4.2 TRANSPORTATION CIRCULATIONcityofsantamariaxweb.com/EIR_Reports/MarianHospital/MarianMedical...Bradley Road, between Main Street and Jones Street, is a two‐lane, one‐way road

4.2 TRANSPORTATION AND CIRCULATION

INTRODUCTION

This section of the Draft EIR addresses the transportation and circulation systems both on the project site and in the

surrounding areas. The information and analysis presented in this section of the EIR is based on the traffic impact

study prepared for the project by Associated Transportation Engineers in May 2006 and on supplemental traffic

counts taken for the project by Associated Transportation Engineers in March 2007. Refer to Appendix 4.2 of this

EIR for a copy of this study. Based on direction from City staff, the traffic study analyzed the traffic impacts on 5

intersections in the areas surrounding the project site based on future traffic conditions in the year 2009 and under

the buildout of the land uses in the General Plan.

EXISTING CONDITIONS

Existing Roadways

Regional access to the City of Santa Maria is available from U.S. 101. Local access to the site is available

from East Church Street and Palisade Drive. A brief description of these roadways and other roadways

in the vicinity is provided below.

East Church Street, between East Cypress Street and Palisade Drive, is a two‐lane road classified as a

local street. East Church Street has an unposted speed limit of 25 miles per hour (mph).

Palisade Drive, between Main Street and the Hancock Park residential subdivision, is a two‐lane road

classified as a local street. Palisade Drive serves the hospital and connects to Main Street on the north

and extends southerly into the neighborhood south of the hospital. The southerly section of Palisade

Drive extends through the residential neighborhood and connects to Farrell Drive, which connects to

Jones Street. Palisade Drive has an unposted speed limit of 25 mph.

Nicholson Avenue, between Main Street and Cypress Street, is a two‐lane road classified as a collector

street. Nicholson Avenue has an unposted speed limit of 25 mph.

Cypress Street, between Nicholson Avenue and East Church Street, is a two‐lane road classified as a

local street. Cypress Street has an unposted speed limit of 25 mph.

Cypress Way, between Palisade Road and Suey Road, is a two‐lane road classified as a local street.

Cypress Way has an unposted speed limit of 25 mph.

Impact Sciences, Inc. 4.2‐1 Marian Medical Center Hospital Expansion Project Draft EIR 888‐01 May 2007

4.2 Transportation and Circulation

Main Street, between Highway 101 and Suey Road, is a four‐lane road classified as a secondary arterial.

Main Street has a posted speed limit of 35 mph.

Suey Road, between Main Street and Jones Street, is a two‐lane road classified as a secondary arterial.

Suey Road has a posted speed limit of 40 mph.

Bradley Road, between Main Street and Jones Street, is a two‐lane, one‐way road classified as a proposed

secondary arterial. Bradley Road has a posted speed limit of 35 mph.

College Drive, between Main Street and Stowell Road, is a two‐lane road classified as a secondary

arterial. College Drive has a posted speed limit of 35 mph.

Study Intersections and Roadway Segment

The following five intersections located within an approximately 0.5‐mile radius of the project site were

selected by the City of Santa Maria for analysis to determine potential impacts related to the proposed

project:

• College Drive/Main Street

• U.S. 101 SB Off‐Ramp–Bradley Road/Main Street

• U.S. 101 NB On‐Ramp–Nicholson Avenue/Main Street

• Palisade Drive/Main Street

• Suey Road/Main Street

All intersections are currently controlled with traffic signals.

The following roadway segment was examined based on comments received during the scoping for the EIR:

• Palisade Drive between Main Street and Jones Street

Existing Traffic Operations

Level of Service Criteria

The study intersections were evaluated using the Intersection Capacity Utilization (ICU) method of

analysis, which determines volume‐to‐capacity (v/c) ratios on a critical lane basis. The overall

intersection v/c ratio is subsequently assigned a Level of Service (LOS) value to describe intersection

operations. Level of Service varies from LOS A (free flow) to LOS F (jammed condition). Intersection



Level of Service definitions for signalized intersections are provided in Table 4.2‐1, Level of Service

Definitions for Signalized Intersections. The City of Santa Maria has established LOS D as the system

performance standard or design guideline for traffic volumes on the roadway system.

Table 4.2‐1

Level of Service Definitions for Signalized Intersections

LOS Volume/Capacity Ratio Description A 0.000–0.600 Free flow conditions; unimpeded ability to maneuver pass; very little delay; no

platoons; highest average travel speeds. B 0.601–0.700 Mostly free flow conditions; presence of other vehicles begins to be noticeable.

Passing is required to maintain speeds; slightly lower average travel speeds than Level of Service A.

C 0.701–0.800 Traffic density clearly affects ability to pass maneuver within the stream. Speeds are reduced to about 50 MPH on highways to about fifty (50) percent of the average on urban arterials. Motorists will experience appreciable tension while driving in urban areas.

D 0.801–0.900 Unstable flow. Speeds are reduced from forty (40) to sixty (60) percent of normal. Passing demand is high although mostly impossible on two‐lane highways. Traffic disruptions usually cause extensive queues.

E 0.901–1.000 Very unstable flow at or near capacity. Passing maneuvering virtually impossible. Extensive platooning on highways queuing on arterials. Speeds range from 20 MPH or less on arterial two‐lane highways up to 50 MPH on multi‐lane highways.

F >1.000 Forced or breakdown flow. Demand exceeds capacity. Vehicles experience short spurts of movements followed by stoppages. Intersection congestion, long queues, delays are common for Level of Service F.

Source: Impact Sciences, 2007

Existing Peak Hour Intersection Operations

The peak‐hour intersection delay, critical v/c ratios, and intersection LOS values at the five study

intersections are shown in Table 4.2‐2, Existing PM Peak‐Hour Levels of Service. All five intersections

currently operate at LOS B or better during the evening peak hour with the existing lane geometrics.

Existing Alternative Transportation Modes

Public Transportation

Santa Maria Area Transit (SMAT) provides daily bus service within the City with a total of 13 routes.

The hours of operation are generally 6:15 AM to 6:45 PM Monday through Friday, 8:15 AM to 5:45 PM on

Saturday and 9:15 AM to 5:45 PM on Sunday.



Table 4.2‐2

Existing PM Peak‐Hour Levels of Service

Intersection Control ICU/LOS

College Drive/Main Street Signalized 0.69/LOS B U.S. 101 SB Off‐Ramp‐Bradley Road/Main Street Signalized 0.61/LOS B U.S. 101 NB On‐Ramp‐Nicholson Avenue/Main Street Signalized 0.68/LOS B Palisade Drive/Main Street Signalized 0.44/LOS A Suey Road/Main Street Signalized 0.43/LOS A Source: Associated Transportation Engineers. CMP Traffic Analysis for the Marian Hospital Expansion Project. May 2006.

The closest bus stop is located in front of the project site along Church Street. Due to its current location

directly in front of the new park and monument, the bus stop will be moved to the west following the

buildout of the new facility.

Regional access via public transportation is also available in the City. The Breeze bus service provides

service to Vandenburg Air Force Base and Lompoc, the San Luis Obispo Regional Transit Authority

provides service to San Luis Obispo County and the Guadalupe Flyer provides regular weekday service

between Guadalupe and Santa Maria.

Bicycle Facilities

The use of bicycles instead of automobiles as a means of transportation improves health and fitness,

provides enjoyment, and reduces air pollution, traffic congestion, energy consumption, and

transportation costs. These benefits justify local and regional government recognition of bicycles as a

viable transportation mode for local trips as well as the development and improvement of facilities to

accommodate safe and efficient bicycle use. Bikeways are defined into four categories: Multi‐Purpose

Trail I, Multi‐Purpose Trail II, Class II (Bike Lane), and Class III (Bike Route). Each category is discussed

below.

Multi‐Purpose Trail I bikeways are completely separated joint use facilities designed for shared

pedestrian and bicycle use. These faculties may be located along rivers, abandoned and existing railroad,

utility rights‐of‐ways and between parks.

Multi‐Purpose Trail II are separated joint use facilities (pedestrian and bicycle) which are used in

conjunction with a Class II bike lane. This type of facility gives the bike rider the option of using the bike

lane or the separated multi‐purpose trail. This facility typically replaces the traditional sidewalk, as it

can serve as both the sidewalk and recreational trail.



Class II (Bike Lane) bikeways are restricted right‐of‐way designed for the exclusive or semi‐exclusive use

of bicycles. Through travel by motor vehicles or pedestrians is not allowed; however, vehicle parking

may be allowed. Crossflows by pedestrians and motorists to gain access to driveways, parking facilities,

or associated land use is allowed.

Class III bikeways (Bike Routes) are shared right‐of‐way routes designated as such by signs placed on

vertical posts or stenciled on the pavement. Any bikeway which shares its through traffic with either or

both moving (not parked) motor vehicles and pedestrians is considered a Class III bikeway.

In the vicinity of the project site, Class II bikeways extend along Main Street, between Bradley Road and

the Santa Maria Landfill, and Suey Road, between Donovan Road and Jones Street.

REGULATORY FRAME WORK

Santa Barbara County Congestion Management Program

Approval of Proposition 111 in June 1990 required the preparation and implementation of a Congestion

Management Program (CMP) in each of Californiaʹs urbanized counties. The Santa Barbara County

Association of Governments (SBCAG) was designated as the County Congestion Management Agency.

The SBCAG Congestion Management Program, adopted May 21, 1998, establishes a minimum Level of

Service at intersections within the CMP designated network.

The CMP requires that the average weekday evening peak period LOS at signalized CMP intersections be

evaluated utilizing the Intersection Capacity Utilization methodology with the input parameters

specified by SBCAG. The three CMP signalized intersections located within the vicinity of the project site

include (1) College Drive/Main Street, (2) U.S. 101 SB Off‐Ramp–Bradley Road/Main Street, and (3) U.S.

101 NB On‐Ramp–Nicholson Avenue/Main Street.

ENVIRONMENTAL ANALYSIS

Significance Thresholds

In order to assist in determining whether a project will have a significant effect on the environment, the

California Environmental Quality Act (CEQA) Guidelines identify criteria for conditions that may be deemed

to constitute a substantial or potentially substantial adverse change in physical conditions. Specifically,



Appendix G of the CEQA Guidelines (Environmental Checklist Form) lists the following items to be

considered when determining whether a project may have a significant impact:

• Cause an increase in traffic which is substantial in relation to the existing traffic load and capacity of the street system (i.e., result in a substantial increase in either the number of vehicle trips, the volume to capacity ratio on roads, or congestion at intersections);

• Exceed, either individually or cumulatively, a Level of Service standard established by the county congestion management agency for designated roads or highways;

• Result in a change in air traffic patterns, including either an increase in traffic levels or a change in location that results in substantial safety risks;

• Substantially increase hazards due to a design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment);

• Result in inadequate emergency access;

• Result in inadequate parking capacity;

• Conflict with adopted policies, plans, or programs supporting alternative transportation (e.g., bus turnouts, bicycle racks).

Each government agency utilizes its own criteria for determining a significant impact. The City of Santa

Maria and SBCAG have established minimum Levels of Service standards that apply to the roadways

and intersections in the study area. These performance standards vary somewhat, depending upon the

agency with jurisdiction over each intersection and roadway segments. In the case of some of the study

intersections evaluated in the traffic study, more than one agency has jurisdiction. All of the study

intersections analyzed in the traffic study are located within the jurisdiction of the City of Santa Maria.

As such, the impact criteria utilized by the City of Santa Maria (discussed below) will be used to assess

the significance of the impacts at each of the study intersections.

Three of the five intersections, College Drive/Main Street, U.S. 101 SB Off‐Ramp‐Bradley Road/Main

Street, and U.S. 101 NB On‐Ramp‐Nicholson Avenue/Main Street, are also located within the jurisdiction

of the SBCAG in addition to the City of Santa Maria. In addition, two of the intersections, U.S. 101 SB

Off‐Ramp‐Bradley Road/Main Street, and U.S. 101 NB On‐Ramp‐Nicholson Avenue/Main Street are also

under the jurisdiction of Caltrans. As such, the impact criteria utilized by SBCAG and Caltrans

(discussed below) will be used to assess the significance of the impacts at each of these three

intersections.



City of Santa Maria Impact Criteria

The City of Santa Maria has established LOS D as the minimum acceptable level of service at

intersections, with mitigations required for LOS E or LOS F operations.

SBCAG Impact Criteria

SBCAG, as the Congestion Management Agency, performs LOS analyses for average weekday evening

peak periods by employing the Intersection Capacity Utilization (ICU) methodology. The Santa Barbara

County CMP determines the significance of individual project traffic impacts based upon the existing

LOS at the CMP intersections. For existing intersections operating at LOS A or B, a significant impact

occurs if the addition of project‐related traffic would result in a decrease of two Levels of Service (e.g., to

LOS D or worse operation). For CMP intersections operating at LOS C, a significant impact occurs if the

addition of project‐related traffic would result in LOS D or worse operation. For CMP intersections

currently operating at LOS D, the addition of 20 or more project‐related peak‐hour trips must be

disclosed in the environmental document as a significant impact. Similarly, the addition of 10 or more

project‐related trips to a CMP intersection currently operating at LOS E or LOS F must be identified in

the environmental document as a significant impact.

For CMP freeway or highway segments operating a LOS D, the addition of 100 or more project‐related

peak‐hour trips must be disclosed in the environmental document as a significant impact. Similarly, the

addition of 50 or more project‐related trips to a CMP intersection currently operating at LOS E or LOS F

must be identified in the environmental document as a significant impact.

Projected Traffic

Traffic Generation

The trip generation potential of the new hospital facility was calculated using generation rates for

hospitals (Land Use No. 610) by square footage, published in the Institute of Transportation Engineers

(ITE) Trip Generation manual (Seventh Edition, 2003). Table 4.2‐3, Project Trip Generation, provides

the peak‐hour trip generation forecast for the new hospital facility. It should be noted that while uses

such as hospitals generate trips during off‐peak hours, the ITE manual focuses on the peak‐hour impacts

due to the fact that intersections are most likely to be affected between the hours of 6:30 to 9:00 AM and

4:30 to 7:00 PM. This is due to the fact that on average the highest traffic volumes occur during

traditional AM and PM peak‐hour commutes. While the hospital may generate more trips during an off‐

peak‐hour time, overall impacts on the intersection would be substantially reduced during off‐peak hour

times when compared to the traditional AM and PM peak‐hour commutes. It is for this reason that the



analysis contained in the traffic study and summarized in this section of the EIR addresses potential

impacts during the traditional AM and PM peak hours.

Table 4.2‐3

Project Trip Generation

Average Daily PM Peak Hour Land Use Size Rate Trips Rate Trips

Hospital Future 403,720 1 15.48 6,251 1.29 521 Existing 177,000 22.49 3,981 2.03 360 Net 226,700 2,270 161 Source: Associated Transportation Engineers. CMP Traffic Analysis for the Marian Hospital Expansion Project. May 2006. 1 This number represents a worse‐case expansion as the actual number will be closer to 393,000 square feet.

As is indicated in Table 4.2‐3, the net increase in trips as a result of the new hospital facility would be

approximately 2,270 daily trips. During the evening peak hour, approximately 161 trip‐ends would be

generated.

Traffic Distribution and Assignment

Traffic distribution is the determination of the directional orientation of traffic. It is based on the

geographical location of the site and the land uses that would serve as trip origins and destinations.

Traffic assignment is the determination of which specific routes project‐related traffic would use, once

the generalized traffic distribution is determined. The basic factors affecting route selection are

minimizing time and distance. Other considerations might be the aesthetic quality of alternate routes,

the number of turning maneuvers, and avoidance of congestion. The traffic distribution associated with

the new hospital facility is shown in Figure 4.2‐1, Project Trip Distribution Assignments.

Project Impacts

Each applicable threshold of significance is listed below followed by analysis of the significance of any

potential impacts and the identification of mitigation measures that would lessen or avoid potential

impacts. Finally, the significance of potential impacts after implementation of all identified mitigation

measures is presented.


Project Trip Distribution Assignments

FIGURE 4.2-1

888-001•02/07

SOURCE: Associated Transportation Engineers – February 2007

NOT TO SCALEn


Threshold: Cause an increase in traffic which is substantial in relation to the existing traffic load and capacity of the street system (i.e., result in a substantial increase in either the number of vehicle trips, the volume to capacity ratio on roads, or congestion at intersections).

Construction

Impact Analysis:

Construction Analysis – Potential off‐site impacts associated with construction activities are due

primarily to employee trips and material hauling. These trips would occur during both on‐site

development and installation of needed infrastructure and improvements associated with the hospital

expansion, such as water, sewer, electric, and natural gas lines. The arrival and departure times for

construction employees would be during off‐peak hours, typically arriving before 7:00 AM and leaving

before 4:00 PM. The movement of heavy construction equipment (e.g., cranes and front‐loaders) to and

from the construction site would occur prior to demolition and construction activities and would be

scheduled during off‐peak hours. Nonetheless, there is the potential for conflicts between construction

activities and through traffic and as such impacts are considered to be significant.

Level of Significance Before Mitigation: Significant.

Mitigation Measures: The following mitigation measure is required to reduce potential construction

traffic and circulation impacts:

4.2‐1 To minimize potential conflicts between construction activity and through traffic, a Construction

Traffic Control Plan shall be developed for use during project construction. The Construction

Traffic Control Plan shall identify all traffic control measures, signs, and delineators to be

implemented by the construction contractor through the duration of demolition and construction

activity. The Construction Traffic Control Plan shall identify contractor information, hours of

construction, construction worker parking information as well as the proposed haul route. The

Construction Traffic Control Plan shall maintain existing access for land uses in proximity of the

project site, limit any potential lane closures to off‐peak travel periods, schedule receipt of

construction materials during non‐peak travel periods, to the extent possible, coordinate

deliveries to reduce the potential of trucks waiting to unload for extended periods of time, and

prohibit parking by construction workers on adjacent streets and direct construction workers to

available parking as determined in conjunction with the City

Level of Significance After Mitigation: Mitigated to less than significant (Class II).



Operational

Impact Analysis:

Intersection Analysis – Existing and Existing plus Project levels of service for study area intersections are

provided in Table 4.2‐4, Existing and Existing Plus Project PM Peak Hour Levels of Service. Existing

intersection turning volumes were obtained from counts completed in January 2006. Levels of service for

the signalized intersections were calculated based on the Intersection Capacity Utilization (ICU)

methodology.

Table 4.2‐4

Existing and Existing Plus Project PM Peak Hour Levels of Service

ICU/LOS

Intersection Control Existing Existing + Project

Project‐Added Trips

College Drive/Main Street Signalized 0.69/LOS B 0.71/LOS C 45 U.S. 101 SB Off‐Ramp–Bradley Road/Main Street

Signalized 0.61/LOS B 0.64/LOS B 101

U.S. 101 NB Off‐Ramp–Nicholson Avenue/Main Street

Signalized 0.68/LOS B 0.72/LOS C 128

Palisade Drive/Main Street Signalized 0.44/LOS A 0.49/LOS A 106 Suey Road/Main Street Signalized 0.43/LOS A 0.43/LOS A 3 Source: Associated Transportation Engineers. CMP Traffic Analysis for the Marian Hospital Expansion Project. May 2006.

As indicated in Table 4.2‐4, the study area intersections would operate at LOS C or better with existing

plus project traffic. Therefore, operational impacts associated with traffic and circulation would be less

than significant.

Level of Significance Before Mitigation: Less than significant.

Mitigation Measures: None are required.

Level of Significance After Mitigation: Less than significant (Class III).

Signal Warrant Analysis – A signal warrant analysis was performed for the Bradley Road/Jones Street

intersection. Counts were taken at the intersection approaches on May 16, 2006 for the analysis. The

traffic signal warrant analysis was based on the Manual on Uniform Traffic Control Devices, California

Supplement, Urban Warrant criteria.



Under existing traffic conditions, none of the warrants for consideration were satisfied. The project

would add 16 PM peak‐hour trips to the intersection, and the intersection is forecast to operate at LOS B

under Existing plus Project and Cumulative conditions. As a result, operational impacts at the

intersection of Bradley Road/Jones Street would be less than significant.




Queuing Analysis – A queuing analysis was performed to address a concern that queuing on the

northbound leg of the U.S. 101 NB On‐Ramp–Nicholson Avenue/Main Street intersection might impede

the operation of the U.S. 101 NB Off‐Ramp/Nicholson Avenue intersection located to the south.

The distance between the U.S. 101 NB On‐Ramp – Nicholson Avenue/Main Street intersection and the

U.S. 101 NB Off‐Ramp/Nicholson Avenue intersection was measured at 543 feet. Using an average

vehicle length of 25 feet (average for cars and trucks), the northbound queue at the U.S. 101 NB On‐

Ramp–Nicholson Avenue/Main Street Intersection could store 21 vehicles before blocking the U.S. 101

NB Off‐Ramp/Nicholson.

During field observations, the northbound queue backed up on the U.S. 101 NB Off‐Ramp/Nicholson

Avenue intersection twice during the PM peak hour. The queue was quickly cleared on both occasions.

Counts taken at the U.S. 101 NB On‐Ramp–Nicholson Avenue/Main Street intersection show current

operations at LOS B during the PM peak hour. The intersection is forecast to operate at LOS C under

Existing plus Project traffic conditions and LOS B under Cumulative plus Project traffic conditions

(westbound right‐turn lane mitigation in place). With the intersection forecast to improve under

cumulative traffic conditions, queuing is not expected to impede operations at the U.S. 101 NB Off‐

Ramp/Nicholson Avenue intersection. Therefore, operational impacts at the intersection of U.S. 101 NB

On‐Ramp–Nicholson Avenue/Main Street would be less than significant.






Palisade Drive Roadway Segment – In response to community concern about increased traffic along

Palisade Drive, traffic counts were collected at the Palisade Drive/Cypress Way intersection in order to

estimate the amount of hospital‐related traffic that uses Main Street as well as traverses the neighborhood

to the south. A hospital shift change occurs at 3:00 PM. Traffic counts were therefore conducted from

2:00 to 4:00 PM to capture the hospital traffic pattern. Of the traffic measured during the 2‐hour count

period, 81 percent of the traffic was oriented to/from Main Street on the north and 19 percent of the traffic

was oriented to/from the neighborhood on the south.

The project would generate 2,270 ADT, with 161 trips during the peak‐hour period. Based on the above

distribution pattern, a maximum of 19 percent of the hospital traffic would use the streets in the

residential neighborhood to the south of the hospital. It is recognized that this is a worst‐case analyses,

since some of the traffic that was observed at the Palisade Drive/Cypress Way intersection may have

been from other uses in the area (the traffic measured at the intersection included the hospital employees

and visitors from the hospital parking lot as well as other uses along Cypress Way).

Two‐lane roads can carry about 1,600 vehicles per lane per hour. Review of the count data shows that

the existing volumes on the local streets south of the hospital carry less than 120 vehicles per lane per

hour, well within their carrying capacities. Assuming 19 percent of the traffic generated by the hospital

expansion would use the neighborhood street equates to a maximum of 31 additional vehicles per hour.

The existing plus project volumes would be less than 150 vehicles per lane per hour, well within their

carrying capacities. The 150 vehicles per lane per hour equates to LOS A and would result in a less than

significant impact.




Threshold: Exceed, either individually or cumulatively, a Level of Service standard established by the county congestion management agency for designated roads or highways.

Impact Analysis: Three of the study intersections analyzed above, College Drive/Main Street, U.S. 101

SB Off‐Ramp–Bradley Road/Main Street, and U.S. 101 NB On‐Ramp–Nicholson Avenue/Main Street, are

CMP intersections. As required by the SBCAG, the required methodology for evaluating CMP

intersections is the Intersection Capacity Utilization (ICU) methodology, which sums the v/c ratios of the

critical movements at the intersection. The CMP intersections were evaluated using the ICU

methodology to determine the potential for significant project related traffic impacts.



In accordance with the SBCAG significance criteria, the significance of project‐related impacts was

determined from the existing LOS and the change in LOS associated with the project. As indicated

above, in Table 4.2‐4, all three intersections are currently operating at LOS B or better during the evening

peak hours. After project related traffic is added to the intersections, all of the intersections will have a

change in LOS during the evening peak hours with the exception of U.S. 101 SB Off‐Ramp–Bradley

Road/Main Street. During the evening peak hour the intersections of College Drive/Main Street and U.S.

101 NB Off‐Ramp–Nicholson Avenue/Main Street are forecasted to have an LOS change from LOS B to

LOS C. Nevertheless, based upon the SBCAG significance threshold criteria, since the LOS at the

intersection is currently LOS B or better and it is not projected to degrade to LOS D, the project is not

considered to have a significant impact on this CMP intersection. Overall, the project will not result in a

significant impact at the three CMP intersections.




Threshold: Result in a change in air traffic patterns, including either an increase in traffic levels or a change in location that results in substantial safety risks.

Impact Analysis: The Santa Maria Public Airport is located approximately 4 miles to the southwest of

the proposed expansion site. The expansion site is not located in the airport’s influence area nor do

planes taking off or landing at the airport fly over the site. Therefore, operations at the Santa Maria Public

Airport would not impact the proposed hospital expansion.

Operations at the hospital involve the reception or evacuation of patients via helicopter (air ambulance).

The helipad at the MMC is presently located in a parking lot to the south of the main hospital. As

discussed in Section 3.0, Project Description, the location of the new helipad is proposed in a parking lot

on parcel 2, which is located to the east across Palisade Drive. On average there are two aircraft landings

each week. It is expected that the number of helicopter landings would remain the same after the

expansion.

The proposed helipad will be designed according to Federal Aviation Administration (FAA) standards,

thus providing air ambulances with adequate room to takeoff and land safely. In addition, aircraft

utilizing the relocated helipad will approach/depart from the east and northwest, thus avoiding the

Hancock Park residential neighborhood to the south and satisfying the FAA requirement for two discrete



approach surfaces separated by at least 135 degrees. For these reasons, impacts associated with the

relocated helipad would be less than significant.




Threshold: Substantially increase hazards due to a design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment).

Impact Analysis: The site is currently developed and frontage improvements, such as streets, sidewalks,

curbs and gutters already exist. The emergency entrance is serviced from Palisade Drive along the east

side of the site. The emergency entrance will be relocated to the south of the hospital expansion, but

would still be serviced from Palisade Drive. Therefore, vehicular access to the emergency entrance

would remain relatively the same and not create a new hazard (i.e., a dangerous intersection), and

impacts associated with hazards due to a design feature or incompatible uses would be less than

significant.




Threshold: Result in inadequate emergency access.

Impact Analysis: The proposed project would be designed to utilize the existing network of regional and

local roadways located in the vicinity of the project site. Access to the site will be provided via three

driveways on Palisade Drive and two driveways on Church Street. The proposed expansion will

increase traffic traveling to and from the site. However, as previously noted, the project would not result

in significant impacts to traffic circulation and, therefore, would not significantly impact emergency

access.






Threshold: Result in inadequate parking capacity.

Impact Analysis: According to the Santa Maria Municipal Code, the proposed project must provide one

off‐street parking space per bed, plus one off‐street space for each employee or staff member. With a

total bed count of 188 and a staff of 576 employees, the proposed Hospital Expansion Project would

require 764 spaces. The proposed project will provide a total of 778 parking spaces, thus exceeding code

requirements by 14 spaces. As a result, the impact of the project on parking is less than significant.




Threshold: Conflict with adopted policies, plans, or programs supporting alternative transportation (e.g., bus turnouts, bicycle racks).

The City of Santa Maria General Plan contains several goals, policies, and objectives that are applicable to

the proposed hospital expansion. Each goal, policy and objective is listed in bold followed by a

discussion of the consistency of the hospital expansion project with each goal, policy, and objective.

Goal C 6 Provide for the development and use of alternative modes of transportation within an integrated system of transportation facilities.

Policy C.6.a.1 Promote the use of alternative transportation modes such as transit, bicycle, pedestrian, airplane and light rail to relieve traffic congestion and improve air quality.

Objective C.6.a.1 Ensure that development projects and subdivisions are designed to be efficiently served by buses, bike routes and pedestrian connections.

Impact Analysis: The proposed project will retain access to alternative modes of transportation by

relocating the bus stop that is presently located along Church Street in front of the main hospital. As

discussed above, the bus stop will be moved to the west following the build out of the new facility. For

this reason the proposed expansion project is consistent with this goal, policy, and objective.






Cumulative Impacts

Cumulative plus Project levels of service for study area intersections are located in Table 4.2‐5,

Cumulative and Cumulative Plus Project PM Peak Hour Levels of Service. Cumulative analysis is

based on traffic forecasts generated by the Santa Maria Traffic Model. The model is updated semi‐

annually using a listing of approved and pending projects in the City of Santa Maria and Orcutt areas.

The level of service for the U.S. 101 NB On‐Ramp–Nicholson Avenue/Main Street intersection assumes

implementation of the westbound right‐turn lane currently being designed.

Table 4.2‐5

Cumulative and Cumulative Plus Project PM Peak Hour Levels of Service

ICU/LOS

Intersection Control Cumulative Cumulative + Project

Project‐Added Trips

College Drive/Main Street Signalized 0.72/LOS C 0.73/LOS C 45 U.S. 101 SB Off‐Ramp–Bradley Road/Main Street


U.S. 101 NB On‐Ramp–Nicholson Avenue/Main Street


Palisade Drive/Main Street Signalized 0.49/LOS A 0.55/LOS A 106 Suey Road/Main Street Signalized 0.62/LOS B 0.62/LOS B 3 Source: Associated Transportation Engineers. CMP Traffic Analysis for the Marian Hospital Expansion Project. May 2006.

As indicated in Table 4.2‐5, the study area intersections would operate at LOS C or better with

cumulative plus project traffic. Therefore, cumulative impacts associated with traffic and circulation

would be less than significant (Class III), and the project’s incremental effects are not cumulatively

considerable. However, despite the less than significant impact finding, the project would still be

required to pay City of Santa Maria traffic mitigation fees.

On the Palisade Drive roadway segment, the cumulative traffic model does not show any increase in

traffic within the neighborhood as a result of approved and pending projects in the area. Thus, the local

streets south of the hospital are anticipated to carry fewer than 150 vehicles per lane per hour and operate

at LOS A under cumulative plus project conditions and result in less than significant cumulative impacts

(Class III), and the project’s incremental effects are not cumulatively considerable.


Documents

4.2 TRANSPORTATION CIRCULATIONcityofsantamariaxweb.com/EIR_Reports/MarianHospital/MarianMedical...Bradley Road, between Main Street and Jones Street, is a two‐lane, one‐way road