes. Streets in the southeast area will likely show different forecasts of traffic when this plan is accomplished. General Observations The tendency of people to make vehicle trips generally varies with the standard of living. Thus, if the standard of living in Redding significantly changes by year 2000, intensity of travel by automobile will also changeIf real family income and automobile ownership continue to increase in the nextj20 years as they have in the past, the forecasts of traffic for traffic in year 2000 will be on the low side. If the price of owning and operating an automobile increases faster than income with resultant decreated auto ownership and usage, the opposite will be true. Other trends such as family investment 1n a low cost vehicle that operate economically may result in increased traffic regardless of future family income factors. The techniques upon which the work described in this transportation study model was based are designed to provide quick response to important transportation planning and policy questions. When properly interpreted and adjusted, the results obtained provide reasonable estimates of the magnitudes of travel and traffic volumes which can be expected if development occurs as 0rojected. In using these results it is important to remember, however, that precision should neither be sought nor imputed in the traffic forecasts generated. The traffic assignment procedure used is an all-or-nothing assignment based upon the shortest travel time between a given origin and a given destination. Consequently, the procedure is very sensitive to assumed travel speeds. The resulting traffic forecasts for any given street link must be evaluated in conjunction with other street links servicing the same travel desires to properly assess the likely magnitude of actual traffic volumes. Comparison of the baseyear traffic assignments with actual traffic volume counts provide a great deal of insight and guidance for evaluation of the future forecasts. Pana 1F, , • cn • w 3 Z -I W � a > �' = W U Z 68 0 (2 Ja0 12C • Et 1— N F- 01 Q I w U O N. / i_ u_ O 1 u) Q 4 4 w ch w llyy1 }' a 4OpNNN3 E a)pdY3 1 w 0� ,s-o` '' Y 41000, CO, 0,s, O N n° 4 a I U I'll.' / CD Z U. e NiM[ x t Y 4,.) AI' 44/ . 04, I 20 'gyp., ., AAIB 3Nsl \'''l PraugE . Z 0 S II /- -_---- _- _ °°1 c�• / •...q„ Q� `P r I r _ I_ .� .. / o p0°1 l26'�1 \4 O k‘5,0°°00) 128;500 co' oO 10,90 EUREKA \ J Ol4 WAY 0 5S. lig\\40° ` vol.W I -0300II N o St‘ 0 12500 I o o \\,°� � \ o AMA \4}Z°°/ '�:p o I IE" 40 OOat At' -cro Pitt OOZp N►p 16,6001 \ oo OJ cAS 2, G ` �60O0' I \ 1- 115 4001 \\,b°� 750 I 12°�pp�ol ‘‘,0%,- \'°�l- 0 -900 1°, I o 1 P\-AGER 19,�p0 SI. 1 8, 't � Nim Ilk 1 g°UT" N� / OpN� In 'u CZ o% . n O� \ 0 rn / in at--1 \ cy "' � ARF`sS ,9�0 j • . ,' / 4k `• � / \�� N pgRk� ?DO Oj /kc� O / . — .. 3 / ilk / Io 0 FIGURE 3 . o REDDING CBD 10,000- 1979 TRAFFIC VOLUMES ( 10,000)-2000 FORCASTED TRAFFIC VOLUMES Pane 1R Sil � 1 ..„-------/ - _ NOTE 2)� , I 02 OOal o _ 4 II AIRPORT Ri 00, —�� 142.,001_ Ory%/Wo� 3 CNURNCREEM �= /� 11147:>>/ L' a / RD.I IL _—� f1 0(D // ,,400 , CREEN P t 04 a16 '� `•O ' A CNURN04• iR61� ( 8 PNEP O O 00 N / f iii` / \ `y p 1 0. 33 %, VIEW -:, O CPNPL -- -.1. 000 81,(( X40 00. INTEF `Y40 A2 \`,n\ Sigi r______ NOTES �' I) SEDWAY GOOK—SHASTA COUNTY II \\ GENERAL PLAN LAND USE IN THIS ,FPAREA WILL HAVE SIGNIFICANT o nl C,,tok, -�• "+° UNKNOWN TRAFFIC VOLUMES NUPN . / 2) AIRPORT LAND USE PLAN WILL ' EFFECT TRAFFIC FORCASTS IN THE / AIRPORT STUDY BOUNDARY 3) TRAFFIC IFORCASTS OBTAINED FROM GPA -7-82 TRAFFIC �•--BELTLIN5 noocsANALYSIS, / 00044 LEGEND j ANE Bl 00,000 FORCASTED 24 HR. WEEK- FAUSTMAN II STUDY DAY 'TRAFFIC VOLUME (00,000) (YEAR 2000 ADJUSTED AIRPORT. II . '.--- ASSIGNMENTS) STUDY & LI W EXISTIING STREET WSTREET EXTENSION 5 ` I, \ —•—•—•— STREET EXTENSION FOR yWHICIH NO OR NOMINAL TRAFFIC WAS ASSIGNED NEW BRIDGE OR (SE BRIDGE WIDENING [ RIVER COURSE SIF— ROAD' OR FREEWAY OVERPASS YEAR 2000 STREET AND HIGHWAY NETWORK a TRAFFIC VOLUMES FIGURE4 i • -................ ... .............. -.......... I 4.. -- t^�.� +. 1 000 ./AS) / 1 o, . p / O I / O a � I EUREKA WAY 11 24,000 H t 11 \*a5°° 0,E 5T. \ * ' ' O °p0 I Si. /IP 1 � It � I `= Q MAl'1' r I I. �5 t 1 $ . ' e 1 9,000 1 \ r H,ppO Y'' $� r 000 13 p00 p . PLACER 0© s O� I 1 " &� F i 5 . a 1soul"'�, t W NEW p / GRADEI:3o� / SEPARATIpN cc N . a I. 1 o v 8 / o / 0 a or N z 0 cc / LEGEND 1 u. u / o gFB ?J EXISTING STREET . C eke/ 8' O STREET ADDITIONS \ h / •Y YEAR 2000 FORCASTED 10,000 ` TRAFFIC VOLUMES .......... A4q*1/f,000 \ ; / IV s / .%./ g REDDING CBD STREET NETWORK A;ND YEAR 2000 TRAFFIC VOLUMES Paae 20 FIGURE 5_ ' • • CHAPTER IV RECOMMENDED FUTURE STREET NETWORK Street Capacity Figures 4 and 5 show adjusted year 2000 traffic volumes on the recommended future street network. A street's ability to accommodate traffic is dependent on its geometrics and operational practice. Each street segment has some physical limits on the number of vehicles that can use it in a given period of time. This number is known as capacity and it is usually expressed in vehicles per hour. Roadways ' approach capacity during peak hours of the day, therefore, we generally relate capacity and level of service to the ability of the roadway to accommodate peak-hour traffic. When peak-hour traffic approaches or equals capacity of a roadway, the traveling public will often avoid the road by detouring onto other streets between their origin and destination points. When detours are- not available, the peak-hour capacity condition of the roadway is normally extended over a longer period. Some traffic peak hours in large metropolitan areas occur daily over several hours. To prevent adverse situations of traffic flow related to street capacity conditions, mitigation measures such as street widening (added lanes) or new major street network links can be provided. New streets that have the effect of lowering traffic on existing streets and existing streets that will likely have capacity problems in the recommended future street network are discussed in this chapter. Capacity - Level of Service Standard Capacity is most often limited at points were streets cross (intersections) , lanes merge (interchange ramp weaving) , or at midblock conflicts or restric- tions (high-volume driveways, narrow bridges, etc. ) . When streets operate at capacity, long delays often occur as vehicles must wait for opportunities to continue. It is desirable to operate traffic-volume levels well below capacity. For this reason, traffic engineers have assigned a level of service for various conditions of traffic flow at and below capacity. Level of service flow conditions "A" through "F" are described in Table V. Level 6f Service "A" provides good service to the motorist with little or no delay. This level is typical of off-peak-hour conditions. Levels of Service "B," "C," and "D" provide increasingly worse service to individual motorists as delays increase. However, as delay increases, more traffic is service and, thus, more efficient use is made of the street. Level of Service "E" is the point at bhich capacity is reached, delay is very long, and there is no spare capacity to move additional vehicle trips. Level of Service "F" is a congestpion condition having long delays with fewer vehicles actually using the highway. A stalled vehicle causing blockage of a lane often results in Level of Service "F." Page 21 • a • TABLE V ROADWAY - LEVEL OF SERVICE Level of Service A - Describes a condition of free flow with low volumes and high speeds; all signal cycles clear With no vehicles waiting through more than one signal cycle. Level of Service B - Is in the zone of stable flow, with operating speeds beginning to be restricted somewhat by traffic conditions; drivers however still have reasonable freedom to select their speed and lane of operations; between one and ten percent of the signal cycles have one or more vehicles which wait through more than one signal cycle during peak traffic periods. Level of Service C - Is still in the zone of stable flow, but speeds and maneuverability are more closely controlled by the higher volumes; between 11 and 30 percent of the signal cycles have one or more vehicles which wait through more than one signal cycle during peak traffic periods. Level of Service D - Appraches unstable flow, with tolerable operat- ing speeds being maintained, though considerably affected by changes in operating conditions: 31 to 70 percent of signal cycles have lone or more vehicles which wait through more than one signal cycle during peak traffic periods. Level of Service E - Cannot be described as speed alone, but represents operations of even lower operating speeds than in Level D, with volumes at or near the capacity of the highway; 71 to 100 percent of the signal cycles have one or more vehicles which wait through more than one signal cycle during peak hour traffic periods . Level of Service F - Describes forced flow operation at low speeds , where volumes are below capacity; long queues of traffic; unstable flows; stoppage of long duration; traffic volume and traffic speed can drop to zero. 22 • S TABLE VI ROADWAY CAPACITIES AT LEVEL OF SERVICE "C" Average Weekday Facility Traffic Volume il . Four-lane freeway. 50,000 . Expressway - access-controlled four-lane 24,000 street, full 22-foot median, separate left and right turn lanes. . Couplet of one-way street, three lanes 24,000 in each direction with parking. . Four-lane urban street with two-way left- 17,000 turn median and separate left-turn lane. . Four-lane urban street with parking, no 13,000 left-turn lanes. . Two-lane urban street. 8,000 Assumptions: 1. Assumes peak-hour traffic in one direction is 5 percent of 2-way 24-hour traffic volumes. 2. Capacity assumes street in question receives an even split of green time; ten percent of surface street, traffic turns right; ten percent left. 3. All lanes are 12 feet wide, an 8-foot parking lane is provided on all surface (nonfreeway) streets. 4. Ideal freeway geometrics are assumed. Page 23 A Level of Service "C" was used as the capacity standard on criteria for assessing adequacy of the future street network. The capacities at Level of Service "C" for various street classification standards are given in Table VI . Adequacy of new street links and the existing streets shown in figures 4 and 5 is accomplished by comparing the generalized capacities shown in Table VI with the forecasted traffic volumes in figures 4 and 5. An accurate determination of a street's capacity requires detailed information on the geometrics of the roadway, traffic mode split, and traffic patterns. Through the judicious use of traffic engineering to expedite traffic movement, streets may carry higher volumes than those indicated in Table VI. Where traffic flows are concentrated at peak hours and where parijticularly high left-turn percentages exist, capacities presented in Table VI will approach or equal Level of Service "E." New Street Segments New street segments recommended for the year 2000 are shown by dashed lines in figures 4 and 5. These new street segments are listed in Table VII along with the recommended street standard and year 2000 traffic-volume forecasts. Each street segment listed in Table VII is discussed below. Where appropriate, alternatives to the new segments are briefly reviewed as they relate to the "no project" concept or optional alignment possibilities. Existing streets which are apt to have difficulty serving the forecasted traffic shown in figures 4 and 5 are listed in Table VIII and are dealt with later in this report. (See exhibits for large-scale maps of proposed new street additions in Appendix B.) . Airport Road Bypass - Meadow View Drive to North Street - The specific plan densities proposed around the Redding Municipal Airport and associated vehicle-trip generation indicate that a new southerly expressway is required between Anderson and the Municipal Airport. The bypass connection shown in figure 4 recommends a southerly extension of Airport Road crossing the Sacramento River at the North Street bridge and connecting to the existing interchange at Riverside Drive. This route has the following advantages: 1. It mitigates the impact of future traffic on North Street through Central Anderson. 2. The interchange at Riverside Avenue and Interstate 5 is fully utilized and mitigates traffic impacts to the interchange in Central Anderson. 3. A viable truck bypass route around Central Anderson is available for industrial-oriented trips to the airport industrial area. 4. Increased north-to-south capacity and vehicular access is developed in an area of potential commercial-industrial land use. . Akrick Street - Oasis Road to Interstate 5 - A new arterial alignment is recommended to connect Old Oregon Trail with the Pine Grove- Interstate 5 interchange. This connection will mitigate potential capacity problems at the Oasis Road interchange. It will improve area circulation and eliminate the indirect route through existing residential development on Akrick Street east of Interstate 5. 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V) r O O CVMCOtf t0 V) .r a) •r 0 0 ��01.......ry 3 = CC CC i-i CL Pane 2R • • . Auditorium Drive - State Route 299 East to Rio Drive - The extension of Auditorium Drive north across the Sacramento River with a connection to the Rio Drive extension is recommended. This addition will provide access, as 3,000 to 6,000 vehicles per day are forecasted to use the new street segment. This street would serve development on the north side of the Sacramento River and is likely to carry some traffic that would normally use the North Market Street bridge during peak-hour congestion. The connection would provide a second access to the Municipal Auditorium and relieve traffic congestion related to events occurring at this facility. This route could also serve as a major bikeway connection across the Sacramento River. School , commute, and recreational bikeway trips would be enhanced with a direct low-auto-conflict bikeway route when compared to the! present North Market Street traffic corridor. (See Exhibit A) Alternative - A feasible alternative to this link is the widening of the North Market Street bridge to accommodate six lanes of traffic with some arrangement for bicycles. This alternate has the same cost implication as the Auditorium Drive crossing. The added lanes may not improve peak-hour capacity of Market Street because of the downstream intersection capacity problems on Market Street in the downtown area. . Bel tl i ne Road - Oasis Road to Ashby Road - A connection between these two arterials east of the Southern Pacific mainline tracks is needed to provide for access and movement of people and goods. . Browning Street - Hilltop Drive to Churn Creek Road - The extension of Browning Street is recommended to provide a bypass for nonshopping trips with origins and destinations in the residential areas lying east of Churn Creek and north of Dana Drive. This connection would relieve traffic congestion on major streets serving the Mount Shasta Mall area and the Hilltop - Dana Drive interchange with State Route 44. It woujld also enhance area circulation providing decreased travel time. This addition has the potential of attracting a greater use than the forecasted 6,000 daily vehicle trips and, therefore, should be planned as a four-lan`e arterial . Alternative - There appears to be no feasible alternate. . Buenaventura Boulevard - Placer Street to State Route 273 - to continue the circumferential route around downtown Redding, it is recommended that Buenaventura Boulevard be extended southerly from Placer StJeet to connect directly with South Market Street (State Route 273) . An alignment along Canyon Hollow is shown in figure 4. This connection will reduce vehicle trips through downtown Redding, thereby mitigating CBD street congestion problems. (See Exhibit B.) Alternatives - The 1970 General Plan proposed a major link along the Linden Street alignment between Placer Street and South Market Street. The major impact of this route is the bridging of the Southern Pacific Railroad tracks and elimination of some developed properties. The Linden Street alignment should be a four-lane major street. Its intersection with Railroad Avenue requires partial relocation of this street. This alternative has major cost factors associated with the project, in general . The forecasted traffic volumes on South Market Street indicate any major at-grade intersection of Linden Street would cause capdcity problems. Page 29 • • The option of ending the Linden Street extension at Railroad Avenue is included in the street network plan. This connection will likely require Railroad Avenue to be widened to a four-lane urban street between Canyon Creek Road and Court Street. This improvement is being recommended to allow increased north-to-south capacity of vehicles moving between downtown Redding and the South Redding area. . Buenaventura Boulevard - Eureka Way to Keswick Dam Road - The extension of Buenaventura Boulevard northward from Eureka Way crossing the Sacramento River and connecting to Keswick Dam Road along an alignment shown in figure 4 is considered necessary for the plateau development south sof Keswick Dam Road. This connection would carry some of the traffic which would otherwise be accommodated on the North Market Street bridge across the Sacramento River. This extension is not anticipated to be built across the Sacramento River within the next 20 years. However, future development would likely develop street access along this route. Alternative - The topography along the proposed alignment does not allow any other feasible alignment to construct a road. A no-project alternative would result in future capacity problems on North Market Street and a probable moritorium on plateau development. . California Street - North Market Street to Trinity Street - Figure 6 shows a proposed new street connection of California Street between North Market and Trinity Streets. This connection was reviewed in the CH2M Hill study titled "Engineering Analysis of Downtown Traffic and Safety Needs iLn 1979." This connection is recommended to be implemented within the next 20 years. It is part of an overall circulation revision of the one-way couplet system found in the north downtown area. It would mitigate the present capacity problems at Eureka Way and Market Street. Alternative - The widening of North Market Street to accommodate six lanes between Trinity Street and Riverside Drive with the southbound one-way couplet directed onto Trinity Street and California Street is a feasible option. An additional study is needed to assess the implications of this link. . Canyon Creek Road - South Buenaventura Boulevard to Placer Street - It is recommended that a collector route up Canyon Creek Road be provided to accommodate development and movement between Placer Street and Buenaventura Boulevard. (See Exhibit B) . Cedars Road - Howard Drive to Railroad Avenue - Figure 4 shows a recommended connection of Cedars Road from El Reno Lane to Railroad Avenue. This route is necessary to provide increased north-to-south street capacity in the general area of South Market Street (State Route 273) . The connection would provide a continuous parallel arterial road along State Route 273 running from South Bonnyview Road into downtown Redding via Railroad Avenue. The relocation of Railroad Avenue to intersect the proposed Cedar Road extension and Buenaventura Boulevard west of State Route 273 is also recommended. The route would carry between 6,000 to 10,000 daily vehicle trips that would otherwise be accommodated in the South Market Street traffic corridor. Page 30 �` t • .,1"'F.•...+f j�, Z ..,-,';',.,4' r y �.C'S Y E74 4. , -'t=t. .'a4 ..3?$ �y r' vr.re v",:.-•-•�'� 'xx:.� i"'�' s . rT is e. cr ' ..---;:viol--.2--44, _ , =.41..,,,,,,,s,-..,_-_, wLir a.z„'rrF ..fir fpr , s� g, � �^ , r u*" „ , e ,'c, 1 -'*'r E }€ix, � ' - SJ '-*".,431'41. - z"4n `. ,.-.„,-.11..,,,,^ v'.„". s-,t. .} „,,-.',1'..'#.7.-.+„-_ i :C itY� ',... � ctom"�' .} '” ca . 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C7 a ` glalL ,r{ �! �} 3�e��A: �-.11!„-.5,4!g. �' �a-1 ' k� ;*-—ta� �'<x.� .-. r 5 --5.' -1;;;"'=,,-:,443 �_ v- i• ..,47._ IIIIII • +n s '•r }a�.r--t �u.' ^V1--. -r., o-,a..�'.'g „ `r.,,A.-,: `:-1 -s. '' .:-:•.--.-.t.-..,"'-;„_-, 1• `I . war+ 1 ` ' g 'r �,s a i • r- Xltei . f"$ .fix -%. 4.`,...- ' t"d� x;lj . 4--, ., --,-,---- --,.---v -..,„,„ , Y`.. �vx gam:-, 4 - .N +y i ,.„,K; or, ,,ir, ♦+-*0 r * rz'� K'ii _..... ro >�w wt= � xT3 f..- ?t `.�t' }�� e • ,�., � -zs.- ,.t,. i...,...,,,,--'—.- - erys � Y• : "` . f.:�Fs ' --4 `r*, `-""p....a' 4' �t° j .. - 6a "' -,-14-0;„, s r+ f "` ' ';ln{^ .tom. .- 1, ' ,. ,�,--„...c ` ° ,�..:. „4y 7 Y r''-,r ' "a95" ��_ i^ 1� Y -'Ypi. y y ''..- rlt- V .ti+, h�{ �' i_x+- 'y'"`.'� :N: Y`o'u' uG�. ::: ::•te.. ... y - CALIFORNIA—MARKET CONNECTION SHASTA—TEHAMA ONE—WAY EXTENSION G --:•-i-.A,`;;:: -,-„t:„.:.:- - .,:;.,-;--,-. ..,4......,"- _ 7-4?'' • 4,..-1-„24-4.k...., >2�x; x. .sem j 4. -,-e....= �S r � H H teit T,"?, ,avi::. t.:`4:. f- � z` :w" ,"e. . • :i--sa.--,....„ - .:-, i:4 ,,. .,-,..,:., . ‘ . , �w ¢ � � T"tea. �. � ': 9 � ,t;"-.xe�; r . : t �� ! `t ., S a A ty, t 7 W!x t+;?i. `" � �*'--,..t.';:-. .3'� ags + v' xz'x�n 'A� .. .. ice h!i a a ';:-. S,''."-., P,y�, .i41:v !1 _.., 4 "3c -4x3' 11' P•s . a aD a`,s ._ .--,,,,i..,-....;,-,„.._..., i--,,,.. t.----it.. ,s.�- t. d---3w ', �.;_ y a- �'" a� r .•�r �,;,�.�,.rts k.,.,.. .. -..,...........,--0.....—.......,,,-• •^.". .s ,,�^.^}t+i'' 1 • FIGURE 6 11 CH2M FUNCTIONAL PLANS A,2„ IMPROVEMENT ALTERNATIVES ANALYZED HILL -. BEDDING MICROANAIIYSIS AREA Dano 41 • Alternative - An alternate to this connection is to considenI the provision of full freeway geometrics on State Route 273. This would include all major intersections being grade separated. This alternative is costly and appears to be unfeasible because of the parallel railroad tracks and frontage roads. The additional expense is unjustified compared to costs of the Cedar Road extension. (See Exhibit B) . Churn Creek Road - Industrial Street to Browning Street - A connection of Churn Creek northward with an overcrossing of State Route 44 is planned in the near future. Figures 7 and 8 show adopted plan line alignments. Traffic analysis indicates the need for this arterial connection to serve forecasted traffic, relieve future traffic on Hilltop Drive, and provide better area circulation. The route is also required to provide access for planned commercial development. Alternative - There is no feasible alternative to this connection. If a no-project approach were taken, then a major revision in the General Plan with reductions in land-use densities in the Hilltop-Dana Drive area is required to reduce traffic forecasts on Hilltop Drive. Even with lower density changes, major congestion will likely occur. . Churn Creek Road at South Bonnyview - A realignment of Churn Creek Road east to Alrose Lane intersection with Churn Creek Road is recommended to facilitate access to developing properties and traffic-flow signal operation through the Interstate 5 diamond interchange. . Court Street - Eureka Way to Riverside Drive - A link between Riverside Drive and Eureka Way is recommended as shown in figure 5. This route would provide a bypass for vehicle trips that would otherwise have to traverse the downtown streets and the North Market Street bridge across the Sacramento River into the Benton Park and Lake Redding Estates area. An at-grade crossing of railroad tracks is required. Alternative - A no-project alternative may result in additional capacity problems on Eureka Way and downtown intersection streets. IA viable bike route to the Shasta High School area would be eliminated. . Creekside Drive - South Bonnyview Road to Sacramento Drive - the Sacramento River planned development proposes a new arterial connecting South Bonnyview Road with Sacramento Drive. This route would mitigate increased travel on Eastside Drive and provide north-to-south circulation in the Cascade area. (See Exhibit C) . Creekside Drive - Sacramento Drive to North Street - To accommodate access for residential area development, Creekside Drive is recommended to be extended south of Sacramento Drive to Girvan Road. (See Exhibit C) . East Cypress Avenue - Victor Avenue to Shasta View Drive - A connection is proposed between Victor Avenue and Shasta View Drive. This road would bridge Churn Creek Road. It would serve new development andjhencourage the use of the planned interchange at Shasta View Drive and State Route 44. Page 32 I ' • ; \I•;\i .",•' 1 : -.\ . ; . E 1 E i : ; 1 //'-1•:;;;,/ I : . /A. i i• • ,----" II nR --. . :,../,.;' ' I \‘‘' : ; 7----- • -•: 4,, . :•:.1!:-..____...-',:,- I I ! ! N..,-----•,<? ‘,..— .1,11.,1:1.4 ,___._ _J‘l-. WOODT•Or ---< •';::N.,----4'-' I 2 • • . . \:•.::\ I I i e",:,:f•1--1 : ! ' :. 2-:_:_•-41 I : ',, -. . I\ \‘.7.‘ ; • ; ; ' \ :i'i'. -- .' (CYPRESS PRC)pEnT?) . 1 , • •; . I .--- -- ‘:‘‘,\\:, ----- • L :: ; IfL .-1--.7:1:a-i-O--;- --;'; \‘‘' I I ! ' . , • ; ‘,' r-----___ 1 ,---.-H A A Tif7/T)-NT---;_s_i_;;;J!„ „ , 2'•2 I.----; I ! . ! , : a' i . . . , • I. : --\ \--• ' I ! i i i/ I : I'//• ! • "Vf••\ I ' : ! I ;\!,,:\::\1\_r; _ _1.4:__: __Ii ; I. ••;• t/ I ; ! . [ II ; LANE f. i DUST', :-,...-.._. I 7 I • II , ' I -!-T- . , .---14.i; ._ I I :i1 i I I ‘; I ; 't•I I I•. I i \ 1 I ,j [ i i ! i — >.. 111 I I I CI. 1 ', 1.• f '.1 ---- i t- X ; . it, I • I 1 ! • 1 j i \ \ H i , i i ' — I : i r• ,.... 1 .. ; ...._. r i 7 .;. t- • -;_. -A g a i z 0 1 !. II. r, ;;-i c; \_, I i I . I ' L'iiii I :. I I, IP,,:• I ::...[_____::::,__I.__1_...\•* \ ,.,„ ....i.,‘ i _):7---....„../ .' • 1 I , ' , , , ... 5 I i•II, /' „ ; . •__) _ _---•,-, a. 1 I I a I - I± . , '`. \ • I . 2 • ;: I I! .I• I I :cc „: ::, it:,-; j.• 1 1- 1;1- Cl(r____.r1\__[:tl\-7 \ ' / ; / .14; ,1 ,, ._,.:_n_ ;,,.______,\. i.i: T _i\i; •L_ft. _L I / \;II -i I li 1 , I ,• , . 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I —. •=___.!i!, • ' REMOR STREET /Ai I a \---rTTF—T—j---Th , ;t,. ..- • • ,- i— , L.,j , - / , ! / •_J._.!___..d ' _._, 1.__ / , I 1 ' I',, L., . , MERCHANT STP/IT, :. '---- -2I-L E 1 ... 0 1 1 1 1 / L , H.i., \ :______ I tr I i CO:MmERC:' 1 SI REEII c?..1: :'- A\ :I!' ';\ . ' f f 1 • . • . . I ; • . • ,• . 1 , , i .1 . I. ' 1 . . ! ..,, . . : , I . , , , \ ; , Ir--.- -.7. __, ! *ALL SliiIi.'L, , • • ; I. I , • ; ; ..,`, ' ; .. ' ___. ' The-, x t . 7— . •;•,„ ,--------- r ; . . • ______ , . , . . : . i , i i: • , , 1 , ,,, ---, I , . i :,, r • 1 .‘ ! , • -!=7 i. 7-, i ; I ' li I ! I 1 .i •'!i: . ) ' • ; , ,i I I ';' . '11 );.:-.-•.`,... ..) —.1 ....____;_*_'—i __ — — •,,i' --, f,,T CYI,VIEs tv.:14I0- Ell/ST CYPRECS AINI ______ .. . • . ._._ ...... . --- -•- -- - ___., /••••••• . _ t • . - .4 :.-‘'Yi--iZ.1;40. • . . LEGEND • • '. : 20.,_, I./A, , TUE'I Y,::'Ali. CHURN CREEK ROAD EXTENSION—PLAN LINE: STUD: ,,,,,I ,Hi_,:,•, 2 PI:f k . , .. PLAN LINE - .,,...• 1.,11,i'i!l m"“'.-""". AcI(..{c'-. C,,,,:1,,,, F I G URE-7 Page 33 . ; IllH ' L S . . [ , • , , - Ti . 1 s . , ,.., i-PH 1------- „....., ,..„..._. , , , i.____ , . a• I ...• i ••__.... ) .1 \ ....,.'.;',... '' • ,,: I / , /•-„,. , i i ,.,...\ \'-. _—•—.-----I '-'-----1 I ------;''\,,,,,,,, r-----1 '.., . 1 i 7,-77,-,,,7.!1.7, 57 <-_',,t'- I -________. LLLLL 1.. I 'I'I I __.___._ . _..11.! •,, , ''i ...._____i____ r.,...,..L.N1,2:1,, , . ___._ I 1 L • .. ' I „2 I • ' \1. • ri I I ' , ______—_____—____.— - \ — ..--- -7----.. ----..7,.. .-__Z---.--- ---1: 1 , ti ,... 1 •r• -- —_.-.— .._, NIT. SHASTA 0' ,__ r---i ,—-7---1 • --- '''—4,-""..”HiEIGHT S SUBDIVISION ,...1 . ,- --:". :._L.-' !,,I.,, ''i - -',rri'-'--,,-"'"',.-77',-, L-.1 i I I 1 I 1 H ;:: . i •`''I I I I F I -------,---- ! 1 1 (BAKER) :Zi -- 0 I \z• , __0‘,.----;-•--/ 3—__1_____-_i I _....J .. i 1 , I F.!,.S'T •r'ALt,..LS r).. > 1 1 z <,, • (SAVIC) 1 1 o I ifili 1 s , I I ___________I 1 1,1,i1 1 I lid 1 (SHASTA MALL) 11 (SAVIC) . . .- i . - • a • I o / 1 .,' .-- . _.1 rI 7600 4000 1 (SAVIC) i • -----' . . t • .----'' .-1 kl-.- . i . I . - . : - I 1 1---.-. s-j / ; , . . I ° , _ I I 1 1 ! - . i -.----..-.... , '1 . •, 1 • ,--------... ------,--.4 Ni ) i i 1 k \ 1 ,---------___ --''.--. , t,1 V.' ---<.::-.>,..:„Lsr,,i, _.. .:.---!.( '-' ,:- ... 4„ .A.,,,... ..----:---; ._ \\ ( '7.-•,_ .,---,,,,,,:-•-.--..--- ____--/------ 1 i I '..''• .''/'r------i-,,..--7---_,_,_.,,u....;..„__,J:,.,-.. ... ., id, 0r_ _ ____ i-__ ri_____ ----.:',_______ ,, ,, ,, I t ' 1 Xi,•,•'. / T . . LTRowN) (GEDI) I . ----- , i -----. - '---- , _..,,,. „ ;_,,, —___________ ------------i----7,,77___•------"- •--•-f-:,74-`-'"----'------______L 1 ; 1, I / -"-- '' /'/,:, '`'\ • .. i li --- fry ---- ----- : , I i --::-.".:2 ;; :I 1//f. / /6,,,,44, , '• - , i . --,.. _ _'. ,, n 1 , •,:.:, -..../ . ; • , i •,. , I ----.... • - 1 i i--11 -- ---! ; ,i._---+ • , , .•''--.- -.... • , ; _ - .„. : ,•-• 1 _.----- . • . . .. ; , // . ..,•,-,--- •.._ - ; f.. ,•,-A-A-Ti.,,..,.,,,-- , F-7-1 • - ,-----, -1,. ' . . . . „ , :;:.i ---: ! : ,• / . ' • , . . _ __I •j • i••:`1 . • i,,, • --. ..A., . . • ,- , • .• • ' • 'N'i 14. 1:, ' , . Li'GEND • , • -. . , :-.-.• • *,--,,• -•'.,•_•.•Mt CHURN CREEK ROAD • EXTENSION-PLAN. t Hil. Si liDY • ....;,...t • r., ALTERNATE II k.,, ..... .... ..., ..... - : FIGURE-8 • Page 34 , 111/ 110 Alternative - The no-project option to this proposed extension would result in additional traffic on Victor Avenue and Hartnell Avenue. The proposed widening of Victor Avenue and Hartnell Avenue to four-lane arterial streets would allow sufficient capacity to handle this traffic. Basically, the no-project option will increase the need to widen these two l ane arterials earlier than anticipated. Eastside Drive at South Bonnyview Road - Intersection problem with Eastside Drive, South Bonnyview Road, the Southern Pacific Railroad at grade cross- ing, and State Route 273 has resulted in a planned future grade separation of the tracks. Eastside Drive has been plan lined for frontage road realignment and will eventually intersect South Bonnyview Road about 800 feet east of the tracks. This realignment will also mitigate current problems with the intersections close proximity to State Route 273. (See Exhibit C) • Eastside Drive - Wyndam Lane to Cypress Avenue - The connection of Eastside Drive is recommended to provide a continuous parallel collector street along the east side of State Route 273. The route would connect into Cypress Avenue at the proposed realignment of Grape Street shown in figure 9. Part of the Eastside Drive recommended alignment would be required to jog to Favretto Avenue. Benefits of constructing the route are as follows: 1. Vehicle travel now occurring between Market Street and Eastside Drive via Wyndham Lane would have other east-to-west streets (Geary, Sutter, Ellis, and Grange Streets) to use, thereby, mitigating the construction of travel on Wyndham Lane which has substandard road geometrics. 2. The route provides increased capacity and circulation for north-to-south vehicle trips between Central and South Redding via the Polk - Faveretto - Eastside Drive route. 3. The development of a continuous north-to-south bikeway system along the west side of the Sacramento River could utilize this route which has a relatively flat grade. . Alternative - Alternatives to this route are shown on figure 9. Option A suggests that the route be built with a connection into Russell Street. Option B indicates a connection to Grange Street with Faveretto Avenue completing the connection to Parkview Avenue. The options likely to be implemented will be based on long-term travel needs for the various modes of travel , public acceptance, and financial support. However, a detailed project plan-line study is required to access all options. . East to West Street - Hawley Road to Old Oregon Trail - The connection of an east-to-west road between Churn Creek Road and Old Oregon Trail is recom- mended as shown in figure 4. This addition will provide access and circu- lation to area development between State Route 299 East and Old Alturas Road. The addition is properly spaced at about a one-mile interval between these two thoroughfares. The addition of this route will Help soften the impact of traffic growth on Old Alturas Road (See Exhibit D). Page 35 ▪ Alternative An alternate to providing this future access road would be the widening of Old Alturas Road to a full four-lane urban arterial . There may be less cost involved in widening Old Alturas Road than building a new street. However, much of the new east-to-west street would probably be installed as development takes place for normal access and circulation requirements. The bridging of Churn Creek is probably the major cost in the long run for providing the new link. . East to West Road - Hawley Road to Old Oregon Trail - An east-to-west collector route is recommended between Hawley Road and Old Oregon Trail . This link would serve internal vehicle circulation and access to the area bounded by Oasis Road, Interstate 5, Old Oregon Trail , and State Route 299 East. The bridging of Salt Creek or Churn Creek is necessary for the connection between Hawley Road and Old Oregon Trail . The proposed location of commercial and school facilities west of Hawley Road makes it necessary to provide direct access to residential development east q Churn Creek. Otherwise, out-of-the-way travel is likely to occur on major east-to-west arterials. This connection is shown south of Oasis Road in figure 4. . El Vista Street - Victor Avenue to Shasta View Drive - Area development indicates a good collector street connection can be made by extending El Vista Street to Victor Avenue and Shasta View Drive. This connection would serve as access into the planned and existing residential area and would possibly allow the closure of Alta Mesa Drive. (See Exhibit E) . Frontage Road - Rancho Road to Meadow View Drive - A collector type street is recommended to parallel Airport Road along its west side to provide access to industrial land use. Airport Road is a planned access-controlled expressway and, therefore, requires the frontage-road concept for area development. . Hartnell Avenue at Airport Road - Realignment is recommended to facilitate future signal spacing on Airport Road at the interchange of State Route 44 and Hartnell Avenue. (See figure 4) . Hawley Road - Oasis Road to Collyer Drive - The extension of Hawley Road north of Collyer Drive to Oasis Road was proposed in they Shasta County General Plan. This connection would serve local development and support higher density land use along this street. (See figure 4) . Alternative - An alternative alignment has been proposed in the Gold Hills Specific Plan with Hawley Road connecting to Twin View Boulevard. Area circulation is comprised along with decreased access and capacity of north- to-south vehicle travel . The Shasta County General Plan upda�Ite and proposed increased land-use densities suggest that this alternative may not be in the best interest to the traveling public to serve future unknown traffic volumes. . Hawley Road - College View Drive to Churn Creek Road - The southerly extension of Hawley Road would provide a north-to-south connection between the interchange of State Route 299 East/Hawley Road with the Churn Creek Road extension. This addition will provide access as 10000 to 20,000 vehicles per day are forecasted to use the new street segment by the year 2000. The connection also provides a route into the Cypress-Canby-Dana Drive regional shopping area of the City. (See Exhibit D) Paae 36 f • Alternative - The area topography suggests no other viable route. The no-project alternative is considered impractical because a fol interchange at State Route 299 East has been constructed and it should be utilized in the connection of proposed north-to-south arterials. . Hilltop Drive - North Market Street to Lake Boulevard - This roadway connection is recommended to relieve traffic growth impact through the intersection of North Market Street at Lake Boulevard. The;;re is a major desire for travel between points on Lake Boulevard west ofu North Market Street to points east onto Hilltop Drive. The proposed connections would intersect North Market Street approximately 1,000 feet s4outh of Lake Boulevard and extend west to Masonic Avenue which intersects Lake Boulevard at a planned signalized intersection. This route would also serve to relieve the northbound-to-eastbound turning movement at the Market Street/ Lake Boulevard intersection. (See Exhibit F) Alternative - The realignment. of Hilltop Drive to provide a intersection with East Lake Boulevard as far east of Market Street as possibly could mitigate projected traffic volumes, signalization, and trafficiflow problems related to the close proximity of the Hilltop Drive connection near the intersection of North Market Street and East Lake Boulevard. However, this option puts a significant amount of vehicle travel off Hilltop Drive through the intersection of North Market Street at Lake Boulevard along the desired line described above. The impact of the added traffic suggests that by the year 2000, a grade-separation type interchange would be neede°d to mitigate capacity problems at North Market Street and Lake Boulevard. . Hospital Lane - Cedars Road to Bechelli Lane - Traffic can be accommodated without a Hospital Lane bridge crossing of the Sacramento River. However, there is a strong desire for travel in this corridor. It is forecasted that this link between Eastside Drive and Bechelli Lane would serve 8,000 vehicles per day by the year 2000. Approximately 5,000 vehicles per day would be eliminated from the South Bonnyview Road bridge. Impacts of not constructing this connection include (See Exhibit G): 1. The existing South Bonnyview Road bridge over the Sacramento River will be more fully utilized and reach capacity within the next fewlyears. 2. Bechelli Lane will be more fully impacted with additional travel . 3. An attractive link in any transit or bikeway system will not be available. 4. Shasta County General Hospital access is more restrictive. This connection across the Sacramento River is recommended, but is not anticipated to occur for many years. The extension of Hospital Lane from Westside Drive to Cedars Road is recommended to facilitate traffic movement between Cedars Road and State Route 273. Alternative - A no-project alternate would essentially retail the use of east-to-west travel on existing bridge crossings of the Sacramento River. Those existing crossings would then carry more traffic and be subjected to increased roadway capacity situations. Page 37 • . . Howard Lane - West end to Placer Street - The westerly extension of Howard Lane to Placer Street is proposed to provide access to a developable ridge area. (See Exhibit B) . June Street or Enter Street - Maraglia Street to Hartnell Avenue - The extension of June Street from its southerly end to Hartnell Avenue is recommended or the extension of Enter Street to Maraglia Street. This connection would carry approximately 3,000 daily vehicle trips that have destinations to the K-Mart Shopping Center from points generally south of Hartnell Avenue. Some of this traffic would be diverted off Cypress Avenue and Bechelli Lane and result in mitigation of intersection capacity problems on Cypress Avenue at Hilltop Drive and reduce interchange congestion. Alternative - There is the no-project alternative which would retain the existing street pattern in the area. Traffic congestion at the Hilltop Drive - Cypress Avenue intersection would not be reduced. Other alternates are related to optional alignments of June Street between the south end of Hilltop Drive and Hartnell Avenue. A significant amount of school property with possible relocation of the school would be needed. (See Exhibit H) . Knighten Road - State Route 273 to Interstate 5 - There is a definite travel demand for a connection between State Route 273 and Interstate 5. The addition of such a connection will minimize the impact of daily vehicle trips from developing areas in Anderson and utilizing State Route 273 and South Bonnyview Road to travel to and from Redding. It will enhance access to the industrial area north of Anderson by way of Interstate 5. Alternative - The no-project alternate would result in major capacity problems at the intersections of State Route 273 at South Bonnyview Road and at the interchange of Interstate 5 and South Bonnyview Road. Other align- ments of Knighten Road do not appear feasible because of the Sacramento River flood-plain topography. . Knighten Road - Churn Creek Road to Airport Road - A connection is proposed over to Redding Municipal Airport with the Knighten Road extension between Churn Creek Road and Airport Road. This addition will encourage theuse of the Knighten Road - Interstate 5 interchange. Approximately 10,000 vehicle trips are forecasted by the year 2000. This connection is recommended to provide access for planned development. Alternative - The no-project alternate is not considered acceptable because the advantage of the Knighten Road - Interstate 5 interchange connection would not be fully utilized. Planned development in the area east of Churn Creek Road has essentially set the recommended alignment. . Loma Vista Drive - Churn Creek Road to Victor Avenue - The easterly extension of Loma Vista Drive is an ideal east-to-west collector route because it allows direct movement of traffic across the overcrossing of Interstate 5 west of Churn Creek Road. 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I _ , ; 11„:„ /-72-.... :-- 4 : //' .., .... , . „ 1..;.....-1 ....____i --i . .. \\I .......,_ \ - -1, . .. — .., . , ) 'I - \ ----"" , ./.' ; 7-1 ;;.• ...,. ,- 'V. \-- ,y- .1 ., - •-•-•-- ..7--- -.1 ..- ' i • .„......._ 5775/ E2'070 , • E /TA/5 /Oil • \ ; i . ..: --• . ',----H '---,LTD! : . ‘, t-.--.,- . i . . ........ , , ,, , ; ,\. 1, i i : ,, , c-Alvee 9 _ , i .' ,rip 1 , ' - 1.''.'i', :--r------=- --,, ., _ . ) :. : r--- `,:.? ( Pane 39 • Alternative - The Harpole Avenue alignment is a viable alternative in extending a local street connection between Churn Creek Road and Victor Avenue. This route does not allow a direct connection to the Loma Vista overcrossing of Interstate 5 and would have an impact on the existing residential environment by adding through trips. . Linden Street - South Bonnyview Boulevard to Railroad Avenue - A connection is planned to provide access and movement between these arterials. . North to South Road - Lake Boulevard to Quartz Hill Road - A connection is planned as part of area development between these two arterials. . Parkview Avenue - Park Marina Drive to Hartnell Avenue - The connection of Parkview Avenue eastward across the Sacramento River tol the proposed Hartnell Avenue extension link is recommended as shown in figure 4. This river crossing will ultimately be needed to relive traffic capacity and associated congestion on Cypress Avenue. An estimated 15,000 vehicle trips would be diverted from the Cypress Avenue bridge to the Parkview Avenue bridge by the year 2000. The addition provides an opportunity;; to develop an east-to-west bikeway facility connecting the Park Marina Drive bike route with possible bikeways serving the Enterprise area. (See Exhibit H) Alternative - A no-project alternative would require future east-to-west travel to utilize the existing Cypress Avenue bridge. The Cypress Avenue traffic corridor generally will experience increased capacity and long peak-hour congestion as growth occurs. An alternate less costly alignment is likely not possible in making the connection across the Sacramento River. . Quartz Hill Road - Segment Realignment West of Lake Boulevard i The existing two-lane road now provides access to abutting residential properties. The projected 9,000 ADT suggests a bypass alignment to mitigate residential traffic environmental problems. . Rancho Road - Easterly Extension Across Stillwater Creek - To serve future development, the extension of Rancho Road is proposed. Thils link would allow arterial circulation and access to areas east of the Redding Municipal Airport and Stillwater Creek. . Rio Drive - North Market Street to Hilltop Drive - The Benton Ranch development is proposing to connect Rio Drive to Hilltop Drl�ive along the general alignment shown in figure 4. This addition would carry some 8,000 to 12,000 daily vehicle trip forecasts by the year 2000. Itlwould relieve traffic on North Market Street and Hilltop Drive in the vicinity of the Lake Boulevard - Market Street intersection. The connection is also needed for area circulation and would ultimately tie into the proposed Auditorium Drive connection. (See Exhibit A) Alternative - This alignment is recommended as part of a proposed development. Alternative alignments will be reviewed in relation to the developments total scope and street-access needs. The absence of access into the undeveloped land lying between Hilltop Drive, North Market Street, and the Sacramento River suggests that a no-project alternative would be unacceptable if development were allowed. Page 40 . Shasta View Drive - Hartnell Avenue to Airport Road - The extension of Shasta View Drive south of Hartnell Avenue to eventually connect to Airport Drive is recommended. This addition will provide access to developing properties. (See Exhibit E) Alternative - The recommended alignment between Hartnell Avenue and Rancho Road, because of existing development, is the only feasible alignment. The Churn Creek flood plain with its easterly bluff line generally requires the alignment to curve south of Rancho Road and connect into Airport Road. However, an alternate to this plan could be the extension of Shasta View Drive parallel to the bluff line to Knighten Road. A no-project alternative is not considered feasible because the spacing of existing major streets and topography suggest that this north-to-south alignment is needed to serve as access to future undeveloped lands. . Shasta View Drive - State Route 44 to Oasis Road - The extension of Shasta View Drive northward from State Route 44 to College View Drive and then over State Route 299 East to Oasis Road will provide access and circulation to developing areas. The overcrossing of State Route 299 East would likely not be completed until after year 2000. Alternative - The existing major arterial spacing and general topography of the area between State Route 299 East and 44 suggest that the alignment is needed to properly provide access in the network systems. (See Exhibit. D) . Smith Road - Southerly Extension to Knighten Road - A connection between Smith Road to the proposed Knighten Road extension is recommended. This connection will provide access to the Knighten Road Interstate 5 interchange and State Route 273 via Knighten Road. Freeway access from Smith Road at the Interstate 5 overcrossing is not necessary unless the land use is increased in density in the future. The Smith Road overcrossing is properly spaced between South Bonnyview Road and Knighten Road to be upgraded to a full-diamond interchange. (See figure 4) . Tarmac Road - Shasta View Drive to Old Oregon Trail - Traffic forecasts indicate Tarmac Road would serve as a collector street between Shasta View Drive and Old Oregon Trail . The realignment df Tarmac Road is recommended at Shasta View Drive to facilitate future interchange ramp signalization. (See figure 4) . Twin View Boulevard - at Oasis Road - The current intersection of Twin View Boulevard is too close to the northbound off-ramp at Oasis Road to properly allow future signalization and the efficient movement of traffic on Oasis Road. A realignment of Twin View Boulevard is recommended that provides for a new intersection east of its current location to mitigate the potential traffic-flow problems. (See figure 4) . Venus Way - Shasta View Drive to Airport Road - A connection between these two major arterials is needed to provide access for future development. (See Exhibit E) Paae 41 • S . Victor Avenue - Galaxy to Churn Creek Road - The 1970 General Plan recommended the southerly extension of Victor Avenue from Hartnell Avenue to circulationCary to e access and hurn Creek too areas lying. This cbetweenoChurn Creekn is s Road drainaggedand Alta Mesa Y 9 Drive. East to west connections between Churn Creek Road and Victor Avenue are anticipated but will likely not occur for several years. Therefore, the Victor Avenue connection is anticipated to carry between 6,000 and 13,000 daily vehicles when the area is fully developed. (See Exhibit E) Alternative - A no-project alternative would result in greater traffic use of both Churn Creek Road and Alta Mesa Drive. Because of the General Plan area topography, an alternative north-to-south alignment has not been developed. . Victor Avenue - Old Alturas Road to Browning Street - The extension of Victor Avenue northward is proposed to remain on the west side of the Churn Creek River course. This addition would carry about 10,000 trips per day when the general area fully develops. (See Exhibit D) A no-project concept would add traffic to Dana Drive, Hilltop Drive, and Churn Creek Road. . Westwood Drive - West End to Branstetter Lane - The westerly extension of this Westwood Drive was proposed on the 1970 General Plan and is again recommended to serve development. . Hilltop Drive/Interstate 5 Interchange - The added access off Interstate 5 is considered a benefit to developing highway commercial property. Also, it is anticipated that future traffic studies will show major traffic relief to future ramp conflict problems associated with the Interstate 5 - State Route 44 freeway interchange with Dana Drive and Hilltop Drive. . State Route 44 at Shasta View Drive - The existing at-grade !intersection on the designated Freeway 44 Route will require future separation in the form of a diamond interchange. . State Route 273 at South Bonnyview Road - The existing at-grade intersection with the Southern Pacific Company mainline tracks and State Route 273 is recommended to be grade separated. Page 42 Existing Street Segments with Potential Problems and Mitigation Measures There are several street segments in the planning area where forecasted year 2000 traffic volumes exceed the capacity of the present roadway facility. Based on a comparison of forecasted traffic shown in figures 4 and 5 and the generalized capacities presented in Table VI , these street segments were identified. In addition, several intersection capacity problems were investigated utilizing published procedures for intersection capiacity analysis. These problem streets are listed in Table VIII. The existing geometric street layout and proposed street standard are also provided in Table VIII along with the forecasted year 2000 traffic volume. Recommended street standards are discussed later in this report. Improving Problem Streets - Some general observations and recommendations for treating the identified street problems shown in Table VIII follow: (1) Committee on Highway Capacity and Quality of Service, "Interim Materials on Highway Capacity," Transportation Research Board, National Academy of Sciences, January 1980, p. 272. Page 43 0 • I' N N �I O 4-) Q) a I— 0 wt -0 C I I C N f0 = N C) -0 (0 N IO C) a) a) •r C a).r Iv r- O •r C C C U •r C S_ L. 'C b r6 (6 Cu +) ro > >> C 0) C).-- /— r r C. C 0 r "0 r0 RS S. 0 E N 0 C 3 3 = s_ C S- 5- U S- co 1 4-, 0. ^ S.- = 0 0 C a 0 a) a) C C C = O O r0 .0 C) 0 +) C C i-, i (0 IO (S +) 4- 4- .0 4-) C 4- 4- 0 0.0 0 .0 .0 I.- r r6 C) C) N S- L S- C) -CS a a 0 3 I - wr w ...r- N E 0 0 0 C a) N >, >, V) >) N a) a) S. Cu C) C) TD U (0 t0 O C) C) C (0 i-) C) C C 0 •I-) a) a) C) •-) C C •r 3 3 C C C S- 3 U C re r6 C O U, C C C U 0.- CU rC) S_ N N RS (S r0 = C) N a (0 r r C i >, ICS (0 I0 a) .) E 4-) (1) N r r— r .-) C N V)r (0 0. 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Airport Road - State Route 44 to North Street - This alignment is spaced approximately 2.5 miles east of Interstate 5 and generally serves a similar function as State Route 273 in that they both parallel Interstate 5 and provide access to industrial land use. Airport Road provodes a direct north-to-south arterial along the east side of the North Sacramento Valley area connecting at Interstate 5 and State Route 44 with freeway interchanges. Based on its regional function, the route is recommended to be developed as a four-lane expressway. . Airport Road - Meadowview Drive to Dersch Road - This existing alignment is recommended to be upgraded to a four-lane divided arterial and serve as access to abutting properties. . Branstetter Lane - West of State Route 273 - Branstetter Lane serves as access to the Olney Creek Canyon area. As development occurs in the canyon, traffic volumes are projected to increase to 15,000 daily trips. The existing two-lane road should be developed as a four-lane urban street. . Bechelli Lane - Cypress Avenue to South Bonnyview Road - This road is developed as a four-lane urban street with a center two-way left-turn lane between Cypress Avenue and Layton Road. Sections of this segment may need widening to facilitate bus stops. The segment south of Layton Road should be widened and upgraded to a four-lane urban street with left-turn lanes at intersections and prohibition of street parking. The Hartnell Avenue - Bechelli Lane intersection is expected to have future capacity problems during peak hours. Mitigation measures would include duel left-turn lanes and possible shoulder widening to allow storage of right-turn vehicles approaching the intersection. Additional signal systems in the next 20 years on Bechelli Lane at Wilshire Drive and Loma Vista Drive may be warranted. . South Bonnyview Road - South Market Street (State Route 273) oto Interstate 5 This roadway is planned to be upgraded to a four-lane divided expressway. The planned improvements include the grade separation of South Bonnyview Road with the Southern Pacific Mainline tracks. A preliminary interchange plan shown in figure 10 requires the relocation of State Route 273 and Eastside Drive. Signals would be required at the interchange ramps and Eastside Drive on South Bonnyview Road. The widening of South Bonnyview Road will require a second two-lane bridge crossing of the Sacramento River. At Bechelli Lane, a duel left-turn is indicated to provide for a heavy peak hour eastbound to northbound traffic movement off South Bonnyview Road. The interchange of Interstate 5 will require widening to a five-lane overcrossing. Ramp signalization will be required under the 'current diamond interchange ramp system. . California Street - Trinity Street to Tehama Street - As part of a recommended street circulation change of the downtown street system, this segment should be upgraded to a three-lane one-way street as shown in figure 6. Page 51 • • . California Street - Tehama Street to Gold Street - The existing one-way three-lane street is expected to operate at capacity during peak hours. The addition of left and right-turn lanes at critical intersections would mitigate intersection capacity problems. In addition, an improved signal progression operation by utilizing the 170 microprocessor developed by Caltrans would provide the capability of multiple cycle and offset timing patterns. This type of system could provide increased efficiency of moving traffic through the downtown area. . Canyon Road - West of State Route 273 - A rural two-lane highway, controlled by signals , will carry 2,000 vehicles per hour (total both directions) at capacity. Presently, this portion of Canyon Road is a rural highway. As development occurs in outlying county areas, traffic will increase. Therefore, it is recommended that right of way be reserved to eventually widen this roadway to four lanes and that space be made available for additional turn lanes at intersection. . Cedars Road - El Reno Lane to State Route 273 - The existing two-lane road is planned as a major parallel arterial to relive projected capacitied conditions on State Route 273. Therefore, this road is recommended to be upgraded to a four-lane urban street. . Churn Creek Road - Hartnell Avenue to Interstate 5 - This street should be widened and upgraded to carry four lanes of traffic with provisions for a center two-way left-turn lane. Realignment south of Rancho Road is proposed. . Churn Creek Road - Interstate 5 to Rancho Road - This roadway is recommended to be a four-lane urban street with left-turn lanes at major intersections. Access control should be acquired where possible. In areas of strip commercial development, a continuous left-turn lane between intersections should be provided. This road is recommended for realibnment west of Huntington Drive to eliminate the "S" curve. (See Exhibit E) . Churn Creek Road - Cypress Avenue to Industrial Street - Thi,s street should be widened and upgraded to carry four lanes of traffic with a continuous left-turn lane between intersections. Traffic forecasts indicate the future need for a right-turn storage lane to serve southbound to westbound traffic approaching Cypress Avenue. . Churn Creek Road - Airport Road Bypass to Dersch Road - This section of road is recommended to be developed as a four-lane collector street with special turn lanes at Airport Road and the proposed new Airport expressway. . Court Street - Eureka Way to Sonoma Street - The existing undivided four-lane street may continue to serve traffic forecasts of up to 12,000 vehicles per day. However, potential intersection capacity problems on central downtown core streets could cause detour of peak-hour traffic onto Court Street in the near future. Court Street capacity problems could arise that will require mitigation measures such as added left-turn lanes, loss of street parking, and coordination of signals. Page 52 • • . Court Street - Railroad Avenue - Sonoma Street to Canyon Creek Road - As part of the plan to mitigate traffic congestion on State Route 273 and move traffic between downtown Redding and South Redding, this segment should be upgraded to a four-lane urban street. Relocation of Railroad Avenue, as shown in figure 4, is recommended to allow adequate stacking distance for traffic on Buenaventura Boulevard waiting to enter State Route 273. The connection of Schley Avenue between Court and West Streets may be required to provide circulation and increased street capacity on Court Street south of Placer Street. (See Exhibit B) . Cypress Avenue - Bechelli Lane to Hilltop Drive - The adjusted daily traffic volumes indicate traffic levels will be similar to today's traffic volumes in the year 2000 if new street segments are built on the future network as shown. During the next 20 years, the propensity to travel on Cypress Avenue will increase as it is likely this arterial will remain the only central Sacramento River crossing for some time. To mitigate present capacity problems and future traffic loads, it is recommended that Cypress Avenue be widened to accommodate six lanes of traffic between Bechelli Lane and Churn Creek Road. Major new street extensions of Hartnell Avenue, June Street, and Churn Creek Road discussed earlier should be given high priority in the short term to mitigate traffic congestion on Cypress Avenue in Interstate 5 interchange area. The establishment of a computerized signal progression system may be needed to minimize traffic delay. . East Cypress Avenue - Churn Creek Road to Victor Avenue, - Substandard two-lane sections of this road should be widened to the full planned four-lane arterial geometrics. . Dana Drive - Hilltop Drive to Churn Creek Road - This roadway is planned to be relocated as part of the Churn Creek Road extension project shown in figure 8. Because of the adjacent commercial land use, there will be a demand for midblock left lanes and major intersection turning movements. This four-lane roadway should be planned to have adequate width to provide dual left-turn facilities and a continuous left-turn lane between intersections. Parking prohibition is recommended. . Dana Drive - Churn Creek Road to Victor Avenue - This street should be widened and upgraded to a four-lane urban street. A continuous left-turn • lane should be provided along strip commercial land-use areas. . Dersch Road - Airport Road to Deschutes Road - This road should be widened • and upgraded to accommodate four lanes of traffic. . East Street - Shasta Street to Cypress Avenue - East Street has the potential for relieving projected traffic capacity problems on Pine Street. Through the use of judicious traffic engineering, it may be possible to develop East Street into an efficient traffic corridor. Signalization of major intersection and signal coordination is recommended with other CBD signal locations. The addition of turn lanes may be required at critical intersections. Dorno F2 • • . Eureka Way (State Route 299 East) California Street to Magnol,ja Avenue - An analysis of forecasted traffic patterns and existing conditions on Eureka Way indicate the following general approach capacities: - On west approach to Court Street, 1,400 vehicles per hour. - On east approach to Court Street, 1,400 vehicles per hour. It appears that Eureka Way will serve the forecasted traffic volumes with some congestion. Some minor capacity improvements such aslo the street for future bus stops and possibly providing a signal progression system may be required to provide a better level of service. . Hawley Road - Collyer Drive to North End - The existing Vtwo-lane local street will eventually need to be upgraded to a four-lane arterial . . Hartnell Avenue - Bechelli Lane to Airport Road - Parts of this street are built to a four-lane urban street standard with a continuous center left-turn lane. The existing substandard segments should be upgraded to match the four-lane facility. The present Interstate 5 overcrossing needs to be widened to four lanes with provisions for bicycle travel . At the intersection of Hartnell Avenue and Churn Creek Road, the need for eastbound dual left-turn lanes is anticipated. This featune will require additional right of way. Signalization is now warranted at this intersection. The east end of Hartnell Avenue between Argyle Lane and Airport Road is recommended to be realigned with the Airport Road intersection of Hartnell Avenue moved south to facilitate Interchange 44 and Airport Road signalization. This feature will allow a good signal progression system on Airport Road to be developed through the interchange area. . Hilltop Drive - Rockaway Drive to Lake Boulevard - This street should be widened to carry four lanes of traffic. Left-turn lanes should be provided at major intersections. Access control should be dedicated as development occurs. The prohibition of parking is recommended in areas of strip commercial development. . Hilltop Drive - Dana Drive to Mistletoe Lane - This segment of roadway is expected to operate at capacity during peak hours. Signalization of major street intersections and freeway ramps will be required in the short term. A signal progression system is recommended to facilitate the movement of traffic. Forecasts of the southbound to eastbound traffic movement off Hilltop Drive and onto the eastbound on-ramp of State Route 44 indicates the need to provide an extended left-turn storage lane. This feature may require widening of the Hilltop Drive overcrossing of State Route 44 Keswick Dam Road - West of Lake Boulevard - This road is forecasted to carry slightly less traffic than is considered capacity for a twd-lane arterial , however, right of way should be reserved for a four-lane urban street as development occurs. Turn lanes should be added at street intersections. Page 54 • • . Lake Boulevard - Keswick Dam Road to North Market Street - This street segment is forecasted to carry about the capacity of the roadway by the year 2000. Capacity conditions will primarily occur at signalized intersections. It may be possible to handle problems that arise by additional turn lanes at critical intersections. The intersection of Lake Boulevard and North Market Street will have major capacity problems. The provision for three approach lanes on all approaches may be warranted in the long term. . East Lake Boulevard - North Market Street to Interstate 5 u The existing expressway will be expected to handle 38,000 vehicles per day by the year 2000. Future peak-hour traffic will likely exceed the capacity of the roadway. The major problem on the corridor is the current intersection location of Hilltop Drive with East Lake Boulevard and its close proximity to the North Market Street intersection. It is recommended that Hilltop Drive be relocated a far to the east of its present location as possible to facilitate signal flow progression on East Lake Boulevard. The proposed Hilltop Drive extension crossing North Market Street south of the intersection of Lake Boulevard and North Market Street would mitigate this problem. However, it is unlikely this extension will be constructed within the next 20 years. . South Market Street (State Route 273) - South of Canyon Road - The forecast of traffic volumes on this segment of road do not indicate appreciable differences from those presently served. Signalization withla partial ramp grade separation will likely be warranted in the next 20 years at Canyon Road. (See figure 4) . South Market Street (State Route 273) - Clear Creek Road to Canyon Creek Road - The existing four-lane divided expressway may carry the traffic forecast for year 2000. However, critical cross-street intersections at (for example) South Bonnyview Road) will need to be grade separated. Other "T" type intersections peak-hour traffic flows may operate under signalization within acceptable service levels as long as a fourth leg is not developed. In some instances, intersection dual left-turn channelization may be warranted. This development of Cedars1Road, proposed as a four-lane urban street between South Bonnyview Road and the extension of Buenaventura Boulevard, would provide additional north to south capacity. This north to south arterial could reduce peak-hour traffic problems at • intersections on South Market Street. . South Market Street (State Route 273) - Canyon Creek Road to Cypress Avenue - This arterial will experience peak-hour capacity problems that will be difficult to mitigate. , The extension of Eastside Drive to Parkview Avenue is recommended to mitigate capacity problems by paralleling Market Street with a two-lane collector. . North Market Street (State Route 273) - Eureka Wa' to Riverside Drive - As part of the proposed downtown revision of street circulation 'shown in figure • 6, this street segment would be converted to a three-lane northbound one-way street. Piae 55 .:.: // , 1110- %V O . 4 • r / . \•__ N Vii; ,, . , 11111111111111111 ,.r: wpPp.T v :M. L--1 v Val •-. UM 111111V1 111111111 I • t- r:;•• man , . .... . ' • wit:... lot , . .., ...... . . .oft ,.. ..: . 11 ; 1111 I NN �\ "len 4,___ l4�.• liv ti NE / INIMIllit ' 11.. .4, digrogoo410111 1114111111 1 s00.44 i , lid. ...--• c 111111151°k11 . . ' . c'e 4,,,,7N*,.:-... All - • •.1,OW 1 1 l 1t I� 3IIIL 11111111111M. FUTURE - GRADE . SEFL 7/CU . ` \:,,._ eooril ,bio Liuv '&v- RD • Riaz AT srAr6 :ger. 273 SCALE = f" _ leatletPr '400 -- e': F'GURE-�� Pana 5F ` • . North Market Street (State Route 273) - Riverside Drive to Lake Boulevard - The street segment that passes between Quartz Hill Road and Benton Drive will require rechannelization to allow six lanes of traffiic flow. The addition of future duel left-turn lanes on North Market Street at Quartz Hill Road will likely be required in the near future along with signalization. At Lake Boulevard, additional lanes for left-turn traffic and through traffic will be needed. Currently, the northbound to westbound left-turn warrants a duel left-turn facility. The proposed extension of Hilltop Drive crossing North Market Street and connecting into Lake Boulevard would mitigate future capacity problems at the Lake Boulevard - Market Street intersection. This connection would cause a redistribution ofd approximately 10,000 trips away from the intersection at Lake Boulevard and North Market Street. However, without the Hilltop Drive connection, the provision for a grade-separated diamond-type interchange may become necessary. (See Exhibit F) . Oasis Road - Old Oregon Trail to Lake Boulevard - This street should be widened and upgraded to a four-lane urban street. The two-lane overcrossing at Interstate 5 will likely require signalization at the interchange ramps and relocation of Twin View Boulevard. . Old Alturas Road - Victor Avenue to Old Oregon Trail - This road is planned for a four-lane urban street and right-of-way reservation should be acquired accordingly. If conditions do not become unbearable, it may be possible to retain a two-lane urban street facility with provisions for left-turn lanes at intersections. (See Exhibit 0) . Pine Street - (State Route 273) Cypress Avenue to Trinity Street - The existing three-lane northbound one-way couplet is recommended Ito be retained and partly extended to Trinity Street and west of Trinity Street to North Market Street as shown in figure 5. The one-way couplet reviisions shown in figure 6 is necessary to resolve capacity problems now occurring and anticipated to become much worse at the Eureka Way - North Market Street intersection. In addition, an improved signal progression system is recommended utilizing 170-type microprocessor controllers. Even with the above recommendations, it is expected that the downtown street circulation will move traffic at capacity flow conditions. . Placer Street - California Street to Pine Street - This two-block street section is presently experiencing capacity problems due to a three-way stop at the intersection of Market Street and Placer Street. Traffic volume forecast by the year 2000 indicates major capacity problems at the Placer Street - California Street intersection. To resolve these problems, it is recommended that a one-way couplet be implemented with Placer Street one-way westbound and Sacramento Street one-way eastbound between Pine Street and California Street. A signal is warranted at Placer Street and Market Street. Paae 57 4111 110 . Placer Street - Buenaventura Boulevard to California Street ,i The existing two-lane segments of Placer, West of Almond Avenue, should be upgraded to serve four lanes of traffic with special turn lanes at intersections. Turn lanes may be required in the future on the existing four-lane segment at critical intersections. Grade separation of the railroad tracks may become justified in the future if train traffic increases and area growth results in a greater traffic use of Placer Street. Separation would likely occur by bridging the tracks with two separate two-lane one-way street structures that would become part of the Pine Street - Sacramento Street one-way couplet discussed in this report. . Placer Street - West of Buenaventura Boulevard - A two;lane highway, uncontrolled by signals, can carry the projected traffic of 11,3,000 vehicles per day with peak-hour traffic in the range of 2,000 vehicles per day. Presently, this portion of Placer Street is a two-lane roadway. However, as development occurs, the roadway will take on chalacteristics of an urban street. Therefore, it is recommended that right of way be reserved to eventually widen this street to four lanes. Turn lanes A intersection should be provided as development occurs. . Quartz Hill Road - Keswick Dam Road to Benton Drive - The mountainous topography and general curvilinear alignment and steep hillside roadway cuts suggest that this arterial should remain as a two-lane roaO However, as development occurs in the area, the roadway will take on the characteristics of an urban street. Therefore, right of way should be reserved to eventually widen this roadway to four lanes and that spaces be made available for additional turning lanes at intersections. . Rancho Road - Churn Creek Road to Old Oregon Trail - Upgrade to a four-lane urban street as development occurs. . Shasta View Drive - Hartnell Avenue to State Route 44 - This, street should be widened and upgraded to carry four lanes of traffic. A future interchange is recommended at Shasta View Drive and State Route 44. . Shasta - Tehama Street one-way couplet - Figure 6 shows the westerly extension of this one-way couplet between California Street and Market Street. This revised circulation system is recommended to occur as part of the California Street - Market Street connection. . South Street - California Street to Court Street - This street has previously been considered as the most viable railroad grade crossing to provide a grade separation over the Southern Pacific Railroad tracks. This bridging is again recommended to be constructed by the year 2000. The benefit cost ratio of the project depends on increased train' movements and associated delay benefits that would be eliminated by the grade separation. Paae SR ; . • 4 Interstate 5 Interchange Recommendations: . Riverside Avenue - The Airport Road bypass connection to the Riverside Drive interchange will likely bring about the need to signalize the existing ramps. . Knighten Road - The northbound off-ramp will likely need widening to provide for peak-hour traffic. The overcrossing is recommended to be widened when traffic demand warrants this improvement. . South Bonnyview Road - The southbound on-ramp indicates a daily ramp volume of 6,800 vehicles. This ramp will likely require widening to a two-lane off-ramp to facilitate traffic queues during peak hours. . Cypress Avenue - The off-ramps onto Cypress Avenue are recommended to be widened to allow a duel left-turn for traffic movement onto Cypress Avenue. This feature will allow these signalized intersections to operate at lower cycle times thereby allowing increased capacity to the Cypress Avenue corridor. . Interstate 5 off-ramp onto Hilltop Drive - A dual left-turn lane will be needed to serve Interstate 5 traffic entering Hilltop Drive in a northbound direction. . Interchange of Freeway 299 East - Forecast of year 2000 ramp traffic volumes indicate this freeway to freeway connections should be improved to provide a full four-quadrant cloverleaf interchange. . Twin View Boulevard - This diamond interchange serves a limited area of commercial and industrial land use. Ramp signalization may eventually be required on Twin View Boulevard. . Oasis Road - The northbound off-ramp indicates a daily traffic volume of 7,200 vehicles. This ramp may require widening to allow storage for peak-hour traffic queues. . Pine Grove Avenue - Traffic generation from the Shasta County General Plan update for the next 20 years and proposed land-use densities will probably require major improvements at this interchange. State Route 44/299 East Interchange Recommendations: . Auditorium Drive - This diamond interchange is subject to peak traffic related to events occurring at the Civic Auditorium ara. Any ramp modification or traffic-control needs will likely be related to expansion of these facilities. . Hilltop Drive - The existing southbound left-turn lane on Hilltop Drive serving the eastbound on-ramp eventually will require more vehicle storage length. This feature may require the widening of the Hilltop Drive overcrossing bridge of State Route 44, although it appears that substandard traveled lanes could be utilized without widening the bridge. Page 59 • • . Dana Drive - Traffic forecasts indicate the need to provide a two-lane off- ramp for purposes of providing lane storage for peak-hour ramp traffic entering the Mount Shasta Mall . . Shasta View Drive - Traffic projections on State Route 44 and Shasta View Drive indicate the need to upgrade the existing at-grade intersections to a diamond interchange. . Old Oregon Trail - This interchange will require signalizatilon of the ramp intersections with probable widening from a two-lane to a four-lane overcrossing. State Route 299 East - Interchange Recommendations: . Hawley Road - This existing diamond interchange may eventually require signal traffic control of the frontage roads that intersect with Hawley Road. The frontage road spacing between the ramps on Hawley Road will likely need relocation to facilitate a traffic signal system through the interchange area. . Old Oregon Trail - The existing interchange is adequate to handle future year 2000 traffic projections. The westbound ramp intersection with Old Oregon Trail will likely need signalization. Alternatives to Mitigating Traffic Problems on Existing Streets: The objective of improving problem streets is to achieve an acceptable level of service for the traveling public. However, the means of 'achieving this requires a substantial capital investment. Today the constituency support of improving streets and highways and providing for the use of the private motor vehicle as the dominant mode of transportation has dissipated. ) The criticism of the automobiles use of natural resources, its traffic congestion, pollution of the environment, and energy-use inefficiency have challenged this mode's dominance as a means of mobility. In addition, financing to maintain the street system and plans to divert existing funds in support of transit have not been increased to match the sharp rise in construction and maintenance costs. Because of these factors, transportation planning has taken on the objective of developing a better balance between use of the various modes of passenger transportation. Some of these modes can be classified as alternatives to reducing the number of vehicle trips projected by the year 2000. Other alternatives relate to management tools or price incentives to encourage efficiency and conservation. These alternatives are outlined as' follows: • Page 60 • • Alternative 1 - The ways of developing existing systems tomove more people in fewer vehicles include giving traffic priority oto the vehicles that carry the most people with the least expenditure of energy, providing special lanes and reserved streets for transit vehicles, building park and ride lots, and providing parking lanes and other automobile - use - disincen- tives. Other strategies for more efficient use of existing transportation facilities that go beyond transportation itself include th°e implementation of staggered work hours to level off the traffic demand during peak-volume periods, and the encouragement of people to work, live, ship and play in existing transportation corridors where good transit service already exists. Alternate No. 2 - Unlike Alternate No. 1 above which is a system management approach to providing activities for increased private motor vehicle occupancy, Alternate No. 2 deals with providing public transportation modes that possibly would supplement the private automobile for travel . Public transportation includes bolth regional andintra-city bus lines, para-transit systems. Chapter y discusses realistic public transportation possibilities in the Redding area in detail . Alternate No. 3 - A major incentive of encouraging consumers to use gasoline wisely and carefully is gas prices. The abrupt rise in fuel prices in 1973 and again in 1979 resulted in decreased vehicle trips on the street system. Measures that appear to be both effective and fair such as gas tax increases or surcharge haves widespread impact on almost everyone in the society. Therefore, paid surcharges should be considered carefully. The 1977 State of California transportation plan suggested two basic principles that have proved controversial . These were that (1 ) trans- portation user charges should be encouraged; and (2) where user charges do not cover costs, those who receive the services should pay for them, and those who suffer damages should be compensated. In general , fuel tax boosts or surcharges was opposed by motoring, highway and economic development interests who regret the idea of restraints on the highway user. However, foreign oil price increases will likely produce the incentive for fuel conservation. Alternate No. 4 - Bicycle ownership and use is on the increase. The bicycle is an energy-savings, short-distance mode choice which may become more realistic as other modes increase in operational cost. Unfortunately, the risk of injury or death remains high for bicyclist using the general street and highway system. Bikeway planning to allow safe use of the Transportation System for Various Trip Purposes is discussed in Chapter VII. �� _ The above alternativesall focused on the need to reduce automobile travel and hence reliance on the private car. However, many of these alternate proposals will likely not be acceptable to the Redding area traveling public. Some studies on some of these alternative measures have drawn the following conclusions: (2) (2) Horn, Burkhard E. , "Worldwide Research and Urban Transportation Issues," Traffic Quarterly, January 1981 , Eno Foundation for Transportation, Inc. p. 21-42 PVe 61 • • . Reserved lanes for buses and car pools can be effective, if there are sufficient travellers who have freedom of choice between collective and individual transport, and car drivers are already experiencing difficulties. In cases were reserved lanes cause aggrivated problems, public opinion may be unfavorable to the measure. . Park and ride facilities have little influence on model split and reduced auto use. . Dial-a-bus (or taxi) service and other outlying feeder services have little effect on car drivers. . Express bus service and more direct routing from subburbs indicate that a mode shift is possible for travel from suburbs, but the effect on total car traffic in the urban area remains limited. . Car restraints can be very effective. However, whereas parking restrains are generally accepted by the public, restraints on car circulation are often more difficult. . With respect to lower fare changes on public transportation, the effects on car traffic is limited. The number of trips or the distance traveled by public transport riders may increase. . It does not appear that transit level of service measures have a great influence on model-split. •A good transit system would not have a significant influence in car driver model transfer to bus use. . Fuel surcharges is an effective measure of reduing auto trips. However, the general public apparently rejects out of hand with- out further consideration, gas - tax surcharges because it looks at the apparent first - order impact - a reduction in personnel purchasing power. It, however, has been argued that consumers can tolerate a conservation incentive program if taxes collected can be recycled into the national economy by a reduction in general income taxes. . Bicycle transportation facilities do not produce a model shift or significant reduction in auto use. Transportation Uncertainties The task of developing a reasonable balance of transportation modes and decreasing automobile travel on the existing and planned street and highway network is made more difficult today because of the inability to cope with uncertainty about the future. This uncertainty extents to funding, available petroleum fuel , technolooy, and human values make it difficult to predict those attributes of the future needed v in formation of a transportation plan. Page 62 • The problem is to anticipate changes rather than follow them. Areas of uncertain- ties are outlined below. . Long term response in the transportation sector to: - Uncertain oil supply - Price development . Action taken on the use of the automobile: - Motorization level - (mobility) - Highway investment - Public transportation investment . Changes in urbanized trends and pattern on transportation - Evaluationary policies of environmental protection - Quality of life - Increasing leisure time - Family Income - Urban Densities . Long term impacts of public participation - Government intervention - Public supported transportation schemes - Constituency support . Long term potential of the application of new or innovative technologies in transportation systems - Fuel efficient vehicles - Electric and hybrid vehicles - Alternate fuels for automobiles To predict the transportation uncertainties listed above is impossible at this time. National policies will likely direct future transportation planning and the use of the automobile over the years to come. However, it is realistic to assume the following trends: . Future highway financing will decline and lead to a general decay in the existing street and highway system. . Fuel availability and the national economy will cause a major conservation effort. . Vehicles will be smaller, more fuel efficient with resulting fewer and shorter trips. . The establishment of central City transit will occur to serve those in need of transport that for some reason cannot drive or own private vehicles. . Traffic accidents will likely increase as various travel modes increase there use on the City street system. paop 63 1 • • Summary !j The basis of the recommendations in this chapter for implementation of a long range major street network to serve forecasted traffic volumes by the year 2000 followed three main objectives: 1 ) It is necessary to develop an efficient street system to serve access and movement throughout Redding. 2) Planned street additions should properly serve traffic generated by growth and development occuring in conformance with planned development. 3) Resources committed to new street additions should be kept to a minimum. The success of this type of long range systems planning for the street and highway element is impossible to achieve unless there is a broad public support for street improvements. It is highly possible that these long range plans will be unfulfilled because of the lack of public support for new roads. Because of the funding problems of maintaining and constructing new facilities , the budgeting approach to transportation planning has evolved. Tqs concept allows for the development of a short range 5-year capital improvement program based on limited revenue. These programs undergo annual up-date and priority changes are made. This report will serve as a basis for the 5-year capital improvement program. The budgetary approach, however, does not overcome the deficiencies indicated in 10 ng range transportation improvements that are vital to economic development in new areas and redevelopment in existing urban areas. The uncertainties of fuel problems, fuel pricing, technological advancements, etc. , could modify the travel characteristics of the people residing in Redding with sig- nificant vehicle trip generation changes. However, the relationship between land- use and an access system of street and highways will not change subtantially from what is recommended in this report. What will change is the degree of mode use (auto, transit, bicycle, etc. ) This report does not attempt to develop the future needs (re-construction, asphalt blankets, etc. ) of maintaining the in-place street road highway system and the probable need of traffic control at many existing intersections. (signals , signs, etc. ) The major portion of existing highway revenues will likely beydirected toward maintenance and traffic control needs. New bridge locations are not specifically listed in this report, but are shown in figure 5. Crossings of major drainage and water courses are identified that may be built, depending on development trends, in the next 20 yearsL It will be necessary to do detailed project plan line studies before each new street addition to the recommended street network is designed and constructed. Recommended street segments may well be placed several blocks from the specific locations recommended in this report herein as a result of the more detailed project planning study. Dn.,n Gn • CHAPTER V PUBLIC TRANSPORTATION SYSTEMS AND SERVICES Introduction The reality of urban transportation systems planning and programs reflect the desire to minimize dislocation, maintain air quality and conserve energy. To achieve these objectives, a multi-model transportation system is ,being empha- _ sized in both short term and long range planning of which public transportation • systems will play an increasing role. This chapter outlines the basic strategies and recommendations designed to meet the public transportation goals. Some of the transportation systems discussed herein are obvious myths under todays economy and availability of petroleum fuels; others are more subtle and can be expansion of existing pro- grams or can be new systems that come about due to external economic forces or identified transportation needs. Long term trends - Public transportation systems can have many forms . However, in the Redding Plan Area, it is recognized that local transportation systems will continue to utilize the motor bus and private or public owned automobile operating on the street and highway network. Long range public transportation could involve light rail transit. Paratransit services, a term coined to refer to a group of transit services that fall between the private automobile and fixed route, fixed schedule transit with greater flexibility and convenience is anticipated to increase in the Redding urban area. (l ) Common sense tells us that the nature oflour street and highway system, inflation, increased fuel cost along with possible restricted petroleum availability can foster new ride-share markets that could be readily served by paratransit. Nationally, ridership trends in the last several years has began to reverse in the steady decline of passenger travel which has occured since World War II . Public transportation systems have shown increased travel especially during the 1973-74 and 1979 oil shortage and fuel price increases. A second measure that has offset the decline in public transportation is the increased public assistance programs. Federal and State involvement is predicted on the belief that financial assistance will result in social and indirect benefits to the community. The Urban Mass Transportation Administration (UMTA) of the United States Department of Transportation will contribute 80 percent of the cost of a Transit Development Plan and assistance in capital purchases for transportation system start-ups. . 2 In California, "The transportation Development Act of 1971" imposed a sales tax on gasoline and allowed these funds to be used for Public Transportation subsidization. ( 1) Boutz, James A. , "The status of paratransit in the United States," ITE Journal , January, 1980, pp. 43-46. (2) Hayward, J. C. & Kurgan, J . G. , "Help for Small Town Transit," Traffic Engineering, September, 1976, p. 38 �s il , . 0111114.011111‘...• ••• h 99cy �� ' I) gQ OR' `' �QDD/I1/G CBD: �I �(,,f' : '.: j. e� �; ERY w-a•< - c5 tx _...34,..„,..„....r„,„\ p r ;,".rr."fr^*e + �..,R7 rt..aS.i ... :.. "\.r� r & 0,..„ �Lb MIEDE• .. . - MSC y ,� �� o .. / Q s � \h�.. " ? DR • , 1 . f1 $ "• - R . 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Page 69 iTABLE X • • DEPARTURES TIME DESTINATION ARRIVES AIRLINE # FREQUENCY 7:00 a.m. San Francisco 7:48 a.m. United 1153 Daily 9:55 a.m. San Francisco 10:55 a.m. Wings WestII 164 M - F 10:00 a.m. Eugene 10:48 a.m. United 1294 Daily 11:15 a.m. San Francisco 12:25 p.m. WestAir 3281 Daily 2:30 p.m. San Francisco 3:40 p.m. . WestAir 3283 Daily 2:45 p.m. San Francisco 3:45 p.m. Wings West 176 M - F 2:45 p.m 4:39 p.m. San Francisco 5:25 p.m. United 1147 Daily 8:00 p.m. Sacramento 8:45 p.m. Wings West 168 Except Sat. San Francisco 9:35 m. P• Sunday Only I 8:15 p.m. " " 9:15 p.m. 10:52 p.m. Eugene 11.40 p.m. United 1192 Except Sat. 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C) N = C) 4- -it- >1 _c i U +) _0 O Cr) C) C) •r Ut t -r UI co •n VI r0 4-, •r f0 Cr) 2 •r 4-) 0 C C) U r 01 S- C) •-- O •r L co S- C) S- 9- 0 C 0 >1 .O U S /0 IZ 0 CL_ C /C S- O •r S. C) E i-) C) -I-) S- +) C -0 C) . = C .0 r0 UI C) N U -0 4) U r (0 0 > r0 +) ^ ^ -r N C) C O 0 S- (0 0 .0 C r N p , ce W CO U C'3 CL. Z N U t Paae 72 • • Shasta College operates two types of bus services. One is a local; student bus service that runs through Central Valley, Redding , and Enterprise;1 it operates on week days making one pick-up and return trip daily. The other system in an interregional transport service between Trinity County and Shasta College. Basically, Shasta College is a commuter college where private motor vehicle trips represent the major school trip mode of travel . However, future public transport systems should serve the college because of high ridership normally common to student needs. Development of Fixed Route Transit - RABA System A feasibility study conducted in 1976 by Dave Systems , Incorporated, investi- gated the need for public transportation; alternative transportatiion systems; patronage costs and revenues; and provided system recommendations and an imple- mentation plan. (3) This report was accepted by the Shasta County Local Transportation Commission in March, 1976. This study recommended the establish- ment of a fixed route - bus transit system. The Local Transportation Commission developed a Transportation Development Plan required by UMTA that adopted the recommendations of the feasibility report. This plan indicated that a local transit system was necessary for the elderly, the handicapped, the young and low income groups. It would also aict as a supplemental source of transportation for one-car families, multi-worker families and for people who would rather ride than drive for reasons of con- venience or economy. These needs were identified through househol1'd mail ques- tionaires, telephone surveys, investigation of income, age groups, auto owner- ship and information supplied by service groups familiar with the needs of seniors and handicapped people. (4) • The fixed route bus system began operation in November, 1981 . The system is called "The Ride". It operates generally from 6:30 a.m. to 7:30 p.m. 6-days a week. The buses run on a one-hour headway with routes developed around a pulse system concept. This concept allows all routes to originate and ter- minate at a single location on Placer Street between Pine and Market Streets, which allows passenger transfer between routes. The bus system will be directed under the authority of a joint powers agreement entered into between the City of Redding and Shasta County on December 13, 1976. A transit service area was approved on March 9, 1977, by the Local Agency For- mation Commission. The governing board is made up of five persons consisting of four Councilman and one Board of Supervisor member. This board is 1 called the "Redding Area Bus Authority" (RABA) . (3) Dave Systems, Inc. , "A feasibility study of initiating Public Transportation in the Redding-Enterprise urban area," March, 1976. (4 ) Transit Development Programs for Shasta County, dated June, 1977. Page 73 • • Potential Ridesharing Program In the Redding area, both public and private operated paratransit exist in the form of taxi services and various social service and handicapped systems out- lined in Table XI. Given the expected trends in fuel cost, fuel availability, air quality and urban development, another form of paratransit called rider-shar- ing may develop and become increasingly important in the future. Commuter ridersharing is commonly known as car-pooling. Car-pooling in the Redding Plan Area has great potential to decrease auto dependence. It can be implemented for relatively low cost, can provide a back- up in case of another petroleum shortage, can be implemented quickly almost any- where, and can serve areas which are not conveniently or economically served by fixed route transit. Ridersharing programs must be comprehensive and include employee involvement for computer work trip purposes. The distribution of match list to prospective pool- ers is, by itself, ineffective. Strong marketing and employee involvement are needed. However, another oil shortage may be the main incentive for such pro- grams. The formation of car pools is advantageous when trips for which the ride is being pooled is long. This situation would occur for travelers commuting from outlying communities into central Redding. In general , a short trip across the City is not considered advantageous by most people by car-pool . It is doubt- ful that car-pooling for trips internal to the Redding-Enterprise area will often occur. However, it is probable that trips to and from local schools will be pooled more often if school districts decrease their transportation levels of service. Recommendation Public transportation systems and program planning arerecognized as a complicated and difficult task of providing a balanced transportation system within the urban environment over the next 20 years. Unfortunately, there is no new forecasted tech- nology that can ride us over the hill and solve our transportation and fuel problems. The transportation program will consist of modest systlms, some of which will be forced on us. The public transportation systems recommended herein should contribute to the economic growth of the community. The following recommendations are meant to com- plement the efforts already underway to establish a fixed route transit operation under the Redding Area Bus Authority. Terminal facilities - The City of Redding should investigate the possibility of constructing a central area transit terminal that would provide off-street downtown inter-model interface with regional bus transportation, RABA-Transit and Amtrack-or a future fixed light rail system. ii Paae 74 • • . Maintain Existing Systems - Existing transportation systems and services , par- ticularly those that now serve the senior citizens , handicapped and school students, should be preserved and possibly expanded to meet transportation needs created by urban growth. . Land-use and Urban Transportation Planning_ - Planning should be accomplished in such a manner that the proposed fixed route transit system being developed under RABA will provide a viable option to the automobile. The concentration of land- uses commonly noted for high generation of travel by bus transit will serve to support the RABA system and reduce dependence of the automobile. • Ridesharing - Provide for a comprehensive program of promoting ride-sharing through use of car- and van pools that would serve principally commuter work trips into Redding from outlying areas. The program should also provide for emergency backup for intra-city travel that would be needed in case of unscheduled fuel interruption and sometimes substantial abrupt price changes. . Emergency Servial Program - Develop a contingency plan for shot term fuel interruptions and establish prior emergency agreements among those involved. Such plans may include strategies of improving transit capacity and utilizing other available modes such as school buses , taxies and ridesharing. . Light Rail Transit - In long range planning , keep in mind the possibility of developing electric propolled rail vehicles or trains between. outlying bedroom communities or limited street car transit in potential city high density market areas. . Redding Area Bus Authority System - Continue RABA fixed route transit system. Conduct market studies to maximize ridership and general service to public. Maintain the dial-a-ride subsidized taxi service for seniors and handicapped people. II • S CHAPTER VI RAILROADS Railroads play a major role in the movement of intercity freight. However, the economic life and social well being is not widely understood by people and is an operation taken largely for granted. A report in 1977 by the U.S. Department of Transportation indicates that future intercity goods movement will increase substantially as the Gross National product increases. This expected enlarged freight traffic market will likely effect the rail transport mode. (1 ) Of particular benefit to railroads will be transport of low-sulfur clean- coal production in the western part of the Great Plans region. Another study report by Frost is optomistic about railroad freight growth. (2 ) It predicted that the railroads share of total intercity traffic will rise to over 50 percent by 1995 , and also that at least 40 percent of rail movements in 1995 will be trailers on flatcare/containers on flatcar traffic that will cut sharply into over-the-road truck shipments, decreasing trucking's rela- tive share of intercity freight traffic market. However, the USDOT study is less optomistic for rail piggyback and predicts rail freight traffic growth at an annual 3 percent in 1985. Baically, a major surge in rail piggyback service is related toltthe need to reduced long distance, flat terrain, trucking and depends on the degree of need to conserve energy. Redding Train Traffic The above projections of the transport of freight by rail will likely effect the future number of train movement through the City of Redding. If coal becomes a primary fuel for generating electricity at future north state coastal power plants , than significant train traffic could occurlon the Southern Pacific tracks through Redding. The Southern Pacific Transportation Company presently has a singe track main line running through Shasta County from Davis to Dunsmuir. The line averages 25 freight trains per day and two Amtrak passenger trains per day. Figure 11 shows the location of the Southern Pacific tracks in the Redding Plan Area. A branch line called the Matheson Branch Line consists of a single track running from Shasta Dam and Keswick Dam to the Southern Pacific Mainline track near downtown Redding. The Matheson Branch line is owned by the Southern Pacific Company and they have instituted proceedings for abandonment. (1) U.S. Department of Transportation, National Transportation Trends and Choices (Washington , D.C. , v.s. Department of Transportation 1977) O. 23, 69. (2) Frost and Sullivan, Transportation Market in the USA to 1995, Report No. 473, (New York: Frost and Sullivan, July 1977) • • Impact of Increased Train Traffic It is unlikely that expansion (a second mainline parallel track) of the existing Southern Pacific Company mainline track will occur over the next 20 years. However, an increase in freight trains is anticipated under the above discussion. Switching movements may also increase in the Redding area. The net effect will be increased noise levels and train blockages of existing street at grade crossings of the railroad tracks in the General plan Area. This may bring about the increased need to build grade-separations at selected road crossings (e.g. South Bonnyview Road) . Long term water resource planning could eventually result in major reconstruction of Keswick Dam and Shasta Dam. These concrete gravity structures will likely be raised to accommodate increased water storage and possible increased hydro- electric generation within the next 30 years. Rail transport ofl raw materials (sand, gravel , cement, etc. ) will probably occur during construction. The amount of material , economics of transport by other modes and the existence of existing rail (Matheson. Branch) to these dam sites will probably result inn train transport of these construction materials. The impact of increased train traffic would depend on such items as material source and train delivery frequencies. However, the train traffic impact on Redding could be significant if the movement of freight must go through Redding. Industrial Land Use Because of the probability of future commodity transport by trains, the General Plan should allow heavy commodity industrial land use adjacent to the existing Southern Pacific tracks along South Market Street. Such industries that transport bulk materials could be attracted to the area where rail service is allowed. The possibility of a bi-model terminal facility could be built in the Redding Area for transfer between truck and train transport. This could occur because Redding lies on cross-roads between points east-west, north and south of the northern end of the Sacramento Valley. State routes extend to Eureka , Alturas and to cities along Interstate 5. Most freight terminals are built by the common carriers that use them. Such terminals would be related to the loading and unloading of piggyback trailers and likely be built by the railroad company. Such a facility would require additional spur tracks or sidings in a train yard of several tracks. The loca- tion of such a facility would probably have to occur in the South Redding area. Amtrak Passenger Service The 1970 rail-passenger service act initiated into law by Congress resulted in the Federally sponsored intercity rail passenger service called Amtrak. This system has been in operation since 1971 . The Amtrak route that serves Redding is part of the Los Angeles - S'eattle connection (Cost-Starlight) that runs on the Southern Pacific Company's mainline track. This route is shown on figure 11. Page 77 • • Although Amtrak has had increasing deficits in its annual operation, it is not anticipated that the Los Angeles-Seattle route would be eliminated in any cutback in Amtrak service. This long distance route had passenger-mile use of approximately 224.92 million in 1977. This was in the upper 10 of the other classified long distance Amtrak routes nationwide. (3) Passenger service in and out of Redding is shown in Table IX and amounts to an average of 10,220 passengers embarking for the 1980 calendar year or 28 passenger arrivals and departures per day. The 1973 energy crisis had a significant effect on increasing Amtrak ridership, the system demonstrated that Amtrak became an alternate to which people will turn in times of limited availability of automobile fuel . (4) II As part of the Redding General Plan and circulation element, the Amtrack service should be given support in its continued service to Redding. They passenger station in downtown Redding should be improved. The marketing of passenger rail service should be included in local public transit informational brochures. Recommendations Railroad freight and Amtrak passenger systems are recognized as a major transpor- tation element that serves intercity movement of people and goods. The national energy situation indicates that future market expansion of rail traffic is fore- casted but to what degree is subject to many factors. The following recommenda- tions are put forth to support the continued use of rail service to Redding and its future role in the economic vitality of the community. • Maintain existing system - The existing rail system and branch lines that now serve the Redding General Plan area should be retained. • Land use and rail transportation - Planning should be accomplished in such a manner that industries that have potential rail transport needs are located close to existing railroad tracks. The concentration of heavy commodity production industrial land use near raillioads will reduce also the problem of mitigating noise that commonly must be tolerated in areas of existing train traffic. ▪ Abandonment of the Matheson Branch line - The branch line to Shasta Dam and Keswick Dam should be considered for retention in light of the possible reconstruction of these facilities. ▪ Terminal Facility - The existing Southern Pacific passenger train station in downtown Redding should be considered for possible up-grading. A multi-model terminal serving Amtrak, and local city transit should be studied for its feasibility with consolidation of several existing regional bus line carriers into one terminal . ▪ Amtrak - Support the continued passenger service of Amtrak through Redding and promote its use. (3) U.S. Department of Transportation, "A Reexamination of the Amtrak Route Structure, U.S. Department of Transportation, May 1978. (4) Ibid Page 73 • • 11 CHAPTER VII BICYCLE TRANSPORTATION Bicycle planning is commonly thought of as the effort undertake to develop a bikeway system. (e.g. bike paths, routes and lanes) . However, the majority of bicycle travel does not use such designated route systems. l!1ost bicycle travel occurs on the overall street network. Thus , bicycle transportation planning is more than planning for designated bikeways, it is an effort that should consider many alternatives to providing for safe and efficient bicycle travel . Given the recent cost increases in automobile operation, it is probable that bicycle travel in Redding will increase. However, it is realistic to assume that the bicycle cannot become a primary mode of transportation as rainy weather, the need to carry packages, and the need to travel long distances over hill type terrain limit its applicability. The level of Ocycle travel might well increase if good access through barriers such as the' Sacramento River and the freeways are provided for the cyclists. Some bicycle travel already exists over these barriers on major bridge crossings , some is work or school commute oriented and some is recreational in nature. However, it is estimated that the model split between bicycles and automobile travel is less than 5 percent bicycle to 95 percent automobile in the Redding area. (The reader should be cautioned that no detailed data or standard procedures are available to make such an estimate. ) Aspects of Bicycle Planning Bicycle use goals and objectives should be in harmony with the overall trans- portation policy of the community. Therefore, a realistic overview of what community bicycle goals and objectives should be is mandatory in the first stages of planning. Once goals and objectives are establishedi than a plan can be developed. Goals and objectives should consider the following aspects: 1 ) Education of the bicyclist - Vehicle code rules of the road - Proper riding habits - Bicycle hardware and safety devices - Potential high hazard accident situations • - Security devices and licensing needs - Safe routes to school Page 79 • S 2) Enforcement of bicycle violations - Rules of the road - Sidewalk parking in CBD - Other unauthorized use areas 3) Parking facility needs in promoting use of the bicycle travel mode 4) Model transfer facilities and bus transit carrying racks 5) Marketing of the available bikeway systems and programs. Bikeway Plan and Programs In order to properly access the public desire and probable use of a bikeway system, it generally is necessary to measure and identify bicycle use on the existing street systems. However, bicycle counts are very difficult and costly to obtain because there are no mechanical devices developed to separate auto- bicycle counts. Visual counts are necessary. Bicycle generation from various land use has not been readily studied or made available. Therefore, transpor- tation modeling procedures cannot be applied to determine bicycle trips on a given street system. In general , the methodology used in bicycle planning for this General Plan is one based on logical or reasonable guidelines related to the urban area bicycle, "desire lines of travel ," between probable origin and destination points. Origin and Destination - The first approach in developing possiblle areas that might be served by a designated bikeway route is to identify bicycle destina- tion points. Typical destinations are shopping districts , recreational areas and schools . The origin points are areas of residential or multii-residential land use, shown on the General Plan. Figure 13 show destination points in the City of, Redding. These points are connected with bicycle desire lines of travel . The desire lines are drawn to reflect potential travel between points of both origin and destination. Barrier points on the desire lines are identified. A barrier is! a major factor influencing the bicycle travel and a high priority to implementing the bridging of barriers may be desirable. Bikeway Plan - Figure 13 basically shows a conceptual type bikeway plan for the Redding area. This plan identifies certain proposed facility needs that could reasonably be implemented in the short term. Long term bikeway !needs are basically reflected as desire lines and barrier points. This plan can be used as a tool in the development of a bicycle transportation system for the Redding General Plan area. Expansion and refinement of the plan should reflect reviews and analysis related to bicycle accidents, safe route to school needs , bicycle travel counts , land-use developmentand recreational needs. Dana 4n Parking - It has been found in communities such as Chico and Davis, California, that bicycle parking facilities are important in promoting bicycle use as well as preventing other problems. Long term bicycle parking generally relates to the employee commute or student bicycle trip. Long term parking devices should have security features that provide adequate protection against vandalism. Short term trips for recreation, shopping or lunch purposes, in general , require lesser security type bike racks. The important aspect is that some type of conveniently located bike racks be provided at the point of destination. Bike lockers are normally associated with a lease program. These programs are normally used in stations or terminals where commute trip modeltransfers from bicycle to a bus or share ride situation occurs. As the City ofd Redding develops transit bus terminals in centralized neighborhood shopping districts, this con- cept could be applied to promote bicycle-bus employee work trips. Ordinance provisions should be initiated that require bicycle parking facilities for various land use development. This could include bike racks lin shopping centers to areas set aside in apartment or condominium units for bicycle storage. Education - Many communities are employing bicycle instruction and traffic safety instruction at various levels. Some programs are provided in the school systems. Others are offered by police agencies and traffic courts. Private groups have sponsored bike rodeos and other educational bicycle oriented events. The City of Redding and the County of Shasta should initiate safe route to school plans. These plans generally show all streets, school locations and routes to be used by students enroute to and from school . Established bikeways and traffic control devices may be shown on designated safe routes. The school district would normally distribute safe route to school maps to students and parents in elementary schools and follow through with the districts program of pedestrian and bicycle route safety. Marketing - Once an on-street bikeway system is installed, the problems of educating the public to its existence must take place. Several approaches have been utilized and vary from newspaper advertisement to published maps of a city-wide system. Whatever method used, it is important to market the bikeway system to promote bicycle use and acquire maximum public benefits. Marketing a bicycle plan may include other programs discussed in this chapter. Enforcement - Enforcement is normally though of as a function of the local law enforcement agencies. These agencies may choose to direct enforcement of bicycle rule of the road violations in areas of identified high traffic auto- mobile/bicycle conflict or identified accident problem locations. The degree of police manpower support is generally a function of daily priority of the Police Departments. Specific programs may become warranted to Have officers concentrate in bicycle enforcement. A Bicycle Licensing Program is provided for under City of Redding Ordinance. This program is important in its identification of bicycles and pro- motion of bicycle inspection. It allows the City to maintain some statistics on bicycle ownership. It also is one of the few revenue sources where bicycle riders pay an in lieu type fee that can be applied to bicycle programs. Paae 81 a • Bus Transit and Bicycles - The Redding Area Bus Authority runs I fixed route bus system called "The Ride" . This bus system could carry riders who desire to take their bicycles along with them. Therefore, provisions for carrying bicycles on a bus may be warranted. This feature may likely increase the market ridership of bus transit patrons that are generally restricted to a 4-block walking distance to any bus stop. Bicyclists riding to a bus stop, knowing they can carry bicycles on the bus, could increase the patrons travel area several blocks from various bus stops; hence, bus ridership and bicycle travel are promoted. Recommendations The routes designated in figure 13 should be used as a guide in the development of an overall bicycle facilities program which will eventually serve the Redding Area. Because many of the future routes are shown as conceptual desire lines rather than specific designated routes, varying traffic patterns and treatment alternatives will have to be subsequently studied to insure that safe and con- venient routes will be provided that are readily used by the public. The following recommendations emphasize priority areas within the framework of a unified bicycle facilities program. 1 ) As part of a unified bicycle facilities program, the City should adopt a priority plan to provide safe and convenient access across barrier points. Barrier projects should fall on routes to schools, shopping districts and recreational areas. 2) New subdivisions and new major street additions that falll on designated bikeways or desire lines should have additional right of ways dedicated with the construction of standa��d roadway geometrics that allow room for safe bicycle travel . 3) Provide bicycle storage facilities in areas of high trip, gener- ation. Require that bicycle parking space and stands be pro- vided in apartment complexes, conveniently located on major commercial , professional office, industrial , and educational sites, and other areas of high parking demand. 4) Provide safe routes to school plan maps to local school districts. 5) Support educational and enforcement programs that will improve the traffic safety aspects of bicycle transportation. 6) Support marketing efforts toward bringing about community aware- ness of various bicycle facilities and programs. Continue in the effort to license bicycles. 7) Develop a system of recreational trails that would accommodate two-way bicycle travel in designated greenbelt areas. Coordinate these trails with any on-street bikeway systems. 8) Promote intermodel transfer of bicycle travel and bus transit by providing bike parking and bicycle carrying devices on buses. it Page 82 0. . 0 t • f \.0- e. .. i d5' L - , o —s__ \\ 1 --- - ... . 'T.,• cP•C' ;-' : , i t i ( i s\ * 0 1" o"'"0 1I .. • ,..,,. \._____ t , -' \ --- 4,,.•.,._. ,,_ :.7..7. A‘\"."-'7- ....:11:. ------°''16(‘ # If _ i 1 i -----,, ' ‘ \ ___ ,.;,,, . I o/ ________ \ ... . ,., - ,-.0 r r g ' 4,. i', * * 11,---...-."- -.:-tt.AP" ,i ---,:— c--",st r..."' w. 1 MWIK. ."11•1111s"---- ''. '7-' ----la 174. In'• •' ALT .• 4,11. L I ST°111:4 .' 1, ,, /4' I., AV,016.la"* 6. ,,. • r i ft,t "toVve'::'" n 1I4 ,.. . . J ....1--— :" \- .;..` 1 ' • / - .0i. 1 ,\..i.IOW It ..• ‘ r J -.It, vi,\! w • - ...L ... ._. * 1 _.1 \-- wo"•1 L.--I . -r . •-. ------_______PeK 1 I 1 p I L. - li 17j r-------1 ..• •r low- . . . . ._ ..... *.-:--, a ...., ._ _.. , _ . • snA n ' I ..-,—Th. ' i 1 1 , .., .' 111C" ,' < go cot' \ ca.' .---141r,- ." ' —. ,K, T - • . . . .. .....1 * . s '1/4.. o,...". \ \ 4. • .. . .' ‘.`,.. .. P. i •) , . LEGEND \ , . c., IIIIIAI EXISTING BIKEWAY •,‘N______,\,. . . 4i.. a•••••••••• PROPOSED *COITION 111 MAJOR BARRIER POINTS ....""'""s"....• CESIRE LINE * BC34001. CCROAERCIAL BIKEWAYS FIGURE .12 • • Page 82a • i . CHAPTER VIII STREET RIGHT OF WAY STANDARDS Introduction The recommended street and highway network forms the major access system of the Redding General Plan Area. This system is directed toward! serving multi-model transportation that is dependant on a good circulation network with adequate capacity. This chapter presents an analysis of street and highway functions with recommendations on right-of-way standards for various street classifications. This analysis attempts to recognize the need for efficient and safe roadways that can ultimately be constructed within the recommended standard street right-of-way and have adequate capacity to carry projected vehicular traffic for the general plan area. The adoption and application of right-of-way standards for various highway classifications will serve the following purposes: 1 ) It provides a guide for subdivision design. 2) It provides for the establishment of setback requirements along major streets for future widening of presently substandard right-of-way. 3) It provides a guide for widening existing substandard major arterials and problem intersections outlined in Chapter IV of this report. Functional Classifications The major function of urban streets and highways fall into the following classifications: (1 ) 1 . Expressway System - (including freeways and parkways) - providing for expenditious movement of large volumes of through traffic between areas and across the city and not intended to provide land- access service. 2. Major Arterial System - Providing for through traffic movement between areas and across the City and direct access to abutting property; subject to necessary control of entrances, exits, and curb use. ( 1) Institute of Traffic Engineers, Traffic Engineering Handbook, Chapter 17, 1965,. P. 600. n--- n•f • • 3. Collector Street System - Providing for traffic movemelnt between major arterials and local streets and direct access to abutting property. 4. Local Street System - Providing for direct access to abutting land and for local traffic movements. II In the Redding Area, street standards developed for the above classifications differ in number of lanes and degree of access control . In general , urban expressway, arterial and collector roadways are multi-lane roadways. In the application of right-of-way standards, it is important that new develop- ment occuring along rural highways reserve the necessary right!iof-way to allow a multi-lane urban street facility. This type of planning allows! for growth and expansion of rural arterials to meet urban street capacity needs without pro- hibitive future right-of-way costs associated with widening substandard roadways. Normally, when a County major arterial is proposed in an area of urban charac- teristics, urban right-of-way standards should be used. The analysis of street and highway needs in Chapter IV has resullted in the need to up-grade many existing two lane arterials to four lane roadways. Tables VII and VIII , in Chapter IV outlined recommended urban lane geometrics tor new and existing problem streets. In some instances , majorllarterials with four lane roadways now require six lane facility to adequately serve projected traffic. Chapter V and VI reviewed public transportation and bicycle modes that will use the street network. These modes also must be considered in the development of urban right-of-way standards. The transportation network indicated in figures 4 and 5 show the recommended street and highway system discussed in the report. This system serves both Shasta County and City of Redding within the plan area. Street right-of-way standards should be consistent and apply to the entire network within the Redding General Plan boundary. Recommended Right-of-Way Standards • Street and highway standards recommended for the circulation element of the Redding General Plan Area are shown in figures 14 through 17. These standards are discussed as follows: II . Expressway jMaj or-thoroughfare) - The recommended street plan has several highways that can be classed as Expressways The majority of these routes are freeways and expressways under State jurisdiction and have rights-of-way determined by Caltrans and their criteria for design of State Highways. The standard shown in Figure 14 applies to Expressways (other than state routes). In general , this standald would serve high speed traffic and have access control between intersecting streets. Adjacent properties would have access off of a frontage road (service road) or other streets. An 18 foot raised median is recommended to separate high speed traffic. • • • Page 34 . . . . . , • • ,1 ,• 11 i.:.•'1.' c'if' , I k i. ..-7....7. 1, if,it".'•:24...7.••-•:-..1.,- .i..-r...•;....•- •11 ---. -••---f 1 1-11.1.7:•--„, : , I: I ' 1 /0 1 / I '7.1 •`'' i '''• 1 . I r.".'.'.1 I -i'...,•1 7...:.• 11A!".,..!.''.7.-1,.I I ! '1-:--: 1 7•':':" 1'-"," 1 1 :::','.;•4: 7,2'[.:1', .::';'. I ../ .....: - D -ii- --I,,--- L---,----,J.i''''-'i . t1 i I ..1 I i q. 4. ) ' J. ! I. ii 2.1. t. .ri i L • Ill 1 •Z"5....,7.• L.7..5..1', //0. 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I • s 64' / 42 / if2' 58:O /2Q: C/2NE C2E /2'E `8JO1E AA G4 / , / /o' lG. - 1 /O' 84' e/i1/ CDL L Ee'TOe 57:0667 57,4/t/7A.L717 4 A/t/ES � Figure 17 • Page 93 • f 56 / 28 28 / IP:43;kryed4gt- 5fJt2 LAAJE CANE 5M2 / 10' 1, 36' / /0 56' e/GV �O '.4L ST,e'EET57-4.<10,42. - 2L2A165 2/h' Z/W Gp / 30' / 30' / / th 37 f /E 5�D /p 40' / /p , 60' R44/ LOCAL --CDL L Ec7 e SJ-4A/D.42D - 2 L ,ave5 Figure 17a fi Page 94 • • �I e/w .Q/H/ 32' 32' ' ' /O' I PZel I r i/2 ! rw/2J pAeK 5Np LANE LANE I 54-67 fl /O 44' /0' 6 4 ' 2/w hvov5T,e/A57 eEEr 5r4 A z qgo Figure 17b • • Dano Qt • • I' Presently, the City of Redding's subdivision ordinance expressway standard allows for a maximum 120 foot wide rightlof way with a 22 foot median and at least 64 feet of paved roadway. The express- way standard shown in figure 14 falls within this criteria, but recommends a 110 foot right-of-way width. . Six-Lane Expressway Option - Figure 14 shows the option of providing added lanes within the 110 foot wide right-of-way. Such lanes may be required at intersections with major arterials to facilitate increased intersection capacity. Additional width may be required to provide for separated bike paths or equistrian facilities. . Major Arterial Thoroughfare- (96 R/W)-Major arterials form the basic network of highways maintained by the City ojf Redding and Shasta County that interchange with Expressways. the recommended urban major arterial standard calls for a 96 foot wide right-of- way and is depicted in figure 14. Various optionaj channelization situations are shown in figures 15 that relate to bikeway, public bus transportation, intersection turn lane needs and hillside topography which are discussed as follows: - Right Turn Lane Option: The addition of a right turn only lane is shown in figure 15C. The channelization consists of installing three approach lanes to the intersection by using reduced lanes and the shoulder area. This standard could be applied where traffic conditions indicate the need to increase intersection signalization capacity. - Dual Left Turn Channelization Option: Figure 15A shows the application of the dual left turn lane feature 9n a major arterial at an intersection. This channelizatipn would be applied at an intersection having significantly high left turn volumes. - Bikeway Channelization Option: Figure 15D shows the application of a designated on street bike lane on a major arterial . The bike lane is set 5 feet from the lip of a standa�ird two foot gutter. Intersection channelization is also shown. - Bus Stop: Figure 15D shows the application of bus stops on major arterials. Bus stops are normally located at intersections in the far-side position. - Moderate Terrain Option: Figure 16 indicates the recommended geometric cross section of a major arterial in hillside terrain with moderate slope of 25 percent. The dedication of slope easement is based on a 10-foot distance from the top or toe of slope generally layed out on 5 foot contour interval topography maps. This standard provides for a 4-lane undivj;ded roadway with 8 foot shoulders. The distance between curbs, 64 feet, is reduced by 12 feet with the elimination of a center turn lane when compared to the 96 foot right-of-way standard in figure 14. However, if a center turn lane is desired, use of the shoulder and reduced lane widths would allow the addition1lof a 12-foot center left turn lane. Access would generally be controlled between intersections. Pace 96 • • - Steep Relief Option: Figure 16 indicates the recommended geometric cross section of a major arterial in mountainous terrain with steep relief. The dedication of slope easement is required as shown in the cross section. The distance between hinge points is shortened by allowing 5; foot shoulders and not allowing a center 12 foot turn lane. Tihis results in the reduced costs of excavation and embankment work. Additional right of way would be required at arterial street intersections to allow the addition of left turn lanes. . Major Thoroughfare Arterial - (84' R/W) - The City of Redding has applied an arterial street standard that allows a �64 foot or wider paved section within an 84 foot wide street right-I,of-way. This standard is shown in figure 14. Increased traffic flow conditions has lead to the application of eliminating on street parking and pro- viding a middle turn lane facility. This geometric standard has worked for the movement of automobiles but does not allow any flexibility in adding bus and bicycle modes of transport. The economics of applying this standard in areas oif up-grading sub-standard, 2-lane, 60 foot wide right-of-ways to 4-lane facilities or in new developments with restricted access control make the 84 foot right-of-way standard stip applicable. Therefore, the 84 foot major throughfare arterial standard is recognized as an acceptable standard with provisions for bicycles and bus transit facilities. Access control is recommended where possible. . Major Thoroughfare-Collector _ Collector streets may vary in right- of-way width depending on traffic use. A collector street could be a 4-lane undivided roadway with shoulder parking. It would serve between 10,000 and 13.000 daily vehicle trips, . A two-way, two-lane, collector street could serve between 5,000 and 8,000 vehicles daily. Figure 17 shows the recommended standards for a four-lane and two-lane collector. The four-lane collector requires an 84-foot right-of-way that allows for four travel lanes and an eight foot shoulder for parking. The two-lane collector street standard requires a 60-foot right-of-way width with a 40 foot paved street section and is essentially a local street standard. When commercial land use occurs and is served by a collector street, either the four lane section or a modified two lane street with an additional 12 foot two-way left turn lane is recommended; this two-lane standard should be applied at collector street intersec- tions with major arterials. . Local Street - Local streets provide direct access to abutting property. The right-of-way standard generally reflects the need to provide sufficient street width to allow parking and the passing of approaching vehicles on a two-way local street. I Pedestrian facilities are provided on the lot side of the curb line and may vary depending on terrain, lot density and lot frontage. Figure 17 shows the general recommended urban local street ri;1ght-of-way standard. This standard is basically the current City of Redding local street subdivision standard. Pana Q7 i • It is recognized that hillside and mountainous terrain , lot. size and length of lot frontage for residential areas will require some modification to the figure 17 local street type standard. Also, street right-of-way widths for loop, cul-de-sac and one-way streets are less than the 60 foot wide street. For details on current adopted guide1lines for determining right-of-way width for these conditions , the City of Redding Subdivision Ordinance, Section 17.32.030, Streets and Highway widths, is referred to in determining specific recommended rights-of-way widths for these specific situations. Industrial Streets - Local streets that serve industrial areas where truck parking and two-way truck traffic circulation are common requires a wider street. The typical standard used is shown in figure 17 and has a 64 foot wide right-ofiway width with a 44 foot wide section between curb lines. This allows an ample 10 foot shoulder parking area and two 12-foot through lanes. . Frontage Road - A frontage road generally provides local street access to properties adjacent to an access controlled roadway. As a rule, frontage roads should be avoided. Lots adjacent to access controlled roadways should back up to them with access obtained from a local street. This layout is a mole equitable situation because the local street serves as access to parcels on both sides of the road (a frontage road only serve parcels on one side) . However, if frontage roads are required, than a typical geometric section normally used is either a local street section or one like that shown in figure 14. Shoulder parking is allowed on the property side of the road and prohibition of parking may occur on the access controlled side. A1 .fence or landscaped median can be set between the major arterial road and the frontage road. . Intersection Right Turn Lanes - Certain intersections both exist- ing and planned will have future capacity problems. In general , these intersections will eventually be signalized. Mitigation of signalized intersection capacity problems is directly related to providing added lanes for both turning movement and through traffic. Two standards for development of the righ,'it turn lane on the approach to an intersection are shown in figpre 15B. Right of way should be acquired or reserved where anticipated need is indicated for right turn lane channelization utilizing these standards. . Bus Stops - Bus stops are commonly located at street intersec- tions. They should be designed to not cause hazard and delay due to obstruction of other vehicular flow. Where curbs are recessed for bus stops, approach and departure tapers should be not less than 8:1 . Bus curb loading for nearside, farside and midblock locations should be of proper length and width as recommended in standard traffic engineering handbooks. Paae 98 • • Other Roadway Features . Medians - Several of the major arterial standards shown the option of prow ding a median located in the center lane of the road. Medians have several purposes as follows: 1 ) Generally street capacity is increased about 10 percent with a median separation. 2) Opposing high speed traffic moves safer on a physically separated, divided highway. 3) Conflicting midblock driveway traffic and through traffic problems can be eliminated with medians. II, 4) Vehicles turning out of side streets can be protected by allowing a wide median for a wait area while picking a gap in the traffic stream. Such provisions are an advantage on crossing expressways and high speed arterials. 5) Medians can provide an adjustment area in profile grades for opposing traffic lanes where topography dictates an economic advantage in building the road. 6) Landscaping, street lighting, signal standards and other utilities can be located in medians. 7) Medians can be used as pedestrian safety islands for wide arterials that have long pedestrian crossing clearance time at intersection locations. The application of medians on the roadway system as indicated above can be quite useful . The recommended median geometric concept is generOly a raised, curbed section. Some median areas can be paved or unpaved with painted delineation. • . Pedestrian Facilities - The urban street right-of-way standards recommended in this section show areas for sidewalk. The application of Odewalk width are functions of urban land-use and activity adjacent to the street. In general , the following widths of sidewalk are recommended under various land-use classifications. Land Use Sidewalk Width Residential 4' to 5 ' Commercial 5' to 10' 8'to Industrial 4' CBD 8' to 20 Large Lot Residential 0' to 4' Sidewalks should always be established along major arterials , collectors, commer- cial and industrial streets and local through streets. Page 99 In general , sidewalks on both sides of the street should be required in the urban area of Redding. Low density residential hillside areas with varying degrees of lot frontage may have reduced sidewalk provisions. Bicycle Travel - In general , bicycle travel in Redding represents a small percent of the daily vehicle miles traveled on the street network. National trends, however, indicate the increasing use of this mode of transportation. In the application of urban street standards, the right hand side of the roadway should be wide enough to allow safe bicycling on a relatively clean- smooth surface free from debree and vehicle encroachment problems. Since bicyclists use the entire street network, it is important to recognize the need to apply a minimum shoulder width adjacent to the outer through lane. Highway design criteria suggests that for non-motorized trafficlneeds , a shoulder width of 4 feet is warranted. (Street not designated as bikeway) If a good match is made between the gutter lip and pavement edge than a minimum 4 foot shoulder area can adequately accommodate the occasional bicyclist. In general , parking should not be allowed on major or collector arterial streets with inadequate shoulders. This feature adds to the safety of bicycle travel . As a second measure, the sidewalk area should be allowed for bicycle travel . (This is legal under the California Vehicle Code, unless restricted by Local Ordinance.) Access to sidewalks would occur with placement of handicapped ramps at intersection locations. The use of sidewalks give the bicyclist an option of travel . They can either ride in the shoulder area of the street or on the sidewalk. Age, experience and traffic conditions will influence the bicyclists choice of route at any particular point in time or pace. Sidewalk use is mandatory because it allows legal wrong-way movement agaunst vehicle traffic that is often utilized by the bicyclist in travel to and from a point of origin -or destination. When designated bikeways are proposed to occur on the street system, than bike lane, path, or routes may require wider street right of ways or revised geometrics. Conclusion As part of the General Plan Circulation Element, the issue of compatible street and highway right of way standards should be addressed with, hopefully, adoption of standards by the City of Redding, Shasta County, and other highway agencies in the General Plan area. The standards outlined in this Chapter do not specifically tie down the geometric sections that can be designed within the various recommended right of way for the street classifications discussed. It is recognized that there are many variables and influencing factors in constructing new streets or up-grading existing streets. Therefore, the final determination of a streets geometry is an engineering design decision. The options of treating the movement of various transportation modes outlined in this section should serve as a guideline for streetldesign. However, • right-of-way should be standardized for the various street classifications for application in new street situations. The General Plan indicates the appropriate street network classifications for expressways, major arterials and collector streets. Paae 100 • s CHAPTER IX PARKING Introduction The increase in vehicular travel outlined in Chapter III is expected to place a severe strain on the number of available spaces and to increase the demand for off-street parking, particularly in downtown Redding. The parking supply will be reduced because of the follow- ing factors: . The need to eliminate street parking on many existing arterials for added vehicular street capacity will occur because of economic and traffic safety consider- ations. . The application of bicycle lanes may require removals of street parking. . Bus stops will require up to 100 feet of prohibitive parking on certain street corners or midblock locations. . The Redding downtown loading and unloading demand may result in the need for curb side loading zones in place of metered or unmetered public street parking spaces. . Existing two-lane arterials built within 60 foot wide street right-of-way with existing on-street parking will likely lose the parking shoulder. The economics of widening these roads will likely mean restricted roadway geometrics with minimal right-of-way acquisi- tion and the elimination of street parking. . The probability of changing to more intensive land- use patterns in the central city core area as long term mitigation measure to energy use (less auto travel , increase transit usage) and for promoting redevelopment of old downtown areas will increase parking demand. . Transportation system management (TSM) schemes may involve restriction of the parking supply in certain areas to produce travel shift from automobiles to buses. Page 101 • • The above factors have historically changed the supply, usage and operation of parking as a City increases in population. Based on a national comprehensive inventory of parking facilities in cities ranging from 10,000 to over a million, it was found that: (1 ) As a City increases in size, the percentage of total space supplied at the curb decreases from 43 percent to 14 percent; (2) The percentage of parking spaces in lots increases to between 55 and 74 percent; and (3) The percentage of spaces in garages steadily increases in City size from zero to 31 percent. (1 ) These trends indicate that parking will become a problem in Redding over the next 20 years, especially in the central business district and Court Street areas. (' Zoning Ordinance-Parking Specifications Zoning requirements typically specify the minimum number of parking spaces that must be provided in conjunction with new developments. The primary justification for parking is that new buildingsl will attract vehicles to the site and there must be an appropriate parking supply to remove vehicles from the street so they will not impede traffic circu- lation. It is also argued that without an additional supply of off- street parking, cars will cruise the street in search of scarce vacan- cies on or off the street. A third jurisdiction for off-street parking is that commercial or public activity areas may cause parking spill-over into residential areas. A fourth argument in favor of providing additional parking is that it is necessary to encourage trade and employment. However, this argument has weakness because the private market tends to supply parking if the demand is there. It may also be a mistake to identify the health of a commercial area by the number of vehicles that can be driven there. The last argument for parking relates to the off-street parking require- ments in residential or multi-residential areas, such as two-garage spaces per single family home. In the interest in keeping `available vacant street spaces at all items, or perhaps because residents generally prefer to see their streets relatively free of parked vehicles, off- street parking is normally required of each dwelling unit. The City's zoning requirements for parking attempts to specify the proper number of parking spaces for various kinds of new development. However, many factors and trade-offs are involved in determining park- ing requirements. With the uncertainties of transportationloutlined in Chapter IV, and the factors outlined above, the demand for parking in certain areas of the City may be reduced below current zoning specifications in the future for some types of development. The areas discussed below will likely experience a reduction in total available parking spaces. (1) Khirsty, C.J. , Some Views on Traffic Management Strategies - With Emphasis on Parking and Emergency Use, Traffic Quarterly, Volume 34, No. 10, October, 1980, pp. 511-522. Paae 102 • • Potential Parking Problem Areas j fi Redding Downtown (CBD) - The Central business district lies within the heart of downtown Redding and has several main traffic arterials radiating from it. It has been and is planned to be the hub of the City transit sys- tem. It is, in part, the focal point of the commercial activities of the urbanized area: retail trade, offices, finance, light manufacturing and commercial recreational activities. The area has few or no dwelling units. The CBD is an area of traffic and parking congestion. More people are effected by parking conditions in the CBD than in any other area. The current CBD boundary, as shown in figure 18, has a rectangular shape generally 3-1/2 blocks wide and 6 blocks long. The area shown in figure 18 is expected to expend by the year 2000 as the City grows in population. The direction of expansion will likely occur towards East Street. The existing parking supply in the CBD was reviewed based on data collected in previous studies and supplemented with a limited field survey. The existing parking supply in the CBD Retail Core Area consists of 1 ,683 spaces. In this area, parking spaces are available as follows: . 19 percent on-street metered; . 31 percent private lot parking; . 9 percent municipal lot metered; and . 41 percent municipal lot unmetered. Most of the City operated municipal lot spaces are now operated as 3 hour unmetered parking occuring within the Mall area bounded by California, Placer, Pine and Shasta Streets. The other three City lots within the CBD core area are metered for 10 hours parking. Almost all on-street parking is metered. The breakdown of core area spaces and meter spaces are as follows: . 5 - 5-minute metered spaces (on-street) • 117 - 1-hour - metered spaces (on-street) 176 - 2-hour - metered spaces (on-street) 16 - 10-hour - metered spaces (on-street) • 153 - 10-hour - metered spaces (city lots) • 693 - 3-hour - unmetered spaces (city lots) ▪ 523 - unmetered private lot spaces 1 ,683 TOTAL SPACES Outside the Retail Core Area shown in figure 18, there are three other municipal lots with a total of 123-10-hour metered spaces and one lot (Lot #7) with 64 leased spaces. Pao 103 • • In 1976, the City reviewed parking needs within the core area boundary and concluded that an additional 358 spaces were required to meet the desired ratio of 4 spaces per 1000 square feet of gross retail floor area. As a reult of that study the south side of the midtown mall park- ing structure was constructed. The practical capacity of public parking is usually defined as 85 to 90 percent of the actual number of spaces, providing an allowance for nor- mal inefficiencies in parking space utilization. Using this standard, the existing parking supply usage should be studied to determine supply deficiencies and area of demand. Demand for parking will depend largely on the density of employment, building height, and the shopping in the immediate area of the Mall . Also, the transit systems discussed in Chapter V should effect parking usage. The following key issues relative to the downtown parking supply and demand situation should be dealt with in future downtown studies. . Expansion of the core area easterly towards East Street . Assessment of private lot usage. . Assessment of zoning specifications relative to reducing auto trips to the CBD and promoting downtown redevelopment. . Parking space dimensions as related to smaller autos. . Enforcement of parking and the effect on parking usage. . Assessment of the current operation and price structure of parking spaces (public-parking meter rates may be underpriced) . . Assessment of outlying park and ride lots in reducing the employee parking demand and allowing reduced park- ing space requirements for the core area. . Assessment of traffic congestion problems relative to restricting parking supply as a mitigation measure. (Cities such as Los Angeles and San Francisco actually restrict CBD parking to 1 space per 1 ,000 square feet of building area to make their CBD less accessible by automobile) . . Expansion of parking improvement zones for new construc- tion. County Facilities-Court Street and West Street - The area bounded by Court, Placer, West and Shasta has most of Shasta County's office facilities. A new county jail is being built north of Placer Street. The supply of em- ployee and public parking in the area is deficient based on observations of on-street parking levels. A parking overspill is occuripg in the residential areas west of West Street. The new and spreading practice of issuing residents special parking permits (without which parking is limited to 1 and 2 hours or subject to metering) may be an effective tool in alleviating parking over-spill . Page 104 , . , --------------3\\] 0 j r-.:: j LI i 1 I• I I - 1 [ EUREKA • WAY , , • ---"Illomir---- ,,__-.-- ,777-. 7-71 r- 1 \ \ • i • 11 \\ ! —_ '---- [ , ,_ : o -— > co . 1 r 4.1 xi z 4.47 _ __ 1,1 XI . , Z ,_____-, --, — - ._— ...- - -. . ; 1 \ . 4 - - ----- . -_ ' 1 7-, '—-7 --•— , .... SHASTA STREET ------ .'; ---1 -.., 1----- _.. rn rn rn rn ft I .._ ... __ I‘, I , I .._ STREET TE •MA STREET 1 1 ,,'‘ _I . •,-.,-I ',. Ell . .. VI i .... .. .._. ' 11 1 111 a, S - b 1,1 _ 1,74_, ' i. :I 1 --171--,S. ' ' - IN iia I rn ;1 I I , _ ._ 1 ' / 1 .._, t.,.- -. - ;:l ' A STREET I ; . ;4 .I I 1 OU TE II ,=.1 I i 1 _ , .- 1 , I ! I i I . J i . 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R•eop/V4P erAirzelc 15a37A/E.695 P/sTeier : . . .• Pa9e 105 ,e74y../EPE 18 . . • • 1 An assessment of parking supply and usage will be required o determine both short term and long term mitigation measures for relieving employee parking supply problems. The County has constructed a new 115 space lot on the corner of Oregon and Tehama to off-set for spaces lost through jail construction. Existing Arterial 2-Lane Roads Planned for 4-Lane Widening - Many of the planned or existing major streets outlined in Table VIII will be up- graded through the elimination of on-street parking. The geometrics will likely be similar to the 4-lane curb to curb street section shown in figure 17 for an 84 foot right-of-way. Parking deficiencies created by street widening will be dealt with on a block by block basis when these projects are funded for design and construction. Any new devel- opment or building additions alona these existing streets should require : (1 ) off-street parking arrangements, (2) dedication of additional street right- of-way to mitigate the future street widening , (3) restricted shoulder park- ing, or (4) reduced building setbacks. Summary - Evaluation In the City of Redding, urban transportation policy has been essentially oriented toward solving problems related to rapid growth in use of pri- vate automobiles. In the future, the cost of energy, problems of environ- ment, the physical limits of network capacity, increased costs of private automobiles and decreasing public revenues may provide a chaInge in policy, especially in the central city core. There is a developing iconcensus today that it is important to increase land use desities to reduce long term cost and to promote public transportation. To provide (this change, it may be necessary to develop a new approach to parking in specific areas of the City. Any solution will involve changes in the zoning specifications for parking along with transport subsidies, and regulation of auto parking usage. All of these measures will have an impact on the volume of forecasted travel . Recommendations - The following recommendations are intended to guide the City in providing parking supply, other than residential , that reflect the private market cost of parking in the Core area: (1 ) The City should develop a downtown plan for CBD expansion. A review of traffic circulation, access, safety and park- ing needs should be accomplished with input from effected downtown merchants. (2) A Transportation System Management approach to relieving downtown parking supply and demand problems should be accomplished to determine short term and long term miti- gation measures to parking problems. Page 106 ! • (3) Loading and unloading situations on a block by block basis should be investigated to eliminate street blockage by trucks and provide increase street cacpacity and "safety in downtown Redding. (4) The streets surrounding the County office may warrant meter operations to allow better utilization of employee and public service parking. Meter revenue may be a device for generating revenue to pay for new off-street parking lots. A parking assessment study is recommended for the area to determine both short term and long term parking needs. (5) The affects of parking enforcement should be evaluated to determine need in this area. (6) An assessment of street and lot parking to determine if new control measures are required to improve the parking supply. Page 107 S CHAPTER X TRANSPORTATION AND ROAD IMPROVEMENT POLICIES This chapter on transportation and road improvement policy deals with the following issues: (1 ) The City's obligation for maintaininglithe existing and future street and highway network; (2) the City's obligation for participation in existing street up-grading and new street extensions; (3) a developer's obligation with respect to construction of major� and local streets; (4) the City and developer obligations for traffic control systems; and (5) the City's obligation to insure an adequate transporta- tion network. These five issues are selected for examination and clarifi- cation because they are fundamental to meeting the street and highway needs outlined in this report. A review of road improvement financing is outlined last in this section. City Maintenance and Operational Obligations The City is responsible for maintenance and operation of a public street system that serves the various modes of transport (trucks, cars, bicycles, buses, pedestrians) . Road maintenance involves many areas of work and is a continuing effort by the City Public Works Department. Minor and major road maintenance occurs because the system has limited life in regards to its structural load capacity and the smooth riding quality of the road surface. Both short range programs geared ito extend pavement life and long range road reconstruction projects must be financed to maintain the system for the efficient and safe movement of goods and people. A lack of maintenance will result in the increased deterioration of the street system at a faster rate with far more costly corrective measures in the long run. li Other maintenance and operational functions performed by the City involve street sweeping, striping, signal and lighting, replacement of defective traffic control devices, patch work, snow removal , etc. These functions are mandatory in maintaining the streets for safe traffic movement. Because of the general increased cost ofmaintenance caused by inflation, the amount of dollars available for street maintenance has been declining as compared to the miles of street to be maintained. Available revenues normally marked for street up-grading will gradually be shifted to support maintenance and operational activities. The only long term soluition to offset the trend involves increased revenues to support an acceplitable • maintenance program and to reduce public expenditures on new street con- struction. Once streets are improved and dedicated it is essentpally the responsibility of the City to maintain them in the same condition. Page 108 • i I11 City Obligation for New Street and the Up-Grading of Existing Streets As the City population increases, the addition of vehicle trips on the major street system will result in certain streets operating at or ex- ceeding capacity during peak hours. Unless measures are undertaken to increase capacity, congestion will increase. Mitigation of street capacity problems involves generally two methods: 1 . Construction of a new parallel route that provides a lore direct or less congested travel route, thereby, reducing vehicle trips on the problem street below its street capacity. 2. Up-grading the existing street to increase its capacity and ability to move traffic at an acceptable level of service. Chapter IV, of the report discusses street capacity and the level of service relationship. In that chapter, new streets and up-grading of problem streets are outlined. As traffic generally increases within the plan area due to overall growth throughout the County, the City must up-grade streets that have, become substandard. To do this the City must have revenue. Aside from general funds, and Federal or State funds, the next most equitable revenue source is the capital improvement fee applied to all new development iin a uniform manner on a city-wide basis. The City must also hold new development more accountable for both off-site and on-site traffic improvements necessary as a result of the develop- ment's new access requirements and impact upon the existing network. Since both new development and people who reside in older developed areas benefit from development of a good access and circulation system, there will always be a general public responsibility in financing new additions and up-grading existing major streets. The basic problem is developing financial methods or formulas that are fair to both the general, public and to private developers. These formulas must provide the pro-rata share of revenue needed from public funds and new development investments to imple- ment projects. Projects of particular concern involve freewaylllinterchange needs, river crossings, traffic control , railroad grade separations, turn lanes, etc. , that ultimately will serve general intra-city traffic. Improvement policy and cost formulas should be evaluated to possibly determine benefit districts and capital improvement fees for cdnstruction of freeway interchange, bridge and railroad separation, etc. , as follows: 1 . Determine what road improvements will ultimately be required if no further developments are approved. 2. Determine what road improvements will ultimately be required to maximize safety and efficiency if all planned potential development occurs. Page 109 • 3. The difference between 1 and 2 above yields those improve— ments mprove—ments that are required because of new development. 4. The quantity of traffic generated by new development creates the need for road improvements, therefore, new improvements determined in item 3 should be borne by new developments in proportion to the traffic generated. Those improvements determined in item (1 ) would generally be borne by the City. City Financial Obligation As a general rule, the City has suggested in the past that it be re- sponsible for two driving lanes of a multi-lane major street ip residential areas. The developer is normally responsible for the other two driving lanes, shoulders, curb, gutter and sidewalk. The City may contribute to the cost of new multi-lane street links using this concept. Where existing two-lane roadways exist, the City has generallylrequired adjacent development to widen planned multi-lane roadways at their ex- pense. Where existing multi-lane arterials show major capacity problems, the City's pro-rata share of construction cost may be increased to miti- gate these problems. The City may opt to have a developer build a full 4-lane street but at a minimum traffic index (or minimum pavement section) . The Citylcould invest in the construction of the road at a later date with asphalt blanket projects or choose to pay the difference in cost of providing an increased pavement structural section based on a higher traffic index. Historically, the major financial resources for development of selected improvement such as freeways, expressways, urban street extension pro- jects, railroad grade-separation, street capacity improvementsd' and safety improvements has come from State and Federal highway revenue programs. These programs have been on the decline over the past 10 year0L Also, revenue restrictions on the State and Federal level have shifted part of the burden of financing freeway interchange needs due to local growth to the City and County levels. These trends have forced the City to require more local support and developer increased commitment in paying the costs of building the major street access and circulation network. Today, li therefore, the rule of City financial street participation discussed above is no longer valid because of these financial trends and lack of public financing support for new roads. Developer Obligation and Policy The basic principal applied in new development is as follows: Those who benefit from or need facilities providing access and circulation should contribute to its development. The developer' s obligation with respect to an access system of streets should include: Page 110 • • 1 . Providing an appropriate ingress and egress system of roads serving all travel modes for a new development, and 2. Mitigating impacts associated with the development on the existing surrounding street system. In reviewing the above two situations, the policy of street improvements as they relate to the first situation are fairly clear and are outlined below. The second situation requires a determination of the area of impact caused by traffic generated from a new development on the existing street system. Since development basically can add vehicle trips to the entire existing street system at varying degrees, impact could be city- wide and difficult to measure. However, if the major street network is properly planned with adequate arterial spacing and multi-lane street capacity built into the system through applying appropriate street stan- dards, than new development should not create street capacity situations. (The timing of development, however, can cause problems with incomplete sections of multi-lane roads and bridge crossings) . Mitigation of traffic problems should generally be localized near the new development. This concept, however, does not resolve the problem of financing freeway interchange revisions, overpasses, new riven crossings, etc. , that are brought about by the accumulative affect of city-wide traffic growth. Major Street Policy - As a prelude to a more formal policy, the following policies are outlined below. Major streets can be expressway, arterial , or streets serving both residential and commercial areas. . Major Streets in Residential Areas - Construction of an equivalent geometric roadway section capable of moving two-way traffic with amenities for drainage, pedestrians, bicycles and transit. - Grading for the ultimate future roads may be required. - Access controlled streets bordered with an approved interior fence and planted with street trees may be required. - Where development occurs along an existing street, the developer of abutting parcels shall dedicate right-of-way and complete necessary street improvements to develop the planned roadway cross section. . Major Streets in Commercial Areas - Where multi-lane streets are bordered by new development on one-side only, the developer is responsible for con- struction of half the street in accordance with thellpianned street cross-section; full width streets shall be con- structed through the development where parcels are served on both sides of the roadway. - Where a two-lane major street is proposed, the developer shall provide the additional driving lane to provide for the two-way traffic. Page 111 • • 1' - Driveway locations on commercial streets shall be regu- lated by the City in order to minimize traffic cone flicts and to maintain street vehicle capacity. Where possible, driveways should be consolidated. - Where sidewalks are five feet or wider, street trees should be planted. - Bus stop and bicycle facilities shall be provided as necessary. l - In all areas, where all development justifying part or all of the reconstruction of an existing street or extension of a new street, turn lanes, or traffic sig- nals, the developer shall be responsible for their ll pro-rata share of the improvements or as determined by the decision making body. . Local Street Policy - The improvement of local streets is the responsibility of the adjacent property owner. Local streets may be either public maintained or private streets maintained by the property owner organization. The following policies are applicable to local streets in new develop- ments. - A minimum of two 13 foot paved lanes on residential roads are required prior to occupancy of any units from the nearest paved street that has adequate street capacity to carry added vehicle trips from the new developmental - Local street access to be dedicated to the City shall not have an approved connection onto a paved private street. - The developer shall fully improve streets in accordance with existing ordinances and standards. - Streets shall be extended to property lines of developed parcels where access needs to be provided to adjoining property. - Where development occurs on one-side of the street, it shall be the responsibility of the developer to construct half of the street and one additional driving lane. ) - Each parcel is entitled to one driveway in an approved location, additional driveways shall be subject to City approval . l - Private streets in planned developments, condominiums, or mobilehome parks shall meet standard engineering practices for construction of a paved access road; these streets shall be developed with concrete edging to assure long life and reduced maintenance. The minimum width shall be 30 feet for a collector street and 25 feet for local streets having a driveway function. General Policy All development shall be subject to the following policy: - Curb, gutter, and sidewalk shall be installed by the developer on all street frontage. Page 112 • r - Dedication or acquisition of any necessary streetlight- of-way for streets and other circulation systems (bike paths, trails, etc. ) shall be the responsibility of the developer. - All development regardless of use shall provide adequate access and circulation based on the size and the inten- sity of the development. - Within all development, adequate turn around areas in cul-de-sac streets shall be provided. - The City may enter into a reimbursement agreement, benefit district, assessment district, or development agreements where conditions warrant development of la full major street facility but where the full cost �of the facility cannot be assigned to a single developer. - Residential subdivision greater than 50 dwelling unfits shall provide two means of access where topograph permits. - Where a new bridge or widening of an existing bridge is determined to be necessary for orderly development, the developer may be required to pay a fee or enter into a benefit district to cover improvement costs. City-Developer Traffic Control Obligations The need for traffic control is created when a new development provides new streets that tie into an existing street system. The vehicular trips generated by the development produce intersection conflicts and the need for traffic control . The type of traffic control may include roadway delineation medians, signs, a signal and lighting system, etc. In general , the City will install street pavement delineation at City expense. Traffic control signs, street lighting and street name signs are generally the cost responsibility of the developer. Signal systems may become warranted as part of a new development. A lump sum fee or an agreement to help finance a future signal installation may be required of the developer. The policies below are recommended for the developers cost of a signal control system. - The developer shall pay the cost of any existing sig- nal revisions caused by the development. - A potential signal system will have its pro-rata developer/City costs projected on the basis of benefllit of traffic from the development and general benefit of the traveling public. Each signal location shall bel assessed on an individual basis. The developer shall be responsible for underground street crossing condurt systems to be installed when new streets are built for future signals. - The City shall determine the need and positional plallce- ment of signal systems on both existing and planned major streets. - If a development requires a new branch or spur railroad track that crosses a public street, the City will have installed the appropriate railroad signal control device at the expense of the developer. Page 113 • ►� City's Obligation to Insure an Adequate Transportation Networky - II It is the responsibility of the City as required under the State Planning Act of the California Government Code with respect to the circulation element that a transportation system be planned for to serve the land-use element of the General Plan. It is clear that cities and counties must take the lead in planning where general plans become policies and programs and are not merely guidelines. Moreover, land-use regulations and impact assessment procedures can be expected to be based upon the general plan. Therefore, it is the City's obligation to: 1 . To clarify and articulate public transportation policies and the intention of the City Council with respect to the rights and expectations of the general public and property owners; 2. To enable local residents, other public agencies and prospective investors and businessmen to become informed of the City' s long range and short range transportation goals, objectives and development standards; and to pro- vide a factual basis for the development of the transpor- tation system needs; 3. To establish a basis for coordination and negotiation among public agencies who have responsibilities within the Redding Planning Area, and to present Redding 'sposi- tion on regional and local transportation issues appro- priate to its concerns and responsibilities. Financing Road Improvements The general plan circulation element is considered incomplete without an analysis of the financial resources available for implementing transpor- tation improvements. Revenues come from local; State and/or Federal sources and are outlined in Table XIII . Table .III presents a funding matrix on the categories of revenue sources and there applicability toupporting different types of transportation projects. These funding so��rces are briefly described as follows: Local Revenue Sources: . Assessment District - An assessment district is formed by those property owners who would benefit from an improvement program. This method is used frequently today. Assessment of property owners for road improvements may be used on the front footage of street, traffic generation factors and/or parcel area. Normally some formula for assessment is established using these fac- tors. Procedurally, the City can set up an assessment district without a public election. If there is no majority objection at a protest hearing, than work can proceed. This method requires that the property owners be in general agreement as to the benefit of the project, but it also is the most equitable in terms of charging those who benefit the most. Page 114 . Special Benefit District - A special district can belformed by a local agency over an area that is benefited from a planned improve- ment. In order to pay the costs of the improvement, the local agency may charge a user fee upon persons using such improvements for the benefit of real property that lie within the established benefit area. Bridges and thoroughfares can be built with revenue derived from benefit districts. . General Obligation Bond - A general obligation bond requires a two-thirds vote of the electorate and is financed by ad valorem taxes levied on taxable property in the City. . Tax Increment Financing - Under State law the City has the power to set itself up as redevelopment agency. The Council could form an improvement district and could finance projects using tax increment financing, that is, the increase in property value created by the improvement would be taxed. . General Fund Revenues - General fund revenues come mostly from the local property tax and from the one percent sales taxJl . Fees - A common source of local revenue is derived from fees im- posed on development for drainage, parks and sewers. Fees can also be set for defraying the cost of bridges or majol thorough- fares. The City has a capital improvement fee to defilay the cost of general traffic improvements, however, the fee is being liti- gated at this time. Also, under the transportation needs outlined in this report, current fees are inadequate. . General Revenue Sharing - Revenue sharing may be caped a local source of funds, since it is used entirely at the discretion of the City Council . It could be made available for highway improve- ments that benefit the general public. . Parking Revenue - The City may allocate parking revenue derived from parking meters, parking permits and leased spaces to finance other parking improvements. Parking meter rates can be raised to generate revenue by the City Council . State Revenue Sources There are three possible sources of State funds; TDA-SB 325 and gasoline taxes and special grant fund programs. These sources are described as follows: . SB 325 - The.Transportation Development (TDA) , State Law SB-325 allocates back to the counties a one quarter percent 'sales tax. This money must be used for transit development at afirst priority allocation. Street improvement is a second priority and generally receives the remaining balance of money after transit costs are paid for. . Gasoline Tax - A local jurisdiction receive from the State a share of the money from gas tax that is based on a specific formula. This revenue source which at one time covered maintenance and much of the capital improvement road projects is now beinglused to defray maintenance cost almost exclusively. An increase in State Gas Tax of two cents per gallon of fuel is planned to take effect in 1983. Page 115 S • . Miscellaneous Grant Funds - Special funds have been established by State legislation for building bicycle facilities, model transfer facilities, railroad grade separations and traffic, enforcement and safety programs. These grants are dealt out on a priority basis state-wide for qualifying projects. Federal Revenue Sources - The main source of funding from the Federal Government is derived from Federal tax on the sale of petroleum fuels. The Federal Highway Administration (FHWA) generally allocates these revenues back to the State. The State administers the federal highway programs in which local jurisdictions receive a share of funds for projects on selected roads within these areas. Normally, however, the bulk of Federal gas tax revenue goes toward State Highway and Interstate freeway construction. More recently, major transit projects are now being funded in very large cities. In general , there is a strong lobby for transit and bridge rehabilitation using these funds. Some of the specific state ad- ministered Federal programs are outlined below that cities can apply for: . Federal Aid Urban - The FAU system consists of selected urban arterial and collector routes. Federal funds are allocated to the local juris- diction by the State and are restricted to highway projects and support of other model transport programs (transit, bicycles, etc. ) . In general , most FAU funds are directed toward signal projects because of their high priority and benefit in reducing congestion and improving safety. . Highway Railway Crossing Program - This program is administered by Cal Trans and provides funds for construction of railway - highway crossing protection devices. Some of these funds are available for road improvements related to the safety at railroad crossings. . Pavement Marking Program- This program allows federal funds to be used for placement of reflective pavement markers on public streets It is administered by the State on a priority basis. . Hazard Elimination Program - Funds are available on a state-wide priority basis to correct high hazard roadway situations. . Federal Highway Bridge Replacement and Rehabilitation f?rogram - Local agency bridges are eligible for either replacement or rehabilitation under certain criteria. Funding allocation is based on state-wide priority. Private Investment In general , from 80 to 95 percent of the City urban street system has been built through the investment of private development funds becarse as new development occurs, street improvements are required to be constructed at the developer' s expense. The accumulation of road additions through the years from subdivisions and new development in general reflects the in place street system today. This form of financing will continue under the policies outlined in this report for the developer's obligation in develop- ing the transportation system. it Page 116 • • vl S_ (1) _C x x >x >< >< >< >< >< >< x >< >> >< >< >< • . -I-) 0 F- L) W U r •r 0 '7 4- S- 4- 4-) >< >< >< >< ><>< >< >•G >•G >< >< >< >< >< O (CS C S- O fY F- U C1 W C 0 CL •r • >< >- Cl.) U I--' a) = i-i c I- S- S- >< >< >G >< ><>< X >< >< X >< >< X >•c >< )--) F- 4) 4) r-) Q V) V) >< ME C 0 W C3 L) J Z m I-1 Q C F- Z LL. a) U C (Lf C a) . >•G >•G >< >{ ><. >< a...) C .r ms in 4-) V) C U 0 Q) Q) •,-- •,-- C C C (/) 5_ O•r •r V) N 4-) m U S- V) O C +-) V) C r0 +•> S.- 0 U •r C )O L C U ..- 61- r•r p O C V) cc) V) 4-) S_ •r •r V) S.- 77 O) r0 }) }.) 4-) LL a) O O C'3 rd C U V) V) •r MS = = C O •r- O E a) •r 4- Cr)+) C C C V) S. - _J rc$ •r CI a) •r C a) a) a) = r S_ S_ 4.3 C r- a) > > > 0 •r RS 0) •r i••) a) .O E_a) a) a) a) CtS S- O r' U C CC1 O a) CC CC CC C cC IU L 'I- C.) rC) a) S_ r6 I 4-4 N CL U CC E r- r- U r r- C) X r >) C a) MS = V) tt C CU RS C LC) (U r- • rt5 a) = (3.) V- O V) •r S- 1--o 5- S. •r CV F- a) = 3 E IT V) a) (.3 a) a) V) (1) Y M U • -C a) L - , _ V) a) C X C a) C S- I V) N Q 0 > O)•r , •• r- C.'J N Q a) rt) a) (3) C) rc, CD rs •r J • •r M) •r S_ LU 0 Z •• Q NCD F- CD Li- C'3 d •• V) C`3 Q Li- = C1 = 07 F- •• f'- r-, J LU CC Q = CD < F- Lit > L'-) • Z v ¢ o = = O F- Lil CC F- L.L. J V) Li d O Page 117 • • APPENDIX A 1 REFERENCES Blayney - Dyett and Nudges and Shutt, Redding Municipal Airport Area Specific Plan and EIR, October 1981 . A consultant report. Boutz, James A. , The Status of Paratransit in the United States, ITE Journal , January 1980. CALTRANS, DISTRICT 2, Central Shasta County Transportation Study,, - 1975 City of Redding, General Plan 1970, Redding Department of Planning and Community Development. City of Redding, Department of Planning and Community Development, Parking Study 1976. City of Redding, Subdivision Ordinance, Title 17, Redding, September 1978. City of Redding, Department of Planning and Community Development, Existing Conditions and Issues Report of the Redding Planning Area (1980 „- 2000) a report prepared as part of the General Plan update process. CH2M HILL, 1980, Sacramento River Planned Development Draft Environmental Impact Report, Redding, California, Consultant Report. CH2M HILL, 1979, Engineering Analysis of Downtown Traffic and Safety Needs City of Redding, California, Consultant Report. Committee on Highway Capacity and Quality of Service, Interim Materials on Highway Capacity, Transportation Research Board, National Academy of Sciences, January 1980. ` D. K.S. Association, 1980, Northeast Redding Area Circulation Planning Study, Consultant Report. Dave Systems, Inc. , A Feasibility Study of Initiating Public Transportation in the Redding-Enterprise Urban Area, March 1976, Consultant Report. Department of Transportation Federal Highway Administration, Design and Con- struction Criteria for Bikeway Construction, Federal Register, Volume 45, No. 151 , August 1980. Frost and Sullivan, Transportation Market in the USA to 1995, Report No. 473 (New York; Frost and Sullivan, July 1973) ; See related article in Traffic World, July 25, 1977. Faustman, D. Jackson, 1979, Traffic Analysis Hartnell Avenue Extension, Redding California, Consultant Report. Faustman, D. Jackson, 1980, Methodology Report, West Redding Traffic Forecast Consultant Report. Page 113 Faustman, D. Jackson, 1979, Traffic Analysis Canby Road Overcrossing, Redding, California, Consultant Report. Hayward, J. G. & Kurgan, J. G. , Help for Small Town Transit, Traffic Engineering Magazine, September 1976. Horn, Buckhard E. , Worldwide Research and Urban Transportation Issues, Traffic Quarterly, January 1980, Eno-Foundation for Transportation, Inc. Institute of Traffic Engineers, Traffic Engineering Handbook, Third Edition, 1965. A report on CBD Parking Supply. Khisty, C.J. , Some Views on Traffic Management Strategies - With Emphasis on Parking and Energy Use. Traffic Quarterly, Volume 34, October 1980, p. 511 - 512, 1980 Eno Foundation for Transportation, Inc. Shasta County Local Transportation Commission, 1980 Regional Transportation Plan for Shasta County, County of Shasta. Shoup, P.C. and Pickrell , P.H. , Problems with Parking Requirements in Zoning Ordinances, pp. 545-561 , Traffic Quarterly, October 1978, Eno Foundation For Transportation, Inc. U.S. Department of Transportation, National Transportation Trends and Choices, (Washington, D.C. , U.S. Department of Transportation, 1977) U.S. Department of Transportation, A Reexamination of the Amtrak Route Structure, U.S. Department of Transportation, May 1978. Page 119 NN. 0,,, A',(,>• . 1/ 1 ' , i i• " , . 2:3 \--2 \-J:-\\ \•-- ----- \\\ Vi ' ' *Kg .--s / --I s', \ '-,1 I • 0 / • ,Ab de,l/P ,,,, _______c\,,.,, ,i, \ ‘ lik, -,_ ;;\ li . N 7 # •,,,,, .-...:. - _ „ , _.\.•2_\,,, ,„3,,,,_ ,c , 140 •,\\ i); i• : ! -- „,. ,, 144‘14 _I .1____ I'Mzp • ,::: i , L-•-_,. ,,„„,,,o, \ ---- I -N I 'I:<,C f-1-- \ -\ ,....... ,:: • .z; I - -- ''-'1‘,1\7041 . , ,,_ , . ,k \I. • ri. 11-N r, „ -r ••:‘.,-.!r, T.T. ...i i: a . _. • . / I .17-1__,-- r ---- 1 r I / II , .„ „ .11111,4/ •-.. ,4,. 41' i - i ' IT / IN , 1 -. 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