4.14 TRANSPORTATION

This chapter presents the existing conditions, regulatory setting, and impact analysis for the Fairfield Train Station Specific Plan (Specific Plan) related to transportation. The purpose of the transportation impact analysis is to identify the impacts of implementing the Specific Plan on the surrounding transportation system and to recommend measures to mitigate significant impacts, as necessary. The following sections present an overview of existing transportation conditions in the transportation study area; a description of the agencies with jurisdiction over transportation in the study area, including relevant policies; and a description of the impacts of the Specific Plan on transportation systems, including the methodologies used, thresholds of significance, impact identification, and mitigation measures.

4.14.1 EXISTING CONDITIONS

REGIONAL LOCATION

The Specific Plan Area is located in northeast Fairfield, in central Solano County (Exhibit 4.14-1). Fairfield is midway between San Francisco and Sacramento on Interstate 80 (I-80). Neighboring cities include Vacaville, to the north, and Suisun City, to the south. Travis Air Force Base is directly to the south of the Specific Plan Area.

PROJECT DESCRIPTION

The Specific Plan Area surrounds the proposed Fairfield-Vacaville Multi-Modal Train Station, which is planned to be constructed in the southeast quadrant of the of Peabody /Cement Hill Road/Vanden Road. The Specific Plan encompasses land to the south, east, north, and northwest of the train station site. The Specific Plan is designed to take advantage of the new Fairfield-Vacaville Multi-Modal Train Station, which has been planned collaboratively by the cities of Fairfield and Vacaville, and the Solano Transportation Authority. The station will include a new Amtrak Capitol Corridor passenger rail station, bus transfer facility, and park-and-ride lot to improve accessibility to the Capitol Corridor intercity train service. One of the goals of the Specific Plan is to provide sustainable development that would minimize the dependency on automobiles and encourage the use of alternative modes of transportation

The Specific Plan Area is mostly vacant but currently has some industrial uses near the intersection of Peabody Road and Cement Hill Road/Vanden Road, a water treatment facility north of Vanden Road and east of Peabody Road, and a residential neighborhood under construction located between Peabody Road and the water treatment plant. Implementation of the Specific Plan would provide for the long-term redevelopment of the existing industrial land uses over time, except for the water treatment facility, and construction of a mix of uses including residential, industrial, office, retail, and school uses. Exhibit 4.14-1 shows the Specific Plan Area and surrounding study area, including the existing study intersections.

TRANSPORTATION IMPACT STUDY AREA

The transportation impact study area is the area in which circulation is most likely to be affected by the Specific Plan. This area extends north to I-80 in Vacaville, south to State Route 12 (SR 12) in Suisun City, east to Lewis Road in unincorporated Solano County, and west to I-80 in Fairfield. The area includes roadways and intersections under the jurisdictions of the City of Fairfield, the City of Vacaville, the City of Suisun City, Solano County, and Caltrans. The study area was defined in consultation with transportation planning staff in the Cities of Fairfield and Vacaville, based on an assessment of the peak hour volumes that would be added to the roadway network as the distance from the Specific Plan site increased.

Study Area Roadways

The following major roadways provide circulation within the Specific Plan study area. Refer to Exhibit 4.14-1.

Fairfield Train Station Specific Plan AECOM City of Fairfield 4.14-1 Transportation

Source: Fehr & Peers 2010 Project Location and Existing Study Intersections Exhibit 4.14-1

AECOM Fairfield Train Station Specific Plan Transportation 4.14-2 City of Fairfield I-80 is a major east-west freeway originating in the San Francisco Bay Area to the west, continuing east towards Sacramento, and terminating in New Jersey. I-80 crosses the cities of Fairfield and Vacaville in a southwest-to- northeast direction. In the cities of Fairfield and Vacaville, I-80 provides four mixed-flow in each direction, with a posted speed limit of 65 mph. A fifth for high-occupancy vehicles (HOVs) is provided from Red Top Road to Air Base , and a sixth “auxiliary lane” is provided between Interstate 680 (I-680) and SR 12 East. Current (2008) traffic volumes on I-80 in the vicinity of the Specific Plan Area are shown in Table 4.14-1.

Table 4.14-1 Existing Interstate 80 Traffic Volumes Average Daily Traffic Peak Hour Traffic Section (vehicles) (vehicles) SR 12 East Junction to West Texas 179,000 12,300 West Texas Street to Travis 170,000 11,700 Travis Boulevard Interchange to Air Base Parkway Interchange 182,000 12,500 Air Base Parkway Interchange to North Texas Street 165,000 11,400 North Texas Street to Pleasant Valley 136,000 9,300 Pleasant Valley Road to Alamo Drive Interchange 136,000 9,300 Alamo Drive Interchange to Davis Street Interchange 131,000 9,000 Davis Street Interchange to E. Monte Vista 131,000 9,000 E. Monte Vista Avenue to I-505 North 121,000 8,300 I-505 North to Leisure Town Road 105,000 7,200

Source: California Department of Transportation 2008

SR 12 is an east-west state , also called Rio Vista Road in the Specific Plan vicinity, which extends from State Route 1 (SR 1) near Bodega Bay to State Route 99 (SR 99) in Lodi. Near the Specific Plan Area, SR 12 is a four-lane expressway with infrequent signals and a 50 mph speed limit. West of the Specific Plan Area, SR 12 joins I-80 for a segment of approximately two miles before splitting off to the west toward Napa County. SR 12 serves as an important commute route between I-80 and points to the east and provides access to the Sacramento- San Joaquin River Delta.

Alamo Drive (Vacaville) is an east-west roadway that begins at Hidden Glen Court and ends at Leisure Town Road. Between I-80 and Leisure Town Road, Alamo Drive is primarily a four-lane roadway with a posted speed limit of 40 mph. Alamo Drive provides throughout the study area.

Air Base Parkway (Fairfield) is an east-west expressway providing access from I-80 to the Travis Air Force Base. The posted speed limit is 50 mph, and striped bike lanes are provided. Between Travis Air Base and I-80, the Parkway is two lanes in each direction with a landscaped median.

Canon Road (Solano County) is an east-west, two-lane rural roadway that extends between Vanden Road and North Gate Road. Canon Road has a 55-mph speed limit and unpaved shoulders.

Cement Hill Road (Fairfield) is an east-west road in Fairfield that runs between North Texas Street and Peabody Road. Cement Hill Road is a two-lane road, widening to four lanes near North Texas Street, where it is designated Manuel Campos Parkway. It has a posted speed limit of 45 mph. The ultimate extension and completion of the Manuel Campos Parkway will improve Cement Hill Road to a four-lane facility.

Fairfield Train Station Specific Plan AECOM City of Fairfield 4.14-3 Transportation Clay Bank Road (Fairfield) is a north-south four-lane roadway connecting Air Base Parkway to Cement Hill Road. Clay Bank Road provides access to relatively new residential developments. The posted speed limit is 35 mph.

Dickson Hill Road (Fairfield) is an east-west four-lane roadway with a posted speed limit of 35 mph and a landscaped median. Dickson Hill Road extends between North Texas Street and Manuel Campos Parkway.

North Gate Road (Solano County) is a north-south two-lane rural roadway that extends between the Travis Air Force Base to the south and McCrory Road to the north. There is a posted speed limit of 50 mph south of Canon Road and 55 mph north of Canon Road.

Hay Road (Vacaville) is an east-west two-lane roadway that begins at Meridian Road and ends at Rio Dixon Road (State Route 113). The posted speed limit on Hay Road is 55 mph.

Huntington Drive (Fairfield) is a northeast-southwest two-lane roadway in Fairfield that connects Walters Road to Peabody Road and runs parallel to the Union Pacific railroad tracks. Huntington Drive is located in a light industrial area and is signalized at its intersections with Walters Road and Peabody Road. There are several railroad spur crossings along Huntington Drive. Huntington Drive has a posted speed limit of 45 mph. Parking is not allowed on Huntington Drive and very few sidewalks are provided.

Jepson Parkway is a planned four-lane arterial connection, aligned primarily along existing roadways, to serve inter-city trips between Suisun City, Fairfield, and Vacaville. The Solano Transportation Authority’s locally preferred alternative for the Jepson Parkway is Alternative B, which would be aligned as follows, from south to north:

► Walters Road from SR 12 in Suisun City to Air Base Parkway ► Walters Road Extension between Air Base Parkway and Cement Hill Road (Manuel Campos Parkway) ► Cement Hill Road (Manuel Campos Parkway) between Walters Road Extension and Peabody Road ► Vanden Road between Peabody Road and Leisure Town Road ► Leisure Town Road between Vanden Road and I-80 in Vacaville

As part of the Jepson Parkway implementation plan, Suisun City has completed a Walters Road widening project and Vacaville has completed the Leisure Town Road overcrossing.

Leisure Town Road (Solano County/Vacaville) is a north-south road beginning at Vanden Road in Solano County and extending north through Vacaville, where it turns into Vaca Valley Parkway north of I-80. In the County portion, Leisure Town Road is a two-lane rural road with paved, striped shoulders and a speed limit of 55 mph. Within Vacaville, Leisure Town Road is a two-to-four-lane roadway with a speed limit of 40 mph.

Manuel Campos Parkway (Fairfield) is an east-west four-lane roadway extending from I-80 to Mystic Drive. The North Texas Street interchange at I-80 was recently reconstructed (completed in July 2010) and now connects directly to Manuel Campos Drive. Traffic counts and existing LOS analysis for the interchange intersections were conducted in 2008, prior to the reconstruction. There is a planned extension of Manuel Campos Parkway to ultimately connect to Cement Hill Road, resulting in a continuous six-lane connection between I-80 and Dover Avenue, transitioning to a four-lane facility between Dover Avenue and Peabody Road.

Peabody Road (Fairfield/Solano County/Vacaville) is a north-south road extending from Air Base Parkway in Fairfield to Elmira Road in Vacaville. Through the study area, Peabody Road is a two-lane roadway with paved shoulders. The roadway widens to four lanes as it approaches the signalized Vanden Road intersection. At the signalized Air Base Parkway intersection, Peabody Road widens to two lanes in the southbound direction but remains one lane in the northbound direction. The posted speed limit on Peabody Road is 45 mph.

AECOM Fairfield Train Station Specific Plan Transportation 4.14-4 City of Fairfield Texas Street (Fairfield) is West Texas Street between I-80 and Pennsylvania Avenue, where it becomes Texas Street. It is designated Texas Street through the downtown to State Street, then becomes North Texas Street from State Street to Manuel Campos Parkway. North Texas Street is a four-lane roadway with a posted speed limit ranging from 30 to 35 mph. There are sidewalks along Texas Street throughout most of the study area.

Vanden Road (Fairfield/Solano County/Vacaville) is a four-lane roadway beginning at Peabody Road in Fairfield and extending northeast to Marshall Road in Vacaville. The speed limit on Vanden Road is 55 mph. Vanden Road forms a portion of the planned Jepson Parkway.

Walters Road (Suisun City/Solano County/Fairfield) is a north-south four-lane road that connects Rio Vista Road (SR 12) in Suisun City to Air Base Parkway in Fairfield. Walters Road has a posted speed limit of 45 mph, and paved shoulders and sidewalks are provided along most of its length. Walters Road forms a portion of the planned Jepson Parkway.

Study Intersections

Intersections usually form the critical components of the roadway system because of delay introduced by traffic signals, stop signs, or other control devices. The traffic impact evaluation focuses on the operations of key intersections in the Cities of Fairfield, Vacaville and Suisun City, as well as in Solano County, that would serve substantial traffic from the Specific Plan. Intersection operations are evaluated for weekday morning (AM) and evening (PM) peak hours. The existing study intersections are listed below and shown in Exhibit 4.14-1. The jurisdiction is noted in the list below as F for Fairfield, V for Vacaville, C for Caltrans, S for Suisun City, and SC for Solano County. Note that additional intersections that would be constructed as part of the Specific Plan or are planned future intersections outside the Specific Plan Area are included in the future conditions analysis. The “missing” intersection numbers in the list below are these future intersections, which are described in Section 4.14.3.

1 Peabody Road/Cement Hill Road (Manuel 28 East Tabor Avenue/North Texas Street (F) Campos Parkway)/Vanden Road (F) 29 Cement Hill Road/Clay Bank Road (F) 2 Peabody Road/Markeley Lane (F) 30 Cement Hill Road/Dover Avenue (F) 3 Peabody Road/Huntington Drive/Whitney Drive 31 Cement Hill Road/North Texas Street (F) (F) 32 North Texas Street/Dickson Hill Road (F) 4 Peabody Road/Dobe Lane (F) 33 Cement Hill Road (Manuel Campos 5 Peabody Road/Air Base Parkway (F) Parkway)/North Texas Street (F) 6 Peabody Road/Alamo Drive (V) 34 North Texas Street/I-80 Westbound Ramps (C) 7 Peabody Road/California Drive (V) 35 Hay Road/Lewis road (SC) 8 Peabody Road/Joseph Gerevas Drive (F) 36 Hay Road/Meridian Road (SC) 9 Peabody Road/Water Works Lane (F) 37 Canon Road/North Gate Road (SC) 10 Cement Hill Road (Manuel Campos 38 Canon Road/Vanden Road (F) Parkway)/Noonan Lane (F) 48 Walters Road/Huntington Drive (F) 11 Cement Hill Road (Manuel Campos 49 Leisure Town Road/Elmira Road (V) Parkway)/Walters Road (F) 50 Leisure Town Road/Sequoia Drive (V) 12 Manuel Campos Parkway/Cement Hill Road (F) 51 Leisure Town Road/Orange Drive (V) 13 Leisure Town Road/Vanden Road (F) 52 Leisure Town Road/I-80 Eastbound Ramps (C) 14 Leisure Town Road/Alamo Drive (V) 53 Leisure Town Road/I-80 Westbound Off-Ramp 15 Air Base Parkway/Walters Road (F) (C) 16 Air Base Parkway/Clay Bank Road (F) 54 Foxboro Parkway/Nut Tree Road (V) 17 Air Base Parkway/Dover Avenue (F) 55 Peabody Road/State Prison (V) 18 Air Base Parkway Westbound Ramps/North 56 Peabody Road/Cliffside Drive (V) Texas Street (F) 57 Peabody Road/Elmira Road (V)

Fairfield Train Station Specific Plan AECOM City of Fairfield 4.14-5 Transportation 19 Air Base Parkway Eastbound Ramps/North 58 Alamo Drive/Nut Tree Road (V) Texas Street (F) 59 Elmira Road/Nut Tree Road (V) 20 Air Base Parkway/Heath Drive (F) 60 Ulatis Drive/Nut Tree Road (V) 21 Air Base Parkway/I-80 Eastbound Ramps (C) 61 Orange Drive/Nut Tree Road (V) 22 Air Base Parkway/Hilborn Avenue/I-80 62 Alamo Drive/Davis Street (V) Westbound Ramps (C) 63 Alamo Drive/Marshall Road (V) 23 Walters Road (Jepson Parkway)/East Tabor 64 Alamo Drive/I-80 Eastbound On-ramp (C) Avenue (F) 65 Alamo Drive/Merchant Street (V) 24 Walters Road (Jepson Parkway)/Pintail Drive (S) 67 Cement Hill Road (Manuel Campos 25 Walters Road (Jepson Parkway)/SR 12 (C) Parkway)/Clay Bank Road (F) 26 East Tabor Avenue/Clay Bank Road (F) 27 East Tabor Avenue/Dover Avenue (F)

It is noted that all but one of the existing intersections requested for study by the City of Vacaville in its response to the Notice of Preparation have been included in the traffic study. The one exception is California/Marshall, at which negligible project traffic is assigned in the analysis. In addition, the requested intersections of Cherry Glen/I-80 Eastbound and Cherry Glen/I-80 Westbound were not included in the analysis, because these intersections would only see project traffic if the California Drive/I-80 overcrossing is constructed; this improvement was not included in the 2030 roadway network because adequate funding has not been identified for it. Finally, the city of Vacaville requested a number of roadway segments be analyzed; however, this study’s traffic impact analysis methodology for the non-freeway network is to assess impacts at intersections, since intersections are typically the constraints on arterial roadways.

INTERSECTION ANALYSIS METHODOLOGY

The operational performance of a roadway network is commonly described with the term level of service (LOS). LOS is a qualitative description of operating conditions, ranging from LOS A (free flow traffic conditions with little or no delay) to LOS F (oversaturated conditions where traffic flows exceed design capacity, resulting in long queues and delays). The LOS analysis methods outlined in the Highway Capacity Manual (Transportation Research Board 2000) were used in this study. The LOS analysis methods outlined in the Highway Capacity Manual (Transportation Research Board 2000) were used in this study. This methodology was selected for use in this study, rather than the Transportation Research Board’s Circular 212 methodology which was used in the General Plan EIR, because it provides for more reliable analysis of actual intersection operations by incorporating characteristics such as the signal timing plan, the effects of pedestrians on signal phase duration, traffic volume peaking characteristics, motorist behavioral characteristics, and others. The 2000 HCM is considered the state of the art methodology for assessing intersection operations and defining impacts, and allows for the accurate definition of mitigation measures, such as lengthening or adding turning lanes, modifying the signal phasing or timing, and other options.

The HCM methods for calculating LOS for signalized and unsignalized intersections are described below.

Signalized Intersections

Traffic operations at signalized intersections are evaluated using the LOS method described in Chapter 16 of the 2000 Highway Capacity Manual. A signalized intersection’s LOS is based on the weighted average control delay measured in seconds per vehicle. Control delay includes initial deceleration delay, queue move-up time, stopped delay, and final acceleration. Table 4.14-2 summarizes the relationship between the control delay and LOS for signalized intersections.

AECOM Fairfield Train Station Specific Plan Transportation 4.14-6 City of Fairfield Table 4.14-2 Signalized Intersection LOS Criteria Level of Average Control Description Service Delay (Seconds) Operations with very low delay occurring with favorable traffic signal progression A < 10.0 and/or short cycle lengths. B Operations with low delay occurring with good progression and/or short cycle lengths. > 10.0 to 20.0 Operations with average delays resulting from fair progression and/or longer cycle C > 20.0 to 35.0 lengths. Individual cycle failures begin to appear. Operations with longer delays due to a combination of unfavorable progression, long D cycle lengths, or high V/C ratios. Many vehicles stop and individual cycle failures are > 35.0 to 55.0 noticeable. Operations with high delay values indicating poor progression, long cycle lengths, and E high V/C ratios. Individual cycle failures are frequent occurrences. This is considered > 55.0 to 80.0 to be the limit of acceptable delay. Operations with delays unacceptable to most drivers occurring due to over-saturation, F > 80.0 poor progression, or very long cycle lengths. Source: Highway Capacity Manual, Transportation Research Board, 2000.

Unsignalized Intersections

In Chapter 17 of the Transportation Research Board’s 2000 Highway Capacity Manual, the LOS for unsignalized intersections (side-street or all-way stop controlled intersections) is also defined by the average control delay per vehicle (measured in seconds). The control delay incorporates delay associated with deceleration, acceleration, stopping, and moving up in the queue. For side-street stop-controlled intersections, delay is calculated for each stop-controlled movement and for the uncontrolled left turns, if any, from the . The delay and LOS for the intersection as a whole and for the worst movement are reported for side-street stop intersections. The intersection average delay is reported for all-way stop intersections. Table 4.14.3 summarizes the relationship between delay and LOS for unsignalized intersections. The delay ranges for unsignalized intersections are lower than for signalized intersections as drivers expect less delay at unsignalized intersections.

Table 4.14-3 Unsignalized Intersection LOS Criteria Average Control Delay Level of Service Description Per Vehicle (Seconds) A Little or no delays < 10.0 B Short traffic delays > 10.0 to 15.0 C Average traffic delays > 15.0 to 25.0 D Long traffic delays > 25.0 to 35.0 E Very long traffic delays > 35.0 to 50.0 F Extreme traffic delays with intersection capacity exceeded > 50.0

Source: Highway Capacity Manual (Transportation Research Board, 2000).

Fairfield Train Station Specific Plan AECOM City of Fairfield 4.14-7 Transportation INTERSECTION LEVEL OF SERVICE STANDARDS

The various jurisdictions maintain the following level of service standards for intersection operations. These standards are typically applied to signalized and all-way stop-controlled intersections, and not to side-street stop- controlled intersections, where the overall operation of the intersection is often good even when the stop- controlled movement experiences longer delays. At side-street stop-controlled intersections, poor LOS – e.g. LOS E or F -- for the stop-controlled movement is an indication that a traffic signal may be warranted, subject to further evaluation.

City of Fairfield Los Standard

Objective C1 3 of the City of Fairfield’s General Plan Circulation Element requires intersections to maintain a peak-hour level of service of D or better for arterial intersections, C or better for collector intersections, and B or better for local intersections unless other public health, safety, or welfare factors determine otherwise.

City of Vacaville LOS Standard

Vacaville General Plan Guiding Policy 6.1-G 1 establishes level of service C as the minimum standard at all intersections, interchanges, and road links. Guiding Policies 6.1-G 2 and 6.1–G 3 allow LOS D, E, or F under special circumstances and as approved by the City. (Refer to the Regulatory Setting section for the full text of these policies.)

Suisun City LOS Standard

Goal 1 of Suisun City’s General Plan Circulation Element states that level of service E should be maintained on public wherever feasible.

Solano County LOS Standard

Section 1-4 of the Solano County Road Improvement Standards and Land Development Requirements establishes a level of service of C as the standard for all and intersections. This standard requires all projects to maintain a level of service of C except where the existing level of service is below C, at which point the project should not decrease the existing level of service.

Caltrans LOS Standard

Caltrans standards for interchange ramp terminal intersections or other state route intersections are typically consistent with the local jurisdiction’s standards, which may include the City or County, as well as the Congestion Management Agency. For this study, the LOS standard applied to Caltrans-operated intersections is LOS D for intersections located in Fairfield, LOS C for intersections located in Vacaville, and LOS E for intersections located in Suisun City.

EXISTING PEAK-HOUR TRAFFIC VOLUMES AND LEVELS OF SERVICE

Because the Specific Plan environmental analysis process began in late 2008, intersection turning movement counts for Intersections 1 through 38, in Fairfield, Suisun City, and southern Vacaville, were collected from 7:00 to 9:00 AM and 4:00 to 6:00 PM on Tuesday, November 18 and Wednesday, November 19, 2008. Based on the City of Vacaville’s response to the Notice of Preparation in June 2010, additional intersections were added to the study, and intersection turning movement volumes for the remaining intersections in Vacaville were obtained from the City’s database. These counts represent late 2008 and 2009 conditions. Due to economic conditions over the last two years, traffic counts have remained relatively constant, and the counts from later 2008 and 2009 accurately reflect current (2010) conditions. One network change has taken place since the counts were taken: the

AECOM Fairfield Train Station Specific Plan Transportation 4.14-8 City of Fairfield I-80/North Texas interchange reconstruction, including the completion of the western portion of Manuel Campos Parkway, was completed in July 2010.

All the traffic count data is provided in Appendix J.

Intersection lane configurations, turn pocket lengths, speed limits, signal phasing, and the locations of pedestrian and bicycle facilities were obtained by field reconnaissance in late 2008, and updated where needed in July – August 2010. Traffic signal timing plans for the signalized intersections were obtained from the responsible staff representatives at the City of Fairfield, the City of Vacaville, Suisun City, and Caltrans, in July-August 2010.

The lane configuration, control type, and AM and PM peak commute hour turning movements are shown in Exhibits 4.14-2A–2E.

Existing operations were evaluated for the weekday AM and PM peak hours at the study intersections. Table 4.14-4 summarizes the intersection analysis results. Detailed intersection LOS calculation worksheets are included in Appendix J.

City of Fairfield Intersection Operations

Since at least one street at every intersection is an arterial, the applicable level of service standard is D. All but four signalized Fairfield study intersections currently operate at acceptable levels of service; the four sub-standard locations are:

1) Peabody Road/Cement Hill Road/Vanden Road (E AM/C PM) 16) Air Base Parkway/Clay Bank Road (E AM/D PM) 17) Air Base Parkway/Dover Avenue (F AM/F PM) 20) Air Base Parkway/Heath Drive (E AM/F PM)

In addition, two side-street stop-controlled intersections operate below LOS D for the worst side-street movement, in one or both peak hours:

1) Peabody Road/Markeley Lane (F AM/F PM) 26) East Tabor Avenue/Clay Bank Road (D AM/F PM) City of Vacaville Intersection Operations

The applicable LOS standard for Vacaville is C, except for certain special circumstances, subject to approval by the City. The following four signalized study intersections operate below LOS C:

56) Peabody Road/Cliffside Drive (D AM/D PM) 57) Peabody Road/Elmira Road (C AM/F PM) 58) Alamo Drive/Nut Tree Road (C AM/D PM) 59) Elmira Road/Nut Tree Road (C AM/D PM)

City of Suisun City Intersection Operations

The applicable LOS standard for Suisun City is E. The two study intersection in Suisun City, Walters Road/Pintail Drive and Walters Road/SR 12 (operated by Caltrans) both operate above this standard.

Fairfield Train Station Specific Plan AECOM City of Fairfield 4.14-9 Transportation Solano County Intersection Operations

The applicable LOS standard for Solano County is C. One of the three study intersections maintained by the County operates below this standard:

37) Canon Road/North Gate Road (C AM/D PM)

EXISTING PEAK-HOUR TRAFFIC SIGNAL WARRANTS

To assess consideration for signalization of stop-controlled intersections, the 2010 California Manual of Uniform Traffic Control Devices (CAMUTCD), presents eight signal warrants. Generally, meeting one of the signal warrants could justify signalization of an intersection, however, the satisfaction of one or more warrants is not in itself justification for a signal. An evaluation of all applicable warrants should be conducted and additional factors (e.g., congestion, approach conditions, driver confusion) should be considered before the decision to install a signal is made. The peak hour volume warrant (Warrant 3) for urban and rural conditions was evaluated using the available data. The results of the traffic signal warrant analysis are shown in Table 4.14-5. Detailed signal warrant assessments are provided in Appendix J. As shown in Table 4.14-5, the peak hour volume traffic signal warrant is currently satisfied at the following study intersections:

► Peabody Road/Markeley Lane satisfies the urban peak hour traffic signal warrant during the AM peak hour,

► East Tabor Avenue/Clay Bank Road satisfies the urban peak hour traffic signal warrant during the AM and PM peak hours,

► Canon Road/North Gate Road satisfies the rural peak hour traffic signal warrant during the AM peak hour, and

► Canon Road/Vanden Road satisfies the urban peak hour traffic signal warrant during the PM peak hour.

PEDESTRIAN AND BICYCLE FACILITIES

This section describes the existing pedestrian and bicycle facilities in the study area.

Table 4.14-5 Existing Peak-Hour Signal Warrant Analysis Intersection Control1 Peak Hour Warrant Met? 2. Peabody Road/Markeley Lane SSSC YES 10. Cement Hill Road/Noonan Lane SSSC NO 12. Cement Hill Road/Manuel Campos Parkway SSSC NO 24. Walters Road/Pintail Drive SSSC NO 26. East Tabor Avenue/Clay Bank Road SSSC YES 35. Hay Road/Lewis Road SSSC NO 36. Hay Road/Meridian Road SSSC NO 37. Canon Road/North Gate Road AWS YES 38. Canon Road/ Vanden Road SSSC YES

Note: 1 SSSC = side-street stop-controlled intersection, AWSC = all-way stop-controlled intersection Source: Fehr & Peers 2009.

AECOM Fairfield Train Station Specific Plan Transportation 4.14-10 City of Fairfield

Source: Fehr & Peers 2010

Existing Traffic Volumes and Lane Configurations Exhibit 4.14-2a

Fairfield Train Station Specific Plan AECOM City of Fairfield 4.14-11 Transportation

Source: Fehr & Peers 2010

Existing Traffic Volumes and Lane Configurations Exhibit 4.14-2b

Fairfield Train Station Specific Plan AECOM City of Fairfield 4.14-13 Transportation

Source: Fehr & Peers 2010 Existing Traffic Volumes and Lane Configurations Exhibit 4.14-2c

Fairfield Train Station Specific Plan AECOM City of Fairfield 4.14-15 Transportation

Source: Fehr & Peers 2010 Existing Traffic Volumes and Lane Configurations Exhibit 4.14-2d

Fairfield Train Station Specific Plan AECOM City of Fairfield 4.14-17 Transportation

Source: Fehr & Peers 2010 Existing Traffic Volumes and Lane Configurations Exhibit 4.14-2e

Fairfield Train Station Specific Plan AECOM City of Fairfield 4.14-19 Transportation

Table 4.14-4 Intersection Levels of Service: Existing Conditions Existing LOS No. Intersection Name Jurisdiction Existing Control Period Level of Service Standard1 Delay LOS Peabody Road/Cement Hill Road AM 61 E 1 (Manuel Campos Parkway)/ Fairfield D* Signalized Vanden Road PM 21.3 C AM >50 F 2 Peabody Road/Markeley Lane Fairfield D Side-Street Stop PM >50 F Peabody Road/Huntington Drive/ AM 36.1 D 3 Fairfield D Signalized Whitney Drive PM 29.6 C AM 12 B 4 Peabody Road/Dobe Lane Fairfield D Signalized PM 6.2 A AM 16.7 B 5 Peabody Road/Air Base Parkway Fairfield D Signalized PM 26.9 C AM 25.7 C 6 Peabody Road/Alamo Drive Vacaville C Signalized PM 30.3 C AM 12.1 B 7 Peabody Road/California Drive Vacaville C Signalized PM 16.8 B AM 8.7 A 8 Peabody Road/Joseph Gerevas Drive Fairfield D Signalized PM 8.8 A AM 2.1 A 9 Peabody Road/Water Works Lane Fairfield D Signalized PM 1.8 A Cement Hill Road (Manuel Campos AM 32.9 D 10 Fairfield D Side-Street Stop Parkway)/Noonan Lane PM 12.9 B Cement Hill Road (Manuel Campos AM 9.3 A 11 Fairfield D Signalized Parkway)/Walters Road PM 8 A Manuel Campos Parkway/ AM 12 B 12 Fairfield D Side-Street Stop Cement Hill Road PM 11.5 B AM 12.9 B 13 Leisure Town Road/Vanden Road Fairfield D Signalized PM 4.1 A AM 28.4 C 14 Leisure Town Road/Alamo Drive Vacaville C Signalized PM 24 C AM 47.5 D 15 Air Base Parkway/Walters Road Fairfield D* Signalized PM 45.2 D AM 64.3 E 16 Air Base Parkway/Clay Bank Road Fairfield D Signalized PM 51.9 D AM >80 F 17 Air Base Parkway/Dover Avenue Fairfield D Signalized PM >80 F Air Base Parkway Westbound Ramps/ AM 21.3 C 18 Fairfield D Signalized North Texas Street PM 20 B Air Base Parkway Eastbound Ramps/ AM 17.3 B 19 Fairfield D Signalized North Texas Street PM 18.6 B AM 75.2 E 20 Air Base Parkway/Heath Drive Fairfield D Signalized PM >80 F Air Base Parkway/ Caltrans/Fair AM 16 B 21 D Signalized I-80 Eastbound Ramps field PM 22 C Air Base Parkway/Hilborn Avenue/ Caltrans/Fair AM 40.7 D 22 D Signalized I-80 Westbound Ramps field PM 22 C

Fairfield Train Station Specific Plan AECOM City of Fairfield 4.14-21 Transportation Table 4.14-4 Intersection Levels of Service: Existing Conditions Existing LOS No. Intersection Name Jurisdiction Existing Control Period Level of Service Standard1 Delay LOS AM 18.4 B 23 Walters Road/East Tabor Avenue Fairfield D Signalized PM 17.3 B AM 23.5 C 24 Walters Road/Pintail Drive Suisun City E Side-Street Stop PM 31.1 D Caltrans/Sui AM 37.6 D 25 Walters Road/SR 12 E Signalized sun City PM 32.5 C AM 29.3 D 26 East Tabor Avenue/Clay Bank Road Fairfield D Side-Street Stop PM 65.7 F AM 21.3 C 27 East Tabor Avenue/Dover Avenue Fairfield D Signalized PM 22 C East Tabor Avenue/ AM 11.3 B 28 Fairfield D Signalized North Texas Street PM 15.5 B AM 15.9 B 29 Cement Hill Road/Clay Bank Road Fairfield D Signalized PM 11.3 B AM 22.3 C 30 Cement Hill Road/Dover Avenue Fairfield D Signalized PM 19.2 B Cement Hill Road/ AM 23.8 C 31 Fairfield D Signalized North Texas Street PM 20.1 C North Texas Street/ AM 20.6 C 32 Fairfield D Signalized Dickson Hill Road PM 40.1 D Cement Hill Road (Manuel Campos AM 13.1 B 33 Fairfield D Signalized Parkway)/North Texas Street PM 13.3 B North Texas Street/ Caltrans/Fair AM 20.5 C 34 D Signalized I-80 Westbound Ramps field PM 25.2 C Solano AM 8.8 A 35 Hay Road/Lewis road C Side-Street Stop County PM 8.9 A Solano AM 11.4 B 36 Hay Road/Meridian Road C Side-Street Stop County PM 10.3 B Solano AM 22.9 C 37 Canon Road/North Gate Road C All-Way Stop County PM 28.4 D Canon Road (New Canon Road)/ AM 28.3 D 38 Fairfield D Side-Street Stop Vanden Road PM 25.9 D Future Intersection AM N/A 39 New Canon Road/McCrory Road Fairfield D – With Project Only PM N/A Vanden Road/SP North Road Future Intersection AM N/A 40 Fairfield D (“Project #1”) – With Project Only PM N/A Vanden Road/SP Central Road Future Intersection AM N/A 41 Fairfield D (“Project Driveway #2”) – With Project Only PM N/A Vanden Road/Train Station/ AM N/A 42 Fairfield D Future Intersection SP Commercial Core Road PM N/A Cement Hill Road (Manuel Campos AM N/A Parkway)/SP Central Road/ 43 Fairfield D Future Intersection Hawthorn Mill Access Road PM N/A (“Project Driveway #1”)

AECOM Fairfield Train Station Specific Plan Transportation 4.14-22 City of Fairfield Table 4.14-4 Intersection Levels of Service: Existing Conditions Existing LOS No. Intersection Name Jurisdiction Existing Control Period Level of Service Standard1 Delay LOS Peabody Road/SP South Road Future Intersection AM N/A 44 Fairfield D (“Project Driveway #1”) – With Project Only PM N/A Peabody Road/SP North Road Future Intersection AM N/A 45 Fairfield D (“Project Driveway #2”) – With Project Only PM N/A Future Intersection AM N/A 46 Peabody Road/New Canon Road Fairfield D – With Project Only PM N/A Manuel Campos Parkway/ Caltrans/Fair AM N/A 47 D N/A I-80 EB Ramps2 field PM N/A AM 10 B 48 Walters Road/Huntington Drive Fairfield D Side Street Stop PM 10 B AM 23.4 C 49 Leisure Town Road/Elmira Road Vacaville C Signalized PM 24.8 C AM 8.4 A 50 Leisure Town Road/Sequoia Drive Vacaville C Signalized PM 13.4 B AM 12.4 B 51 Leisure Town Road/Orange Drive Vacaville C Signalized PM 13.3 B Leisure Town Road/ Caltrans/Vac AM 19.9 B 52 C Signalized I-80 Eastbound Ramps aville PM 14.9 B Leisure Town Road/ Caltrans/Vac AM 4.3 A 53 C Signalized I-80 Westbound Off-Ramp aville PM 6.3 A AM N/A 54 Foxboro Parkway/Nut Tree Road Vacaville C Future Intersection PM N/A AM 6 A 55 Peabody Road/State Prison Vacaville C Signalized PM 8.4 A AM 40.2 D 56 Peabody Road/Cliffside Drive Vacaville C Signalized PM 49.0 D AM 33.3 C 57 Peabody Road/Elmira Road Vacaville C Signalized PM >80 F AM 25.8 C 58 Alamo Drive/Nut Tree Road Vacaville C Signalized PM 41.1 D AM 29.9 C 59 Elmira Road/Nut Tree Road Vacaville C Signalized PM 38 D AM 18.6 B 60 Ulatis Drive/Nut Tree Road Vacaville C Signalized PM 31.3 C AM 16.8 B 61 Orange Drive/Nut Tree Road Vacaville C Signalized PM 28.3 C AM 31.7 C 62 Alamo Drive/Davis Street Vacaville C Signalized PM 9.4 A AM 21.3 C 63 Alamo Drive/Marshall Road Vacaville C Signalized PM 27.1 C Alamo Drive/ Caltrans/Vac AM 6.2 A 64 C Signalized I-80 Eastbound On-ramp aville PM 2 A AM 30.3 C 65 Alamo Drive/Merchant Street Vacaville C Signalized PM 25.4 C

Fairfield Train Station Specific Plan AECOM City of Fairfield 4.14-23 Transportation Table 4.14-4 Intersection Levels of Service: Existing Conditions Existing LOS No. Intersection Name Jurisdiction Existing Control Period Level of Service Standard1 Delay LOS AM N/A 66 Foxboro Parkway/Vanden Road Vacaville C Future Intersection PM N/A Cement Hill Road (Manuel Campos AM 8.2 A 67 Fairfield D Signalized Parkway)/Clay Bank Road PM 7 A Future Intersection AM N/A 68 Vanden Road/SP South Road Fairfield D – With Project Only PM N/A Notes: Boldface indicates the LOS exceeds the applicable standard 1 Asterisk indicates this is also an intersection that is monitored under the CMP; the CMP LOS Standard is E 2 Intersection 47 was under construction when existing traffic counts were taken

Pedestrian Facilities

According to the Solano Transportation Authority’s 2004 Countywide Pedestrian Plan, the major pedestrian routes in Fairfield are along West and North Texas Street and Travis Boulevard. These corridors provide pedestrian access to high-density residential developments, commercial districts, public buildings, parks, and schools. West Texas Street also serves the Fairfield Transportation Center. Other major north-south pedestrian routes include Pennsylvania Avenue, Union Avenue, and Dover Avenue. Major east-west pedestrian routes include Atlantic Avenue/Cement Hill Road and Tabor Avenue. The primary off-street pedestrian route is the Fairfield Linear Park, which connects residential, commercial, and public areas in Central Fairfield. The Laurel Creek Trail, which runs from Railroad Avenue to north of Dickson Hill Road, is primarily for recreational use but also connects between neighborhoods and parks.

Within and adjacent to the Specific Plan Area, pedestrian facilities are limited due to the largely undeveloped nature of the site. Sidewalks are provided on the east side of Peabody Road north of Huntington Drive/Whitney Drive, and further north on both sides of Peabody Road in the vicinity of Joseph Gerevas Drive and Huber Drive. Crosswalks are provided at the intersection of Peabody Road/Huntington Drive/Whitney Drive, Peabody/Joseph Gerevas Drive, and Peabody/Huber Drive.

Within the rest of the study area, pedestrian facilities are more common, especially in the more developed areas of Fairfield and Vacaville. A notable exception to this is Air Base Parkway, which has no sidewalks, but does provide crosswalks at major intersections. There is also a pedestrian overcrossing of Air Base Parkway, east of Dover Avenue. Roads that have crosswalks and sidewalks along most of their length include Peabody Road in Vacaville, Alamo Drive, East Tabor Avenue, North Texas Street, Walters Road, and Dover Avenue. Field observations indicate that the intersection of Air Base Parkway/Dover Avenue sees high pedestrian volumes due to the proximity of Dover Middle School and Fairfield High School, and has crosswalks on all approaches to accommodate these pedestrians.

Bicycle Facilities

Bicycle facilities include the following:

► Bike Paths (Class I) – Paved trails that are separated from roadways.

► Bike Lanes (Class II) – Lanes on roadways designated for use by bicycles through striping, pavement legends, and signs.

AECOM Fairfield Train Station Specific Plan Transportation 4.14-24 City of Fairfield ► Bike Routes (Class III) – Designated roadways for bicycle use by signs or other markings may or may not include additional pavement width for cyclists.

Exhibit 4.14-3 shows the existing bicycle routes in the City of Fairfield. Existing and planned future bicycle facilities within the study area are included in the City of Fairfield General Plan Circulation Element, as well as the Solano County Bicycle Master Plan and the Solano Transportation Authority’s Comprehensive Transportation Plan Alternative Modes Element. The City’s Circulation Element contains policies related to bicycle circulation and facilities; these are summarized in section 4.14.2.

There are no marked bicycle facilities within the Specific Plan Area, but Peabody Road has shoulders that are wide enough to accommodate bicycles. Within the study area, some Class I bicycle facilities exist. The Fairfield Linear Park Trail is an off-street bike path that extends from Solano Community College to a point east of North Texas Street and north of East Tabor Avenue. The Southside Bikeway in Vacaville connects Alamo Drive with Mason Street. Finally, the Alamo Creek Bikeway connects Alamo Drive with Leisure Town Road.

Class II bicycle lanes are widespread in both the Fairfield and Vacaville portions of the study area. Marked bicycle lanes are present along Peabody Road in Vacaville, Alamo Drive, Leisure Town Road between Vanden Road and Alamo Drive, Cement Hill Road between Dover Avenue and Clay Bank Road, Air Base Parkway, Huntington Drive, East Tabor Avenue, and Walters Road.

Portions of Walters Road, Leisure Town Road, Texas Street, Peabody Road, Dover Avenue, and Cement Hill Road provide shoulders that are wide enough for bicycle use, but are not designated as bicycle facilities.

TRANSIT SERVICE

The public transit system includes both bus and passenger rail components. The bus and rail systems provide local and regional connections to Fairfield and Suisun City residents. The transit system operating within the City of Fairfield includes the following services:

► Local fixed-route bus service operated by Fairfield and Suisun Transit, ► Regional express bus service operated by Fairfield and Suisun Transit, ► Regional express bus service operated by Vallejo Transit, ► Regional express bus service operated by Rio Vista Delta Breeze, ► Paratransit service operated by Fairfield and Suisun Transit, and ► Regional passenger rail service operated by the Capitol Corridor and Amtrak.

Local Fixed-Route Bus Service

Fairfield and Suisun Transit (FAST), operates a fixed-route bus system within the cities of Fairfield, Suisun, and Cordelia. During the fiscal year of 2009–2010 the FAST system carried 3,168 passengers on the average weekday. Exhibit 4.14-4 shows the FAST route map. FAST operates Monday through Saturday except on holidays. The following five routes serve the vicinity of the Specific Plan Area:

► Routes 1A and 1B follow the same route but operate in opposite directions. Within the study area, they serve Texas Street and Tabor Avenue. Destinations served include the Solano Mall, Food Maxx, K-Mart, the Civic Center, and Fairfield High School. Service is provided on 45-minute headways with operations from approximately 6:15 AM to 7:00 PM on weekdays and 9:15 AM to 5:30 PM on Saturdays.

► Route 2 runs along Travis Boulevard, Tabor Avenue, and Pintail Drive within the study area. Destinations served include the Solano Mall, Food Maxx, and Grange Middle School. Service is currently provided on 30- minute headways with operations from approximately 5:30 AM to 7:00 PM on weekdays and 9:00 AM to 6:00 PM on Saturdays.

Fairfield Train Station Specific Plan AECOM City of Fairfield 4.14-25 Transportation ► Routes 3A and 3B follow the same route but operate in opposite directions. Within the study area, they serve Dover Avenue, Travis Boulevard, and Texas Street. Destinations served include the Solano Mall, Safeway, K-Mart, and Fairfield High School. Service is provided on 30-minute peak and 60-minute base headways with operations from approximately 6:30 AM to 7:15 PM on weekdays and 9:00 AM to 5:15 PM on Saturdays

► Route 4 serves Dickson Hill Road, Cement Hill Road, Clay Bank Road, Tabor Avenue, and Texas Street within the study area. Destinations served include Raley’s and K-Mart. Service is provided on 60-minute headways with operations from approximately 6:30 AM to 6:00 PM on weekdays and 12:15 PM to 6:00 PM on Saturdays.

► Route 8 runs along Highway 12, Walters Road, Tabor Avenue, Texas Street, and Travis Boulevard. Destinations served include the Solano Mall, the Fairfield Transportation Center, and Huntington Court and Walters Road. Service is provided on 60-minute headways with operations from approximately 7:00 AM to 7:00 PM on weekdays and 9:00 AM to 6:00 PM on Saturdays.

Regional Express Bus Service operated by Fairfield-Suisun Transit

Fairfield and Suisun Transit offers regional bus service, called Solano Express, which provides commuter coach services to Sacramento, Vacaville, and the San Francisco Bay Area. Solano Express offers the following four routes from Fairfield:

► Route 20 operates between Fairfield and Vacaville on weekdays and Saturdays with a 60-minute headway. 13 roundtrips are offered on weekdays and 8 are offered on Saturdays. In Fairfield, Route 20 stops at the Solano Mall and the Fairfield Transportation Center. During the fiscal year of 2009/2010, Route 20 had a daily ridership of 157 passengers.

► Route 30 offers express service between Fairfield and Sacramento via Vacaville, Dixon, and Davis. Service is provided on weekdays and Saturdays. There are 6 roundtrips on weekdays, one of which is a direct express trip between the Fairfield Transportation Station and Sacramento. On Saturdays, three roundtrips between Fairfield and Davis are offered. In Fairfield, Route 30 stops at the Solano Mall and the Fairfield Transportation Center. During the fiscal year of 2009/2010, Route 30 had a daily ridership of 112 passengers.

► Route 40 offers express service between Fairfield and the Walnut Creek BART station via Benicia and the Pleasant Hill BART station. Service is provided during weekday rush hours, and there are nine total roundtrips. In Fairfield, Route 40 stops at the Fairfield Transportation Center. During the fiscal year of 2009/2010, Route 40 had a daily ridership of 154 passengers.

► Route 90 offers express service between Fairfield and the El Cerrito del Norte BART station. Service is provided only on weekdays, with 33 daily westbound trips and 30 daily eastbound trips. In Fairfield, Route 90 stops at the Fairfield Transportation Center. During the fiscal year of 2009/2010, Route 90 had a daily ridership of 824 passengers.

Regional Express Bus Service Operated by Vallejo Transit

Vallejo Transit’s Route 85 provides express service between the Solano Mall and Vallejo via eight other stations, including Six Flags and the Vallejo Ferry Terminal. Service is offered on weekdays, weekends, and holidays. Weekday service operates at 30-minute headways during peak hours and 1-hour headways for the remainder of the day, with 20 total roundtrips. Weekend and holiday service operates at 2-hour headways with 8 total roundtrips. Some trips will serve the Fairfield Transportation Center upon request.

AECOM Fairfield Train Station Specific Plan Transportation 4.14-26 City of Fairfield

Source: Fehr & Peers 2010

Existing Bike Routes Exhibit 4.14-3

Fairfield Train Station Specific Plan AECOM City of Fairfield 4.14-27 Transportation

Source: Fehr & Peers 2010

Fast Route map (November 2009) Exhibit 4.14-4

Fairfield Train Station Specific Plan AECOM City of Fairfield 4.14-29 Transportation

Regional Express Bus Service Operated by Rio Vista Delta Breeze

Delta Breeze’s Route 50 offers express bus service between Fairfield, Rio Vista, and Isleton on weekdays and Saturdays. Five daily trips are scheduled on weekdays and two daily trips are scheduled on Saturdays. The buses stop at the Fairfield Transportation Center and the Solano Mall in Fairfield, as well as the Suisun/Fairfield Amtrak Station. Flexible service is also offered.

Paratransit Service

Fairfield and Suisun Transit offers DART, an Americans with Disabilities Act (ADA) paratransit service that complements FAST. DART offers demand-responsive services within the cities of Fairfield and Suisun City.

Regional Passenger Rail Service

Intercity passenger rail service is provided by the Amtrak Capitol Corridor line via the Suisun-Fairfield Train Station. The Capitol Corridor route provides 16 daily weekday and 11 weekend round trips serving eight stations from Sacramento to Oakland. Seven weekday and weekend round trips extend to San Jose. One weekday and weekend round trip extends east to Auburn.

The new Fairfield-Vacaville Train Station is scheduled to begin construction in late 2011, and will include a grade-separated crossing of Peabody Road over the railroad tracks. This station will provide a new stop for the Capitol Corridor route, serving Fairfield and Vacaville commuters.

PARK AND RIDE FACILITIES

Park-and-ride lots near major travel corridors facilitate accessibility to transit usage and encourage carpooling. There are 16 formal park-and-ride locations in Solano County. The following five park-and-ride lots are in proximity to the Specific Plan study area:

► Fairfield Transportation Center- 640 parking spaces, ► Leisure Town Road and Interstate 80- 46 parking spaces, ► Bella Vista Road and Interstate 80- 201 parking spaces, and ► Davis Street and Interstate 80- 250 parking spaces.

FREIGHT RAIL

Union Pacific controls freight movement on the main rail line traversing the study area, coordinating with the Amtrak passenger train movements. Rail spurs along Huntington Drive serve the light industrial businesses in Tolenas Business Park. Including the Capitol Corridor trains, approximately 50-60 trains pass through the study area a day, according to Union Pacific staff. Observations conducted on October 15 -16, 2009 showed 47 and 48 train pass-bys for the two days respectively. Freight trains do not run on a fixed schedule and can pass through the study area at any time. Based on field observations in 2009, six to nine trains passed through the study area during the AM peak period, and four trains were observed during the PM peak period. For each passing freight train, Peabody Road was blocked for 30 to 60 seconds.

As noted under the Passenger Rail discussion above, the new Fairfield-Vacaville Train Station construction will include a of the Peabody Road rail crossing, eliminating the periodic delays to Peabody Road vehicles at this location.

Fairfield Train Station Specific Plan AECOM City of Fairfield 4.14-31 Transportation 4.14.2 REGULATORY SETTING

The City of Fairfield transportation objectives and policies that are applicable to this Project are summarized below. The relevant transportation policies of the City of Vacaville, Suisun City, and Solano County are also summarized, although they are not directly applicable to the Specific Plan. Following those jurisdictions’ policies, relevant information from the Solano Countywide Transportation Plan and the Solano County Congestion Management Plan is summarized.

CITY OF FAIRFIELD GENERAL PLAN

The Circulation Element of the City of Fairfield’s General Plan (adopted in 2002) establishes the following policies that apply to the study area:

► Objective CI 1: Establish a circulation system that is consistent with the land use patterns of the City.

► Policy CI 1.1. Develop a network of roads that is compatible with the general land use patterns of the City.

► Policy C1 1.2. Establish a mix of land uses throughout the City that will be conducive to the use of alternative modes of transportation, such as transit, paratransit, and bicycles. Pedestrian travel shall be encouraged through the location of employment centers and commercial development within proximity of residential area.

► Policy CI 1.3. Coordinate development of the circulation system with land use planning.

► Policy CI 1.4. Acquire the ultimate right-of-way for streets during early stages of development.

► Policy CI 1.5. Control the spacing of access points to adjoining properties along arterials to assure the free flow of traffic on the arterial.

► Objective CI 2: Achieve a coordinated regional and local transportation system that minimizes traffic congestion and efficiently serves users.

► Policy CI 2.1. Local circulation system improvements shall be consistent with the goals and objectives stated in the Metropolitan Transportation Commission (MTC) Regional Transportation Plan. (See Objective LU 5 and Policy LU 5.1)

► Policy CI 2.2. Cooperate with local and regional jurisdictions in the preparation of State-mandated regional plans, including the Clean Air Plan and the Solano County Congestion Management Program. (See Objective LU 5 and Policy LU 5.1)

► Policy CI 2.3: Work with Caltrans to identify needed improvements to its highway/interstate facilities in the City and implement necessary programs on the state highway system and its interchanges/intersections with local roadways.

► Policy CI 2.6. Cooperate with adjacent jurisdictions to plan and construct a loop system of arterial streets and roads so that traffic can flow around the periphery of the city and not cause congestion in central Fairfield.

► Policy C1 2.8. Cooperate with adjacent jurisdictions to improve the principal arterial gateways to Fairfield to facilitate the movement of traffic flowing into and out of the City. Improvements shall be consistent with the Urban Design Element and Urban Design Plan.

► Policy CI 2.9. Continue to support and participate in efforts led by the Solano Transportation Authority to evaluate and mitigate traffic flowing between cities in Solano County.

AECOM Fairfield Train Station Specific Plan Transportation 4.14-32 City of Fairfield ► Objective CI 3: Provide timely and effective means of programming street and highway improvements to maintain a P.M. peak hour Level of Service of “D” or better for arterial streets, Level of Service “C” or better for collector streets, and LOS “B” or better for local streets, unless other public health, safety, or welfare factors determine otherwise.

► Policy CI 3.1. Prioritize transportation projects based on reducing traffic congestion and improving traffic circulation.

► Policy CI 3.2. Prioritize street improvements based on current and forecasted service levels. Roadways experiencing or forecast to experience worse than applicable LOS conditions (unstable or forced traffic flows) shall require improvements, unless other public health, safety, or welfare factors determine otherwise.

 Program CI 3.2 B. Conduct periodic traffic forecasts to account for major land use changes in the City. Traffic forecasts should be used to identify deficient roadways and update street improvement plans and priorities.

 Program CI 3.2 C. Develop action plans to improve the roadway system, as necessary for buildout of the General Plan.

► Policy CI 3.3. Reduce traffic congestion at key intersections throughout the City.

 Program CI 3.3 A. Make improvements to intersections experiencing conditions worse than the applicable LOS standard by adding appropriate turning lanes to congested approaches, widening intersection approaches, or modifying signal timing at intersections and coordinating with other signals, as appropriate, unless other public health, safety, or welfare factors determine otherwise.

 Policy CI 3.4: When a traffic study is required for an application for new development, the City will require that the study include an analysis of the appropriate local and collector intersections that may be affected by the proposal.

 Objective CI 5: Provide adequate parking and loading facilities while encouraging alternative means of transportation.

► Policy CI 5.1. Provide off-street parking to employees; however preferential parking at several locations in the City shall be made available to vanpools, carpools and other transit users.

► Policy CI 5.2. Encourage shared parking facilities for both private businesses and public agencies.

 Program CI 5.2 A. Establish a joint agreement between the City, County and School Districts to share parking facilities during peak periods.

► Policy CI 5.3. Reserve on-street parking in commercial areas for short-term users.

► Policy CI 5.4. Work with the various government agencies to provide secure parking at park-and-ride lots and transit stations.

► Objective CI 7: Develop a transit network capable of satisfying both local and regional travel demand.

► Policy CI 7.1. Encourage maximum utilization of the existing transit system in Fairfield.

 Program CI 7.1 A. Establish turnout points to facilitate the loading and unloading of passengers and to reduce conflicts with other traffic.

Fairfield Train Station Specific Plan AECOM City of Fairfield 4.14-33 Transportation  Program CI 7.1 B Study the feasibility of increasing transit frequency in areas currently served, and continue evaluating the possibility of expanding service to areas without service.

► Policy CI 7.2. Design transit stops that provide good access to major public facilities and employment centers within the City.

► Policy CI 7.3. Develop well-defined transit corridors linking all areas of the City. The transit system shall promote the Central Business District as the cultural and social hub for the City. (See Policy LU 2.2)

 Program CI 7.3 A. Establish centralized transit facilities in the western, central and eastern areas of the City. The centralized facility in the eastern area of the City shall be a multi-modal transit station located at the southeast corner of Vanden Road and Peabody Road.

► Policy CI 7.4. Provide transit services between major employment centers in each area of the City and surrounding residential communities, coordinating transit services with the particular land uses proposed for each center.

► Policy CI 7.6. Integrate regional transit with local transit to make the entire system more user-friendly. Coordinate the integration of local and regional transit with the Solano County Transportation Authority and other cities.

 Program CI 7.6 A Develop a system of intermodal transfers between transit operators serving the local area, Solano County and neighboring cities and counties of the region, including the San Francisco Bay Area and Metropolitan Sacramento. The system shall include a multi-modal transit station which provides regional rail service, to be located at the southeast corner of Vanden Road and Peabody Road.

► Policy CI 7.7. Coordinate with regional transit planners to determine the feasibility of developing fixed guideway systems for interregional passenger traffic, making use of existing rail lines whenever possible.

► Policy CI 7.8. Continue to support efforts to expand ridership on the Capital Corridor rail line between Sacramento and the Bay Area.

► Policy CI 7.9. Encourage studies examining the feasibility of extending Bay Area Rapid Transit (BART) to the City. Support the development of potential routes to the current system and the analysis of potential station locations in the City (e.g., central Fairfield or Cordelia).

Objective CI 9. Promote maximum opportunities for biking by continuing to develop and maintain a safe, convenient bikeway system that facilitates bicycle travel for commuting, recreation or other purposes.

► Policy CI 9.1. Expand the City's north-south and east-west bikeway network through the use of Class I, II and III bikeways in accordance with the factors outlined in Table CI-1.

 Program CI 9.1 A. Develop street design and bikeway design standards that at a minimum are consistent with the Caltrans Highway Design Manual. The standards should include cross sections illustrating minimum road width for arterial and collector streets, and bike path and lane dimensions.

► Policy CI 9.2. Provide bikeways which link residential areas with major employment centers, parks, opens space areas and other recreational amenities, educational facilities, and commercial areas.

 Program CI 9.2 A. Continue to implement the Master Trails Plan. (See Policies OS 11.2, OS 11.3, and OS 11.8 and Programs OS 11.5 A, OS 11.5 B, and OS 11.7 A)

AECOM Fairfield Train Station Specific Plan Transportation 4.14-34 City of Fairfield ► Policy CI 9.3. New arterial streets should provide adequate right-of-way width for Class I Bike Paths or Class II Bike Lanes where appropriate.

► Policy CI 9.4. Class III Bike Routes shall function as a linkage between Class I and Class II bikeways and be designated on roads where adequate roadway width does not exist for a separate lane or path.

► Policy CI 9.5. Continue to provide multi-use trails which accommodate pedestrian and bicycle use where appropriate and work toward providing separate trail facilities for pedestrian and bicycle use. (See Policy OS 11.2)

► Policy CI 9.6. Cooperate with surrounding jurisdictions and regional agencies to establish a countywide bikeway network throughout Solano County which provides linkages with regional networks. (See Policy OS 11.5 and Objective LU 5)

► Policy CI 9.8. Minimize bicycle/pedestrian/motor vehicle conflicts by providing proper trail, street and intersection design and separation.

► Policy CI 9.9: Establish funding mechanisms for construction and maintenance of bicycle facilities, and bicycle education and enforcement programs.

► Policy CI 9.12: Require that all multi-family, commercial, educational, and public facilities provide bicycle racks to facilitate bicycle parking.

► Policy CI 9.14. Integrate bicycle use with public transit use.

► Objective CI 10: Provide pedestrian facilities throughout the City to encourage walking as an alternative to short-distance vehicle travel.

► Policy CI 10.1. Provide pedestrian facilities that are safe and pleasant to use. (See Policy UD 3.2)

► Policy CI 10.2. Implement street standards that include or walkways on both sides of streets, where appropriate.

► Policy CI 10.3. Consider using landscaping or physical barriers on high capacity arterials to separate vehicles and pedestrians. (See Policy UD 3.2)

► Policy CI 10.4. Consider constructing pedestrian where heavily traveled pedestrian routes cross busy intersections.

► Policy CI 10.5. Design access ways to school facilities that will ensure the safety of children.

 Program CI 10.5 A. In conjunction with local school districts, develop public education programs to promote pedestrian safety.

► Policy CI 10.6. Require new commercial and residential developments to provide walkways that are safe and pleasant to the user.

► Policy CI 10.7. Encourage existing facilities and require future facilities to provide access to disabled persons.

► Policy CI 10.8. Encourage the location of basic shopping and services within approximately 1,300 feet of residential and industrial areas.

Fairfield Train Station Specific Plan AECOM City of Fairfield 4.14-35 Transportation ► Objective CI 11: Develop a vehicular circulation system that is safe and sensitive to adjoining land uses.

► Policy CI 11.2. Route roadways in careful relationship to adjoining land uses to minimize noise, visual, and other impacts.

► Policy CI 11.3. Discourage through-traffic in residential areas.

► Policy CI 12.1. Cooperate with the regional air quality planning agency (the Bay Area Air Quality Management District) and agencies that deal with issues directly related to air quality, such as the Association of Bay Area Governments (ABAG) and the Metropolitan Transportation Commission (MTC), in the development and implementation of regional air quality strategies. (See Objective LU 5, Policy LU 5.1, Policy OS 8.l, and Policy OS 8.2)

 Program CI 12.1 A. Support transportation control measures (TCM) recommended by the 1997 Bay Area Clean Air Plan that would reduce the number and length of vehicle trips, including TCM1 (support voluntary employer based trip reduction programs), TCM 9 (improve bicycle access and facilities), and TCM 19 (advocate planning and design of development projects to facilitate pedestrian travel).

► Objective CI 12: Contribute towards improving the air quality of the region through more efficient use of private vehicles and increased use of alternative transportation modes.

► Policy CI 12.2. Support subregional coordination with other cities, counties and planning agencies concerning land use, jobs/housing balance and transportation planning as a means of improving air quality. (See Objective LU 5, Policy LU 5.1, and Policy OS 8.2)

► Policy CI 12.3. Balance jobs and housing in future development to provide Fairfield residents the opportunity to work in the City near their homes and reduce long-distance commuting either to or from Fairfield. Jobs should be balanced (to the maximum extent possible) both in numbers and in salary range/housing cost. (See Objective LU 4)

► Policy CI 12.4. Support the expansion and improvement of transit systems and ride sharing programs to reduce the production of automobile emissions. (See Policy OS 8.3)

► Policy CI 12.5. Minimize the number, properly space, and interconnect traffic signals in order to minimize the acceleration/deceleration that produces significantly higher vehicular emission levels.

 Program CI 12.5 A. Adopt an action plan to improve the efficiency of traffic signals throughout the City.

CITY OF VACAVILLE GENERAL PLAN

The City of Vacaville is currently in the process of updating its General Plan. However, the Transportation element of Vacaville’s 2007 General Plan establishes the following policies that apply to the Vacaville portions of the study area:

► Policy 6.1-G1. Strive to maintain LOS C as the minimum standard at all intersections, interchanges, and road links. Design improvements to provide for LOS C in the year 2025 based on the City’s development forecast.

► Policy 6.1-G2. LOS D, for a particular intersection, interchange, or road link, shall be allowed by a decision maker on a project as an interim level of service where improvements are programmed by the City which will improve the level of service to LOS C or better. LOS D may also be approved by the City as an allowable standard by City Council or designee for infill areas or situations where existing development or other practical considerations limit improvements.

AECOM Fairfield Train Station Specific Plan Transportation 4.14-36 City of Fairfield ► Policy 6.1-G3. LOS E or LOS F for a particular intersection, interchange, or road link may be allowed by the City Council on the basis of one of the following findings:

 Finding 1

 The interchange, intersection, or road link that will experience the projected lower level of service is an infill or isolated area; and

 There is no practical and feasible way to mitigate the lower level or service; and

 The project resulting in the lower level of service is of clear, overall public benefit.

 Finding 2

 A capital improvement project is reasonably scheduled to be completed which will improve the projected level of service to LOS D or better; and

 The interim impact of the projected traffic congestion is offset by the public benefits of the project.

 Finding 3

 The City has entered into a development agreement which legally commits the City to approve the proposed project.

► Policy 6.1-I1. Design roadway improvements and evaluate development proposals based on LOS standards prescribed in Policy 6.1-GI, 6.1-G2, 6.1-G3 (See also Policy 2.2-I6 and 2.2-I8 requiring development proposals to be denied if unacceptable traffic levels of service will occur)/

► Policy 6.1-I2. Implement, to the extent feasible, Transportation Element improvements summarized in Table 6-1 and illustrated in Figure 6-2 prior to deterioration in levels of service below the stated standard. Development approvals should require reasonable demonstration that traffic improvements necessary to serve the development without violating the standard will be in place in time to accommodate trips generated by the project.

► Policy 6.1-I3. Ensure that traffic improvements necessary to serve the development without violating the level of service standards of the Transportation Element will be in place in time to accommodate trips generated by the project through continued implementation of the City’s Traffic Impact Mitigation program.

► Policy 6.1-I4. Improve circulation facilities as needed to maintain traffic levels of service and safety on major arterials. Specific improvements should be identified and implemented on the basis of detailed traffic studies. Improvements may include intersection approach lane expansion, related improvements, and traffic signal installations. Intersections and interchanges where needed improvements are projected are listed in Table 6-1. Other intersections not identified in the table also may need future improvements. It should be understood, however, that funding limitations may preclude the City from installing improvements needed to accommodate some development projects in a timely manner.

► Policy 6.1-I5. Continue to update the Traffic Impact Fee program to reflect the adopted General Plan and existing land uses to ensure that the LOS standards are met.

► Policy 6.1-I6. In order to ensure that adequate roadway capacity is provided for the buildout of the General Plan and that new developments do not preclude the construction of adequate circulation facilities, require all

Fairfield Train Station Specific Plan AECOM City of Fairfield 4.14-37 Transportation new development to provide right-of-way improvements consistent with the Transportation Element, the City's computerized traffic model and the Standard Specifications.

► Policy 6.1-I7. Consider, in policy plans for new, outlying areas, the long-term growth in through-traffic and potential development in adjacent areas beyond the year 2025 to determine arterial street right-of-way requirements.

► Policy 6.2-G2. Coordinate, to the extent feasible, transportation system improvements with neighboring jurisdictions.

► Policy 6.2-G3. Provide adequate capacity on arterial roadways to meet LOS standards and to avoid traffic diversion to local roadways or the freeway. Frontage roads, or parallel roadway facilities, should be provided adjoining the freeways wherever possible in order to avoid traffic diversions on the freeways.

► Policy 6.2-G4. Locate high traffic-generating uses so that they have direct access or immediate secondary access to arterial roadways.

► Policy 6.2-I1. Maximize the carrying capacity of arterial roadways by controlling the number of intersections and driveways, minimizing residential access and requiring sufficient on-site parking to meet the needs of each project. Additional guidelines for arterial access include providing smooth ingress/egress to development fronting on arterials. This includes designing parking areas so that traffic turning into the parking areas does not stack up on the arterial roadway, combining driveways to serve several small parcels, and maintaining adequate distance between driveways and intersections to permit efficient traffic merges.

► Policy 6.2-I2. Formulate and implement a program to levy fees based on traffic characteristics of approved major residential and nonresidential development.

► Policy 6.2-I4. Complete a joint planning effort with the City of Fairfield to prepare an interjurisdictional traffic analysis which will evaluate the impact of traffic both through and between the cities of Fairfield and Vacaville. The analysis shall include an evaluation of existing traffic impacts and future interjurisdictional, subregional and regional traffic impacts. The analysis shall also determine appropriate mitigation measures for these impacts which may include the development and implementation of a traffic impact mitigation fee assessed to mitigate the traffic impacts caused by either city.

► Policy 6.2-I5. Promote intra-regional travel connecting Vacaville, Fairfield, Suisun City and Solano County by designating Leisure Town Road from Vanden Road to Orange Drive as Vacaville’s portion of the proposed Jepson Parkway.

► Policy 6.2-I6. To improve traffic flows on major arterial streets, continue to implement the computerized coordination of traffic signals at major intersections during daily peak travel periods.

► Policy 6.3-G1. Design local roadways and implement traffic-control measures to maintain LOS C on local streets.

► Policy 6.3-G2. Design new collector roadways and implement traffic-control measures where feasible to maintain LOS C on these new collector roadways.

► Policy 6.3-G3. Discourage through-traffic on local roadways.

► Policy 6.3-G4. Designate routes, and discourage unnecessary through-traffic in residential areas through circulation system design and planning.

► Policy 6.3-I1. Avoid adding traffic to roadways carrying volumes above the standards.

AECOM Fairfield Train Station Specific Plan Transportation 4.14-38 City of Fairfield ► Policy 6.3-I2. Design local roadways as short, discontinuous roadways to discourage use by through-traffic. Implementation of improvements for arterial and collector roadways will also reduce diversion to local roadways. A policy has been adopted to slow or redirect through traffic.

► Policy 6.3-I3. Control access to auto-oriented commercial areas by use of median strips and frontage roads to assure safety and minimize traffic conflicts.

► Policy 6.4-G4. Cooperate with public agencies and other entities to promote local and regional public transit serving Vacaville.

► Policy 6.4-I5. Encourage construction of regional rail facilities, including a regional rail stop that will serve Vacaville. Encourage the expansion of an inter-city public transit/bus system to link Vacaville with neighboring communities.

► Policy 6.4-I6. Require facilities for future transit use when designing improvements for roadways.

► Policy 6.4-I10. Continue to designate bike lanes and construct cross-city bike routes designated in this General Plan to facilitate non-motorized home-to-work trips.

► Policy 6.4-I11. Remove physical barriers to improve access to transit facilities for the elderly, handicapped and other transit-dependent groups.

► Policy 6.5-G1. Establish a comprehensive network of on- and off-roadway bike routes to encourage the use of bikes for commute, recreational and other trips.

► Policy 6.5-G3. Develop bike and pedestrian routes that provide access to schools, historic sites, governmental services, major commercial centers, parks and regional open space.

► Policy 6.5-G4. Ensure safe, pleasant and convenient pedestrian paths, sidewalks, and trails to accommodate all segments of the population.

► Policy 6.5-G5. Continue to support programs to improve the mobility of the elderly and handicapped, remove existing architectural barriers, and require that new development be accessible to those with physical impairments.

► Policy 6.5-G6. Designate new bike routes only where necessary to connect Vacaville's bikeway system with existing bike routes designated by Solano County

► Policy 6.5-I1. Use available rights-of-way and creek banks for public use as trails, bikeways or walkways.

► Policy 6.5-I3. Provide adequate public and private bicycle parking and storage facilities as part of new multifamily and non-residential developments. Design standards in the off-street parking section of the Land Use and Development Code require bicycle racks be installed in retail areas, major employment center, public facilities and apartments.

► Policy 6.5-I4. Develop a series of continuous pedestrian walkways within Downtown and residential neighborhoods. Sidewalks should be creatively designed to invite safe and pleasant use by pedestrians, and be free of obstacles, such as signs. Sidewalks should be protected or separated from traffic.

► Policy 6.5-I5. Develop a program to remove all barriers to disabled persons on arterial and collector streets.

► Policy 6.5-I6. New and existing on-street bicycle lanes shall be striped, signed and maintained to encourage their use.

Fairfield Train Station Specific Plan AECOM City of Fairfield 4.14-39 Transportation SOLANO COUNTY GENERAL PLAN

The 2008 Solano County General Plan’s Transportation and Circulation Element establishes the following policies that apply to the Study Area:

► Policy TC.G-2: Promote coordinated approaches to creating, maintaining, and improving transportation corridors and facilities by working with other jurisdictions and transportation agencies in funding and implementing projects.

► Policy TC.G-3: Encourage land use patterns that maximize access and mobility options for commuting and other types of trips, and minimize traffic congestion, vehicle miles traveled (VMT), and greenhouse gas emissions.

► Policy TC.G-4: Encourage the use of alternative forms of transportation such as transit, walking, and bicycling to alleviate congestion and promote recreation.

► Policy TC.P-2: In collaboration with other agencies and cities, continue to plan land uses that concentrate major employment and activity centers and services near transportation systems.

► Policy TC.P-3: Establish land use patterns that facilitate shorter travel distances and non-auto modes of travel, and limit the extent of additional transportation improvements and maintenance that may be needed with a more dispersed land use pattern.

► Policy TC.P-4: Evaluate proposals for new development for their compatibility with and potential effects on transportation systems.

► Policy TC.P-5: Fairly attribute to each development the cost of on- and off-site improvements needed for state and county roads and other transportation systems to accommodate that development, including the potential use of development impact fees to generate revenue.

► Policy TC.P-6: Participate in transportation programs that promote technical solutions resulting in more efficient use of energy, reduced greenhouse gas emissions and noise levels, and improved air quality.

► Policy TC.P-7: Collaborate with other agencies and cities, continue to seek funding from federal, state, regional, or county agencies for major transportation projects and programs through transportation impact fees, private facilities, and/or user tolls.

► Policy TC.P-8: Actively participate with the California Department of Transportation, Solano Transportation Authority, cities, and other agencies to plan for any proposed future realignments of current interregional routes.

► Policy TC.I-2: Promote development review and mitigation (including the use of transportation impact fees) that focuses on upgrading county roads to County design standards if the new development significantly contributes to the need to upgrade these roads, whether the new development occurs inside or outside of a city.

► Policy TC.P-12: Maintain and improve the design of the current roadway system to serve areas where growth is desired and anticipated as identified in the General Plan Land Use Diagram, while minimizing conversion of agricultural and open space areas.

► Policy TC.P-13: Designate and reserve adequate transportation right-of-way to meet projected traffic volumes, anticipating reasonable future demand.

AECOM Fairfield Train Station Specific Plan Transportation 4.14-40 City of Fairfield ► Policy TC.I-11: Review roadway widening needs on major county roadways when reviewing proposed new developments to ensure that adequate right-of-way will be available.

► Policy TC.P-14: Encourage the development of transit facilities and operations along major corridors to connect the county with surrounding activity centers and regional destinations.

► Policy TC.P-16: Require major employment centers to facilitate the provision of adequate public transportation.

► Policy TC.P-17: Ensure that major retail centers and commercial and industrial centers with high levels of employment are served with adequate public transportation opportunities.

► Policy TC.I-13: Support development of transit facilities in strategic locations such as at interchanges and in areas of concentrated activity.

► Policy TC.P-18: Encourage the expansion of passenger rail service through additional trains, new stations, and faster speeds to connect the county with other communities in the Bay Area and the Sacramento area.

► Policy TC.P-19: Work with Solano Transportation Authority to develop strategies to remove barriers and increase commuter ridership on Amtrak passenger rail, including, but not limited to, collector bus services, bicycle and pedestrian routes to stations, bicycle parking facilities at stations, and promotional campaigns.

► Policy TC.I-17: Support continued development of new train stations at Vacaville/Fairfield, Dixon, and Benicia to improve local access to regional rail service. Continue to support cities’ efforts to locate higher density transit-oriented developments near the existing Capitol Corridor passenger rail line. Support improved rail access for Travis Air Force Base and Mare Island.

► Policy TC.P-26: Accommodate pedestrians and bicyclists in the design and construction of roadway improvements on County facilities.

► Policy TC.I-24: Ensure that funding priorities for investment in transportation system improvements are consistent with the land use and economic development goals and policies of the General Plan, especially as these relate to transit-supportive development and are consistent with the Regional Transportation Plan.

► Policy TC.I-25: Require projects to facilitate bicycle and walking access when feasible. Adopt development standards and design guidelines that support such access.

SOLANO COMPREHENSIVE TRANSPORTATION PLAN

The Solano Comprehensive Transportation Plan (CTP) 2030 is an update of the CTP 2025, and identifies, plans, and prioritizes the transportation needs of Solano Country through the year 2030. The Solano Transportation Authority developed the CTP in collaboration with transportation partners and the public. The general goals of CTP 2030 are the following.

► preserve and enhance quality of life, ► serve all members of the community, ► maintain existing facilities and services, ► enhance regional and local mobility, ► expand travel choices, ► link transportation and land use planning and facilities, ► improve accessibility, ► enhance safety, and ► support economic development.

Fairfield Train Station Specific Plan AECOM City of Fairfield 4.14-41 Transportation The CTP contains three elements: Arterials, Highways, and Freeways, Transit, and Alternative Modes. The goals and objectives of each element that are relevant within the Study Area are as follows:

Arterials, Highways, and Freeways

GOAL: Develop a balanced transportation system that reduces congestion and improves access and travel choices through the enhancement of roads.

Objective A: Preserve the system

► Encourage member jurisdictions and Caltrans to maintain level of service (LOS) E or better conditions during the a.m. and p.m. peak hours on roadways of countywide significance.

► Prepare long-term corridor plans to upgrade and widen roadways of countywide significance to provide adequate peak hour and peak period traffic operations.

► Develop a list of priority projects for arterials, highways and freeways for STIP, SHOPP, and federal reauthorization funds.

► Focus countywide funds to enhance and improve roadways of countywide significance.

► Update the roadways of countywide significance and the list of priority projects every two years.

Objective G: Preserve Right-of-Way

► Identify long-term right-of-way preservation measures necessary to provide for future potential improvements needed along travel corridors and roadways of countywide significance.

Transit Element

GOAL: Develop a comprehensive transit system for buses, rail, and ferries to meet future demand.

Objective A: Convenient Public Transit

► Provide intercity service coverage with convenient access for the County’s population ► Provide basic non-commute oriented intercity services seven days a week ► Provide hours-of-service weekday service coverage as needed ► Meet ADA requirements for fully accessible intercity services

Objective B: New Service

► Maximize intercity patronage

► Provide reliable service

► Provide competitive travel times to automobile travel

► Provide convenient access to intercity service stops

► Provide comfortable, safe and passenger friendly stop facilities

► Provide easy to remember frequent service

AECOM Fairfield Train Station Specific Plan Transportation 4.14-42 City of Fairfield ► Define fare policy for easy payment and affordable fares, incorporating the new TransLink technology and addressing the needs of low and moderate-income persons

► Provide a choice of mode in the I-80 and I-680 corridors

► Support congestion relief objectives

► Set priorities for new intercity transit and countywide paratransit services

► Set new intercity and commuter rail service priorities

Objective C: Efficient Transit

► Prioritize capital investment to favor riders per dollar and coverage equity

► Minimize Operating and Maintenance costs per vehicle-mile, vehicle-hour, passenger and passenger-mile served

► Balance service supply with passenger demands

► Coordinate intercity services with other regional providers

► Encourage use of high-capacity alternative travel modes

► Provide funding for priority countywide transit services

Objective D: Multi-modal system

► Provide safe and convenient pedestrian access to intercity service stops ► Provide for bicycle carry on for bus/train/ferry and bicycle lockers at key stops ► Structure service around time transfer hubs/stations to maximize transfer opportunities ► Coordinate Solano County service plan and operations with other providers in the Region ► Coordinate passenger information and marketing efforts ► Coordinate fare and transfer policies ► Study the feasibility of consolidating transit providers in Solano County

Objective E: Economic Considerations

► Provide opportunities for community involvement when improving and expanding various transit services, the transit operators should address the needs of minorities and low to moderate income persons in Solano County

► Support proposals of the SolanoWorks (Welfare-to-Work) program and community based or lifeline transportation plans whenever feasible

Alternative Modes Element

GOAL: Emphasize that Alternative Transportation Modes are an integral part of travel and commuting in Solano County, by implementing and maintaining a transportation system that provides for transit integration and makes the use of alternative modes convenient, safe, efficient, and cost effective.

Objective A: Implement short and long range bicycle and pedestrian systems

Fairfield Train Station Specific Plan AECOM City of Fairfield 4.14-43 Transportation ► Update the Countywide Bicycle Plan and Countywide Pedestrian Plan periodically to maintain eligibility for State and Federal funding.

► Provide funding only for bicycle and pedestrian projects included in the Countywide Bicycle Plan and Countywide Pedestrian Plan.

► Coordinate with local jurisdictions to ensure appropriate opportunities for bicycle and pedestrian connections are planned, constructed, and maintained.

Objective B: Maximize multi-modal connections

► Prioritize funding for multimodal projects included in the Comprehensive Transportation Plan.

► Coordinate with local jurisdictions to ensure appropriate opportunities for multimodal connections are planned, constructed, and maintained.

Objective C: Develop a Solano County TLC/Enhancements Program

► Utilize local discretionary federal funds to provide funding for integrated transportation/ land-use projects that are identified in the Comprehensive Transportation Plan.

► Coordinate with local jurisdictions to develop candidate projects for inclusion in the Comprehensive Transportation Plan.

SOLANO COUNTY CONGESTION MANAGEMENT PLAN

The first Congestion Management Program (CMP) for Solano County was adopted in October 1991 and has been updated every two years since then. The most recently published update is the 2009 CMP. The CMP is administered by the Solano Transportation Authority (STA).

The CMP requires that the transportation system within the County be monitored biennially for compliance with LOS standards. Each jurisdiction is responsible for monitoring the LOS on segments or intersections within its jurisdiction. The LOS standard for the County CMP facilities has been set at LOS E for all roadways except for those already operating at LOS F when the first CMP was prepared. The CMP transportation system includes all of the state routes in the County and other Routes of Regional Significance. A comprehensive list of these routes is available in the CMP. The CMP applies the LOS E threshold to roadway segments, not intersections. Therefore, for purposes of intersection analysis, the local jurisdiction’s LOS threshold should be applied.

The biennial LOS measurements submitted to the STA may exclude trips generated by high density residential development located within ¼ mile of a fixed rail passenger station or traffic generated by any mixed use development located within ¼ mile of a fixed rail passenger station, if more than half of the land area, or floor area of the mixed use development is used for high density residential housing. Reasoning and supporting measurements of such traffic exclusion is the responsibility of the submitting jurisdiction and should be submitted in writing to the STA for review and approval.

In addition to LOS, the CMP considers four other performance measures. These performance measures are travel times to and from work, ridership for intercity transit, bicycle and pedestrian movement, and multimodal split.

In the CMP, the STA commits to assisting the City of Fairfield in the planning and constructing of a new intercity rail service station on Peabody Road. The STA identifies the Fairfield/Vacaville Multi-Modal Train Station as a potential candidate for Infill Opportunity Zones or Priority Development Areas as defined by the Bay Area FOCUS program discussed in the CMP. Infill Development Zones are exempt from the LOS standards established in a CMP. Instead of the CMP LOS standards, jurisdictions would apply alternative standards or a

AECOM Fairfield Train Station Specific Plan Transportation 4.14-44 City of Fairfield flexible set of options for mitigating the impacts of development within the zone. Priority Development Areas might not meet the technical requirements for Infill Opportunity Zones, but act as such in spirit and may be subject to the same policies as Infill Opportunity Zones. Planning Areas 1, 2, and 3 of the Specific Plan is a designated Priority Development Area.

4.14.3 ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES

SIGNIFICANCE THRESHOLDS

The following thresholds of significance were developed based on the CEQA guidelines for establishing thresholds of significance and the applicable standards and policies of the City of Fairfield and other affected jurisdictions.

1. The Specific Plan would have a significant impact on traffic and circulation if it would:

► Cause the LOS at a signalized or all-way-stop controlled intersection to fall below the applicable jurisdictions’ standard; or

► For signalized or all-way stop-controlled intersections already operating below the standard, cause the average delay for the critical movements to increase by more than 5 seconds; or

► For side-street stop controlled intersections, cause the worst movement to fall from acceptable LOS to an unacceptable LOS, and cause the peak hour signal warrant to be met; or

► Where side-street stop-controlled intersection is already operating with an unacceptable worst movement, cause an increase in delay for the worst movement of more than 5 seconds, and meet the peak hour signal warrant.

The five-second threshold is a commonly used measure of delay increase, set to approximate a noticeable change in conditions by the driver.

Since the Congestion Management Program roadways and intersections have LOS standard that is the same as or more liberal than the other jurisdictions in this study, a special standard is not identified for CMP facilities.

2. The Specific Plan would also have a significant impact on traffic and circulation if it would increase congestion on a state route segment for which there are no planned and funded projects or programs designed to decrease congestion either on the route or within the larger travel corridor.

3. The Specific Plan would have a significant impact on pedestrian or bicycle circulation if it would result in unsafe conditions in high pedestrian-activity areas or a primary pedestrian or bicycle route, or if it would generate pedestrian or bicycle demand that would not be accommodated by current and planned pedestrian and bicycle facilities.

4. The Specific Plan would have a significant impact on transit service if it would generate transit demand that would not be accommodated by current and planned transit services.

5. The Specific Plan would have a significant impact on air traffic patterns if it would result in either an increase in traffic levels or a change in location that results in substantial safety risks.

6. The Specific Plan would have a significant impact if it would substantially increase hazards due to a design feature (i.e. sharp curves or dangerous intersections) or incompatible uses (i.e., farm equipment).

Fairfield Train Station Specific Plan AECOM City of Fairfield 4.14-45 Transportation 7. The Specific Plan would have a significant impact if it would result in inadequate emergency access.

SPECIFIC PLAN DESCRIPTION

Exhibit 4.14-5 provides the conceptual land use plan for the Specific Plan. Exhibit 4.14-6 shows the 2030 roadway network assumed in the Future with Specific Plan traffic analysis.

Land Use and Internal Roadway Network

The Specific Plan includes approximately 6,800 new residential units, along with supporting retail and office uses in a dense mixed-use core area located north of the new train station, and a mix of industrial and office uses totaling about 3,600 new jobs east of Vanden Road and the railroad tracks. The Specific Plan roadway network includes multiple connections to the key arterials traversing the site, Peabody Road and Cement Hill Road/Vanden Road, and an internal network of two-lane roadways (with additional turn lanes where needed at intersections) that will distribute traffic and also provide mobility for vehicles, bicycles, pedestrians and transit vehicles. Another key element of the Specific Plan roadway network is the realignment of Canon Road, and grade separation of “New Canon Road” and the railroad tracks. The grade separation is needed to provide sufficient roadway and capacity to serve travel between the eastern industrial area and the western portion of the Specific Plan, as well as external trips from the industrial area to Vacaville and to the rest of Fairfield and the region. The new would require a six-lane cross section to accommodate the capacity needs of the near-by intersection of New Canon Road and Vanden Road. The re-aligned New Canon Road would also be extended in a northwesterly direction to Peabody Road, providing a new connection between Vanden and Peabody that would serve both internal Specific Plan trips and trips between the Specific Plan development and external destinations such as Vacaville and Travis Air Force Base. This extension would be four lanes for a portion of the roadway nearest Vanden Road, then transition to two lanes for the rest of the roadway west to Peabody Road. McCrory Road would be extended to the southwest from its current terminus at North Gate Road, to intersect New Canon Road, providing access to the new industrial development, and North Gate Road would also be realigned to intersect New Canon/McCrory. North Gate Road between McCrory and the realigned southern portion of North Gate would be abandoned.

It is noted that Solano County is planning improvements to the existing intersection of North Gate Road/Canon Road, with the improvements expected to be constructed in 2014. Based on the expected timing of development under the Specific Plan, it may be many years before the North Gate Road realignment, bridge construction, and intersection with McCrory Road are built. Therefore, it is appropriate for the currently planned improvements to proceed in order to provide near-term benefit prior to the construction of the Specific Plan network changes.

2030 Study Area Roadway Network Assumptions

The Specific Plan is expected to build out over more than twenty years. However, for the purposes of the traffic analysis, the Specific Plan is assumed to build out over 20 years, as the current regional traffic forecasting tool, the Solano-Napa Travel Demand Model, provides forecasts to 2030. The traffic impact analysis thus assesses 2030 conditions. The roadway network assumed to be in place at 2030 includes the following improvements. Only improvements that are either fully funded, or partially funded with plans and programs that demonstrate the likely commitment of funds over time to construct the improvements are included.

Manuel Campos Parkway will be extended to Peabody Road, consisting of a six-lane section between I-80 and Dover and a four-lane section between Dover and Peabody Road. Future funding for the construction of a 4-lane Manuel Campos Parkway are included in the City of Fairfield’s Northeast Area Traffic Fee.

Peabody Road is currently planned to be widened to four lanes between Air Base Parkway, north to the Vacaville city limits with a new grade separation over the railroad tracks that will be constructed as part of the new Fairfield-Vacaville Multi-Modal Train Station. Future funds for the construction of a 4-lane Peabody Road

AECOM Fairfield Train Station Specific Plan Transportation 4.14-46 City of Fairfield

Source: Fehr & Peers 2010 Proposed Land Use Plan Exhibit 4.14-5

Fairfield Train Station Specific Plan AECOM City of Fairfield 4.14-47 Transportation