3.5. Traffic Counts
Traffic count data must be included in the Appendix. Existing counts may be used if they are no more than 12 months old and local conditions have not changed significantly. Use of previously collected data must be approved by the City Engineer or designee.
Traffic counts must follow these standards:
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Conduct peak hour turning movement counts on Tuesdays, Wednesdays, or Thursdays, excluding holidays and periods of inclement weather.
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Conduct counts when schools and colleges are in session, avoiding the first two weeks of the academic term. If counts occur outside these windows, approval is required, along with a methodology for incorporating typical school traffic.
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Collect data during AM (7:00–9:00 a.m.) and PM (4:00–6:00 p.m.) peak periods, unless otherwise directed.
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Include peak hour factors in calculations.
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A qualified analyst must observe each study intersection during peak hours and document conditions such as delay, lane utilization, queue lengths, and interactions with nearby intersections.
3.6. Trip Generation
Trip generation estimates must rely on:
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The latest edition of the ITE Trip Generation Manual, using weighted averages where applicable. If ITE data is limited or outdated, supplemental studies may be required.
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Locally derived trip rates may be used when ITE data is insufficient.
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Pass-by trip reductions are not permitted unless justified and approved by the City Engineer.
Trip generation tables must summarize daily, AM, and PM peak hour trips for proposed, approved, and pending projects. Tables should include land use type, size, trip rates, and inbound/outbound splits with appropriate citations.
3.7. Trip Distribution
Trip distribution should be based on existing patterns, complementary land use locations, and Fresno COG travel model results (e.g., “select zone” analysis). Project trip distribution must be shown graphically, indicating the percentage of peak hour trips by direction. Project-only trip assignment figures are also required. Separate trip distribution figures must be provided for existing, near-term, and cumulative scenarios if they differ, with justifications.
While general directional flow can come from travel models, trip assignments to specific driveways and intersections must be done manually. For General Plan Amendments, trip distributions must address affected Caltrans freeway interchanges under both current and proposed land use scenarios.
3.8. Approved and Pending Projects
Projects in the vicinity that could affect study intersections or roadways must be included in the analysis. The City Engineering Division must approve the list of approved, pending, or unoccupied developments. Include a summary table with locations, trip generation, and, if available, permit numbers. Contact City staff for information on relevant Capital Improvement Projects (CIPs), including funding sources and anticipated completion dates.
3.9. Site Access and Circulation
The LTA must evaluate site access and internal circulation to ensure safe and efficient operations. Provide a site plan figure identifying access points and peak hour project-only trips. Discuss access spacing from adjacent intersections.
For truck-generating projects, evaluate truck access and on-site loading accommodations. Estimate peak hour queue lengths and minimum required throat depths (MRTD) at site access points, and assess sight distance and other safety concerns.
The analysis must also address pedestrian access:
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From residential areas to schools
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From public streets to residential and commercial sites
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From nearby bus stops to the project site
3.10. Queuing at Study Intersections
Queue length analysis must be based on LOS results. Identify any locations where queues exceed storage capacity and recommend mitigations such as extended storage lanes, exclusive turn lanes, or other design features.
3.11. Traffic Operations Thresholds
For signalized intersections, significant impacts are identified if project traffic causes:
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LOS to fall below acceptable thresholds
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Increased delay at intersections already operating below acceptable LOS
For unsignalized intersections (all-way or two-way stop control), LOS D or better must be maintained. Two-way stops use worst-approach delay, while all-way stops use average delay. An adverse impact occurs if the project:
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Causes LOS to fall to F and the intersection meets signal warrant criteria
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Increases delay at an intersection already operating at LOS F with warranted signal criteria
Where warranted, evaluate both peak hour and 8-hour signal warrants. Additional warrants (e.g., pedestrian or crash-related) may be required near schools or high pedestrian activity areas.
3.12. Analysis Discussion
The analysis must summarize transportation impacts, particularly those not addressed by existing impact fees. If off-site improvements are required, calculate the project’s fair share contribution based on peak hour volumes.
For any proposed roadway or intersection widening, assess feasibility including right-of-way requirements and potential constraints. Conduct field checks to confirm viability. If improvements are not feasible, clearly document this in the report.
Other issues to address may include:
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Limited visibility at access points
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Need for turn lanes at project entrances
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Increased volumes on residential streets
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Sight distance limitations requiring road realignment
For projects proposing General Plan Land Use changes, include a comparative analysis of planned vs. proposed land uses under cumulative build-out conditions.
The LTA must be submitted in electronic PDF format consistent with the format in Attachment D.
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