V. MITIGATION MEASURES AND RECOMMENDED …...1. Hutchison Dr./SB SR 113 Ramps TWSC2 17.5 - C 8.9 - A 23.3 - C 12.0 - B 23.4 - C 12.1 - B 22.9 - C 11.8 - B 2. Hutchison Dr./NB SR 113

Final Traffic Impact Report for the West Entry Parking Structure

September 9, 2002

42

V. MITIGATION MEASURES AND RECOMMENDED IMPROVEMENTS This chapter discusses mitigation measures and recommended improvements as follows:

• Mitigation measures for significantly impacted intersections; • Modifications along Dairy Road and Hutchison Drive to accommodate the additional

traffic generated by the WEPS and bicyclists and pedestrians; • Construction of roundabouts at the La Rue Road/Dairy Road and La Rue

Road/Bioletti Way intersections; • Potential impacts to emergency vehicles on Kleiber Hall Drive; and • Improvements to restore the worst-case movement LOS to an acceptable LOS.

Intersection Recommendations The following mitigation measures were developed to restore intersection operations to an acceptable level with the additional traffic generated by the WEPS. Figure 11 displays the existing and proposed lane configurations and traffic control devices at each study intersection. Tables 16 - 19 summarize the intersection analysis results with and without the recommended mitigation measures under existing and Year 2005 conditions.

• Hutchison Drive/La Rue Road: Widen the westbound approach to include the following:

o A 100-foot left-turn lane (requires widening Hutchison Drive); o A through lane (convert the existing shared left-turn/through lane); and o A right-turn lane (existing). These improvements would impact the two trees on the south side of Hutchison Drive just east of La Rue Road (Note: Per conversation UC Davis staff, these trees may possibly be removed to provide improvements at this intersection). In addition, re-stripe the northbound approach to include the following: o An exclusive left-turn lane (existing); o A shared left/through lane (re-stripe the existing through lane); and o A shared through/right-turn lane (existing).

Location ControlWorst-Case Movement

Overall Intersection

Worst-Case Movement


Worst-Case Movement


Worst-Case Movement


1. Hutchison Dr./SB SR 113 Ramps TWSC2 17.5 - C 8.9 - A 23.3 - C 12.0 - B 23.4 - C 12.1 - B 22.9 - C 11.8 - B

2. Hutchison Dr./NB SR 113 RampsTWSC

(Signal3) 26.5 - D 2.2 - A 38.7 - E (n.a.)

2.7 - A (5.7 - A)

39.0 - E (n.a.)

2.7 - A (5.7 - A)

38.0 - E (n.a.)

2.6 - A (5.7 - A)

3. Hutchison Dr./Health Sciences Dr. TWSC 33.1 - D 1.5 - A > 50.0 - F 1.6 - A > 50.0 - F 1.6 - A > 50.0 - F 1.6 - A

4. Hutchison Dr./Extension Center Cir. TWSC 24.8 - C 1.6 - A 37.0 - E (43.8 - E)

1.8 - A (1.6 - A)

37.3 - E (44.2 - E)

1.8 - A (1.6 - A)

36.3 - E (42.9 - E)

1.8 - A (1.6 - A)

5. Hutchison Dr./La Rue Rd. Signal n.a. 32.1 - C n.a. 70.1 - E (21.5 - C) n.a. 71.2 - E

(21.8 - C) n.a. 66.7 - E (21.4 - C)

6. Hutchison Dr./Dairy Rd. TWSC (Signal) 19.5 - C 0.8 - A >50.0 - F

(n.a.)>50.0 - F (28.6 - C)

>50.0 - F (n.a.)

14.1 - B (17.6 - B)

>50.0 - F (n.a.)

>50.0 - F (20.6 - C)

7. Hutchison Dr./Kleiber Hall Dr. AWSC4 n.a. 33.4 - D n.a. 25.7 - D n.a. 16.2 - C n.a. 17.2 - C

8. Hutchison Dr./Bioletti Wy. AWSC n.a. 9.0 - A n.a. 8.4 - A n.a. 10.1 - B n.a. 8.9 - A

9. La Rue Rd./Bioletti Wy. TWSC 19.2 - C 2.9 - A 28.2 - D (24.1 - C)

3.1 - A (2.4 - A)

34.5 - D (23.1 - C)

4.8 - A (3.3 - A)

30.7 - D (23.7 - C)

3.8 - A (2.9 - A)

10. New Davis Rd./California Ave. TWSC (Signal) >50.0 - F 34.9 - D >50.0 - F

(n.a.)>50.0 - F (11.0 - B)

>50.0 - F (n.a.)

>50.0 - F (11.1 - B)

>50.0 - F (n.a.)

>50.0 - F (10.7 - B)

11. Orchard Park Dr./La Rue Rd. Signal n.a. 14.4 - B n.a. 15.1- B n.a. 15.1- B n.a. 15.1- B

12. Russell Blvd./La Rue Rd. Signal n.a. 24.3 - C n.a. 27.4 - C n.a. 27.4 - C n.a. 27.2 - C

13. Dairy Rd./La Rue Rd. TWSC 20.0 - C 1.5 - A 38.3 - E (40.0 - E)

3.7 - A (3.3 - A)

20.0 - C (23.1 - C)

1.5 - A (1.3 - A)

26.4 - D (28.7 - D)

2.3 - A (2.0 - A)

n.a. = Not Applicable. Worst-case movement delay not calculated for AWSC or signalized intersections.

Table 16AM Peak Hour Intersection Operations – Existing Plus Project Conditions With Mitigation

Delay - LOS1 (Delay - LOS With Mitigation)No Project Scenario 1 Scenario 2 Scenario 3

Notes:

Source: Fehr & Peers Associates, 2002.

1 Delay = Average control delay in seconds per vehicle; LOS = Level of Service. 2 TWSC = Two Way Stop Controlled intersection. 3 Signal = Intersection controlled by traffic signal. 4 AWSC = All Way Stop Controlled intersection.



Worst-Case Movement


Worst-Case Movement


Worst-Case Movement


1. Hutchison Dr./SB SR 113 Ramps TWSC2 10.7 - B 2.8 - A 11.0 - B 3.3 - A 11.0 - B 3.3 - A 11.0 - B 3.3 - A

2. Hutchison Dr./NB SR 113 RampsTWSC

(Signal3) 13.7 - B 0.5 - A 15.1 - C (n.a.)

0.5 - A (7.5 - A)

15.2 - C (n.a.)

0.5 - A (7.5 - A)

15.1 - C (n.a.)

0.5 - A (7.4 - A)

3. Hutchison Dr./Health Sciences Dr. TWSC >50.0 - F 15.3 - C >50.0 - F 33.2 - D >50.0 - F 33.5 - D >50.0 - F 32.1 - D

4. Hutchison Dr./Extension Center Cir. TWSC 38.7 - E 4.2 - A >50.0 - F (>50.0 - F)

7.7 - A (3.4 - A)

>50.0 - F (>50.0 - F)

7.8 - A (3.4 - A)

>50.0 - F (>50.0 - F)

7.5 - A (3.3 - A)

5. Hutchison Dr./La Rue Rd. Signal n.a. 38.7 - D n.a. 49.2 - D (38.1 - D) n.a. 49.6 - D

(38.1 - D) n.a. 48.0 - D (37.5 - D)

6. Hutchison Dr./Dairy Rd. TWSC (Signal) 30.9 - D 2.6 - A >50.0 - F

(n.a.)>50.0 - F (50.6 - D)

>50.0 - F (n.a.)

>50.0 - F (40.9 - D)

>50.0 - F (n.a.)

>50.0 - F (38.7 - D)

7. Hutchison Dr./Kleiber Hall Dr. AWSC4 n.a. 36.7 - E n.a. 31.2 - D n.a. 35.5 - E n.a. 30.2 - D

8. Hutchison Dr./Bioletti Wy. AWSC n.a. 12.5 - B n.a. 10.9 - B n.a. 13.0 - B n.a. 11.4 - B

9. La Rue Rd./Bioletti Wy. TWSC 25.4 - D 5.9 - A 42.2 - E (37.8 - E)

7.8 - A (6.7 - A)

>50.0 - F (>50.0 - F)

34.6 - D (25.1 - D)

>50.0 - F (>50.0 - F)

16.1 - C (12.9 - B)

10. New Davis Rd./California Ave. TWSC (Signal) 18.8 - C 12.0 - B 33.7 - D

(n.a.)21.1 - C

(12.0 - B)34.5 - D

(n.a.)21.4 - C

(12.0 - B)32.7 - D

(n.a.)20.3 - C

(11.8 - B)

11. Orchard Park Dr./La Rue Rd. Signal n.a. 23.2 - C n.a. 23.5 - C n.a. 23.5 - C n.a. 23.5 - C

12. Russell Blvd./La Rue Rd. Signal n.a. 43.0 - D n.a. 44.1 - D n.a. 44.2 - D n.a. 43.8 - D

13. Dairy Rd./La Rue Rd. TWSC 19.3 - C 2.4 - A >50.0 - F (>50.0 - F)

18.4 - C (12.5 - B)

19.3 - C (21.3 - C)

2.4 - A (2.1 - A)

32.1 - D (30.7 - D)

5.9 - A (4.7 - A)




Table 17PM Peak Hour Intersection Operations – Existing Plus Project Conditions With Mitigation


Notes:



Worst-Case Movement


Worst-Case Movement


Worst-Case Movement


1. Hutchison Dr./SB SR 113 Ramps TWSC2

(Signal3)31.3 - D 14.6 - B 43.8 - E

(n.a.)20.3 - C (6.5 - A)

43.8 - E (n.a.)

20.3 - C (6.5 - A)

43.8 - E (n.a.)

20.3 - C (6.5 - A)

2. Hutchison Dr./NB SR 113 Ramps TWSC (Signal) >50.0 - F 7.2 - A >50.0 - F

(n.a.)10.4 - B (7.0 - A)

>50.0 - F (n.a.)

10.4 - B (7.0 - A)

>50.0 - F (n.a.)

10.4 - B (7.0 - A)

3. Hutchison Dr./Health Sciences Dr. Signal n.a. 22.1 - C n.a. 33.2 - C n.a. 34.5 - C n.a. 31.5 - C

4. Hutchison Dr./Extension Center Cir. TWSC 27.2 - D 1.6 - A 35.5 - E (42.6 - E)

1.8 - A (1.6 - A)

36.0 - E (43.2 - E)

1.8 - A (1.6 - A)

34.1 - D (40.9 - E)

1.7 - A (1.6 - A)

5. Hutchison Dr./La Rue Rd. Signal n.a. 35.3 - D n.a. 44.5 - D (27.5 - C) n.a. 45.2 - D

(26.1 - C) n.a. 43.0 - D (26.0 - C)

6. Hutchison Dr./Dairy Rd. TWSC (Signal) 19.2 - C 0.9 - A >50.0 - F

(n.a.)>50.0 - F (27.5 - C)

>50.0 - F (n.a.)

21.8 - C (26.1 - C)

>50.0 - F (n.a.)

>50.0 - F (26.0 - C)

7. Hutchison Dr./Kleiber Hall Dr. AWSC4 n.a. 39.7 - E n.a. 10.5 - B n.a. 10.4 - B n.a. 10.3 - B

8. Hutchison Dr./Bioletti Wy. AWSC n.a. 9.7 - A n.a. 8.7 - A n.a. 9.6 - A n.a. 9.1 - A

9. La Rue Rd./Bioletti Wy. TWSC 28.9 - D 4.0 - A 42.8 - E (34.2 - D)

4.7 - A (3.4 - A)

>50.0 - F (36.5 - E)

7.3 - A (4.6 - A)

44.4 - E (32.6 - D)

5.2 - A (3.6 - A)

10. New Davis Rd./California Ave. TWSC (Signal) >50.0 - F >50.0 - F >50.0 - F

(n.a.)>50.0 - F (22.0 - C)

>50.0 - F (n.a.)

>50.0 - F (22.0 - C)

>50.0 - F (n.a.)

>50.0 - F (21.5 - C)


12. Russell Blvd./La Rue Rd. Signal n.a. 38.0 - D n.a. 41.2 - D n.a. 41.2 - D n.a. 40.5 - D

13. Dairy Rd./La Rue Rd. TWSC 19.9 - C 1.8 - A 31.5 - D (34.9 - D)

3.3 - A (2.8 - A)

19.9 - C (24.6 - C)

1.8 - A (1.6 - A)

23.4 - C (27.7 - D)

2.2 - A (1.9 - A)


Table 18AM Peak Hour Intersection Operations – Year 2005 Plus Project Conditions With Mitigation


Notes:





Worst-Case Movement


Worst-Case Movement


Worst-Case Movement


1. Hutchison Dr./SB SR 113 Ramps TWSC2

(Signal3)13.7 - B 2.6 - A 14.1 - B

(n.a.)2.9 - A

(5.7 - A)14.1 - B

(n.a.)2.9 - A

(5.7 - A)14.1 - B

(n.a.)2.9 - A

(5.7 - A)

2. Hutchison Dr./NB SR 113 Ramps TWSC (Signal) 31.3 - D 2.8 - A 37.7 - E

(n.a.)3.1 - A

(9.3 - A)37.7 - E

(n.a.)3.1 - A

(9.3 - A)37.7 - E

(n.a.)3.1 - A

(9.3 - A)

3. Hutchison Dr./Health Sciences Dr. Signal n.a. 31.5 - C n.a. 42.6 - D n.a. 42.6 - D n.a. 40.8 - D

4. Hutchison Dr./Extension Center Cir. TWSC >50.0 - F 10.3 - B >50.0 - F (>50.0 - F)

17.5 - C (6.1 - A)

>50.0 - F (>50.0 - F)

17.5 - C (6.1 - A)

>50.0 - F (>50.0 - F)

16.7 - C (5.9 - A)

5. Hutchison Dr./La Rue Rd. Signal n.a. 45.5 - D n.a. 57.7 - E (45.1 - D) n.a. 57.7 - E

(45.1 - D) n.a. 57.9 - E (45.3 - D)

6. Hutchison Dr./Dairy Rd. TWSC (Signal) 26.3 - D 2.4 - A >50.0 - F

(n.a.)>50.0 - F (36.5 - D)

>50.0 - F (n.a.)

>50.0 - F (40.5 - D)

>50.0 - F (n.a.)

>50.0 - F (40.3 - D)

7. Hutchison Dr./Kleiber Hall Dr. AWSC4 n.a. 30.8 - D n.a. 12.4 - B n.a. 14.1 - B n.a. 13.2 - B

8. Hutchison Dr./Bioletti Wy. AWSC n.a. 12.4 - B n.a. 10.7 - B n.a. 11.9 - B n.a. 11.2 - B

9. La Rue Rd./Bioletti Wy. TWSC 29.4 - D 7.0 - A 43.5 - E (38.1 - E)

8.9 - A (7.6 - A)

>50.0 - F (>50.0 - F)

25.2 - D (18.8 - C)

>50.0 - F (50.0 - F)

14.9 - B (12.1 - B)

10. New Davis Rd./California Ave. TWSC (Signal) >50.0 - F >50.0 - F >50.0 - F

(n.a.)>50.0 - F (37.0 - D)

>50.0 - F (n.a.)

>50.0 - F (37.0 - D)

>50.0 - F (n.a.)

>50.0 - F (35.7 - D)


12. Russell Blvd./La Rue Rd. Signal n.a. 72.6 - E n.a. 74.4 - E n.a. 74.4 - E n.a. 74.1 - E

13. Dairy Rd./La Rue Rd. TWSC 19.7 - C 2.6 - A 43.1 - E (39.3 - E)

9.0 - A (6.8 - A)

19.7 - C (21.9 - C)

2.6 - A (2.3 - A)

27.5 - D (27.7 - D)

4.8 - A (4.0 - A)




Table 19PM Peak Hour Intersection Operations – Year 2005 Plus Project Conditions With Mitigation


Notes:


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48

The westbound receiving lane on Hutchison Drive would also need to be re-striped as two lanes between La Rue Road and Extension Center Drive to accommodate the two northbound left-turn lanes. The westbound receiving lane on Hutchison Drive is approximately 25 feet wide, which would accommodate two 12-foot travel lanes between La Rue Road and Extension Center Drive (approximately 280 feet). To provide an acceptable merge length from two lanes to one lane on Hutchison Drive, the westbound travel lanes should be extended 500 – 1,000 feet west of La Rue Road. If widening Hutchison Drive is not possible at this time, advanced signing should be provided to warn drivers that the northbound outside left-hand turn lane at the Hutchison Drive/La Rue Road intersection will serve vehicles entering Extension Center Drive. Modify signal timings to provide protected eastbound and westbound left-turn phases and maintain the existing split phasing on the northbound and southbound approaches. Provide a 20 second pedestrian and bicycle only phase to allow bicyclists to travel from southbound La Rue onto eastbound Hutchison Drive to access the proposed on-street bicycle lane. These improvements will restore operations to LOS C during the a.m. peak hour and LOS D during the p.m. peak hour under existing and Year 2005 conditions with the implementation of the WEPS.

• Hutchison Drive/Dairy Road: Due to limited right-of-way on the southbound

approach (i.e., the main WEPS driveway) of this intersection, the following improvement option is recommended to accommodate vehicles, bicyclists, and pedestrians traveling through this intersection. Install a traffic signal and provide the following lane configurations (Note: these lane configurations would be provided in the existing right-of-way and would not require widening along Hutchison Drive):

o Northbound Approach – An exclusive left-turn lane and a shared through/right-

turn lane; o Southbound Approach – Right-turn only lane; o Eastbound Approach – An exclusive left-turn lane and a shared through/right-

turn lane; and o Westbound Approach – An exclusive left-turn lane and a shared through/right-

turn lane.


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49

Provide protected left-turn phasing on the eastbound and westbound approaches, split phasing on the northbound and southbound approaches, and a 20 second pedestrian and bicycle only phase. These improvements will provide acceptable (LOS D or better) operations during the a.m. and p.m. peak hours under existing and Year 2005 conditions for each access scenario. With the implementation of this improvement, vehicles traveling towards the south on Dairy Road or Bioletti Way would use the secondary driveway on Kleiber Hall Drive to exit the WEPS. This would add traffic to the Hutchison Drive/Kleiber Hall Drive intersection. However, the Hutchison Drive/Kleiber Hall Drive intersection would continue to operate acceptably (LOS D or better) with this additional traffic. The traffic signals at Dairy Road and La Rue Road along Hutchison Drive should be coordinated to optimize the signal progression along the roadway and allow vehicles to travel on Hutchison Drive without having to stop at both signalized intersections. Signal interconnect between these intersections can be provided during the construction of the bicycle lanes on Hutchison Drive.

• Hutchison Drive/Kleiber Hall Drive: Since this intersection will operate at LOS E

with and without the WEPS under existing conditions and the delay will decrease (i.e., improve) with the construction of the WEPS, this intersection will not experience a significant impact. However, mitigation measures have been recommended to improve the LOS to an acceptable level.

Re-stripe the eastbound approach to include an exclusive left-turn lane and a shared through/right-turn lane. This will improve operations to LOS C or better during the a.m. and p.m. peak hours under existing conditions. (Note: this intersection will operate at LOS B during the a.m. and p.m. peak hours with the elimination of Lot 41 under Year 2005 conditions).

• New Davis Road/California Avenue: Install a traffic signal and widen the westbound

approach to include a through lane and an exclusive right-turn lane. This will improve operations to LOS D or better during the a.m. and p.m. peak hours under existing and Year 2005 conditions for each access scenario6.

6 Based on discussions with the project team, the improvements at the New Davis Road/California Avenue

intersection will not be funded by the WEPS.


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50

Dairy Road Recommendations Dairy Road is a narrow roadway with poor pavement conditions and no curbs, gutters, sidewalks or bicycle lanes. Therefore, improvements on Dairy Road are needed if it is chosen to provide southern access to the WEPS. To accommodate vehicles traveling between La Rue Road and the WEPS, Dairy Road will need to be widened to include a minimum of 11-foot travel lanes, curbs, gutters, and sidewalks. In addition, on-street bicycle lanes with a minimum width of 5 feet7 should be provided to serve bicyclists currently traveling on Dairy Road and to accommodate the growth in bicycle traffic anticipated with the future construction of student housing on Dairy Road. The recommended traffic signal at the Hutchison Drive/Dairy Road intersection will provide a protected crossing for bicyclists traveling on Dairy Road to/from the north-south bicycle path serving the UC Davis Recreation Center. A bicycle path that provides access between the Health Sciences District and the central campus crosses Dairy Road just south of Lot 48. Dairy Road has a stop sign at the bicycle path crossing to help eliminate conflicts between the vehicles and bicyclists. A stop sign and a bicycle crossing sign should remain on Dairy Road to alert vehicles and bicyclists traveling on Dairy Road of the bicycle path. Depending on the final alignment of Dairy Road, a roundabout could also be placed at this crossing. Dairy Road is located just east of the horizontal curve on La Rue Road. Due to the potential for substandard sight distance, the available sight distance was analyzed for vehicles turning left from Dairy Road onto La Rue Road. Based on its operational and design characteristics, the minimum “corner sight” distance on La Rue Road in the vicinity of Dairy Road is 400 feet8. Figure 12 shows the “line of sight” for drivers stopped at Dairy Road to see a vehicle traveling eastbound on La Rue Road 400 feet away. As shown, the line of sight for drivers on Dairy Road exceeds the 400-foot minimum. However, obstructions (e.g., parked vehicles) and landscaping along the La Rue Road need to be kept to a minimum (e.g., grass, low shrubs) to maintain an appropriate sight distance. Please note that the two vehicles in the aerial photograph parked to the west of the intersection are not in a designated parking area. Figure 12

7 Class II on-street bicycle lanes should be a minimum of 5 feet wide if they are located adjacent to a vertical

curb according to the Highway Design Manual (Caltrans, 1995). If a 5-foot bicycle lane cannot be provided, the roadway should be signed as a Class III bicycle route.

8 Based on sight distance standards for roadways with a 35 M.P.H. design speed as published in the Highway Design Manual (Caltrans, 1995).


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The La Rue Road/Dairy Road intersection will operate acceptably with the additional traffic generated by the WEPS. However, the southbound Dairy Road approach will operate at LOS E or worse during the peak hours if access is provided only on Dairy Road. Therefore, the Dairy Road improvements should also include providing exclusive left and right-turn lanes with a minimum storage length of 75 feet on the southbound Dairy Road approach at La Rue Road. In addition, the existing left-turn lane on La Rue Road, which serves vehicles turning south onto Garrod Drive, should be extended and re-stripped as a center left-turn lane to serve both Garrod Drive and Dairy Road. Figure 12 displays these recommended improvements. Hutchison Drive Recommendations Figure 13 summarizes the improvements along Hutchison Drive to accommodate the additional traffic generated by the WEPS and serve bicyclists and pedestrians traveling to the central campus. The improvements at the Hutchison Drive/La Rue Road and Hutchison Drive/Dairy Road intersections discussed earlier in this chapter are also shown in the figure. The recommended improvements are summarized below.

• Provide a 5-foot on-street bicycle lane on the south side of Hutchison Drive to serve bicyclists traveling towards the central campus (eastbound). To reduce the amount of widening required on Hutchison Drive, the existing bicycle path will continue to serve bicyclists traveling westbound towards La Rue Road. The addition of the bicycle and pedestrian only phase at the Hutchison Drive/La Rue Road intersection will allow bicyclists to travel directly between the bicycle path on the west side of La Rue Road and the bicycle path and on-street bicycle lane on Hutchison Drive.

• Realign a portion of the bicycle path on the north side of Hutchison Drive to allow

bicyclists to cross the main WEPS driveway at the signalized intersection. Maintaining the existing alignment would increase the number of conflicts between bicyclists and vehicles entering/exiting the WEPS.

• Provide signing to direct bicyclists from the southbound La Rue Road bicycle path

onto the eastbound on-street bicycle lane on Hutchison Drive to travel to the central campus.


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53

• Sign the existing bicycle path for westbound travel only. If bicyclists traveled

eastbound on the path, they would be traveling against the flow of vehicular traffic while crossing the main WEPS driveway and vehicles turning right onto Hutchison Drive from the driveway may not see them.

• Provide signing at the main entrance/exit to the WEPS to notify drivers of bicyclists

traveling to/from the bicycle path extending north of the main driveway.

• Relocate the bus staging area currently located on the south side of Hutchison Drive east of Kleiber Hall Drive. With the addition of on-street bicycle lanes on Hutchison Drive, conflicts would occur between buses arriving/departing the staging area and bicyclists traveling into the central campus. Campus staff has previously discussed possibilities of relocating the staging area and modifying bus circulation to/from the central campus.

Roundabout Operations on La Rue Road At the request of UC Davis staff, the feasibility and resulting traffic operations of constructing roundabouts at the La Rue Road/Dairy Road and La Rue Road/Bioletti Way intersections were evaluated. The roundabout would have the same dimensions (100-foot diameter) as proposed at the Hutchison Drive/Bioletti Way intersection (see Chapter IX for details). The intersections were analyzed as a roundabout using procedures contained in the 2000 HCM. Although these procedures do not produce a LOS result for roundabouts, they do provide upper and lower boundary estimates of the volume-to-capacity ratio of roundabouts. If the volume-to-capacity ratios are found to fall below 1.0, then the roundabout operates under capacity. The following summarizes the feasibility and LOS results of constructing a roundabout at these intersections:

• La Rue Road/Dairy Road: The volume-to-capacity ratio would range from 0.36 to 0.57 during the a.m. and p.m. peak hours for each access scenario under Year 2005 plus project conditions with the construction of a roundabout. Adequate right-of-way is available at this intersection to construct a roundabout. However, constructing a roundabout at this intersection would impact the trees (at least one) along the southern edge of La Rue Road and approximately five spaces in


September 9, 2002

54

Lot 47 would be eliminated. In addition, the driveway serving Lot 49 may need to be reconfigured.

• La Rue Road/Bioletti Way: The volume-to-capacity ratio would range from 0.42 to 0.76 during the a.m. and p.m. peak hours for each access scenario under Year 2005 plus project conditions with the construction of a roundabout. Limited right-of-way is available at this intersection to construct a roundabout. The building directly south of the Bioletti Way/La Rue Road intersection is located approximately 50 feet from the centerline on La Rue Road. Therefore, the roundabout would need to be offset at least 25 feet towards the north. The on-street parking on La Rue Road (approximately 15 spaces) would be eliminated. The roundabout would impact the trees along the southern edge of La Rue Road and would likely impact the tree located on the northeast corner of the intersection.

Emergency Access The UC Davis Fire and Police Stations are located on Kleiber Hall Drive north of Hutchison Drive. The emergency vehicles travel through the Kleiber Hall Drive/Hutchison Drive intersection to access the surrounding campus. According to campus staff, emergency vehicles arrive at the Kleiber Hall Drive/Hutchison Drive intersection approximately 60 seconds after receiving a call. Fire and Police staff have indicated that vehicles on Kleiber Hall Drive block access for emergency vehicles when a call is received during the peak hours. Vehicles traveling southbound on Kleiber Hall Drive and waiting at the stop sign on Hutchison Drive are not able to allow emergency vehicles to pass because of the narrow roadway. Construction of the WEPS would add traffic to the Kleiber Hall Drive/Hutchison Drive intersection and may result in additional delay for emergency vehicles during the peak hours. Prior to the opening of the WEPS, UC Davis should conduct a study to determine measures to ensure adequate access for emergency vehicles during the peak hours. Potential improvement options are discussed below.

• Install an emergency dispatcher controlled stop light inside the parking structure at the exit onto Kleiber Hall Drive. The Fire and Police stations would be able to active the signal after receiving an emergency call and a red light would flash warning vehicles to not exit the WEPS. Traffic volumes on southbound Kleiber Hall Drive


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55

would diminish within 60 seconds and would allow emergency vehicles to access Hutchison Drive.

• Install an emergency dispatcher controlled stop light inside the parking structure and

install a gate to prevent vehicles from exiting onto Kleiber Hall Drive. This would reduce the potential for vehicles to disobey the stop light and exit onto Kleiber Hall Drive when the emergency stop light was activated.

• Install an emergency dispatcher controlled stop light inside the parking structure and

install a traffic signal at the Kleiber Hall Drive/Hutchison Drive intersection. If traffic volumes on southbound Kleiber Hall Drive are still congested during the peak hours with the implementation of the emergency dispatcher, a traffic signal could be installed at the Kleiber Hall Drive/Hutchison Drive intersection and activated by Fire and Police staff upon receiving an emergency call.

Mitigation Measures for Worst-Case Movements The side-street stop controlled intersections listed below will operate acceptably (i.e., the overall delay will meet the minimum LOS standards) with the implementation of the WEPS. However, the intersections will have a worst-case movement that operates unacceptably with the addition of the proposed project9. The intersection LOS results and recommended improvements are discussed below:

• Hutchison Drive/Health Sciences Drive: The northbound left-turn movement will

degrade to LOS F during the a.m. and p.m. peak hours for each access scenario under existing conditions with the implementation of the WEPS.

A traffic signal at this intersection would improve operations to LOS C or better during the a.m. and p.m. peak hours under existing plus project conditions. (Note: this intersection is assumed to be signalized by Year 2005.)

• Hutchison Drive/Southbound SR 113 Ramps: The southbound left-turn movement

will degrade to LOS E during the a.m. peak hour for each access scenario under Year 2005 conditions with the implementation of the WEPS.

9 These intersections are not significantly impacted by the proposed WEPS. Improvements are

recommended to inform campus staff of measures that may be implemented to reduce the delay for the worst-case movement.


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A signal at this intersection would improve both a.m. and p.m. peak hour operations to LOS A under Year 2005 with project conditions.

• Hutchison Drive/Northbound SR 113 Ramps: The northbound left-turn movement

will degrade to LOS E during the a.m. peak hour for each access scenario under existing conditions and to LOS E or F during the a.m. and p.m. peak hours for each access scenario under Year 2005 conditions with the implementation of the WEPS.

The intersection operations would improve to LOS C or better during the a.m. peak hour and to LOS B or better during the p.m. peak hour under existing and cumulative with project conditions by installing a signal and converting the northbound SR 113 off-ramp approach to two lanes: one shared left/right lane and one exclusive right-turn lane. The existing free right-turn would be eliminated to minimize weaving conflicts between this intersection and the Hutchison Drive/Health Sciences Drive intersection.

• Hutchison Drive/Extension Center Circle: The southbound left-turn movement will

degrade to LOS E or F during the a.m. and p.m. peak hours for each access scenario under existing and Year 2005 conditions with the implementation of the WEPS;

Operations at this intersection could be marginally improved by widening the southbound Extension Center Drive approach to include separate right-turn and left-turn lanes and by widening Hutchison Drive to include two through lanes in each direction. However, the Extension Center Drive approach would continue to operate at LOS D or worse during the a.m. and p.m. peak hours under existing and cumulative with project conditions. A signal at this location would improve operations on Extension Center Drive but could diminish the operations of the La Rue Road/Hutchison Drive intersection. Extension Center Drive should be realigned, if possible, farther from La Rue Road or a new roadway could be provided to serve areas north of Hutchison Drive that would connect to Hutchison Drive opposite Health Sciences Drive. By increasing the spacing between this intersection and the La Rue Road/Hutchison Drive intersection, a traffic signal would improve operations to LOS D or better during the a.m. peak hour and LOS B or better during the p.m. peak hour under existing and cumulative with project conditions.

• La Rue Road/Bioletti Way: The southbound left-turn movement will degrade to LOS

E or F during the p.m. peak hour under existing conditions and during the a.m. and p.m. peak hours under Year 2005 conditions for each access scenario with the implementation of the WEPS.


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Operations at this intersection could be improved by providing exclusive left and right-turn lanes on La Rue Road to serve vehicles traveling onto Bioletti Way. However, the southbound approach would continue to operate at LOS E or F during the p.m. peak hour for each access scenario under existing and Year 2005 conditions. Operations at this intersection could also be improved by constructing a roundabout. The volume-to-capacity ratio would range from 0.42 to 0.76 during the a.m. and p.m. peak hours for each access scenario under Year 2005 conditions with the implementation of the WEPS.

• La Rue Road/Dairy Road: The southbound left-turn movement will degrade to LOS E or F during the a.m. and p.m. peak hours under existing and Year 2005 conditions if access is only provided on Dairy Road (i.e., Scenario 1) with the implementation of the WEPS.

As discussed under the recommended improvements to Dairy Road, operations at this intersection could be improved by providing exclusive left and right-turn lanes on the southbound Dairy Road approach and providing a separate left-turn lane on the eastbound approach (i.e., extending the existing left-turn lane at Garrod Drive and striping as a center left-turn lane). Although these improvements would decrease the overall delay for the southbound approach and improve operations for the southbound right-turn movement to LOS B during both peak hours, the southbound left-turn movement would continue to operate unacceptably during the peak hours.

Operations at this intersection could also be improved by constructing a roundabout. The volume-to-capacity ratio would range from 0.36 to 0.57 during the a.m. and p.m. peak hours for each access scenario under Year 2005 plus project conditions with the implementation of the WEPS.

Documents

V. MITIGATION MEASURES AND RECOMMENDED …...1. Hutchison Dr./SB SR 113 Ramps TWSC2 17.5 - C 8.9 - A 23.3 - C 12.0 - B 23.4 - C 12.1 - B 22.9 - C 11.8 - B 2. Hutchison Dr./NB SR 113