Kidder_Creek_TIA
TRAFFIC WORKS, LLC
2240 St. George Lane, Suite 1, Chico, CA 95926
530.897.0199
www.Traffic-Works.com
TRAFFIC IMPACT STUDY
for
Kidder Creek Orchard Camp
(Z-14-01 & UP-11-15)
December 22, 2015
PREPARED FOR:
SISKIYOU COUNTY
PREPARED BY:
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Table of Contents
INTRODUCTION .................................................................................................................................................. 1
EXISTING CONDITIONS ...................................................................................................................................... 4
PROJECT GENERATED TRAFFIC ........................................................................................................................ 5
EXISTING PLUS PROJECT CONDITIONS ........................................................................................................... 8
CUMULATIVE PLUS PROJECT CONDITIONS .................................................................................................... 9
OTHER CONSIDERATIONS ............................................................................................................................... 11
CONCLUSIONS & RECOMMENDATIONS ..................................................................................................... 14
REFERENCES ...................................................................................................................................................... 15
List of Tables
Table 1: Level of Service Definition for Intersections ................................................................................... 2
Table 2: Level of Service Criteria for Class II Highways ............................................................................... 3
Table 3: Existing Daily & Peak Hour Traffic Volumes .................................................................................... 4
Table 4: Existing Conditions Intersection Level of Service Summary ....................................................... 5
Table 5: Existing Conditions Roadway Level of Service Summary ........................................................... 5
Table 6: KCOC Trip Generation Calculations .............................................................................................. 6
Table 7: Plus Project Intersection Level of Service Summary .................................................................... 8
Table 8: Plus Project Roadway Level of Service Summary ........................................................................ 9
Table 9: Cumulative Plus Project Intersection Level of Service Summary ............................................ 10
Table 10: Cumulative Plus Project Roadway Level of Service Summary.............................................. 11
Table 11: Roadway Widths along S. Kidder Creek Road ........................................................................ 11
Table 12: Summary of Collision History on S. Kidder Creek Road (Jan 2005 to Dec 2014) ................ 13
List of Figures
Figure 1: Study Area
Figure 2: Existing Traffic Volumes
Figure 3: Site Map
Figure 4: Project Trip Assignment
Figure 5: Plus Project Peak Hour Traffic Volumes
Figure 6: Residential Units Peak Hour Trip Assignment
Figure 7: Cumulative Peak Hour Traffic Volumes
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December 22, 2015
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INTRODUCTION
This report presents the findings of a Traffic Impact Study completed to assess the potential
traffic impacts on local roadways and intersections associated with expansion and increased
guest and staff occupancy at the existing Kidder Creek Orchard Camp (KCOC). The camp is located
at the west end of S. Kidder Creek Road, in the Scott Valley, approximately 2.1 miles west of State
Highway 3. This traffic impact study has been prepared to document existing traffic conditions,
quantify traffic volumes generated by the proposed project, identify potential impacts, document
findings, and make recommendations to mitigate impacts, if any are found.
Study Area and Evaluated Scenarios
The project location and the study area are shown in Figure 1. The study locations were selected
through consultation with Siskiyou County staff and deemed as those most likely to be affected
by the project. The following intersection was analyzed:
Highway 3 / S. Kidder Creek Road
The following roadway segments were analyzed:
S. Kidder Creek Road (at west end)
S. Kidder Creek Road (at east end)
This study includes analysis of the weekend day and weekend peak hour as the peak traffic
conditions currently occur on the weekends and are expected to be during the same time period
in the future. The evaluated development scenarios are:
Existing Conditions (no project)
Plus Project Conditions
Cumulative Plus Project Conditions
Analysis Methodology
Level of service (LOS) is a term commonly used by transportation practitioners to measure and
describe the operational characteristics of intersections, roadway segments, and other facilities.
This term equates vehicle operations and traffic flow characteristics to letter grades “A” through
“F” with “A” representing optimum conditions and “F” representing breakdown or over capacity
flows. The complete methodology is established in the Highway Capacity Manual (HCM), 2010,
published by the Transportation Research Board.
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Intersection LOS Methodology
Table 1 presents the delay thresholds for each level of service grade at un-signalized and
signalized intersections. The LOS for a Two-Way STOP Control (TWSC) intersection is defined by
the worst minor approach delay.
Level of service calculations were performed for the study intersection using the Synchro 8
software package with analysis and results reported in accordance with the 2010 HCM
methodology.
Table 1: Level of Service Definition for Intersections
Level of
Service
Brief Description
Un-signalized
Intersections
(average delay/vehicle
in seconds)
Signalized
Intersections
(average delay/vehicle
in seconds)
A Free flow conditions. < 10 < 10
B Stable conditions with some
affect from other vehicles.
10 to 15 10 to 20
C Stable conditions with
significant affect from other
vehicles.
15 to 25 20 to 35
D High density traffic conditions
still with stable flow.
25 to 35 35 to 55
E At or near capacity flows. 35 to 50 55 to 80
F Over capacity conditions. > 50 > 80
Source: Highway Capacity Manual (2010), Chapters 18 and 19
Roadway LOS Methodology
Roadway level of service was calculated based on the procedures outlined in Chapter 15 – “Two-
Lane Highways” of the Highway Capacity Manual (HCM), 2010 edition. Chapter 15 of the HCM
defines Class II Two-Lane Highways as the following – “Class II two‐lane highways are highways
where motorists do not necessarily expect to travel at high speeds. Two‐lane highways
functioning as access routes to Class I facilities, serving as scenic or recreational routes (and not
as primary arterials), or passing through rugged terrain (where high-speed operation would be
impossible) are assigned to Class II. Class II facilities most often serve relatively short trips, the
beginning or ending portions of longer trips, or trips for which sightseeing plays a significant role”.
The HCM states that most collectors and local roadways are considered as Class II Highways for
the purposes of capacity and LOS analysis.
Consistent with this definition, S. Kidder Creek Road should be classified as a Class II Highway for
the calculations performed in this study. While it is recognized that S. Kidder Creek Road is not
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officially classified as a “highway” by the County, it operates as a two-lane highway as defined by
the Highway Capacity Manual, and it has a speed limit of 55 mph consistent with all unposted
County roads. Hence, the roadway LOS and capacity were calculated in accordance with the
procedures outlined for Class II two-lane highways in Chapter 15 (Exhibit 15-3 and Equation 15-
10) of the HCM 2010.
The LOS for Class II two-lane highways is calculated based on the Percent Time Spent Following
(PTSF) which “represents the freedom to maneuver and the comfort and convenience of travel. It
is the average percentage of time that vehicles must travel in platoons behind slower vehicles due
to the inability to pass. Because this characteristic is difficult to measure in the field, a surrogate
measure is the percentage of vehicles traveling at headways of less than 3.0 s at a representative
location within the highway segment. PTSF also represents the approximate percentage of
vehicles traveling in platoons.” Table 2 presents the LOS criteria for Class II two-lane highways.
Table 2: Level of Service Criteria for Class II Highways
LOS PTSF (%)
A ≤40
B >40–55
C >55–70
D >70–85
E >85
Source: Highway Capacity Manual (2010), Chapter 15
Level of Service Policy
The Level of Service policy for Siskiyou County roadways and intersections was obtained from the
Siskiyou County 2010 Regional Transportation Plan (RTP) and the Siskiyou County General Plan
Circulation Element (March 1988). The Circulation Element states - “The County should not
accept a normal level of service of less than Level C”. Siskiyou County describes LOS “C” as “Stable
flow, but speeds and maneuverability are more closely controlled by higher volumes; still fairly
comfortable; recommended for urban design standards.” The RTP (Part 7b of “Local Roadway
System” on page 43) states the objective to “Maintain an LOS of C outside of urban areas.” The
1988 Circulation Element Level of Service for Two-Lane Rural Highways recommends a LOS “B”
for rural design standards (page 6). The Planning Commission and Board of Supervisors may
consider this recommended LOS regarding the project.
The LOS policy for Caltrans facilities (Highway 3) was obtained from the Caltrans Guide for the
Preparation of Traffic Impact Studies (December 2002). Caltrans endeavors to maintain a target
LOS at the transition between LOS “C” and LOS “D”.
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Considering both agency’s standards, the LOS threshold used for this study is LOS “C” for the S.
Kidder Creek Road segments and also for the Highway 3 / S. Kidder Creek Road intersection.
EXISTING CONDITIONS
Existing Traffic Volumes
Daily traffic volumes were collected at two locations on S. Kidder Creek Road – at the west end
near the Kidder Creek Orchard Camp entrance and at the east end near Highway 3. Data
collection was performed from Friday, July 24, 2015 through Sunday, July 26, 2015. The counts
were intentionally collected during one of the highest camp activity weekends of the year. The
peak hours were identified using outputs of the daily volume counts. The peak hour chosen for
analysis occurs from 10:20 AM to 11:20 AM on Saturday. Although the Sunday peak hour volume
is slightly higher than the Saturday peak hour volume, the Saturday peak hour was chosen for
analysis since Saturday has the highest outbound (eastbound) volume on S. Kidder Creek Road at
Highway 3. The Saturday peak time period and associated traffic flows demonstrate the most
potential impact at the study intersection since the eastbound approach is STOP controlled and
would incur the greatest level of delay. This provides the most conservative analysis.
The existing Saturday peak hour traffic volumes and existing lane configurations are shown on
Figure 2, attached. The existing daily traffic volumes are shown in Table 3.
Table 3: Existing Daily & Peak Hour Traffic Volumes
Date Day
West End of S. Kidder Creek Road East End of S. Kidder Creek Road
Daily
Volume
Peak Daily
Volume
Peak
Hour Total Hour Total
7/24/2015 Friday 138 8:02-9:01 17 281 16:31-17:30 30
7/25/2015 Saturday 338 9:52-10:51 65 414 10:21-11:20 67
7/26/2015 Sunday 275 15:43-16:42 68 390 15:36-16:35 73
Existing Intersection Level of Service
Intersection LOS was determined for the existing Saturday peak hour condition. Level of service
calculations were performed using the existing traffic volumes, lane configurations, and traffic
controls. The results are presented in Table 4 and the calculation sheets are provided in
Appendix T-1, attached. The study intersection currently operates at LOS “B”.
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Table 4: Existing Conditions Intersection Level of Service Summary
Intersection Worst
Approach
Existing
LOS Delay
Highway 3/S. Kidder Creek Rd Eastbound B 10.3
Existing Roadway Level of Service
Table 5 summarizes the existing roadway operating conditions. Level of service was calculated
based on the existing volume data including a peak hour 85%/15% directional split, 0.87 Peak
Hour Factor, 2% Heavy Vehicles, 1% Recreational Vehicles (conservative estimate), 20% No-
Passing Zone (very conservative estimate), 10 access points per mile (conservative estimate) and
flat terrain. South Kidder Creek Road currently operates at LOS “A” in both the east and
westbound directions.
Applying the procedure outlined in HCM 2010, Chapter 15, Equation 15-13, the two-way capacity
of S. Kidder Creek Road is estimated to be 2,000 vehicles per hour. The peak hour traffic volumes
during a peak summer weekend, are currently at approximately 3.5% of the roadway’s capacity.
Table 5: Existing Conditions Roadway Level of Service Summary
Roadway Segment Existing
Daily Volume Peak Hour Volume LOS (WB) LOS (EB)
S. Kidder Creek Rd (West End) 338 65 A A
S. Kidder Creek Rd (East End) 414 67 A A
PROJECT GENERATED TRAFFIC
Project Description
Kidder Creek Orchard Camp is proposing to enhance and expand the camp facilities in order to
serve additional guests and broaden the experiences offered. New or expanded elements
include, larger activity areas and additional housing, an amphitheater, additional RV spaces, a
new pond, hiking, horseback riding, and mountain bike trails, new parking lots, and related
supporting infrastructure. The project’s Master Site Plan is shown in Figure 3. Expansion of the
facilities will be timed based on market demand, camp enrollment, funding availability,
infrastructure development, and other constraints. The camp is currently permitted for up to
165 guests (staff numbers not included) at any given time. The proposed master plan includes
increasing the total number of guests and staff to a maximum occupancy of 844 persons within
the camp. This number is a maximum occupancy, however it is not the intent of KCOC to operate
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camps and programs at the maximum level. The Kidder Creek Camp Strategic Plan calls for
continuing to run multiple smaller programs at the same time. By operating the camp in this
way, it is unlikely that maximum level for each camp element will be reached simultaneously.
Future traffic volumes generated by KCOC will be most directly related to the number of campers,
when they arrive and depart, and how many campers arrive per vehicle. Note that the camp
currently utilizes buses and will likely continue to do so in the future, potentially expanding the
bus service options and/or the number of attendees that could reasonably arrive/depart via
buses. Currently, approximately 33% to 45% of guests/campers arrive by bus or van. During the
peak weekend that was counted, 42.5% of the incoming and outgoing campers arrived by buses
or van pools. Kidder Creek Orchard Camp anticipates increasing the bus/van rider percentage to
a consistent 40 to 50% in the future. In addition, Kidder Creek Orchard Camp is also considering
additional bussing options such as a drop zone and bus to/from camp that would increase the
percentage of campers arriving by bus and thereby decrease the number of private vehicles on
S. Kidder Creek Road.
Trip Generation
Trip generation for a proposed project is typically calculated using the nationally recognized Trip
Generation Manual published by the Institute of Transportation Engineers (ITE). However,
neither the Trip Generation Manual nor Siskiyou County Development Code provide any trip
generation information for a “Summer Camp” type land use as it is very unique and trip
generation values are specific to the actual activities at a particular camp. In this case, project
specific trip estimates must be developed. The site specific trip generation rates and calculations
are shown in Table 6.
Table 6: KCOC Trip Generation Calculations
Date 7/25/2015 Future New Trips
(Summer
Saturday)
Day Saturday Peak
Year 2015 Saturday
# Campers 123 746
# Staff 74 98
Total Persons 197 844
Daily Trips (west end of S. Kidder) 338 1,448 1,110
Daily Trips/Person (rate) 1.72 1.72
Peak Hour Trips (west end of S. Kidder) 65 278 213
Peak Hour Trips/Person 0.33 0.33
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A project specific daily trip rate was determined by comparing the 338 counted daily vehicle trips
at the west end of S. Kidder Creek Road (near the camp entrance) to the number of guests (123)
plus the number of staff (74) who were present at the camp on that peak Saturday in July. The
resultant rate is 1.72 daily trips/person (338 divided by 197). Applying the derived trip rate of
1.72 trips/person to the proposed number of persons at maximum occupancy (844) yields 1,448
daily trips on a peak summer weekend day. The project is anticipated to increase the peak daily
traffic volume on S. Kidder Creek Road by up to 1,110 trips compared to the existing peak July
weekend. It should be noted that significantly fewer trips would be generated by the project on
weekdays and particularly during the remainder of the year (outside of summer months).
Applying the same methodology to determine a peak hour trip rate, with the proposed expansion
at full capacity, the project would generate 278 trips during the weekend peak hour
(approximately 20% of the daily volume). The project is anticipated to increase the summer
Saturday peak hour traffic volume on S. Kidder Creek Road by up to 213 trips. Again, the number
of new trips would be considerably less on weekdays and during off-season periods.
Trip Distribution and Assignment
New traffic generated by the project was distributed to the road network based on the location
of the project, relative to the highway system, and current travel patterns. The following
percentages were used for distributing the project generated traffic:
82% to/from the north via Highway 3
18% to/from the south via Highway 3
Project generated trips were then assigned to the adjacent roadway system and study
intersection based on the distribution outlined above. The project trip assignment is shown on
Figure 4, attached.
Project Access
The project site is accessed via S. Kidder Creek Road and is approximately 2.1 miles west of State
Highway 3. All of the new and existing project trips are assumed to use S. Kidder Creek Road.
Secondary access, which will be utilized for emergencies only, is via Patterson Creek Road.
Patterson Creek Road is located approximately 1.8 miles south of S. Kidder Creek Road at its
intersection with Highway 3. Near the western end of Patterson Creek Road, access to the site is
via a private dirt road extending from the south side of KCOC.
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Proposed On-Site Parking
As shown in the Proposed Master Site Plan (Figure 3), the project proposes to provide sufficient
parking with construction of each expansion phase. Parking facilities will be provided at various
locations within the project site as needed consistent with Siskiyou County Requirements. Since
there is more than sufficient space within the site available for parking, and parking is planned
with each expansion, no impacts related to parking are anticipated.
EXISTING PLUS PROJECT CONDITIONS
Traffic Volumes
Existing plus project traffic volumes were developed by adding the project generated trips (Figure
4) to the existing traffic volumes (Figure 2) and are shown on Figure 5, attached. The “Plus
Project” condition Peak Hour Factors (PHF), vehicle mix, flow characteristics, and travel patterns
were assumed to remain the same as those used in the existing conditions analysis.
Intersection Level of Service Analysis
Table 7 presents the level of service analysis summary for the “Plus Project” scenario during the
summer Saturday peak hour. Detailed calculation sheets are provided in Appendix T-2, attached.
Table 7: Plus Project Intersection Level of Service Summary
Intersection Worst Approach Existing Plus Project
LOS Delay LOS Delay
Highway 3/S. Kidder Creek Rd Eastbound B 10.3 B 12.9
The proposed project is anticipated to have very little affect on the Highway 3 / S. Kidder Creek
Road intersection operations. As shown in Table 6, the study intersection is anticipated to
operate at the same level of service as it does today (LOS B) and well within the County’s LOS
thresholds. The average delay is anticipated to increase by less than 3.0 seconds per vehicle with
the addition of the project traffic.
Roadway Level of Service Analysis
The highest future daily traffic volume is anticipated to occur on a summer Saturday. Hence, the
“Plus Project” conditions roadway LOS was calculated for that condition. The highest counted
daily traffic volume under existing conditions is 338 vehicles per day near the KCOC entrance and
414 vehicles per day at the east end of S. Kidder Creek Road. Daily traffic could potentially
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December 22, 2015
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increase to about 1,448 vehicles per day near the KCOC entrance and 1,524 vehicles per day near
Highway 3 with the addition of the project traffic. Table 8 summarizes the roadway LOS analysis.
Table 8: Plus Project Roadway Level of Service Summary
Roadway Segment
Existing Plus Project
Daily
Volume
Peak Hour
Volume
LOS
(WB)
LOS
(EB)
Daily
Volume
Peak Hour
Volume
LOS
(WB)
LOS
(EB)
S. Kidder Creek Rd
(West End) 338 65 A A 1,448 278 A B
S. Kidder Creek Rd
(East End) 414 67 A A 1,524 280 A B
South Kidder Creek Road will continue to operate at LOS “B” or better conditions with the
addition of the project traffic, well within the LOS thresholds.
As previously stated, the two-way capacity of S. Kidder Creek Road is estimated to be 2,000
vehicles per hour based on 2010 HCM methodology. With the camp in fully session and an
occupancy of 844 persons, the Saturday peak hour traffic volumes are anticipated to be at
approximately 14% of the roadway’s capacity.
CUMULATIVE PLUS PROJECT CONDITIONS
Cumulative conditions analysis was performed to evaluate long-term development conditions in
the project area and the resulting total traffic volumes that could be anticipated in a 20-year
horizon. There are an estimated 17 legal lots that access S. Kidder Creek Road which are currently
vacant but could be developed under existing zoning policy. These parcels can all be permitted
with one single-family dwelling unit. In addition, the County also allows second dwellings where
parcels are over 5 acres in size and there is adequate space for necessary septic/leach fields/well
separation.
It can be assumed that within the phased Kidder Creek Orchard Camp build-out time-frame (10
to 20 years), homes could be constructed on the 17 vacant lots. It was estimated that 10% of the
52 total lots that access S. Kidder Creek Road would have a second dwelling unit. The cumulative
conditions analysis therefore includes 23 additional single-family residential units in the project
area.
Traffic Volumes
Trip generation rates for new residential units were obtained from the Trip Generation Manual,
8th Edition, published by the Institute of Transportation Engineers. Traffic generated by the
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potential 23 single-family units (17 vacant lots and 6 second dwellings) was added to the “Existing
Plus Project Conditions” daily volumes to determine the “Cumulative Plus Project Conditions”
daily volumes. The buildable lots are anticipated to generate 248 vehicles per day on S. Kidder
Creek Road on a Saturday, increasing the total volume to 1,772 vehicles per day at the east end
of S. Kidder Creek Road. The buildable lots are anticipated to generate 21 trips during the
Saturday peak hour. Note that very few new residential based trips would be added at the west
end of the roadway since it ends at the Kidder Creek Orchard Camp and there are few
developable lots west of the S. Kidder Loop. The cumulative conditions residential based trip
assignment is shown in Figure 6 and the Saturday peak hour cumulative conditions volumes are
shown in Figure 7.
It should be noted that the 1980 Circulation Element estimates an average of 7.5 total trips for
each dwelling per day for residential development (page 69). The ITE standard rate used in this
study (9.57 trips per day per residence) provides a higher estimate and conservative analysis.
A background growth rate of 1% per annum was applied for northbound and southbound
through movements on Highway 3. Historic counts obtained from the Caltrans Traffic Census
Program show a stagnant or negative growth rate on Highway 3 over the past 10 years. However,
a 1% per annum conservative growth rate was applied to through movements on Highway 3 for
the purposes of cumulative conditions analysis.
Intersection Level of Service Analysis
Table 9 presents the level of service analysis summary for the “Cumulative Plus Project” scenario
during the future Saturday peak hour. Detailed calculation sheets are provided in Appendix T-3,
attached.
Table 9: Cumulative Plus Project Intersection Level of Service Summary
Intersection Worst
Approach
Existing Plus Project Cumulative Plus
Project
LOS Delay LOS Delay LOS Delay
Highway 3/S. Kidder Creek Rd Eastbound B 10.3 B 12.9 B 14.2
The Highway 3 / S. Kidder Creek Road intersection is anticipated to operate at acceptable level
of service conditions (LOS “B”). The average delay is anticipated to increase by less than 1.5
second per vehicle compared to “Plus Project” conditions. This small change in delay would not
be perceived by most drivers. The total increase in delay of 4 seconds is not significant within
acceptable level of service categories (LOS “C” or better).
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Roadway Level of Service Analysis
Table 10 compares roadway LOS between the Existing, Plus Project, and Cumulative Plus Project
conditions on S. Kidder Creek Road.
Table 10: Cumulative Plus Project Roadway Level of Service Summary
South Kidder Creek Road is anticipated to operate at LOS “B” conditions under the “Cumulative
Plus Project” scenario. Under “Cumulative Plus Project” conditions the peak hour traffic volumes
are anticipated to reach approximately 15% of the roadway’s capacity.
OTHER CONSIDERATIONS
Roadway Width
The Siskiyou County General Plan Circulation Element (page 7) states “A two-lane rural highway
shall have a minimum of 18 feet of paved traveled way.” Table 11 shows the existing roadway
widths at various mile-points/locations along S. Kidder Creek Road. The existing roadway satisfies
the County’s minimum roadway width requirements as it has a paved roadway width of more
than 18 feet from Highway 3 to the Kidder Creek Orchard Camp entrance (end of County road).
Table 11: Roadway Widths along S. Kidder Creek Road
Location/Mile Point
(miles from Hwy 3)
Paved Roadway
Width (ft)
Location/Mile Point
(miles from Hwy 3)
Paved Roadway
Width (ft)
0.1 23.00 1.2 20.50
0.2 22.00 1.3 20.50
0.3 23.00 1.4 20.50
0.4 24.00 1.5 20.50
0.5 24.50 1.6 21.00
0.6 24.00 1.7 20.50
0.7 24.50 1.8 20.50
0.8 25.00 1.9 21.00
0.9 24.75 2.0 20.00
1.0 24.00 2.1 19.00
1.1 21.50
Daily
Volume
Peak Hour
Volume
LOS
(WB)
LOS
(EB)
Daily
Volume
Peak Hour
Volume
LOS
(WB)
LOS
(EB)
Daily
Volume
Peak Hour
Volume
LOS
(WB)
LOS
(EB)
S. Kidder Creek Rd
(West End)338 65 A A 1,448 278 A B 1,448 278 A B
S. Kidder Creek Rd
(East End)414 67 A A 1,524 280 A B 1,772 301 A B
Cumulative Plus Project
Roadway Segment
Existing Plus Project
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Stopping Sight Distance
Stopping Sight Distance (SSD) is the viewable
distance required for a driver to see an object in the
roadway, react, and make a complete stop in the
event of an unanticipated hazard. SSD is made up of
two components, Braking Distance and Perception-
Reaction Time. South Kidder Creek Road was
reviewed for, and has, sufficient Stopping Sight
Distance as it meets the minimum required Stopping
Sight Distance criteria specified in Exhibit 5-2. Design
Controls for Stopping Sight Distance and for Crest
and Sag Vertical Curves published in “A Policy on
Geometric Design of Highways and Streets, 2004” by
the American Association of State Highway and
Transportation Officials (AASHTO).
The curvilinear segment of S. Kidder Creek Road
(approximately mile post 1.0 to milepost 1.5) has a
posted advisory speed of 20 miles per hour. The
Stopping Sight Distance for a 20 mile per hour travel
speed is 115 feet. The shortest measured sight line on
the tightest curve identified along S. Kidder Creek Road
is 125 feet, which provides at least the minimum
Stopping Sight Distance. All the other curves within the curvilinear segment of S. Kidder Creek
Road also satisfy the requirements as they have more than 115 feet of Stopping Sight Distance.
Safety Analysis
Crash data for the previous ten (10) consecutive years (January 2005 to December 2014) was
obtained from the Statewide Integrated Traffic Records System (SWITRS) Caltrans database and
Transportation Injury Mapping System (TIMS) mapping function. Based on the data obtained,
and shown in Table 12, three crashes were reported on S. Kidder Creek Road between January
2005 and December 2014.
Existing Advisory Speed Signage
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Table 12: Summary of Collision History on S. Kidder Creek Road (Jan 2005 to Dec 2014)
Year # Collision(s) Fatality Injury Property Damage Only
2007 1 0 0 1
2008 1 0 0 1
2009 1 0 1 0
It should be noted that there were no reported collisions within the latest five year period (2010
to 2014). The past incidents occurred at three different locations along S. Kidder Creek Road.
Since the incidents were at three different locations, no patterns or specific safety concerns
associated with the roadway itself can be identified. All three reported collisions involved a single
vehicle hitting a “Fixed Object”, which is a common accident type in rural, low traffic volume
environments. There were no vehicle to vehicle collisions reported.
A driving road safety assessment was also performed by Traffic Works’ Principal Engineer who is
a Federal Highway Administration (FHWA) trained Road Safety Auditor. The review did not
identify any significant safety concerns for the project’s ingress and egress route as the roadway
configuration and conditions are typical of rural county roadways and the sight line/sight distance
criteria were found to be met. The reviewer’s only notable finding was that vegetation along the
sides of the roadway should be regularly cut back from the edge of pavement. This was noted as
an on-going roadway maintenance item that would likely be addressed by Siskiyou County. Being
a typical maintenance item on an existing roadway, this is not considered a project impact. Long-
term roadway maintenance on S. Kidder Creek Road is under review by the Siskiyou County Public
Works Department and a Condition of Approval requiring participation by KCOC may be
considered by the County Commission and Board of Supervisors.
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CONCLUSIONS & RECOMMENDATIONS
The following is a list of our key findings and recommendations:
The Highway 3 / S. Kidder Creek Road intersection currently operates at LOS “B” during
the weekend peak hour. The S. Kidder Creek Road segments currently operate at LOS “A”.
The Highway 3 / S. Kidder Creek Road intersection is anticipated to operate at acceptable
level of service conditions (LOS “B”) with the addition of the project traffic. The increase
in average delay is anticipated to be less than 3 seconds per vehicle, a difference that is
negligible within LOS “B”.
S. Kidder Creek Road will operate at LOS “B” with the additional project traffic. Existing
Plus Project traffic volumes would be at approximately 14% of the roadway’s capacity.
S. Kidder Creek Road is anticipated to operate at LOS “B” under “Cumulative Plus Project”
conditions. Total traffic volumes could reach approximately 15% of the roadway’s
capacity. The S. Kidder Creek Road / Hwy 3 intersection would continue to operate at LOS
“B” in the 20-year horizon.
Sufficient parking can easily be provided within the large project site.
The project has a secondary emergency only access.
S. Kidder Creek Road has sufficient width per Siskiyou County design standards.
Adequate Stopping Sight Distance is available on S. Kidder Creek Road.
Three accidents have been reported within the past 10 years, with none occurring in the
last 5 years. No patterns or specific safety concerns related to the roadway itself were
identified as the incidents were reported at three different locations along S. Kidder Creek
Road.
Vegetation growing along the sides of S. Kidder Creek Road should be regularly cut back
to maintain full travel lane widths and adequate sight lines. This recommendation applies
to the full roadway length, with particular attention dedicated to locations proximate to
intersections, private driveways, and within curved roadway segments.
Traffic Impact Study
Kidder Creek Orchard Camp
December 22, 2015
Page 15 of 15
REFERENCES
1. Highway Capacity Manual – 2010, Transportation Research Board
2. Siskiyou County General Plan Circulation Element – March 1988, Siskiyou County
3. 2010 Regional Transportation Plan – April 2011, Siskiyou County Local Transportation
Commission
4. Guide for the Preparation of Traffic Impact Studies – December 2002, Caltrans
5. A Policy on Geometric Design of Highways and Streets – 2004, American Association of
State Highway and Transportation Officials
Figure 1
Kidder Creek Orchard Camp
Traffic Impact Study
Study AreaNO SCALE
1
S. Kidder C
r
eek R oad
Highway 3Highway 3/S. Kidder Creek Road
Study Intersection
1
Kidder Creek Orchard Camp S. Kidder LoopCount Location
1
S. Kidder C
r
eek R oad
Highway 3Kidder Creek Orchard Camp S. Kidder LoopFigure 2
NO SCALE Existing Traffic Volumes
LEGEND
xx -Weekend Peak Hour Volumes
- Lane Configuration - STOP Sign
S. Kidder Creek Road
46
11
1 Highway 3/S. Kidder Creek Road
Highway 311049124Kidder Creek Orchard Camp
Traffic Impact Study
67 Vehicles per h
o
u
r
65 V ehicle
s
p
er
h
o
ur
xxx - Segment Peak Hour Volume
Figure 3
Kidder Creek Orchard Camp
Traffic Impact Study
Site Map
Figure 4
NO SCALE Project Trip Assignment
LEGEND
XX -Peak Hour Project Trips
S. Kidder Creek Road
146
35
1 Highway 3/S. Kidder Creek Road
Highway 3329Kidder Creek Orchard Camp
Traffic Impact Study
1
S. Kidder C
r
eek R oad
Highway 3Kidder Creek Orchard Camp S. Kidder Loop213 Vehicles per h
o
u
r
213 V
ehicles
p
er
h
o
u
r
xxx - Peak Hour Segment Project Trips
Figure 5
Plus Project Peak Hour Traffic Volumes
LEGEND
XX - Weekend Peak Hour Traffic Volumes
- Lane Configuration - STOP Sign
S. Kidder Creek Road
192
46
1 Highway 3/S. Kidder Creek Road
Highway 3410438124Kidder Creek Orchard Camp
Traffic Impact Study
1
S. Kidder C
r
eek R oad
Highway 3Kidder Creek Orchard Camp S. Kidder Loop280 Vehicles per h
o
u
r
278 V
ehicles
p
er
h
o
u
r
xxx - Weekend Peak Hour Segment Volume
NO SCALE
Figure 6
NO SCALE Residential Units Peak Hour Trip Assignment
LEGEND
XX -Peak Hour Trips
S. Kidder Creek Road
6
4
1 Highway 3/S. Kidder Creek Road
Highway 3110Kidder Creek Orchard Camp
Traffic Impact Study
1
S. Kidder C
r
eek R oad
Highway 3Kidder Creek Orchard Camp S. Kidder Loop21 Vehicles per h
o
u
r
xxx - Peak Hour Segment Trips
Figure 7
Cumulative Peak Hour Traffic Volumes
LEGEND
XX - Weekend Peak Hour Traffic Volumes
- Lane Configuration - STOP Sign
S. Kidder Creek Road
198
50
1 Highway 3/S. Kidder Creek Road
Highway 3512548149Kidder Creek Orchard Camp
Traffic Impact Study
1
S. Kidder C
r
eek R oad
Highway 3Kidder Creek Orchard Camp S. Kidder Loop301 Vehicles per h
o
u
r
278 V
ehicles
p
er
h
o
u
r
xxx - Weekend Peak Hour Segment Volume
NO SCALE
Appendix T-1
Existing Conditions Intersection LOS Calculations
HCM 2010 TWSC
2: Hwy 3 & Kidder Creek Rd 10/22/2015
Kidder Creek MND Saturday Synchro 8 Light Report
Page 1
Intersection
Int Delay, s/veh 2
Movement EBL EBR NBL NBT SBT SBR
Vol, veh/h 46 11 1 104 124 9
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - - -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 87 87 87 87 87 87
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 53 13 1 120 143 10
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 270 148 153 0 - 0
Stage 1 148 - - - - -
Stage 2 122 - - - - -
Critical Hdwy 6.42 6.22 4.12 - - -
Critical Hdwy Stg 1 5.42 - - - - -
Critical Hdwy Stg 2 5.42 - - - - -
Follow-up Hdwy 3.518 3.318 2.218 - - -
Pot Cap-1 Maneuver 719 899 1428 - - -
Stage 1 880 - - - - -
Stage 2 903 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 718 899 1428 - - -
Mov Cap-2 Maneuver 718 - - - - -
Stage 1 880 - - - - -
Stage 2 902 - - - - -
Approach EB NB SB
HCM Control Delay, s 10.3 0.1 0
HCM LOS B
Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR
Capacity (veh/h) 1428 - 747 - -
HCM Lane V/C Ratio 0.001 - 0.088 - -
HCM Control Delay (s) 7.5 0 10.3 - -
HCM Lane LOS A A B - -
HCM 95th %tile Q(veh) 0 - 0.3 - -
Appendix T-2
Plus Project Conditions Intersection LOS Calculations
HCM 2010 TWSC
2: Hwy 3 & Kidder Creek Rd 10/27/2015
Kidder Creek MND Plus Project Saturday Synchro 8 Light Report
Page 1
Intersection
Int Delay, s/veh 6.1
Movement EBL EBR NBL NBT SBT SBR
Vol, veh/h 192 46 4 104 124 38
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - - -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 87 87 87 87 87 87
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 221 53 5 120 143 44
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 293 164 186 0 - 0
Stage 1 164 - - - - -
Stage 2 129 - - - - -
Critical Hdwy 6.42 6.22 4.12 - - -
Critical Hdwy Stg 1 5.42 - - - - -
Critical Hdwy Stg 2 5.42 - - - - -
Follow-up Hdwy 3.518 3.318 2.218 - - -
Pot Cap-1 Maneuver 698 881 1388 - - -
Stage 1 865 - - - - -
Stage 2 897 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 695 881 1388 - - -
Mov Cap-2 Maneuver 695 - - - - -
Stage 1 865 - - - - -
Stage 2 893 - - - - -
Approach EB NB SB
HCM Control Delay, s 12.9 0.3 0
HCM LOS B
Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR
Capacity (veh/h) 1388 - 725 - -
HCM Lane V/C Ratio 0.003 - 0.377 - -
HCM Control Delay (s) 7.6 0 12.9 - -
HCM Lane LOS A A B - -
HCM 95th %tile Q(veh) 0 - 1.8 - -
Appendix T-3
Cumulative Conditions Intersection LOS Calculations
HCM 2010 TWSC
2: Hwy 3 & Kidder Creek Rd 10/27/2015
Kidder Creek MND Cumulative Plus Project Saturday Synchro 8 Light Report
Page 1
Intersection
Int Delay, s/veh 6.2
Movement EBL EBR NBL NBT SBT SBR
Vol, veh/h 198 50 5 125 149 48
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - - -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 87 87 87 87 87 87
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 228 57 6 144 171 55
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 354 199 226 0 - 0
Stage 1 199 - - - - -
Stage 2 155 - - - - -
Critical Hdwy 6.42 6.22 4.12 - - -
Critical Hdwy Stg 1 5.42 - - - - -
Critical Hdwy Stg 2 5.42 - - - - -
Follow-up Hdwy 3.518 3.318 2.218 - - -
Pot Cap-1 Maneuver 644 842 1342 - - -
Stage 1 835 - - - - -
Stage 2 873 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 641 842 1342 - - -
Mov Cap-2 Maneuver 641 - - - - -
Stage 1 835 - - - - -
Stage 2 869 - - - - -
Approach EB NB SB
HCM Control Delay, s 14.2 0.3 0
HCM LOS B
Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR
Capacity (veh/h) 1342 - 673 - -
HCM Lane V/C Ratio 0.004 - 0.424 - -
HCM Control Delay (s) 7.7 0 14.2 - -
HCM Lane LOS A A B - -
HCM 95th %tile Q(veh) 0 - 2.1 - -