1 -
Introduction

2 -
Vision Statement

3 -
Land Use

4 -
Circulation

5 -
Conservation

6 -
Noise

7 -
Safety

8 -
Recreation

9 -
Historical

10 -
Community Design

11 -
Glossary

- Maps

CHAPTER FOUR

CIRCULATION ELEMENT

Introduction

State law requires that a Circulation Element include "the general location and extent of existing and proposed major thoroughfares, transportation routes, terminals and other public utilities and facilities". This element defines transportation facilities, and includes the goals, policies and implementation measures for the City's circulation system. The Circulation Element's provisions are mandated by State law to be correlated with, and thus support, the goals, objectives, and policies of the Land Use Element.

It is the underlying goal of the entire Circulation Element that the City's circulation system 1) promote the safe, efficient and reliable movement of the people and goods; 2) facilitate a level of transition from the automobile to other modes of transportation; and 3) provide an adequate level of transportation service for all persons traveling in and through Grass Valley.

As in most areas, to travel within or through the Grass Valley vicinity, one is very dependent on the automobile. Until recently, this dependence was not viewed as a critical issue. That is no longer the case. Traffic congestion is no longer confined to major urban centers. Some of the worst recurring traffic conditions in the area occur along Highway 49. Some of the City's collectors and arterials, particularly Main Street and in the unincorporated area of Nevada County, Brunswick Road, are now experiencing regular peak hour congestion.

Travel demand is expected to increase as the City population increases to the levels forecasts for the year 2020. This population increase, coupled with increases in employment, will challenge the City to find solutions which will maintain roadway Level of Service standards.

For these reasons, the City is committed to actively pursuing policies and implementation measures that will promote car-pooling, transit and non-vehicular modes of travel (bicycles and walking) as alternatives to single-occupant automobile use. In this effort, the City will be making a long-term commitment to alternative forms of transportation.

No City or County is an island in its regional setting. It is, therefore, important that the City coordinate its Circulation Element provisions with neighboring jurisdictions, and with regional and State plans.

The provisions of the Circulation Element affect the community's physical, social and economic environment. The location, design and constituent modes of the City's circulation system affect air quality, noise, energy use, community appearance, land use patterns and other factors. The circulation system should be accessible to all segments of the population, including the disadvantaged, the young, the poor, the elderly and the handicapped. In addition, the efficiency of a community's circulation system can either contribute to or adversely affect the community's economy. All of these factors must be considered in developing circulation policy.


The Circulation Element discusses the following components of the circulation system.

  1. Functional Classification
  2. Level of Service
  3. Transit
  4. Non-vehicular Transportation

Functional Classification

The objective of functional classification is to group into connecting systems roads and streets having similar functions, purposes and importance in the roadway network. In turn, the systems are distinguished by their more general functions and levels of importance.

Careful long-range planning of the City's roadways is needed to meet Grass Valley's Circulation goals. This includes the establishment of a comprehensive designation of all roadways throughout the City. A sound functional classification is essential for:

Long-range planning and coordination

Determining right-of-way requirements and preserving right-of-way

Defining design standards and operations of facilities in each class

Developing budgets and funding programs according to priority

Determining acceptable levels of traffic volumes, especially on the local and collector street systems

Roadways have two functions, which are incompatible from a design standpoint: 1) to provide mobility and 2) to provide land access. High and constant speeds are desirable for land access. A functional classification system provides a functional specialization in meeting the access and mobility requirements of the roadways. Local streets emphasize a high level of mobility for through movement, and collectors offer a more balanced service for both functions.

The existing street network in the City of Grass Valley is a product of both roadways that have provided access to the older portions of the City for decades, and roadways that were designed to serve the areas of new development. As a result, in the older portions of the City, some roadways function as arterial or collector roadways, but they have not previously been classified as such.

Freeways / Expressways. Freeways and Expressways are regionally important facilities which link the community of Grass Valley with its Nevada County neighbors and with regional destinations. These facilities are high speed, restricted access facilities providing little direct linkage to adjoining property but providing access via interchanges or, in the interim, major signalized intersections. Freeways and Expressways are designed to the standards of the California Department of Transportation (Caltrans) and improvements to these facilities are planned and implemented through a cooperative effort of Caltrans, the Nevada County Transportation Commission, Nevada County, the City of Grass Valley and Nevada City. State Highways 20 and 49 are the Freeways and Expressways serving Grass Valley.

Arterial Streets. The primary function of arterial roadways is to move large volumes of traffic through the community to other sections of the City and beyond. In more recently developed areas the right-of-way for arterials is either 84 or 100 feet, and while most arterials are two lanes, four lane arterials can be developed in response to traffic demands. Some roadways function as arterials due to the current high traffic volumes and their key linkages between one section of the City and another. For these roadways, current right-of-way widths vary, but most contain only two traffic lanes.

Collector Streets. Collector streets generally link local residential streets and commercial and office parking areas to the arterials. In new areas, these streets are generally designed with a 54 or 60 foot right-of-way and contain two traffic lanes with bike lanes. In older portions of the community, a number of roadways function as collector roadways due to moderate traffic volumes and their linkage to the arterial roadway system. Right-of-way widths vary, with most containing two traffic lanes.

Local Streets. Local streets provide direct access to abutting land and access to the collector street system. The right-of-way for local streets is normally 54 feet which provides for two traffic lanes and a narrow parking lane that doubles as a Class II bikeway on both sides. Actual pavement widths for local streets vary throughout the City.

The Circulation Plan (existing and planned arterial and collector roadway system) is depicted in Figure 4-1 and Table 4-1. All roadways not included as freeways, arterial, or collector roadways in Figure 4-1 and Table 4-1 are local streets. Conceptual alignments through planned annexations areas indicate potential ultimate connections of existing and planned arterials. The exact location and need for each new roadway in the Special Development Areas will be evaluated during the preparation of Specific Plans or similar detailed development plans.

New transportation facilities needs as shown on the Circulation Plan (Figure 4-1) are:

  • Construction of a new interchange on Highway 20/49 at Dorsey Drive.
  • Construction of a new intersection or interchange on Highway 49 in the area of Crestview Drive-Smith Road in southern Grass Valley.
  • Construction of a new arterial road through the North Star area linking the Brighton/McCourtney intersection near Highway 20 with the new Crestview-Smith intersection or interchange on Highway 49. This new road would be connected to a southward extension of Freeman Lane. It is the City's policy, however, that Freeman Lane not be extended southward from its current termination north of Wolf Creek, until and unless the new Crestview-Smith arterial road is constructed.
  • Extension of Dorsey Drive easterly to Brunswick Road.
  • Reconstruction of the McKnight Way Interchange on Highway 49 to create modern roundabout intersections.
  • Reconstruction of the Highway 174/Highway 20/49 interchange as a modern roundabout.
  • Construction of a new road network in the northeastern quadrant of the Planning Area, linking existing and planned streets and roads.
  • Closure of Idaho-Maryland road at the Brunswick Road intersection.

TABLE 4-1

FUNCTIONAL CLASSIFICATION

CITY OF GRASS VALLEY'S ARTERIAL AND COLLECTOR ROADWAY

ARTERIALS

COLLECTORS

South Auburn Street

Brighton Street Extension

Brunswick Road

Crestview Extension

Empire Street

Idaho Maryland Road (part)

LaBarr Meadows Road

Main Street

Mill Street

Neal Street

Nevada City Highway

Sierra College Drive (part)

Allison Ranch Road

Alta Street

East Bennett

Brighton Street

Butler Street

Dorsey Drive

Empire Street

Freeman Lane

Hughes Road

Idaho Maryland Road (part)

McCourtney Road

McKnight Way

Mill Street

Richardson Street

Ridge Road

Sierra College Drive (part)

Sutton Way

Taylorville Road

Whispering Pines Lane

All roadways not listed here are designated as local streets.

Another important component of the City's functional classification are truck routes. Currently the City has no designated truck routes within the Grass Valley City limits, although trucks are prohibited on East Maryland Drive.

Level of Service

For General Plan level analysis, the levels of service (LOS) on individual roadway segments is determined based on general daily traffic volume thresholds which account for such factors as the level of access control, terrain, traffic control, etc. The thresholds employed in the Nevada County General Plan and by the Nevada County Transportation Commission (NCTC) in previous regional studies were used. These daily traffic volume standards are presented in Table 4-2.

TABLE 4-2

DAILY PLANNING SERVICE VOLUME CRITERIA
FUNCTIONAL CLASS

LANES

LOS A

LOS B

LOS C

LOS D

LOS E

Interstate and

Freeway

4

6

59,400

89,100

69,300

103,950

79,200

118,800

89,100

133,650

99,000

148,500

Arterial

2

4

6

9,300

18,600

27,900

10,850

21,700

32,550

12,400

24,800

37,200

13,950

27,900

41,850

15,500

31,000

46,500

Collector

2

6,600

7,700

8,800

9,900

11,000

Currently there are four roadway segments in the Planning Area which fail to deliver LOS "D" conditions. As shown in Table 4-3, these are:

TABLE 4-3

EXISTING ROADWAY LEVEL OF SERVICE DEFICIENCIES

ROAD LOCATION

NUMBER OF LANES

ADT

LOS

Sutton Way W of Brunswick Road

2

13,661

E

Brunswick Road S of Idaho Maryland Road

2

14,504

E

Brunswick Road NW of Loma Rica Drive

2

14,056

E

Nevada City Highway Grass Valley City Limits

2

14,355

E

The City intends to mitigate these roadway deficiencies through its Capital Improvement Program which is described in the implementation section of this component.

Levels of Service are also determined for intersections using procedures outlined in the 1994 Highway Capacity Manual. Table 4-4 indicates the characteristics of Levels of Service at intersections controlled by stop signs and by traffic signals.

Levels of Service are estimated for future travel conditions to ensure that a roadway will provide acceptable operations for its "design life", which is commonly 20 years. For the General Plan, the year 2020 will be used for estimating traffic demand and determining Levels of Service on the roadway system. The City has established Level of Service "D" as the goal for both the General Plan and for the development of Citywide and regional traffic impact fees.

TABLE 4-4

LEVEL OF SERVICE DEFINITIONS

LEVEL OF SERVICE

SIGNALIZED INTERSECTION

UNSIGNALIZED INTERSECTION

"A"

Uncongested operations, all queues clear in a single-signal cycle. Delay 5.0 sec Little or no delay.

Delay 5 sec/veh

"B"

Uncongested operations, all queues clear in a single cycle.

Delay > 5.0 sec and 15.0 sec
Short traffic delays.

Delay > 5 sec/veh and 10 sec/veh

"C"

Light congestion, occasional backups on critical approaches.

Delay > 15.0 sec and 25.0 sec
Average traffic delays.

Delay > 10 sec/veh and 20 sec/veh

"D"

Significant congestions of critical approaches but intersection functional. Cars required to wait through more than one cycle during short peaks. No long queues formed.

Delay > 25.0 sec and 40.0 sec
Long traffic delays.

Delay > 20 sec/veh and 30 sec/veh

"E"

Severe congestion with some long standing queues on critical approaches. Blockage of intersection may occur if traffic signal does not provide for protected turning movements. Traffic queue may block nearby intersection(s) upstream of critical approach(es).

Delay > 40.0 sec and 60.0 sec
Very long traffic delays, failure, extreme congestion.

Delay > 30 sec/veh and 45 sec/veh

"F"

Total breakdown, stop-and-go operation. Delay > 60.0 sec Intersection blocked by external causes. Delay > 45 sec/veh
Sources: 1994 Highway Capacity Manual

Existing and Future Traffic Conditions

An analysis of the roadway improvements needed to maintain a Level of Service "D" standard in the year 2020 has been conducted using land use growth assumptions and the NCTPA sub-regional travel demand model. Year 2020 roadway improvement needs are shown in Table 4-5. Figure 4-2 is an index map showing numbered locations of traffic counts shown in Table 4-5. Numbered locations correspond to road segments in the "Road" column. Figure 4-3 shows road segments requiring four lanes by the Year 2020, based upon projected traffic volumes and an assumed LOS "D" or better.

TABLE 4-5

ROADWAY DAILY TRAFFIC VOLUMES LEVELS OF SERVICE

SECTION 1 - FREEWAYS

ROAD LOCATION

NO. OF LANES

EXISTING

2020

EXISTING

YEAR 2020

ADT

LOS

ADT

LOS

1.

State Route 49/20 S of N. Auburn St

4

4

29,000

A

59,500

B

2.

State Route 49/20 S of Bennett St

4

4

36,000

A

52,500

A

3.

State Route 49/20 S of Idaho-Maryland

4

4

37,000

A

64,900

B

73.

State Route 49/20 S of Dorsey

4

4

30,500

A

56,600

A

4.

State Route 49/20 S of Brunswick Rd

4

4

30,500

A

41,100

A

74.

State Route 49/20 N of Brunswick Rd

4

4

30,000

A

40,000

A

75.

State Route 49 S of Crestview/Smith Ext

4

4

21,700

A

35,800

A

5.

State Route 49 N of Crestview/Smith Ext

4

4

21,700

A

32,700

A

6.

State Route 49 S of SR 20

4

4

32,500

A

41,650

A

7.

State Route 20 W of Mill St

4

4

14,200

A

25,170

A

8.

State Route 20 W of SR 49

4

4

15,000

A

27,500

A

76.

State Route 20 W of Brighton

4

4

14,200

A

25,200

A

ADT = Average Daily Traffic

LOS = Level of Service

( ) = Planned Road

TABLE 4-5

ROADWAY DAILY TRAFFIC VOLUMES LEVELS OF SERVICE

SECTION 2 - ARTERIALS

ROAD LOCATION

NO. OF LANES

EXISTING

2020

EXISTING

YEAR 2020

ADT

LOS

ADT

LOS

9.

State Route 174 E of SR 20

2

2

6,200

A

12,000

C

10.

State Route 174 E of Central St

2

2

4,500

A

7,350

A

11.

State Route 174 E of Ophir St

2

2

5,100

A

5,150

A

12.

State Route 174 S of Race St

2

2

5,400

A

7,250

A

13.

State Route 174 E of Empire Mine

2

2

5,600

A

9,000

A

79.

South Auburn St S of Main

2

2

NA

NA

5,700

A

14.

South Auburn St S of Mohawk St

2

2

7,802

A

7,800

A

15.

South Auburn St N of School Alley

2

2

6,852

A

6,950

A

16.

South Auburn St N of Whiting St

2

2

7,139

A

10,400

B

17.

South Auburn St NW of E. McKnight Way

2

4

8,228

A

14,300

A

90.

Bennett Road E of SR 49/20

2

2

NA

NA

5,700

A

94.

Brighton Extension S of McCourtney

(2)

2

NA

NA

4,600

A

95.

Brighton Extension W of Allison Ranch Rd

(2)

2

NA

NA

5,600

A

18.

Brunswick Road On Overcrossing 49/20

4

4

26,172

D

17,100

A

72.

Brunswick Road N of Dorsey Drive

2

4

12,235

C

14,600

A

19.

Brunswick Road S of Ranchview Ct

2

4

12,235

C

14,600

A

20.

Brunswick Road N of Whispering Pines

2

4

14,504

E

12,600

A

21.

Brunswick Road NW of Loma Rica Dr

2

4

14,056

E

18,600

A

22.

Brunswick Road NW of E. Bennett

2

2

10,686

B

11,200

C

69.

Centennial Drive S of Idaho Maryland

2

2

NA

NA

9,600

B

62.

Crestview/Smith Ext E of Allison Ranch Rd

(2)

2

NA

NA

6,050

A

102.

Crestview/Smith Ext E of Taylorville

(2)

2

NA

NA

3,100

A

40.

Dorsey Drive SE of Segsworth Way

2

4

5,541

A

15,400

A

67.

Dorsey Drive W of Sutton Way

(2)

2

NA

NA

13,500

D

85.

Dorsey Drive E of Sutton

(2)

2

NA

NA

12,800

D

86.

Dorsey/Whispering Pines Loop N of Idaho Maryland

(2)

2

NA

NA

12,800

D

87.

Dorsey/Whispering Pines Loop S of Idaho Maryland

(2)

2

NA

NA

8,250

A

23.

Empire Street E of Le Duc St

2

2

4,923

A

4,900

A

64.

Idaho Maryland Rd E of Railroad

2

4

12,111

C

24,700

C

24.

La Barr Meadows SE of E. McKnight Way

2

2

10,028

B

10,100

B

80.

La Barr Meadows N of Crestview/Smith Ext

2

2

NA

NA

7,950

A

82.

La Barr Meadows S of Crestview/Smith Ext

2

2

NA

NA

11,200

C

74.

Main Street S of Squirrel Creek

2

2

5,763

A

10,200

B

63.

Main Street W of Auburn

2

2

NA

NA

9,450

B

71.

Main Street E of Bennett St

2

2

12,172

C

16,500

F

70.

Main Street N of Idaho Maryland

2

4

NA

NA

21,900

C

73.

McCourtney Road W of 20 Ramps

2

2

NA

NA

9,900

B

50.

W. McKnight Way SW of Taylorville Rd

2

4

8,882

A

16,800

A

25.

Mill Street S of Neal St

2

2

5,786

A

12,100

C

26.

Mill Street NE of Rhode Island St

2

2

5,750

A

8,600

A

92.

Mill Street N of McCourtney

2

2

NA

NA

12,100

C

27.

Neal Street E of Church St

2

2

5,239

A

3,750

A

77.

Nevada City Hwy S of Sierra College

2

4

NA

NA

15,400

A

28.

Nevada City Hwy Grass Valley City Limits

2

4

14,355

E

15,000

A

83.

Nevada City Hwy E of Brunswick

2

2

NA

NA

11,800

C

78.

Ophir S of Bennett

2

2

NA

NA

9,050

A

57.

Sierra College Dr E of Main Street

2

4

4,546

A

16,700

A

58.

Sutton Way E of Brunswick

2

2

9,040

A

10,800

A

59.

Sutton Way W of Brunswick

2

2

13,661

F

6,300

A

68.

Sutton Way N of Dorsey Dr

2

2

NA

NA

6,150

A

84.

Sutton Way S of Dorsey Dr

2

2

NA

NA

5,200

A

60.

Whispering Pines Ln W of Brunswick Rd

2

2

1,494

A

8,250

A

ADT = Average Daily Traffic

LOS = Level of Service

NA = Not Available

TABLE 4-5

ROADWAY DAILY TRAFFIC VOLUMES LEVELS OF SERVICE

SECTION 3 - COLLECTORS

ROAD LOCATION

NO. OF LANES

EXISTING

2020

EXISTING

YEAR 2020

ADT

LOS

ADT

LOS

29.

Allison Ranch Rd S of McCourtney

2

2

720

A

600

A

30.

Allison Ranch Rd N of North Star Mine Rd

2

2

665

A

600

A

98.

Allison Ranch Rd S of Crestview/Smith Ext

2

2

NA

NA

50

A

31.

Alta Street N of West Main St

2

2

4,203

A

3,000

A

32.

Alta Street S of Alta Vista Dr (S)

2

2

3,587

A

1,300

A

33.

Alta Street N of Alta Vista Dr (S)

2

2

3,476

A

850

A

34.

Alta Street SE of Ridge Road

2

2

3,380

A

1,100

A

96.

Old Auburn Rd S of McCourtney

2

2

NA

NA

1,450

A

81.

Old Auburn Rd S of North Star Connection

2

2

NA

NA

1,750

A

66.

E. Bennett Road E of Centennial

2

2

NA

NA

5,250

A

35.

E. Bennett Road E Grass Valley City Limit

2

2

2,142

A

8,150

C

93.

Brighton Street N of McCourtney

2

2

NA

NA

6,750

B

36.

Brighton Street N of McCourtney

2

2

3,830

A

6,750

B

37.

Brighton Street S of Chapel

2

2

2,581

A

3,950

A

38.

Butler Street W of Minnie

2

2

813

A

3,150

A

39.

Butler Street E of Packard Dr

2

2

929

A

3,100

A

65.

Centennial Drive N of E. Bennett

(2)

2

NA

NA

7,350

B

91.

North Collector W of Allison Ranch

(2)

2

NA

NA

600

A

99.

South Collector E of Old Auburn

(2)

2

NA

NA

1,150

A

100.

South Collector E of North Star Loop Rd

(2)

2

NA

NA

1,400

A

97.

South Collector W of Allison Ranch

(2)

2

NA

NA

1,950

A

41.

Empire Street E of Kate Hayes St

2

2

4,278

A

3,900

A

42.

E. Empire Street E Grass Valley City

2

2

4,178

A

3,900

A

43.

Freeman Lane N of McKnight Way

2

2

8,142

C

12,200

F

44.

Freeman Lane SW of McKnight

2

2

NA

NA

4,800

A

61.

Freeman Lane E of Mill

2

2

NA

NA

9,250

D

45.

Hughes Road NW of E. Main St

2

2

7,852

C

13,200

F

46.

Hughes Road S of Ridge Rd

2

2

3,872

A

10,400

E

47.

Idaho Maryland Rd W of Brunswick

2

2

3,570

A

3,850

A

48.

Idaho Maryland Rd E of Brunswick Rd

2

2

1,918

A

3,050

A

49.

McCourtney Road W of Brighton St

2

2

8,650

C

9,300

D

101.

McCourtney Road W of Old Auburn Rd

2

2

5,676

A

10,100

E

51.

Mill Street N of Bank Street

2

2

5,399

A

5,150

A

52.

Richardson Street E of Alta Street

2

2

1,171

A

2,900

A

53.

Ridge Road W of Ridge Estates Rd

2

2

5,059

A

8,000

C

54.

Ridge Road N of Hughes Rd

2

2

7,815

C

10,900

E

55.

Ridge Road S of Hughes Rd

2

2

7,625

B

10,400

E

88.

Ridge Road W of Alta

2

2

5,339

A

7,600

B

89.

Ridge Road E of Rough & Ready Hwy

2

2

4,263

A

11,600

F

56.

Sierra College Dr SE of Ridge Rd

2

2

3,180

A

7,200

B

103.

Taylorville S of McKnight

2

2

NA

NA

0

A

104.

Taylorville S of Crestview/Smith Ext

2

2

NA

NA

3,100

A

LOS = Level of Service

ADT = Average Daily Traffic

NA = Not Applicable

(2) = Planned Road

  • The planned number of lanes for all new roadways in the annexation areas should be adequate to accommodate projected year 2020 P.M. peak hour traffic flows and provide a Level of Service "D". In these areas, feasible at-grade improvements were identified for all major intersections.
  • As shown in Figure 4-3, a number of existing roadways in the infill areas of the City will require widening to provide Level of Service "D" operating conditions in the year 2020. Some of these locations are already deficient, while others will experience increased traffic as a result of future growth. Also, a number of existing intersections will require improvements.

  • A number of existing intersections will require improvements to provide Level of Service "D". As shown in Table 4-6, implementation of the General Plan Circulation Element and construction of the improvement projects included in the current General Plan, will result in satisfactory levels of Service at most locations.

TABLE 4-6

YEAR 2020

INTERSECTION LEVELS OF SERVICE
INTERSECTION

EXISTING

2020

LOS

DEL/

VEH

LOS

DEL/

VEH

V/C

#381

Colfax Hwy/SR 49 Frontage

B

14.1

0.633

#383

Main/Idaho Maryland/SR 49 SB Ramps

C

17.9

F

129.5

1.285

#384

Idaho Maryland/SR 49 EB Ramps

A/C

2.4

C

17.4

0.747

#385

Brunswick/SR 49 NB Ramps

B

11.5

.659

#386

Brunswick/SR 49 SB Ramps

C

15.2

0.394

#397

Idaho Maryland/Centennial

A/C

3.7

C

6.2

#398

Whispering Pines/Centennial

C

20.3

0.512

#409

Bennett/Centennial

F

9.6

#413

Freeman/McCourtney/Mill/Allison

B

7.8

C

21.5

0.633

#414

Mill/SR 20 WB Ramps

C

12.9

C

16.8

0.629

#415

McCourtney/SR 20 EB Ramps

A/E

3.5

C

17.0

0.509

#454

Sierra College/Litton/Robert Ross Way

F

53.2

D

23.1

1.451

#565

SR 49/Crestview

C

23.5

0.930

#640

Main/Bennett/Washington

C

21.5

0.760

#641

Colfax Hwy/Ophir

C

19.5

0.594

#669

Main/Alta

C

24.1

0.793

#675

McKnight/SR 49 SB Ramps

C

22.6

C

21.0

0.773

#676

McKnight/SR 49 NB Ramps

C

19.6

C

19.6

0.729

#677

Empire/SR 20 SB Ramps

D

36.8

1.030

#678

Empire/SR 20 NB Ramps

B

13.8

0.513

#750

Nevada City Hwy/Sierra College

C

24.3

0.691

#751

Nevada City Hwy/Hughes

C

19.3

0.760

#754

Ridge/Hughes1

B

7.1

B

9.5

0.750

#755

Sierra College/Morgan Ranch/Ridge1

B/F

5.5

C

19.2

0.511

#766

McCourtney/Brighton

A/C

1.6

D

27.1

0.752

#770

Auburn/Empire

B

9.1

F

79.6

1.061

#797

Brunswick/Nevada City Hwy

C

15.1

0.350

#799

Auburn/Main

B

12.9

C

15.5

0.554

#804

Mill/Neal

B

8.7

F

66.1

1.027

#805

Bennett/Ophir

C

19.9

0.675

#813

Auburn/Neal

C

23.3

0.621

#817

Brunswick/Sutton

D

26.3

0.822

#818

Dorsey/Sutton

C

19.4

0.655

#819

Idaho Maryland/Sutton

A

1.5

A

2.9

0.000

#831

Freeman/McKnight

C

10.4

F

108

0.788

#1006

Auburn/SR 49 Frontage

B

10.9

0.352

#1841

Brunswick/Whispering Pines

F

ovrfl

#2007

Brunswick/Dorsey

F

ovrfl

V/C = Volume to Capacity Ratio

LOS = Level of Service

Delay presented in seconds per vehicle

A/F = Average Intersection Delay/Worst Case Delay

1 = AM Peak Hour

  • In some locations the feasibility of widening existing roads to four lanes is problematic. Although forecast traffic volumes suggest the need to widen a portion of Main Street to a four lane section, the City of Grass Valley recognizes that this level of improvement will likely prove to be impractical in the segment of Main from Alta Street east to Idaho-Maryland Road. While the resulting traffic conditions on this road may exceed the LOS "D" standard, the City is committed to maintaining adequate traffic flow in this area by increasing intersection capacity, developing parallel routes, improving pedestrian linkages, promoting alternative transportation modes.

Similarly, widening to four lanes may also be deemed impractical on some collector streets. Ideally, the City will continue to strive to provide at least a Level of Service (LOS) "D" at all locations. However, there may be locations where the City may decide that the impacts and/or costs of the required improvements exceed the benefits of having LOS "D" for all hours of the day. Allowing some flexibility enables the City to identify circumstances in which major improvements are not desirable. While this could lead to some intersections operating at worse than LOS "D" conditions for a limited amount of time per day, it would still maintain an overall high Level of Service standard for the City's roadway system.

Public Transit

Public transportation will be of increasing importance during the planing period. Several trends contribute to the need for a responsive transit system: a growing elderly population, already over 30-percent of the City population; demand for tourist-oriented public transportation linking Downtown and places of interest; commutation on Highway 49 south and, to a lesser extent, on Highways 20 and 174; clustering of business and commercial activity (as called for by this General Plan) so as to facilitate public transportation routing and scheduling.

The Grass Valley area is currently served by three public transportation services:

  • Gold Country Stage. A fixed route system serving populated centers in western Nevada County plus Colfax.
  • Dial-a-Ride. Demand-based para-transit service operated by a private, non-profit organization.
  • Gold Country Telecare. Private, non-profit system for handicapped and elderly patrons, using vans and similar vehicles to transport passengers to shopping and medical appointments.

Express bus commuter service is planned for a route serving Nevada City/Grass Valley/Sacramento.

The future outlook for transit depends upon some key factors and substantial commitment by the City of Grass Valley:

  • A sound plan for transit, based on realistic demand and financial projections.
  • A commitment to sustained dependable service, and an understanding of the level of subsidy necessary to support such service.
  • Coordination and cooperation among service providers.
  • Limiting the number of public transportation providers, so as to discourage proliferation of small, ineffectual entities.

Trails-Sidewalks Network (including Bikeways)

In the past 25 years, numerous bicycle, pedestrian, and equestrian trails have been planned in Grass Valley. Few have materialized. The only formal trails in Grass Valley are the Empire Mine State Park and the Litton Trail. The 1996 Nevada County Master Bicycle Plan identifies bike lanes within the City of Grass Valley. The City has not yet adopted this plan. Currently, the only designated bike facilities with the City and immediate vicinity are on Ridge Road from Hughes Road to the Nevada Union High School and on East Main from Hughes to the Nevada City Highway.

Both from the standpoints of transportation and recreation, demand for non-vehicular routes is large and growing. In addition, safety concerns make pedestrian ways imperative, particularly along busy, high speed streets. The General Plan Land Use Plan establishes a future land use pattern conducive to non-vehicular circulation, if a non-vehicular infrastructure network can be provided. Aspects of the Land Use Plan "friendly" to non-vehicular plans are: locations of traffic generating uses close enough to residential areas to facilitate walking and bicycling; support for infill and higher density residential areas "close in"; and measures to minimize sprawl.

This General Plan includes a Trails-Sidewalks Plan (see Recreation Element for description and map). The system is intended to provide for multi-purpose use of off-road trails and, where trails are impractical, sidewalks for pedestrian use. Trails and sidewalks link together to form a viable network plan.

The Trails-Sidewalks Plan contemplates bicycle paths within trail easements to the extent possible. Bike lanes along roadways are considered less desirable, but inevitable if no other alternative exists. Selected existing streets and roads (not served by bike paths within the trail system) should be retrofitted with bicycle lanes. Bicycle lanes should be provided on all new streets and roads, other than freeways and expressways.

Circulation Goals and Objectives

1-CG Provide a circulation system that utilizes a variety of transportation modes, including alternative means of transportation.

1-CO Development of a viable pedestrian and bicycle transportation network (sidewalks, paths, lanes and trails) providing alternatives to motorized vehicular transportation.

2-CO Ongoing examination of transit opportunities and funding mechanisms.

3-CO Inclusion of alternative transportation in local and regional transportation plans, as appropriate.

2-CG Ensure that street and roadway improvements complement and support land use goals, objectives, policies and plans.

4-CO Placement of public transportation access at convenient locations.

5-CO Convenient, safe and functional facilities for pedestrians, bicyclists and equestrians.

6-CO Flexible standards that respect existing neighborhoods.

7-CO Use of City standards throughout the Planning Area.

3-CG Provide for the safe and efficient movement of people and goods in a manner that respects existing neighborhoods and the natural environment.

8-CO Routing of through-traffic around neighborhoods to collector streets.

9-CO Use of traffic calming techniques to protect neighborhoods and residents from adverse traffic impacts.

10-CO Protection of stream courses, riparian areas and other natural features.

11-CO Development and implementation of a comprehensive traffic safety program, including improvement of facilities serving pedestrian needs.

4-CG Maintain, improve and expand the existing circulation and transportation system to provide reasonable ingress, egress and internal movement.

12-CO Establishment of and adherence to a functional hierarchy of streets and highways, both within the city and throughout the Planning Area.

13-CO Improvement of the transportation system to facilitate commerce and economic development.

5-CG Maintain Adequate Emergency Access

12-CO Improvement and maintenance of adequate emergency access throughout the city.

Circulation Policies

1-CP Coordinate bikeway and trail system planning with Nevada County, linking the city network with similar facilities in unincorporated areas.

2-CP Plan for multi-purpose transportation/recreation bicycle and pedestrian facilities to optimize facility usage and enhance potential funding.

3-CP Improve public transportation to better link existing and future residential areas with high traffic generating commercial/industrial nodes.

4-CP Develop plans for free or low-fare transit serving the downtown area, Empire Mine and other areas of particular interest.

5-CP Develop plans, in conjunction with existing transit agencies, for a shuttle bus service to accommodate inter-modal transfers and to make transit facilities more convenient.

6-CP Locate transit stops and park and ride facilities near freeway interchanges and in conjunction with higher density residential and mixed-use developments.

7-CP Provide park and ride facilities to encourage car pooling and discourage excess automobile usage.

8-CP Incorporate separated, non-motorized paths in street cross-section designs whenever feasible.

9-CP Adopt appropriate designs, techniques and standards to calm traffic through residential neighborhoods.

10-CP Encourage Nevada County to utilize City roadway, access and circulation standards within the Planning Area.

11-CP Design selected streets and intersections employing modern roundabouts and other traffic calming techniques.

12-CP Adhere to high safety standards where pedestrians and bicyclists are exposed to motorized vehicles.

13-CP Assure the continuity of sidewalks by instituting a city-wide sidewalk planning/construction programs.

14-CP Provide street lighting in existing neighborhoods as necessary.

15-CP Avoid environmentally sensitive areas, to the extent feasible, when expanding the roadway network.

16-CP Eliminate curb cuts and other vehicular encroachments along arterial and collector streets where feasible and practical, to promote both efficient traffic flow and traffic safety.

17-CP Redesign and reconstruct freeway access and connector streets, to include a new interchange at Dorsey Drive and Highway 20/49.

18-CP Study bypass routes designed and located to avert undesirable through-traffic in residential and non-residential neighborhoods.

19-CP Add vehicular parking in the downtown area.

20-CP Re-design intersections on collector streets to improve and "smooth" traffic flow.

21-CP Defer to preservation of community character, including historical and architectural features, when planning and implementing transportation improvements.

22-CP Remove impediments to emergency access from public streets and rights-of-way.

23-CP Establish and periodically review emergency access standards in appropriate city development codes and ordinances.

24-CP Coordinate circulation and development plans with public safety agencies, fire departments/districts and emergency service providers.

25-CP Defer the extension of Freeman Lane southward across Wolf Creek until such time as the Crestview-Smith extension is constructed between North Star and Highway 49.

26-CP Develop design standards to ensure that road segments being improved to four lanes incorporated aesthetic treatments, including landscaping, landscaped medians, setbacks for sidewalks, street lights, street furniture, signage restrictions, and other design elements.

Circulation Implementation Actions and Strategies

1-CI Adopt the roadway classification system outlined in the Circulation Element. The City shall plan, design and regulate roadways in accordance with the functional classification system reflected in Figure 4-1 and Table 4-1.

2-CI Regularly update Development Impact Fees.

3-CI Ensure that proposed specific plans are consistent with the provisions of the functional classification component. This shall include incorporation of consistent design standards for roadways, associated bikeways and trails, and landscape areas. Require that large development proposals and specific plans include comprehensive financing plans for streets and highways.

4-CI Work with neighboring jurisdictions and regional planning agencies to coordinate the classification of roadways that cross the City's boundaries. Strive to have compatible functional classifications for gateway roadways.

5-CI Continue to refine and improve the design standards for the roadway system. The design standards shall reflect functional classification and include the following elements:

  • Right-of-way requirements
  • Roadway cross-sections including landscaping and bikeways
  • Signalization and access control
  • Land use compatibility, orientation and design standards
  • Vehicle and pedestrian safety
  • Variable local street widths based on traffic demands

Exceptions to the standards may be necessary but should be kept to a minimum and should be evaluated on a case by case basis.

6-CI Monitor truck traffic. As conditions warrant, develop, enforce, evaluate and update a truck route system to ensure safe and efficient routes through the City.

7-CI Continue to update the Capital Improvement Program to implement policy which strives to maintain LOS "D" at all locations during the weekday P.M. peak hour. Define "normally accepted maximum" improvements that are consistent with the character and terrain of Grass Valley. If forecast traffic volumes cannot maintain LOS "D", the City Council may consider additional "extraordinary" improvements. The City Council may determine, on a case by case basis, that "extraordinary" improvements are not feasible or desirable and may relax the LOS "D" standard for a particular intersection or roadway segment. In considering exceptions to the LOS "D" standard, the City shall consider the following factors:

  • The number of hours per day that the intersection or roadway segment would operate at conditions worse the LOS "D".
  • The ability of the improvement to reduce peak hour delay and improve traffic operations.
  • The impact on accessibility to surrounding properties.
  • The right-of-way needs and the physical impact on surrounding properties.
  • The visual aesthetics of the required improvements and its impact on community identity and character.
  • Environmental impacts including air quality and noise impacts.
  • Construction and right-of-way acquisition costs.
  • Impacts on pedestrian and bicycle accessibility and safety.
  • The impacts of the required construction phasing and traffic maintenance.

In no case should the City plan for worse then LOS "E" at any intersection or roadway segment during the afternoon peak hour.

8-CI Base the Capital Improvement Program on a 20 year horizon and update the Program regularly. Update concurrently with the approval of any significant modification to the land use allocation assumed by the Citywide travel model.

9-CI Regularly monitor traffic volumes on City streets and prepare an annual report documenting recent trends and current Levels of Service.

10-CI Require that Specific Plans contain transportation improvements consistent with the standards of the Circulation Element, and that Specific Plans demonstrate what measures will be required to maintain the City's Level of Service standard and how these measures will be funded. Utilize development agreements to secure improvement, sequencing and funding provisions.

11-CI Prepare a Long-Range Transit Master Plan consistent with the provisions of the Circulation Element. Explore potential benefits of improved transit service on the City's Level of Service standard through the Long-Range Transit Master Plan.

12-CI Evaluate the feasibility of enacting a Transportation Systems Management Ordinance. If a TSM ordinance is enacted, the City shall assess the effectiveness of a TSM Ordinance in reducing vehicle trips, or in making street, parking facilities, public transit and bikeways more effective. Evaluate the TSM Ordinance's overall performance annually. If, after two to three years the trip reduction goals are not being achieved, revise the TSM Ordinance to include measures to achieve stated goals.

13-CI Prepare a Bikeways Master Plan consistent with the Trails-Sidewalks Plan in this General Plan. Adopt the 1996 Nevada County Master Bicycle Plan and Trails Master Plan. The intent is to ensure the coordinated implementation of non-automotive circulation systems.

14-CI Coordinate with surrounding jurisdictions to provide acceptable and compatible levels of service on roadways connecting the City. Work with the Nevada County Transportation Commission to implement applicable Level of Service standards. Work with appropriate air pollution control agencies to implement transportation improvements and measures that help meet the established air goals and standards.

15-CI Ensure adequate funding to meet established Level of Service policies. Continue to implement and update traffic impact fees on new development and to obtain gas tax and other revenues to fund the Capital Improvement Program. Explore funding for transit and for non-motorized circulation improvements, to be identified in the Trails-Sidewalks-Bikeways Master Plan. Consider alternative funding sources, such as establishment of assessment district(s). Work with regional planning agencies to explore funding opportunities for all components of its transportation system that are required to meet Level of Service standards.

16-CI Monitor the status of regional planning efforts and Caltrans design work in order to be cognizant of future right of way requirements and local responsibilities. Maintain a current record of Caltrans and Nevada County Transportation Commission activity for major facilities so future right of way needs can be addressed when reviewing development proposals. Consider future Caltrans right of way needs when evaluating development proposals and shall incorporate measures to preserve rights of way into development agreements and conditions of approval.

17-CI Identify appropriate environmental traffic volume thresholds for residential streets and shall consider those thresholds in development review. Use traffic calming measures to ensure that these thresholds are maintained on existing streets and provided on local streets in new development.

18-CI Develop a plan for parking that identifies park and ride lots. Consider the need for park and ride facilities and for facilities serving alternative transportation modes when evaluating development proposals. Require construction of these facilities concurrent with development, or fair-share developer contributions in lieu of actual construction.