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Frewert Traffic Impact Study <br /> Background plus Project Conditions <br /> Under this scenario, all study intersections operate within applicable jurisdictional standards during both <br /> peak hours, except the intersections at Roth Road/S. Harlan Road (Intersection #1) and Roth Road/1-5 <br /> Southbound Ramps,which operate at unacceptable LOS during at least one peak hour. <br /> With mitigations,which include signalization at Roth Road/S. Harlan Road and all-way stop control at <br /> Roth Road/1-5 Southbound Ramps, they will operate at acceptable LOS during both peak hours. However, <br /> as noted above the main Harlan/Roth intersection will be relocated to the east.The signalization of the <br /> intersections at the Roth Road and 1-5 interchange are included in the list of planned improvements by <br /> the County's RTP/SCS and Congestion Management Program (CMP). <br /> Cumulative Conditions <br /> Under this scenario, all study intersections operate within applicable jurisdictional standards during both <br /> peak hours, except the intersections at Roth Road/S. Harlan Road (Intersection#1) and Roth Road/1-5 <br /> Southbound Ramps,which operate at unacceptable LOS during at least one peak hour. <br /> Cumulative plus Project Conditions <br /> Under this scenario, all study intersections operate within applicable jurisdictional standards during both <br /> peak hours, except the intersections at Roth Road/S. Harlan Road (Intersection#1) and Roth Road/1-5 <br /> Southbound Ramps,which operate at unacceptable LOS during at least one peak hour. <br /> With mitigations,which include signalization at Roth Road/S. Harlan Road and all-way stop control at <br /> Roth Road/1-5 Southbound Ramps, both intersections will operate at acceptable LOS during both peak <br /> hours as noted in the Harlan adjustments described above. The signalization of the intersections at the <br /> Roth Road and 1-5 interchange are included in the list of planned improvements by the County's RTP/SCS <br /> and Congestion Management Program (CMP). <br /> Site Access and On-Site Circulation <br /> TJKM concluded that the site plan will operate acceptably and provide adequate connection to existing <br /> streets and circulation within the site. The proposed project does not conflict with existing and planned <br /> pedestrian, bicycle, or transit facilities, and project trips can be accommodated by the existing transit <br /> capacity.Although site access and circulation for passenger vehicles and trucks are considered adequate, <br /> TJKM notes potential conflicts at the eastern driveway.A right turn must be performed just after entering <br /> the eastern driveway.This may be a difficult movement for larger trucks to complete, and thus it is likely <br /> that larger trucks would mainly use the western driveway. <br /> Parking <br /> In order to satisfy San Joaquin County requirements, the project must provide two parking spaces.The <br /> project provides five parking spaces, including one accessible space.Thus, the provided parking is <br /> adequate and meets San Joaquin County requirements. Private vehicles for truckers using the site <br /> Queueing Analysis <br /> Queue lengths at the study intersections do not exceed capacity without and with the addition of project <br /> traffic. Thus,the proposed project does not create a significant impact by itself on the expected left-turn <br /> or right-turn queues at the study intersections. Queue lengths at the proposed project driveways do not <br /> Page 12 <br /> TJKM <br />