Oracle Educational Facility - Redwood City

Oracle Educational Facility Draft Traffic Impact Analysis

Prepared for:

David J. Powers & Associates, Inc.

December 14, 2015

Hexagon Transportation Consultants, Inc.

Hexagon Office: 4 North Second Street, Suite 400

San Jose, CA 95113

Hexagon Job Number: 15MH07

Phone: 408.971.6100

Document Name: Oracle Education Facility TIA_2015-12-14.docx

Oracle Educational Facility–Traffic Impact Analysis December 14, 2015

Table of Contents

Executive Summary .................................................................................................................................................... i 1. Introduction ...................................................................................................................................................... 1 2. Existing Conditions .......................................................................................................................................... 9 3. Background Conditions ................................................................................................................................. 19 4. Project Conditions ......................................................................................................................................... 23 5. Cumulative Conditions ................................................................................................................................... 33 6. Other Transportation Issues .......................................................................................................................... 37

Appendices

Appendix A Freeway Analysis Requirement Determination Appendix B Traffic Counts Appendix C Level of Service Calculations Appendix D Volume Spreadsheets Appendix E Preliminary Summary of TDM Strategies

List of Tables

Table ES 1 Intersection Levels of Service Summary ............................................................................................... v Table 1 Signalized Intersection Level of Service Definitions Based on Average Delay .................................... 6 Table 2 Unsignalized Intersection Level of Service Definitions Based on Delay ............................................... 7 Table 3 Signalized Intersection Significant Impact Criteria – City of Belmont ................................................... 8 Table 4 Existing Intersection Levels of Service ................................................................................................ 16 Table 5 Background Intersection Levels of Service ......................................................................................... 21 Table 6 Project Trip Generation Estimates ...................................................................................................... 25 Table 7 Existing Plus Project Intersections Levels of Service .......................................................................... 31 Table 8 Background Plus Project Intersections Levels of Service ................................................................... 32 Table 9 Cumulative Plus Project Intersection Levels of Service ...................................................................... 36 Table 10 Proposed TDM Measures and Estimated C/CAG Trip Credits ........................................................... 42

List of Figures

Figure 1 Project Location and Study Intersections .............................................................................................. 3 Figure 2 Proposed Site Plan ................................................................................................................................ 4 Figure 3 Existing Bicycle Facilities .................................................................................................................... 11 Figure 4 Existing Transit Services ..................................................................................................................... 14 Figure 5 Existing Lane Configurations ............................................................................................................... 17 Figure 6 Existing Traffic Volumes ...................................................................................................................... 18 Figure 7 Background Traffic Volumes ............................................................................................................... 22 Figure 8 Project Trip Distribution ....................................................................................................................... 27 Figure 9 Project Trip Assignment ...................................................................................................................... 28 Figure 10 Existing Plus Project Traffic Volumes.................................................................................................. 29 Figure 11 Background Plus Project Traffic Volumes ........................................................................................... 30 Figure 12 Cumulative Traffic Volumes ................................................................................................................ 34 Figure 13 Cumulative Plus Project Traffic Volumes ............................................................................................ 35 Figure 14 Pedestrian Site Access Plan ............................................................................................................... 40


P a g e | i

Executive Summary

This report presents the results of the traffic impact analysis (TIA) for the proposed Oracle Educational Facility (project) on the Oracle Headquarters campus in Redwood City, California. The 4.34-acre project site includes a surface parking lot with 74 spaces for the Conference Center event, a parking area with approximately 14 spaces for the Bay Trail users, and undeveloped land. The project would build a two-story 64,000 square-foot building that would house a new Design Tech High School (Design Tech) with a capacity for 550 students and 30 full-time staff. Design Tech is a public high school currently authorized by the San Mateo Union High School District. For the 2015/16 school year, the school leases spaces at the San Mateo County Office of Education Regional Occupation Program at 1800 Rollins Road, Burlingame, California. The school currently has 262 9th and 10th grade students and 23 staff and is adding one grade level per year. Design Tech has a no driving/parking policy for students and would implement the same policy at the project site. The project site would have a 35-space parking lot for staff and visitors. A small number of parking spaces in this lot would be reserved for students participating in internships on a schedule where transit is not an option. The project would include a student drop-off loop with a capacity of 24 vehicles along the back side of the parking lot. Student drop-off and pick-up would be monitored by staff. Oracle, Bridge Park, and Clipper shuttles, which provide connection to the Hillsdale and San Carlos Caltrain Stations and the Millbrae Caltrain/BART Station, would be made available to students and staff. The project would also extend the exiting turn out to the east of the school to accommodate 14 additional parking spaces for trail users.

The potential impacts of the project were evaluated in accordance with the standards set forth by the Cities of Redwood City and Belmont and the City/County Association of Governments (C/CAG). The C/CAG administers the San Mateo County Congestion Management Program (CMP). The traffic analysis is based on the AM and PM peak-hour levels of service for ten intersections. The traffic analysis also includes an evaluation of potential impacts to bicycle, pedestrian and transit facilities and a review of site access, on-site circulation, drop-off and pick-up operations, and parking.

Project Trip Estimates

Trip generation for the proposed Oracle Educational Facility was estimated based on the existing student residences (zip code data), travel patterns and mode choices observed at the existing Design Tech High School and the proposed numbers of students and staff/teachers at the project site. Peak-hour vehicle trips are anticipated to be generated by vehicles dropping off and picking up students, students with internships that drive to school, and staff and teachers.

Design Tech has a no driving/parking policy for students; therefore, although the school attracts students from the entire Bay Area, about 60% of existing students take Caltrain and BART to school. The project site on the Oracle campus is located near the Belmont Caltrain Station (1.5 miles). Shuttle services between the Oracle campus and the Hillsdale and San Carlos Caltrain Stations and the Millbrae Caltrain/BART Station would be made available to its students and staff. Additionally, Design Tech would continue to implement the no driving/parking policy at the project site. Therefore, it is expected that a similar percentage of students would take Caltrain and BART after the school moves to the project site.


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Percentages of students that would come to the school by transit, vehicles (driven by parents), and bicycles were estimated based on the residence locations of existing students. Based on the zip code data, the mode choice assumptions for students are summarized below:

Drop-off by cars: 36%;

Transit: 61%;

Bicycle: 3%.

Vehicle trips associated with students that would be driven to school were estimated assuming a vehicle occupancy rate of 1.5 students per vehicle. Consistent with data provided from the existing Design Tech, it was assumed that about 30% of students would participate in after school programs that end at 4:15 PM. Only those students would generate trips during PM peak hour (4 – 5 PM).

In addition to the drop-off trips, students that participate in internships would also generate vehicle trips. Depending on the internship locations and schedule, some of the students may not be able to take transit and would need to drive to school.

About 50% of staff/teachers currently drive to school. The driving percentage for staff is higher than for students because staff/teachers may live closer to school and on-site parking would be provided. The percentage was assumed to be same at the project site. All teachers and staff were assumed to arrive and depart within the AM and PM peak commute periods.

In the AM peak hour, the project is expected to generate a total of 289 new trips, with 162 inbound trips and 127 outbound trips. In the PM peak hour, the project is expected to generate a total of 111 new trips, with 38 inbound trips and 73 outbound trips.

Although Design Tech already has a relatively high percentage of students taking transit, it will implement TDM measures to encourage more students and employees to carpool, take transit, or use active modes of transport to get to and from school. To be conservative, this report assumes the existing mode split will continue with no additional trip reductions from the TDM measures.

Traffic Operations at Study Intersections

Traffic operations at the study intersections were evaluated using TRAFFIX software to determine level of service. The Cities of Redwood City and Belmont level of service methodologies for signalized and unsignalized intersections are both the 2000 Highway Capacity Manual (HCM) method. Traffic impacts were analyzed for the AM (7-9 AM) and PM (4-6 PM) peak periods of commute traffic. The intersection level of service analysis results are presented in Tables ES-1. Based on the Cities of Redwood City and Belmont level of service standards and impact criteria, the project would not generate a significant impact at study intersections under all the project conditions.

Site Access and On-Site Circulation

The site access and circulation review is based on the project site plan prepared by DES Architects + Engineers on October 30, 2015. The site access and circulation were evaluated to determine the adequacy of the site’s driveways with regard to traffic volumes, delays, vehicle queues, geometric design, sight distance, and truck access. The parking lot and drop-off loop would be served by two one-way driveways. Traffic would enter at the east driveway (inbound) and exit through the west driveway (outbound), which would be located directly opposite Oracle Street #1. In general, the site plan shows adequate site access and internal circulation.

Vehicles entering the parking lot and drop-off loop would be restricted to right turns only to avoid delays associated with uncontrolled inbound left-turn movements. At the outbound driveway, vehicles would be permitted to turn left onto eastbound Oracle Parkway or right onto westbound Oracle Parkway. The outbound driveway intersection would operate under all-way stop control. Project traffic entering and exiting the site would not significantly affect intersection operations or cause back-ups on Oracle Parkway. However, the following measure is recommended to facilitate traffic operations during drop-off and pick-up.


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Recommendation 1 – Designate staff to control the drop-off/pick-up traffic. Staff should guide entering vehicles at the inbound driveway to prevent blockage of through traffic on Oracle Parkway and prevent drop-off and pick-up outside of the drop-off area.

Although Design Tech staff would monitor drop-off and pick-up operations, Recommendation 1 described above should be implemented to ensure that vehicles do not turn left into the inbound driveway, minimize any vehicle queues that may develop during drop-off/pick-up periods, and manage conflicts between vehicles and pedestrians.

Additionally, the proposed TDM strategies are expected to encourage more students to take transit and carpool and reduce the vehicle trips generated by the students thereby reducing the length of queue storage needed for drop-off and pick-up operations.

Potential Impacts on Pedestrians, Bicycles, and Transit

In summary, the project is well served by the existing pedestrian, bicycle, and transit facilities. The project would not result in changes to the existing pedestrian, bicycle, and transit facilities. The project would increase vehicle traffic across the existing bike lanes at project driveways on Oracle Parkway and at the Oracle Parkway/Marine Parkway intersection and would increase usage of the existing bike and pedestrian facilities. However, the existing facilities are adequate to meet the increased demand without any improvements. Therefore, there would be no impacts to these facilities.

Sidewalks would be provided along the project street frontage that connect to the crosswalks at adjacent intersections. A sidewalk also would be provided adjacent to the student drop-off loop that connects to the Bay Trail and the project building. Design Tech would have joint use of the fitness center and conference center in the Oracle Campus. Student access for these facilities would be provided via the sidewalks along the project frontage and the crosswalks at the Oracle Street #1/Oracle Parkway and Oracle Street #2/Oracle Parkway intersections. Both intersections are all-way stop-controlled. At the Oracle Street #1/Oracle Parkway intersection, a crosswalk exists on the east leg, but there is no crosswalk on the south leg for students accessing the fitness center. The following measure is recommended to enhance the safety of students walking to and from the fitness center.

Recommendation 2 – Provide a crosswalk on the south leg of the Oracle Street #1/Oracle Parkway intersection.

Although few students are expected to access the school via the crosswalk at the Oracle Street #1/Oracle Parkway during drop-off and pick-up, implementation of Recommendation 1 would ensure that vehicles obey safe loading practices.

As show on Figure 12, new crosswalks would be provided at the parking lot driveways. However, the crosswalk at the inbound driveway would be set back from the street, which would make it more difficult for vehicles entering the driveway to see pedestrians in the crosswalk. The following measure is recommended to improve the pedestrian safety during crossing.

Recommendation 3 – Move the crosswalk at the inbound driveway closer to the travel lanes on Oracle Parkway.

Bicycle facilities within typical biking distance of the project site are well provided by the Bay Trail, bike lanes on Oracle Parkway and Marine Parkway, and a bike connection between the project site and the Belmont Caltrain Station. The project would also improve the section of Bay Trail behind project site. However, because the bike connection between the project site and the Belmont Caltrain Station via City streets and the Bay Trail is circuitous, the following measure is recommended to direct students and staff to the school.

Recommendation 4 – Work with the City to identify appropriate locations for wayfinding signage along City streets and/or the Bay Trail between the project site and the Belmont Caltrain Station.

Transit in the project vicinity is provided by SamTrans buses, Caltrain/SamTrans shuttles, and Oracle shuttle programs. SamTrans buses run on Marine Parkway with the nearest bus stops located at the east Oracle Parkway/Marine Parkway intersection, about 0.4 miles to the project site. A continuous pedestrian path is available via crosswalks, sidewalks, and the Bay Trail between the school and the nearest bus stops. Caltrain


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shuttles that run between the Hillsdale and San Carlos Caltrain Stations and the Oracle campus include the Oracle Shuttle, Bridge Park Shuttle, and Clipper Shuttle. These shuttles would be made available to students and staff of the school with a dedicated drop-off area provided in the parking lot. In addition, Oracle offers employee shuttle programs to the Millbrae Caltrain/BART Station, and the Hillsdale and San Carlos Caltrain Stations. The school also proposes to purchase a van to transport students and staff to and from the Belmont Caltrain Station around midday so that they can participate in concurrent college enrollment and internships.

Parking Demand and Supply

The school proposes to provide 59 on-site parking spaces, including 35 spaces in the parking lot and 24 spaces in the student drop-off area. Based on the Redwood City Zoning Ordinance, the project would be required to provide 320 spaces. The required parking includes 275 spaces for 11th and 12th grade students (one required space per student). Because the school has a no driving/parking policy for students in all grades, the parking lot would only be used by staff, visitors, and a small number of students who participate in internships on a schedule where transit is not an option. Based on the mode share of the existing staff, it is expected that about 50% of staff/teachers (about 15 staff) would drive to school. Approximately 20 students in grades 11 and 12 may participate in internships. While most student interns are expected to take transit and/or walk to and from their work site, some student interns may be permitted to drive if their schedule or work location makes transit infeasible. The total parking demand for the staff and student interns who drive is not expected to exceed the parking supply of 35 spaces. Additionally, the school’s TDM strategies are expected to encourage more school staff and students to take transit and carpool and further reduce the parking demand. Therefore, the parking lot is expected to meet the proposed parking demand.

The project would include a bike corral with up to 28 bicycle parking spaces. Based on the Redwood City Zoning Ordinance, the proposed parking supply of 28 spaces fulfills the zoning code requirements of 13 spaces. It is anticipated that about 3% of students would ride bicycles to school, which would be 17 students. The provided bicycle parking spaces would be sufficient to accommodate these students.

The project would remove the existing parking lot at the project site. There are a total of 74 spaces in the parking lot plus 14 stalls on Oracle Parkway for the trail users. According to the City staff, the existing parking lot provides excess parking spaces above that required for the Conference Center. The parking requirement is already satisfied within the exiting parking structures. Therefore, the removal of the excess spaces is not expected to cause an overall parking shortage within the Oracle campus. The project would replace the existing Bay Trail spaces on Oracle Parkway by extending the existing turn out east of the school to accommodate 14 additional parking spaces.

TDM Measures

Design Tech will implement TDM measures for the project to encourage more students and employees to carpool, take transit, or use active modes of transport to get to and from school. The TDM measures are expected to reduce vehicle trips, vehicle queuing during drop-off and pick-up, and parking demand. The project is expected to generate 289 AM peak-hour trips and with the proposed TDM measures, 151 peak-hour trip credits are estimated per C/CAG guidelines. According to C/CAG guidelines, the project is required to reduce the demand for all new peak-hour trips generated by the school. However, many of the TDM measures listed in the C/CAG guidelines are not applicable to the school and the school already has a relatively high percentage of students taking transit. Thus, it is infeasible to mitigate every peak-hour trip generated by the project. It should be noted that while the trips generated by the school would be new to the roadways immediately adjacent to the project site, in a regional context, the Design Tech school trips are merely reassigned trips from other schools in the area where the students would have otherwise attended.

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P a g e | 1

1. Introduction

This report presents the results of the traffic impact analysis (TIA) for the proposed Oracle Educational Facility (project) on the Oracle Headquarters campus in Redwood City, California. The 4.34-acre project site includes a surface parking lot with 74 spaces for the Conference Center event, a parking area with approximately 14 spaces for the Bay Trail users, and undeveloped land. The project would construct build a two-story 64,000 square-foot building that would house a new Design Tech High School (Design Tech) with a capacity for 550 students and 30 full-time staff. Design Tech is a public high school currently authorized by the San Mateo Union High School District. For the 2015/16 school year, the school leases spaces at the San Mateo County Office of Education Regional Occupation Program at 1800 Rollins Road, Burlingame, California. The school currently has 262 9th and 10th grade students and 23 staff and is adding one grade level per year. Design Tech has a no driving/parking policy for students and would implement the same policy at the project site. The project site would have a 35-space parking lot for staff and visitors. A small number of parking spaces in this lot would be reserved for students participating in internships on a schedule where transit is not an option. The project would include a student drop-off loop with the capacity of 24 vehicles along the back side of the parking lot. Student drop-off and pick-up would be monitored by staff. Oracle, Bridge Park, and Clipper shuttles, which provide connection to the Hillsdale and San Carlos Caltrain Stations and the Millbrae Caltrain/BART Station, would be made available to students and staff. The project would also extend the exiting turn out to the east of the school to accommodate 14 additional parking spaces for trail users.

The project site location and the surrounding study area are shown on Figure 1. The proposed site plan is shown on Figure 2.

Scope of Study

This traffic study was conducted for the purpose of identifying potential traffic impacts related to the project. The potential impacts of the project were evaluated in accordance with the standards set forth by the Cities of Redwood City and Belmont and the City/County Association of Governments of San Mateo County (C/CAG). The C/CAG administers the San Mateo County Congestion Management Program (CMP).

The traffic study analyzed the traffic impacts of the project on ten key intersections in the vicinity of the project site. The study intersections were selected in consultation with Redwood City staff and include those intersections which provide primary access to the project site. The study intersections are listed below and shown on Figure 1. Four of the ten study intersections are located in Belmont; six of the ten study intersections are located in Redwood City (Redwood Shores area). One study intersection is part of the CMP roadway network.

City of Belmont Intersections

1. El Camino Real and Ralston Avenue (CMP intersection)

2. Old County Road and Ralston Avenue


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3. US 101 Southbound Ramps and Ralston Avenue

4. US 101 Northbound Ramps and Marine Parkway

Redwood City Intersections

5. Oracle Parkway (W)/Shoreway Road and Marine Parkway

6. Twin Dolphin Drive and Marine Parkway

7. Oracle Parkway (E) and Marine Parkway

8. Oracle Street #1 and Oracle Parkway (all-way stop controlled)

9. Oracle Street #2 and Oracle Parkway (all-way stop controlled)

10. Oracle Street #3 and Oracle Parkway (two-way stop controlled)

Traffic conditions at the study locations were analyzed for the weekday AM and PM peak hours of traffic. Design Tech currently starts classes at approximately 8:30 AM and dismisses at 3:30 PM with the before-school program starting at 8:00 AM and the after-school program ending at 4:15 PM. The peak hour of school traffic in the morning would coincide with the AM peak hour of commute traffic (generally between 7:00 and 9:00 AM). The peak hour of school traffic in the afternoon would occur before the PM peak hour of commute traffic (typically between 4:00 and 6:00 PM). However, trips associated with the after-school program would be added to the PM peak commute hour. These peak commute periods were analyzed because they are the most congested on an average weekday and the impact on the roadway system by traffic from the school would be greatest during these periods.

Per CMP technical guidelines, a freeway segment level of service analysis is required when a project would add trips greater than one percent of a segment’s capacity. Because the proposed project trips represent less than one percent of capacity to all freeway segments in the project vicinity, a freeway analysis for the CMP is not necessary. The determination of freeway analysis requirement is included in Appendix A.

The C/CAG requires new development projected to add 100 or more peak-hour trips to the CMP roadway network to implement transportation demand management (TDM) measures that would reduce project peak-hour trips. In the vicinity of the project site, facilities that are part of the CMP network include US 101 and El Camino Real (SR 82). The project would add more than 100 peak-hour trips to the CMP facilities in the vicinity of the project site and is subject to C/CAG requirement.


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Traffic conditions were evaluated for the following scenarios:

Scenario 1: Existing Conditions. Existing conditions were represented by existing traffic volumes on the existing roadway network. Existing traffic volumes were obtained from recent traffic counts and previous traffic studies.

Scenario 2: Background Conditions. Background conditions reflect future traffic volumes on the existing roadway network. Background traffic volumes were estimated by adding to existing traffic volumes the projected volumes from approved but not yet constructed developments in the vicinity of the project. Lists of approved but not yet completed developments were provided by the Cities of Redwood City, Belmont, and San Carlos.

Scenario 3: Existing Plus Project Conditions. Existing plus project conditions reflect the projected traffic volumes and proposed roadway network with implementation of the project. Existing plus project traffic volumes were estimated by adding to existing traffic volumes the trips associated with the project. Existing plus project conditions were evaluated relative to existing conditions in order to determine potential project impacts.

Scenario 4: Background Plus Project Conditions. Background plus project conditions reflect the future traffic volumes and roadway network with implementation of the project. Background plus project traffic volumes were estimated by adding to background traffic volumes the trips associated with the project. Background plus project conditions were evaluated relative to background conditions in order to determine potential project impacts.

Scenario 5: Cumulative Conditions. Cumulative conditions reflect the projected traffic volumes on the future roadway network with implementation of the project. The cumulative no project (or cumulative baseline) traffic volumes were estimated by applying a compound growth factor of one percent per year to existing traffic volumes and adding traffic from approved projects in the vicinity. The cumulative scenario assumes a horizon year of 2022, 5 years after the school would be fully occupied in 2017. The estimates of trips generated by the project were then added to the cumulative no project traffic volumes to yield cumulative plus project traffic volumes.

Methodology

This section presents the methods used to determine traffic conditions at study intersections and the traffic impacts of the project. It includes descriptions of the data requirements, the analysis methodologies, and the applicable level of service standards and significant impact criteria.

Data Requirements

The data required for the analysis were obtained from new traffic counts, previous studies, field observations, and the Cities of Redwood City, Belmont, and San Carlos. The following data were obtained from these sources:

Existing intersection peak-hour volumes,

Lane geometries,

Signal timing and phasing, and

Trip generation by approved but not yet completed projects.

Intersection Level of Service Methodologies

Traffic conditions at the study intersections were evaluated using level of service (LOS). Level of Service is a qualitative description of operating conditions ranging from LOS A, or free-flow conditions with little or no delay, to LOS F, or jammed conditions with excessive delays.

This study utilizes TRAFFIX software to determine intersection level of service. The TRAFFIX software is based on the 2000 Highway Capacity Manual (HCM) methodology for signalized and unsignalized intersections. This method evaluates intersection operations on the basis of average control delay time for all vehicles at the


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intersection. This average delay can then be correlated to a level of service. Table 1 presents the level of service definitions for signalized intersections. The level of service definitions for unsignalized intersections is shown in Table 2. Note that for unsignalized intersections under two-way or side-street stop control, the level of service is reported for the worst approach.

Table 1 Signalized Intersection Level of Service Definitions Based on Average Delay

Source: Transportation Research Board, 2000 Highway Capacity Manual (Washington, D.C., 2000) p10-16.

This level of delay is considered unacceptable by most drivers. This condition often occurs with oversaturation, that is, when arrival flow rates exceed the capacity of the intersection. Poor progression and long cycle lengths may also be major contributing causes of such delay levels.

greater than 80.0F

The influence of congestion becomes more noticeable. Longer delays may result from some combination of unfavorable signal progression, long cycle lengths, or high volume-to-capacity (V/C) ratios. Many vehicles stop and individual cycle failures are noticeable.

35.1 to 55.0D

This is considered to be the limit of acceptable delay. These high delay values generally indicate poor signal progression, long cycle lengths, and high volume-to-capacity (V/C) ratios. Individual cycle failures occur frequently.

55.1 to 80.0E

BOperations characterized by good signal progression and/or short cycle lengths. More vehicles stop than with LOS A, causing higher levels of average vehicle delay.

10.1 to 20.0

Higher delays may result from fair signal progression and/or longer cycle lengths. Individual cycle failures may begin to appear at this level. The number of vehicles stopping is significant, though some vehicles may still pass through the intersection without stopping.

20.1 to 35.0C

Level of Service

DescriptionAverage Control Delay Per Vehicle

(sec.)

Signal progression is extremely favorable. Most vehicles arrive during the green phase and do not stop at all. Short cycle lengths may also contribute to the very low vehicle delay.

10.0 or lessA


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Table 2 Unsignalized Intersection Level of Service Definitions Based on Delay

Level of Service Standards and Significant Impact Criteria

City of Redwood City

The City of Redwood City General Plan contains the following transportation policy with respect to level of service:

“Program BE-55 / Level of Service Policy Evaluation: Evaluate Redwood City’s current Level of Service (LOS) policies for motor vehicle circulation. The evaluation shall consider the following to ensure efficient traffic flow and balance multi‐modal mobility goals:

Maintaining LOS D or better for motor vehicles in all areas of the city, except the Downtown area as defined by the Downtown Precise Plan. In Downtown, no minimum vehicular LOS standard will be maintained but vehicular LOS will be calculated and alternate LOS standards for other travel modes will be established.”

The study intersections are located outside the Downtown area; thus, the intersections are subject to the City’s LOS D standard.

According to common Redwood City practice, traffic impacts at a study intersection would be considered significant if the project would cause:

Signalized Intersection

1. Operations at a signalized intersection to deteriorate from an acceptable level (LOS D or better) to an unacceptable level (LOS E or F); or

2. Average delay at a signalized intersection operating at an unacceptable level (LOS E or F) to increase by 5 seconds or more.

Unsignalized Intersection

1. Operations at an unsignalized intersection to deteriorate from an acceptable level (LOS D or better) to an unacceptable level (LOS E or F); or

2. Delay at an unsignalized intersection operating at an unacceptable level (LOS E or F) to increase by 5 seconds or more; and traffic volumes at the intersection satisfy the Caltrans peak-hour volume signal warrant for traffic signal installation.

A significant impact by the City of Redwood City standards is said to be satisfactorily mitigated when measures are implemented that eliminates the project impact.

A Little or no traffic delay 10.0 or less

B Short traffic delays 10.1 to 15.0

C Average traffic delays 15.1 to 25.0

D Long traffic delays 25.1 to 35.0

E Very long traffic delays 35.1 to 50.0

F Extreme traffic delays greater than 50.0

Source: Transportation Research Board, 2000 Highway Capacity Manual (Washington, D.C., 2000) p17-2.

Level of Service Description Average Delay Per Vehicle (Sec.)


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City of Belmont

The City of Belmont level of service standard for signalized intersections varies according to the existing intersection level of service. According to the City of Belmont Guidelines for Traffic Impact Studies, August 2014, the project is said to create a potentially significant impact on traffic conditions at a signalized intersection in the City of Belmont if for either peak hour the project meets the corresponding criteria shown in Table 3.

Table 3 Signalized Intersection Significant Impact Criteria – City of Belmont

CMP Intersection

The intersection of El Camino Real (SR 82) and Ralston Avenue is a CMP intersection. The level of service standard for CMP intersections is LOS E or better. However, since the City of Belmont has a more conservative level of service standard that is based on the existing intersection levels of service, this intersection was analyzed based on the more stringent City of Belmont standards.

Report Organization

This report has a total of six chapters. Chapter 2 describes existing conditions including the existing roadway network, transit service, bicycle and pedestrian facilities. Chapter 3 presents the traffic conditions in the study area under background conditions. Chapter 4 presents project conditions including descriptions of the method used to estimate project traffic, its impact on the transportation system, and any recommended mitigation measures. The cumulative conditions with and without the project are presented in Chapter 5. Chapter 6 provides an evaluation of other transportation-related issues, such as site access, on-site circulation, vehicle queuing, and parking, as well as potential project impacts on bicycle, pedestrian, and transit facilities.

If the base case (without project)

LOS is:Then the corresponding average control delay is:

The project Impact is considered potentially significant if the increase

in delay due to the project is:

And the Volume-to-Capacity ratio

increases by more than:

A 10.0 or less 10.0 seconds 0.02

B 10.1 to 20.0 10.0 seconds 0.02

C 20.1 to 35.0 7.5 seconds 0.02

D 35.1 to 55.0 4.0 seconds 0.01

E 55.1 to 80.0 4.0 seconds 1 0.01

F greater than 80.0 4.0 seconds 1 0.01

Notes:

1. If the addition of project traffic results in a reduction in intersection control delay, then a project impact is considered potentially significant if 35 or more project vehicle trips are added to an intersection operating at LOS E, or 20 or more project vehicle trips are added to an intersection operating at LOS F.


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2. Existing Conditions

This chapter describes the existing conditions for all of the major transportation facilities near the site, including the roadway network, transit service, and bicycle and pedestrian facilities.

Roadway Network

Regional access to the project site is provided via US 101. US 101 is a north/south freeway that extends from north of San Francisco to south of San Jose. In the project vicinity, US 101 has eight mixed-flow lanes. US 101 provides site access via the full interchange at Ralston Avenue.

Local access to the school is provided by El Camino Real, Ralston Avenue, Marine Parkway, Oracle Parkway, and Twin Dolphin Drive. These roadways are described below.

El Camino Real (SR 82) is a six-lane north-south arterial that extends from south of Redwood City north into South San Francisco. El Camino Real intersects Ralston Avenue in the vicinity of the project site.

Ralston Avenue is an east-west arterial that extends from I-280 in the west to US 101 in the east. Ralston Avenue is four lanes wide in the project vicinity. Ralston Avenue becomes Marine Parkway east of US 101 and provides access to the project site via Oracle Parkway.

Marine Parkway is an east-west divided arterial that extends from US 101 in the west and becomes Shearwater Parkway at Salt Court in the east. Marine Parkway is six-to-eight lanes wide and has a posted speed limit of 35 miles per hour (mph) in the project vicinity. Marine Parkway provides access to the project site via Oracle Parkway.

Twin Dolphin Drive is a six-lane north-south roadway that extends north from Pico Boulevard to Marine Parkway. Twin Dolphin Drive provides access to the project site via Marine Parkway.

Oracle Parkway is a three-to-five-lane loop that provides direct access to the site location. Oracle Parkway has a posted speed limit of 25 mph. Oracle Parkway intersects with Marine Parkway via a four-way intersection opposite Shoreway Road on the west and a T-intersection on the east.

Bicycle Facilities

Bicycle facilities include bike paths, bike lanes, and bike routes. Bike paths (Class I facilities) are pathways, separate from roadways that are designated for use by bicycles. Often, these pathways also allow pedestrian access. Bike lanes (Class II facilities) are lanes on roadways designated for use by bicycles with special lane markings, pavement legends, and signage. Bike routes (Class III) are existing right-of-ways that accommodate bicycles but are not separate from the existing travel lanes. Routes are typically designated only with signs. The existing bicycle facilities in the project vicinity are shown on Figure 3.


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In the Redwood Shores district, the Bay Trail, a Class I multi-use paths run parallel to Oracle Parkway, Marine Parkway, and Twin Dolphin Drive in the project vicinity and along the north shore of the district. Class II bike lanes are provided on both sides of Marine Parkway between Shoreway Road and Salt Court and along both sides of Oracle Parkway. Twin Dolphin Drive is a Class III bike route.

In Belmont, a Class I bike/pedestrian overpass exists over US 101. The overpass begins at the northeast corner of the intersection at Hiller Street and Ralston Avenue, runs along the northern side of Ralston Avenue and US 101 southbound off-ramp, and connects to Marine Parkway via the Bay Trail in the Redwood Shores district. At the Hiller Street terminus of the overpass, the bike path is connected to a short segment of shared pedestrian/bike sidewalk on the west side of Hiller Street extending to Masonic Way. At Masonic Way, there are Class II bike lanes on both sides of the street extending west to Old County Road. Masonic Way leads directly to the Belmont Caltrain Station. Masonic Way ends at Old County Road, but the Belmont Station underpass furthers the bicycle/pedestrian network to El Camino Real. Ralston Avenue is designated as a Class III bike route between El Camino Real and South Road.

Existing bicycle and pedestrian counts were conducted as part of the peak-hour turning movement counts at the study intersections on typical weekdays when schools were in session in May 2015. The traffic count data are included in Appendix B. The bicycle counts show that that bicycle volumes at the study intersections are relatively low. There were few (less than 10) bicycles in each direction during the analyzed AM and PM peak hours. The highest volume occurred during the AM peak hour at the Oracle Parkway/Marine Parkway intersection with 23 bicycles on the southbound approach. The intersection is connected to the Bay Trail and US 101 bike/pedestrian overpass.

Pedestrian Facilities

Roadways providing pedestrian access to the project site include Marine Parkway, Oracle Parkway, and Twin Dolphin Drive. Sidewalks are provided on both sides of Marine Parkway and Twin Dolphin Drive. The intersection of Marine Parkway and Oracle Parkway/Shoreway Road has crosswalks with pedestrian signal heads across the north, south, and east legs. The intersection of Marine Parkway and Twin Dolphin Drive has crosswalks with pedestrian signal heads across the south and east legs. The intersection of Marine Parkway and Oracle Parkway has crosswalks with pedestrian signal heads across the north and east legs.

The Bay Trail provides pedestrian access along the outer edge of the Oracle Parkway loop with connections to Marine Parkway at both ends of the loop. No sidewalk is provided on Oracle Parkway, except near the intersections. Along Oracle Parkway there are three unsignalized intersections that provide access to the project site. At the first and third intersections a crosswalk is provided on the west leg. At the second intersection a crosswalk is provided on the east leg. Each intersection intersects with Oracle internal streets that extend from the core of the Oracle Campus. Sidewalks are provided along every internal street.

Hexagon conducted pedestrian counts at the study intersections adjacent to the project site. The traffic count data are included in Appendix B. During both the AM and PM peak hours, pedestrian traffic at the intersection of Oracle Street #2 and Oracle Parkway was relatively high, with 169 and 94 pedestrians, respectively. This intersection lies between the Oracle Conference Center and the existing surface parking lot. At all other intersections adjacent to the project site, pedestrian volumes were relatively low, ranging between 20 and 50 pedestrians during both the AM and PM peak hours.


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Transit Services

Existing transit service to the study area is provided by the San Mateo County Transit District (SamTrans), Caltrain, and BART. The transit services are described below and shown on Figure 4.

SamTrans Bus Services

Route 67 provides bus service on school days only on Marine Parkway in the project vicinity with the nearest stop at the east Oracle Parkway/Marine Parkway intersection, about 0.4 mile from the project site. Route 67 also stops at the Belmont Caltrain Station. As of August 9, 2015, Route 67 will travel westbound from Redwood Shores to Ralston Middle School in the AM peak period with three trips that arrive between 7:50 AM and 7:57 AM on all weekdays and four trips eastbound from Ralston Middle School to Redwood Shores in the afternoon between 3:13 PM and 3:25 PM on all weekdays except Wednesday. On Wednesday, because schools end between 12 PM and 1 PM with the half-day programs, Route 67 departs from the middle school between 12:40 PM and 12:52 PM. Due to its limited directional service, this route could be used only by Design Tech students who live within Redwood Shores.

Route 260 provides bus service on Marine Parkway in the project vicinity with the nearest stop at the east Oracle Parkway/Marina Parkway intersection. Route 260 also stops at the Belmont Caltrain Station and the San Carlos Caltrain Station. Route 260 provides bus services with 30-minute headways during the AM and PM peak periods of school traffic.

Route 62 provides bus service on Ralston Avenue in the project vicinity with the nearest stop at the Hiller Street/ Ralston Avenue intersection, which is about one mile walking distance from the project site. Route 62 does not stop at the Belmont Caltrain Station, but stops at the Hillsdale Caltrain Station. During both the AM and PM peak periods of school traffic, Route 62 stops at the intersection of Hiller Street and Ralston Avenue with one-hour headways.

Caltrain Services

Caltrain provides commuter rail service between San Francisco and Gilroy. The project site is located approximately 1.5 miles from the Belmont Caltrain Station, 3.5 miles from the Hillsdale Caltrain Station and 2.5 miles from the San Carlos Caltrain Station. The Belmont Caltrains station located near the El Camino Real/Ralston Avenue intersection provides access to the project site via a bike path (described above). The Belmont Caltrain Station provides commuter rail services during weekdays with a one-hour headway during the morning school peak period, and 30-minute headways during the afternoon school peak period. The Hillsdale and San Carlos Stations provide commuter rail services during weekdays with 30-minute headways in the morning and afternoon school peak periods.

Caltrain/SamTrans provides shuttle service from the Hillsdale and San Carlos Stations to the project vicinity, including Oracle Shuttle, Redwood Shores Twin Dolphin Area Shuttle (Bridge Park), and Redwood Shores Shuttle (Clipper). These shuttle routes are described below and shown on Figure 4.

The Oracle Shuttle runs between the San Carlos and Hillsdale Caltrain Stations and Oracle Parkway. The nearest stop to the project site is at 500 Oracle Parkway approximately 1,300 feet from the site. It provides four shuttles from the San Carlos and Hillsdale Caltrain Stations to Oracle Parkway between 7 AM and 10 AM and five shuttles from Oracle Parkway to the San Carlos and Hillsdale Caltrain Stations between 3 PM and 7 PM.

The Redwood Shores Twin Dolphin Area Shuttle (Bridge Park) runs between the San Carlos Caltrain Station and Oracle Parkway. The nearest stop to the project site is at 300 Oracle Parkway approximately 600 feet from the site. It provides four shuttles from the San Carlos Caltrain Station to Oracle Parkway between 7:00 AM and 9:30 AM and six shuttles from Oracle Parkway to the San Carlos Caltrain Station between 2 PM and 7 PM.

The Redwood Shores Shuttle (Clipper) runs between the San Carlos Caltrain Station and Oracle Parkway. The nearest stop to the project site is at 600 Clipper approximately 2,000 feet from the site. It


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provides four shuttles from the San Carlos Caltrain Station to 600 Clipper between 7 AM and 10 AM and four shuttles from shuttles to the San Carlos Caltrain Station between 2 PM and 7 PM.

Additionally. Caltrain provides the free Belmont Hillsdale Shuttle between the Belmont Station and the Hillsdale Station for access to baby bullet rail service at the Hillsdale Station.

BART Services

Bay Area Rapid Transit (BART) provides commuter rail service between Millbrae, San Francisco, and the East Bay. It connects to Caltrain at the Millbrae Station. The project site is located approximately 9.5 miles south of the Millbrae Caltrain/BART Station. Caltrain/SamTrans provides shuttle service from the Millbrae Caltrain/BART Station to the major employee centers in the vicinity of the station; however, no shuttle services are provided between the station and the Oracle campus. However, Oracle offers employee shuttle programs to the Millbrae Caltrain/BART Station.

Oracle Shuttle Programs

In addition to the Caltrain shuttle services provided at the Caltrain Stations, Oracle offers employee shuttle programs to the Millbrae Caltrain/BART Station, and the Hillsdale and San Carlos Caltrain Stations. The shuttle service will be available to Design Tech students and staff.


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Intersection Lane Configurations and Traffic Volumes

The existing lane configurations at the study intersections were obtained from field observations and are shown on Figure 5.

Existing weekday AM (7:00-9:00 AM) and PM (4:00-6:00 PM) peak hour traffic volumes were obtained from manual turning-movement counts. New traffic counts were conducted at all study intersections on typical weekdays on May 28, 2015 and June 9, 2015 when schools were in session. Because traffic counts are generally not conducted during the summer, the summer 2015 traffic counts were compared to the available count data from fall of 2013 at four study intersections to determine if the new counts were affected by the summer season. The fall 2013 traffic volumes were found to be greater than the summer 2015 traffic volumes at most study intersections. Therefore, with one exception, the 2013 traffic volumes were used for the study. At the US 101 Southbound Ramps/Ralston Avenue intersection, the 2015 PM peak-hour volume is greater than the 2013 volume. Thus, the higher 2015 volume was used.

At remaining six study intersections where recent counts are not available for comparison, traffic volumes from summer 2015 were increased with a seasonal adjustment factor of 3%. The 3% factor was derived from a comparison of fall 2013 traffic volumes to summer 2015 traffic volumes. The existing peak hour traffic volumes used for the study are shown graphically on Figure 6. New 2015 traffic count data are included in Appendix B.

Intersection Levels of Service

The results of the level of service analysis under existing conditions are summarized in Table 4. The results show that all signalized intersections are operating at LOS D or better. The level of service calculation sheets are included in Appendix C.

Observed Traffic Conditions

Traffic conditions in the field were observed in order to identify existing operational deficiencies and to confirm the accuracy of calculated intersection levels of service. The purpose of this effort was (1) to identify any existing traffic problems that may not be directly related to level of service, and (2) to identify any locations where the level of service analysis does not accurately reflect existing traffic conditions.

Overall, no significant intersection operational deficiencies were observed during the AM or PM peak hours of traffic, and the level of service analysis appears to reflect actual existing traffic conditions at the study intersections. Hexagon observed minor operational issues at the following intersections:

El Camino Real and Ralston Avenue. During AM peak hour, the eastbound traffic frequently queued past Sixth Avenue and required more than two cycles to clear. The southbound left-turn pocket occasionally overflowed, but traffic was able to clear within one cycle. During PM peak hour, the westbound traffic frequently queued past Old County Road and required more than two cycles to clear.

Old County Road and Ralston Avenue. Vehicle queues in the northbound and southbound left-turn lanes on Old County Road occasionally required two cycles to clear during the PM peak hour.

Oracle Street #1 and Oracle Parkway (all-way stop controlled). Vehicle queues in the eastbound through lane on Marine Parkway were lengthy during the AM peak hour.


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Table 4 Existing Intersection Levels of Service

Existing Peak Count Avg.

ID Intersection Name (Jurisdiction) Control1

Hour Date Delay2

LOS

1 El Camino Real and Ralston Avenue* Signal AM 12/04/13 43.9 D(City of Belmont) PM 11/06/13 45.0 D

2 Old County Road and Ralston Avenue Signal AM 11/06/13 37.4 D(City of Belmont) PM 11/06/13 36.4 D

3 US 101 SB Ramps and Ralston Avenue Signal AM 12/04/13 12.9 B(City of Belmont/Caltrans) PM 05/28/15 19.7 B

4 US 101 NB Ramps and Marine Parkway Signal AM 12/04/13 26.8 C(City of Belmont/Caltrans) PM 12/04/13 26.7 C

5 Oracle Pkwy (W)/Shoreway Rd and Marine Pkwy Signal AM 05/28/15 13.3 B(Redwood City) PM 05/28/15 33.7 C

6 Twin Dolphin Drive and Marine Parkway Signal AM 05/28/15 4.0 A(Redwood City) PM 05/28/15 10.4 B

7 Oracle Parkway (E) and Marine Parkway Signal AM 05/28/15 7.0 A(Redwood City) PM 05/28/15 7.7 A

8 Oracle Street #1 and Oracle Parkway AWSC AM 06/09/15 9.4 A(Redwood City) PM 06/09/15 9.2 A

9 Oracle Street #2 and Oracle Parkway AWSC AM 06/09/15 8.0 A(Redwood City) PM 06/09/15 8.0 A

10 Oracle Street #3 and Oracle Parkway TWSC AM 06/09/15 9.5 A(Redwood City) PM 06/09/15 9.4 A

Notes:* Denotes CMP Intersection1 Intersection control under existing conditions. - Signal = signalized Intersection

- AWSC = all-way stop controlled intersection - TWSC = one-way or two-way (side street) stop-controlled intersection2 Overall weighted average control delay (seconds per vehicle) is reported for signalized and AWSC intersections.

Worst stop-controlled approach delay (seconds per vehicle) is reported for TWSC intersections.


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3. Background Conditions

This chapter presents background traffic conditions without the project. Traffic volumes for background conditions comprise volumes from existing traffic counts plus traffic generated by other approved developments in the vicinity of the site. This chapter describes the procedure used to determine background traffic volumes and the resulting traffic conditions. The background scenario predicts a realistic baseline traffic condition that would occur as approved development gets built and occupied.

Roadway Network

The roadway network under background conditions would be the same as the existing roadway network because there are no planned and funded transportation improvements at the study intersections that would alter the existing intersection lane configurations.

The City of Belmont is undergoing the Ralston Avenue Corridor Study and Transportation Improvements Plan to improve multi-modal use along the corridor. The proposed improvements would not alter the existing intersection lane configurations at study intersections on Ralston Avenue.

Approved Developments

Background traffic volumes were forecast by estimating trip generation for a list of approved but not yet completed projects. Based on the review of development projects in the Cities of Redwood City, Belmont, and San Carlos, the following approved but not-constructed projects were considered under background conditions because they would contribute background trips to the study intersections.

700 Island Parkway, Belmont (Autobahn Motors Expansion) – Reconstruct and expand the existing dealership building from the existing 51,000 s.f. to 57,000 s.f.

576-600 El Camino Real, Belmont – Demolition of three existing commercial and residential buildings and construct 32 residential units and 11,700 s.f. of retail space.

400-490 El Camino Real, Belmont – Demolish 14,000 s.f. of office space and a 2,400-s.f. convenience store and construct 73 residential units and 5,000 s.f. of retail space.

6-8 and 10 Davis Drive, Belmont (Crystal Springs Uplands School) – Demolish two vacant buildings previously used as office and warehouse space and build a middle school campus with 240 students and 43 faculty/staff members.

BRSSD 5 School Expansions, Belmont – Expand five schools in the Belmont-Redwood Shores School District (BRSSD) by a total of 36 new classrooms (788 students) among the five schools.


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Transit Village, San Carlos – Redevelop the project site that would house 202 apartment units and 25,800 s.f. of commercial space1.

There are no approved projects in Redwood City that would impact the study intersections.

Intersection Traffic Volumes

Background peak-hour traffic volumes were calculated by adding to existing volumes the estimated traffic from the approved developments. Vehicle trips from the each of the projects were obtained from the project’s traffic impact study (TIA) or environmental impact report (EIR). The estimated trips were assigned to the study intersections according to distributions identified in the development TIAs and EIRs. The trips assigned to the study intersections are tabulated in Appendix D. Background traffic volumes are shown on Figure 7.


The results of the level of service analysis under background conditions are summarized in Table 5. The results show that all study intersections would operate at LOS D or better. The level of service calculation sheets are included in Appendix C.

1 The Samtrans TIA analyzed 280 apartment units, 14,326 s.f. of retail space, and 23,797 s.f. of office space. The project was updated to 202 apartment units and 25,800 s.f. of commercial space as of October 2014. The trip generation in the Samtrans TIA was used in this analysis.


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Table 5 Background Intersection Levels of Service

Existing Peak Avg. Avg.

ID Intersection Name (Jurisdiction) Control1 Hour Delay2 LOS Delay2 LOS

1 El Camino Real and Ralston Avenue* Signal AM 43.9 D 46.7 D(City of Belmont) PM 45.0 D 46.9 D

2 Old County Road and Ralston Avenue Signal AM 37.4 D 39.2 D(City of Belmont) PM 36.4 D 37.1 D

3 US 101 SB Ramps and Ralston Avenue Signal AM 12.9 B 13.1 B(City of Belmont/Caltrans) PM 19.7 B 19.8 B

4 US 101 NB Ramps and Marine Parkway Signal AM 26.8 C 27.2 C(City of Belmont/Caltrans) PM 26.7 C 27.6 C

5 Oracle Pkwy (W)/Shoreway Rd and Marine Pkwy Signal AM 13.3 B 13.4 B(Redwood City) PM 33.7 C 33.7 C

6 Twin Dolphin Drive and Marine Parkway Signal AM 4.0 A 3.9 A(Redwood City) PM 10.4 B 10.4 B

7 Oracle Parkway (E) and Marine Parkway Signal AM 7.0 A 6.9 A(Redwood City) PM 7.7 A 7.7 A

8 Oracle Street #1 and Oracle Parkway AWSC AM 9.4 A 9.4 A(Redwood City) PM 9.2 A 9.2 A

9 Oracle Street #2 and Oracle Parkway AWSC AM 8.0 A 8.0 A(Redwood City) PM 8.0 A 8.0 A

10 Oracle Street #3 and Oracle Parkway TWSC AM 9.5 A 9.5 A(Redwood City) PM 9.4 A 9.4 A


- AWSC = all-way stop controlled intersection - TWSC = one-way or two-way (side street) stop-controlled intersection2 Overall weighted average control delay (seconds per vehicle) is reported for signalized and AWSC intersections. Worst stop-controlled approach delay (seconds per vehicle) is reported for TWSC intersections.

Existing Background


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4. Project Conditions

This chapter describes the roadway traffic operations under existing plus project conditions and background plus project conditions, the method by which project traffic is estimated, and any impacts caused by the project. Existing plus project traffic conditions could potentially occur if the project were to be occupied prior to the other approved projects in the area. However, it is unlikely that this traffic condition would occur, since some of the other approved projects expected to add traffic to the study area would likely be built and occupied during the time the project is going through the development review process.

Roadway Network

The roadway network under project conditions would be the same as the existing roadway network because there are no planned and funded transportation improvements at the study intersections that would alter the existing intersection lane configurations.

However, implementation of the project would require removing the existing parking lot in the eastern portion of the project site and adding a new parking lot in the western portion of the project site (see Figure 2). As a result, the existing driveways that intersect with the Oracle Street #2/Oracle Parkway and Oracle Street #3/Oracle Parkway intersection would be removed and a new exit-only driveway would be added to the Oracle Street #1/Oracle Parkway intersection. There would be no changes in intersection controls at these three intersections.

Project Trip Estimates

The magnitude of traffic produced by a new development and the locations where that traffic would appear are estimated using a three-step process: 1) trip generation, 2) trip distribution, and 3) trip assignment. In determining project trip generation, the magnitude of traffic entering and exiting the project site is estimated for the AM and PM peak hours. As part of the project trip distribution, an estimate is made of the directions to and from which the project trips would travel. In the project trip assignment, the project trips are assigned to specific streets and intersections. These procedures are described below.

Trip Generation

Trip generation for the proposed Oracle Educational Facility was estimated based on the existing student residences (zip code data), travel patterns and mode choices observed at the existing Design Tech High School and the proposed numbers of students and staff/teachers at the project site. Peak-hour vehicle trips are anticipated to be generated by vehicles dropping off and picking up students, students with internships that drive to school, and staff and teachers.

Design Tech has a no driving/parking policy for students; therefore, although the school attracts students from the entire Bay Area, including San Francisco to the north, Half Moon Bay/Montara to the west, Hayward/San Lorenzo


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to the east, and Santa Clara to the south, about 60% of existing students take Caltrain and BART to school. The school currently leases space at the San Mateo county Office of Education Regional Occupation Program, which is about 2,500 feet (0.5 miles) east of the Millbrae Caltrain/BART Station. The project site on the Oracle campus is located near the Belmont Caltrain Station (1.5 miles). Shuttle services are available between the Oracle campus and the Hillsdale and San Carlos Caltrain Stations and the Millbrae Caltrain/BART Station and would be made available to its students and staff. Additionally, Design Tech would continue to implement the no driving/parking policy at the project site. Therefore, it is expected that a similar percentage of students would take Caltrain and BART after the school moves to the project site.

The percentage of students that would come to the school by transit, vehicles (driven by parents), and bicycles were estimated based on the residence locations of existing students. Design tech provided resident zip codes for all students enrolled for the 2015/16 school year. Based on the zip code data, 25% of students live in adjacent cities (Belmont, San Carlos, Foster City, Redwood Shores) or do not live near Caltrain and BART stations (Half Moon Bay, Montara). For those 25% of students, 21% were assumed to be driven to school in cars and dropped-off, 1% would take local SamTrans buses or shuttles, and 3% would bike to school. For the remaining 75% of students who live along the Caltrain or BART service corridors, 15% were assumed to be driven by parents and 60% would take trains. The mode choice assumptions for students are summarized below:

Drop-off by cars: 21% + 15% = 36%;

Transit: 60% + 1% = 61%;

Bicycle: 3%.

Vehicle trips associated with students that would be driven to school were estimated assuming a vehicle occupancy rate of 1.5 students per vehicle. Consistent with data provided from the existing Design Tech, it was assumed that about 30% of students would participate in after school programs that end at 4:15 PM. Only those students would generate trips during PM peak hour (4 – 5 PM).

In addition to the drop-off trips, students that participate in internships would also generate vehicle trips. The school estimated that about 20 students would participate in internships. Depending on the internship locations and schedule, some of the students may not be able to take transit and would need to drive to school. The traffic analysis presented in this report assumes that all 20 students would drive to school with trips occurring during AM and PM peak hours. This is a conservative worst-case scenario since many student interns would take transit and/or work to and from their work sites.

About 50% of staff/teachers currently drive to school. The driving percentage for staff is higher than for students because staff/teachers may live closer to school and on-site parking would be provided. The percentage was assumed to be same at the project site. All teachers and staff were assumed to arrive and depart within the AM and PM peak commute periods.

Table 6 summarizes the trip generation estimates for the project. In the AM peak hour, the project is expected to generate a total of 289 new trips, with 162 inbound trips and 127 outbound trips. In the PM peak hour, the project is expected to generate a total of 111 new trips, with 38 inbound trips and 73 outbound trips.

Although Design Tech already has a relatively high percentage of students taking transit, it will implement TDM measures to encourage more students and employees to carpool, take transit, or use active modes of transport to get to and from school. The TDM measures proposed by Design Tech are summarized in Chapter 6 and included in Appendix E. To be conservative, this report assumes the existing mode split will continue with no additional trip reductions from the TDM measures.


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Table 6 Project Trip Generation Estimates

Trip Distribution and Assignment

The trip distribution pattern for the project was estimated based on the residence zip code data of existing students and the arterials that provide access between project site and the students’ residences. The trip distribution pattern for the project is shown on Figure 8.

The peak-hour trips generated by the project were assigned to the roadway network in accordance with the project trip distribution pattern. The parking lot would be served by two one-way driveways. Traffic would enter at the east driveway (inbound) and exit through the west driveway (outbound), which would be located directly opposite Oracle Street #1. Vehicles entering the parking lot and drop-off loop would be restricted to right turns only. At the outbound driveway, vehicles would be permitted to turn left onto eastbound Oracle Parkway or right onto westbound Oracle Parkway. Figure 9 shows the assignment of project trips at each study intersection.

Additionally, the project would remove the existing parking lot for the Conference Center event on the project site. The parking lot is across the street from the Oracle Conference Center and is signed for conference center even parking only. Therefore, it is expected that the peak-hour vehicle trips to and from this parking lot are by conference attendees or Oracle visitors. Without the parking lot, these vehicles are expected to park in the

Mode Choice Percentage2In Out Total In Out Total

Student Trips

Students drive to school1 20 20 0 20 20 0 20 20

Driven by parents336% 191 127 127 254 57 38 38 76

Transit (Caltrain, BART, bus, shuttle) 61% 323 97

Bicycle 3% 16 5

Total Students Vehicle Trips 100% 550 147 127 274 179 38 58 96

Teacher/Staff Trips5

Drive6 50% 15 15 0 15 15 0 15 15

Transit 50% 15 15

Total Teacher/Staff Vehicle Trips 100% 30 15 0 15 30 0 15 15

New Vehicle Trips Generated 162 127 289 38 73 111

Notes:

6. More teachers/staff (50%) were assumed to drive to school since they may live closer and parking would be provided on site.

5. It was assumed that all teachers and staff would arrive and depart within the peak commute periods.

4. It was assumed that about 30% of students would participate in after school programs with trips occurring during PM peak hour (4 PM - 5 PM) .

3. Vehicle occupancy of 1.5 students/vehicle was assumed for peak-hour trips.

PM Peak Hour

1. The school estimated that about 20 students would participate in internships. For the study, it was assumed that all 20 students would drive to school with trips occurring during peak hours.

2. Percentages of mode choices for students were estimated based on the residence zip codes of existing students.25% of students live in adjacent cities (Belmont, San Carlos, Foster City, Redwood Shores) or do not live near Caltain and BART stations (Half Moon Bay, Montara), of which 21% were assumed to be dropped-off by cars, 1% would take local SamTrans buses or shuttles, and 3% would bike to school. 75% of students could take Caltain and BART, of which 15% were assumed to be driven by parents and 60% would take trains.Drop-off by cars: 21% + 15% = 36%; Transit: 60% + 1% = 61%; Bicycle: 3%

AM Peak Hour

Vehicle TripsStudents/ Teachers

Students4/ Teachers

Vehicle Trips


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parking garages on Oracle Streets #2 and #3. Therefore, the driveway trips were reassigned to Oracle Streets #2 and #3. Figure 9 reflects the reassignment of existing driveway trips.


Project impacts were evaluated relative to both (1) existing traffic volumes and (2) background traffic volumes. For the existing plus project scenario, the new trips generated by the project were added to the existing traffic volumes (described in Chapter 2) to derive the existing plus project traffic volumes. Figure 10 shows the intersection turning-movement volumes under existing plus project conditions. For the background plus project scenario, the new trips generated by the project were added to the background traffic volumes (described in Chapter 3) to derive the background plus project traffic volumes. Figure 11 shows the intersection turning-movement volumes under background plus project conditions. Peak-hour intersection volumes for the study intersections are tabulated in Appendix D.


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The results of the intersection level of service analysis for (1) existing plus project and (2) background plus project conditions are summarized in Tables 7 and 8. It should be noted that, at some study intersections, the average delay under project conditions is shown to be better than under no-project conditions. This occurs because the intersection delay is a weighted average of all intersection movements. When project traffic is added to movements with delays lower than the average intersection delay, the average delay for the entire intersection can decrease. The results of the level of service calculations show that under both existing plus project and background plus project conditions, all study intersections would continue to operate at acceptable levels of service (LOS D or better). For intersections in Belmont, the increase in average delay and V/C would not exceed the significant impact thresholds listed in Table 3. Therefore, the project’s impact on intersection levels of service would be less than significant.

Table 7 Existing Plus Project Intersections Levels of Service

Peak Avg. Avg. Incr. In Incr. In


Hour Delay2

LOS Delay2

LOS Avg. Del. Crit. V/C

1 El Camino Real and Ralston Avenue* Signal AM 43.9 D 44.6 D 0.7 0.02(City of Belmont) PM 45.0 D 45.4 D 0.4 0.01

2 Old County Road and Ralston Avenue Signal AM 37.4 D 37.9 D 0.5 0.02(City of Belmont) PM 36.4 D 36.6 D 0.2 0.01

3 US 101 SB Ramps and Ralston Avenue Signal AM 12.9 B 13.2 B 0.3 0.02(City of Belmont/Caltrans) PM 19.7 B 19.7 B 0.0 0.01

4 US 101 NB Ramps and Marine Parkway Signal AM 26.8 C 26.9 C 0.1 0.03(City of Belmont/Caltrans) PM 26.7 C 26.6 C -0.1 0.01

5 Oracle Pkwy (W)/Shoreway Rd and Marine Pkwy Signal AM 13.3 B 13.5 B 0.2 0.03(Redwood City) PM 33.7 C 35.3 D 1.6 0.02

6 Twin Dolphin Drive and Marine Parkway Signal AM 4.0 A 3.9 A -0.1 0.00(Redwood City) PM 10.4 B 10.4 B 0.0 0.00

7 Oracle Parkway (E) and Marine Parkway Signal AM 7.0 A 8.7 A 1.7 0.05(Redwood City) PM 7.7 A 8.1 A 0.4 0.01

8 Oracle Street #1 and Oracle Parkway AWSC AM 9.4 A 9.6 A 0.2 0.03(Redwood City) PM 9.2 A 9.2 A 0.0 0.01

9 Oracle Street #2 and Oracle Parkway AWSC AM 8.0 A 8.2 A 0.2 -0.03(Redwood City) PM 8.0 A 8.2 A 0.2 0.01

10 Oracle Street #3 and Oracle Parkway TWSC AM 9.5 A 10.3 B 0.8 0.00(Redwood City) PM 9.4 A 9.6 A 0.2 0.01


- AWSC = all-way stop controlled intersection

- TWSC = one-way or two-way (side street) stop-controlled intersection2 Overall weighted average control delay (seconds per vehicle) is reported for signalized and AWSC intersections. Worst stop-controlled approach delay (seconds per vehicle) is reported for TWSC intersections.

Existing Existing+Project


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Table 8 Background Plus Project Intersections Levels of Service

Peak Avg. Avg. Incr. In Incr. In


Hour Delay2

LOS Delay2




3 US 101 SB Ramps and Ralston Avenue Signal AM 13.1 B 13.4 B 0.3 0.02(City of Belmont/Caltrans) PM 19.8 B 19.9 B 0.1 0.01



6 Twin Dolphin Drive and Marine Parkway Signal AM 3.9 A 3.8 A -0.1 0.00(Redwood City) PM 10.4 B 10.4 B 0.0 0.00






- AWSC = all-way stop controlled intersection

- TWSC = one-way or two-way (side street) stop-controlled intersection2 Overall weighted average control delay (seconds per vehicle) is reported for signalized and AWSC intersections. Worst stop-controlled approach delay (seconds per vehicle) is reported for TWSC intersections.

Background Background+Project


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5. Cumulative Conditions

This chapter describes the roadway traffic operations under cumulative conditions and cumulative plus project conditions. For this study, cumulative conditions reflect a horizon year of 2022, which is 5 years after the school would be fully occupied in 2017. Cumulative traffic volumes reflect regional traffic growth in the study area and traffic generated by the approved development projects. Included in this chapter are the procedures used to determine cumulative traffic volumes and a description of the resulting traffic conditions and any impacts caused by the project.

Roadway Network

The roadway network under cumulative conditions would be the same as the existing roadway network because there are no planned and funded transportation improvements at the study intersections that would alter the existing intersection lane configurations.

The roadway network under cumulative plus project conditions would be the same as project conditions described in Chapter 4.


The cumulative scenarios assume a horizon year of 2022. Cumulative traffic volumes were estimated by first applying a 1% growth factor per year until 2022 to the existing (2015) traffic volumes. With compounding, this yields a factor of 1.072. The growth rate and horizon year were determined by the City of Redwood City. The trips generated by approved projects in the vicinity were then added to obtain cumulative no project traffic volumes. The cumulative no project traffic volumes are shown on Figure 12.

The project trips were then added to the cumulative traffic volumes to yield cumulative plus project traffic volumes. The intersection turning-movement volumes under cumulative plus project conditions are depicted on Figure 13.


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The results of the level of service analysis under cumulative conditions and cumulative plus project conditions are summarized in Table 9. The results show that under cumulative conditions and cumulative plus project conditions, all study intersections would operate at acceptable levels of service (LOS D or better). For intersections in Belmont, the increase in average delay and V/C would not exceed the significant impact thresholds listed in Table 3.

Table 9 Cumulative Plus Project Intersection Levels of Service

CumulativePeak Avg. Avg. Incr. In Incr. In


Hour Delay2

LOS Delay2




3 US 101 SB Ramps and Ralston Avenue Signal AM 13.5 B 13.8 B 0.3 0.02(City of Belmont/Caltrans) PM 20.2 C 20.3 C 0.1 0.01



6 Twin Dolphin Drive and Marine Parkway Signal AM 3.9 A 3.9 A 0.0 0.00(Redwood City) PM 10.6 B 10.6 B 0.0 0.00





Notes:* Denotes CMP Intersection1 Intersection control based on existing conditions. - Signal = signalized Intersection - AWSC = all-way stop controlled intersection - TWSC = one-way or two-way (side street) stop-controlled intersection2 Overall weighted average control delay (seconds per vehicle) is reported for signalized and AWSC intersections. Worst stop-controlled approach delay (seconds per vehicle) is reported for TWSC intersections.

Cumulative+Project


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6. Other Transportation Issues

This chapter presents an analysis of other transportation issues associated with the project, including:

Site access and on-site circulation

Potential impacts to pedestrian, bicycle and transit facilities


TDM Measures

Unlike the level of service impact methodology, which is adopted by the City council, the analyses in this chapter are based on professional judgment in accordance with the standards and methods employed by the traffic engineering community.

Site Access and On-Site Circulation

Site access and on-site circulation were evaluated using commonly accepted transportation planning principles. This review is based on the project site plan prepared by DES Architects + Engineers on October 30, 2015 (see Figure 2). The site access and circulation were evaluated to determine the adequacy of the site’s driveways with regard to traffic volumes, delays, vehicle queues, geometric design, sight distance, and truck access. In general, the site plan shows adequate site access and internal circulation.

The project would provide a parking lot for staff/visitor parking and student drop-off. The drop-off loop would run along the back side of the parking lot and would be served by the same driveways. The parking lot and drop-off loop would be served by served by two one-way driveways on Oracle Parkway. Traffic would enter at the east driveway (inbound) and exit through the west driveway (outbound), which would be located directly opposite Oracle Street #1.The inbound driveway would be located approximately 145 feet east of this intersection. The driveways would be 22 feet wide, which meets the minimum driveway width set forth in the City’s zoning code. The one-way drive aisle is 13 feet wide, which is adequate for one-way circulation of vehicular traffic and complies with the minimum width requirement for emergency vehicle access. The parking lot would also include a trash enclosure near the east driveway next to the project building. The 22-foot driveways and drop-off loop would provide an unobstructed approach for collection trucks.

Vehicles entering the parking lot and drop-off loop would be restricted to right turns only to avoid delays associated with uncontrolled inbound left-turn movements. At the outbound driveway, vehicles would be permitted to turn left onto eastbound Oracle Parkway or right onto westbound Oracle Parkway. The outbound driveway intersection would operate under all-way stop control. Project traffic entering and exiting the site would not significantly affect intersection operations or cause back-ups on Oracle Parkway. However, the following measure is recommended to facilitate traffic operations during drop-off and pick-up.


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Recommendation 1 – Designate staff to control the drop-off/pick-up traffic. Staff should guide entering vehicles at the inbound driveway to prevent blockage of through traffic on Oracle Parkway and prevent drop-off and pick-up.

Field observations indicated that the vehicle queue for the eastbound through movement at the Oracle Street #1/Oracle Parkway intersection was lengthy during the AM peak hour. The drop-off traffic would not add eastbound traffic to the intersection because it can only make westbound right-turns into the parking lot by traveling to the east Oracle Parkway/Marine Parkway intersection and approaching the school via westbound Oracle Parkway. Although the project would add southbound traffic to the intersection, it would not affect the intersection operation or cause traffic delay on Oracle Parkway. Field observations indicated no operation issues at the three study intersections on Oracle Parkway in the PM peak hour; therefore, vehicles accessing the project site would experience minimal delays.

Sight Distance at Project Driveways

In general, the project driveways should be free and clear of any obstructions to optimize sight distance, thereby ensuring that exiting vehicles can see pedestrians on the sidewalk and other vehicles traveling on Oracle Parkway. Any landscaping, parking, and signage should be located in such a way to ensure an unobstructed view for drivers entering and exiting the site.

Providing the appropriate sight distance reduces the likelihood of a collision at a driveway, and provides drivers with the ability to exit a driveway or locate sufficient gaps in traffic. Sight distance generally should be provided in accordance with Caltrans design standards. The minimum acceptable sight distance is often considered the Caltrans stopping sight distance. Sight distance requirements vary depending on the roadway speeds. The speed limit on Oracle Parkway is 25 mph. The Caltrans recommended stopping sight distance is 200 feet. This means that a driver must be able to see 200 feet down Oracle Parkway to locate a sufficient gap to turn out of the driveways. There are no roadway curves or landscaping features shown on the site plan that would obstruct the vision of exiting drivers. On-street parking would be prohibited on Oracle Parkway along the project frontage. Therefore, adequate sight distance would be provided at the project driveways.

Access and Circulation for Emergency Vehicles and Trucks

Emergency response vehicles would access the project site from Oracle Parkway. A delivery shuttle/truck drop-off area 40 feet in length would be provided on Oracle Parkway in front of the project building. Collection trucks would assess the trash enclosure located in the parking lot via the parking lot driveways. The parking lot driveways are 22 feet wide with 13-foot one-way drive aisles and 22-foot drop-off loop, which would provide unobstructed access and circulation for collection trucks. Site access and circulation for collection trucks were evaluated with vehicle turning movement templates. SU-30 trucks, representing medium-size trucks would be able to access, circulate, and exit the parking lot.

Drop-Off and Pick-Up

The project would include a student drop-off loop along the back side of the parking lot with the capacity of 24 vehicles (about 550 feet in length). Vehicles would enter from the east driveway (inbound) and exit through the west driveway (outbound). School drop-off and pick-up operations and resulting vehicle queues are estimated based on the queuing estimates for the Rocketship Redwood Academy TIA (March 2015). The Rocketship TIA estimated that 575 feet of queuing space would be needed for 282 AM peak-hour inbound trips generated by parents. Design Tech would generate 127 AM inbound trips associated with students that would be driven to school (Table 6). Thus, it is estimated that 259 feet of queuing space would be needed for drop-off operations in the morning at Design Tech. In the afternoon, it was assumed that about 30% of students would stay for after school programs; therefore, it is estimated that 181 feet of queuing space would be needed for pick-up operations. The estimated queuing length is shorter than the provided queuing length, so the drop-off/pick-up vehicles are not expected to queue onto Oracle Parkway.

Although Design Tech staff would monitor drop-off and pick-up operations, Recommendation 1 described above should be implemented to ensure that vehicles do not turn left into the inbound driveway, minimize any vehicle queues that may develop during drop-off/pick-up periods, and manage conflicts between vehicles and pedestrians.


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Additionally, the proposed TDM strategies included in Appendix E are expected to encourage more students to take transit and carpool and reduce the vehicle trips generated by the students thereby reducing the length of queue storage needed for drop-off and pick-up operations.

Potential Impacts on Pedestrians, Bicycles, and Transit

Figure 12 shows the pedestrian access routes adjacent to the project site. Sidewalks would be provided along the project street frontage that connect to the crosswalks at adjacent intersections. A sidewalk also would be provided adjacent to the student drop-off loop that connects to the Bay Trail and the project building. Design Tech would have joint use of the fitness center and conference center in the Oracle Campus. Student access for these facilities would be provided via the sidewalks along the project frontage and the crosswalks at the Oracle Street #1/Oracle Parkway and Oracle Street #2/Oracle Parkway intersections. Both intersections are all-way stop-controlled. At the Oracle Street #1/Oracle Parkway intersection, a crosswalk exists on the east leg, but there is no crosswalk on the south leg for students accessing the fitness center. The following measure is recommended to enhance the safety of students walking to and from the fitness center.

Recommendation 2 – Provide a crosswalk on the south leg of the Oracle Street #1/Oracle Parkway intersection.

Although few students are expected to access the school via this crosswalk at the Oracle Street #1/Oracle Parkway during drop-off and pick-up, implementation of Recommendation 1 would ensure that vehicles obey safe loading practices.

As show on Figure 12, new crosswalks would be provided at the parking lot driveways. However, the crosswalk at the inbound driveway would be set back from the street, which would make it more difficult for vehicles entering the driveway to see pedestrians in the crosswalk. The following measure is recommended to improve the pedestrian safety during crossing.

Recommendation 3 – Move the crosswalk at the inbound driveway closer to the travel lanes on Oracle Parkway.

As shown on Figure 3, bicycle facilities within typical biking distance of the project site are well provided by the Bay Trail, bike lanes on Oracle Parkway and Marine Parkway, and a bike connection between the project site and the Belmont Caltrain Station. The project would also improve the section of Bay Trail behind project site. However, because the bike connection between the project site and the Belmont Caltrain Station via City streets and the Bay Trail is circuitous, the following measure is recommended to direct students and staff to the school.

Recommendation 4 – Work with the City to identify appropriate locations for wayfinding signage along City streets and/or the Bay Trail between the project site and the Belmont Caltrain Station.

Transit in the project vicinity is provided by SamTrans buses, Caltrain/SamTrans shuttles, and Oracle shuttle programs. SamTrans buses run on Marine Parkway with the nearest bus stops located at the east Oracle Parkway/Marine Parkway intersection, about 0.4 miles to the project site. A continuous pedestrian path is available via crosswalks, sidewalks, and the Bay Trail between the school and the nearest bus stops. Caltrain shuttles that run between the Hillsdale and San Carlos Caltrain Stations and the Oracle campus include the Oracle Shuttle, Bridge Park Shuttle, and Clipper Shuttle, with the nearest stops at 500 Oracle Parkway (1,300 feet from the site) , 300 Oracle Parkway (600 feet from the site), and 600 Clipper (2,000 feet from the site), respectively. In addition, Oracle offers employee shuttle programs to the Millbrae Caltrain/BART Station, and the Hillsdale and San Carlos Caltrain Stations. These shuttles would be made available to students and staff of the school with a dedicated drop-off area provided in the parking lot. The school also proposes to purchase a van to transport students and staff to and from the Belmont Caltrain Station around midday so that they can participate in concurrent college enrollment and internships.

In summary, the project is well served by the existing pedestrian, bicycle, and transit facilities. The project would not result in changes to the existing pedestrian, bicycle, and transit facilities. The project would increase vehicle traffic across the existing bike lanes at project driveways on Oracle Parkway and at the Oracle Parkway/Marine Parkway intersection and would increase usage of the existing bike and pedestrian facilities. However, the existing facilities are adequate to meet the increased demand without any improvements. Therefore, there would be no impacts to these facilities.


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Based on the Redwood City Zoning Ordinance (Section 30.5), the required parking for schools enrolling students in the 10th grade or below is one space for each classroom and administrative office plus one space for each 100 square feet (s.f.) in the auditorium. The required parking for schools enrolling students in the 11th grade and above shall provide one space for each student over 16 years in age. The school consists of 8 classrooms for 9th and 10th grade, 275 students in 11th and 12th grade, 15 offices, and 2,200 s.f. of auditorium space. Therefore, the requirement would be 320 on-site parking spaces with 275 spaces for 11th and 12th grade students and 45 spaces for other uses. Based on the site plan shown in Figure 2, the school proposes to provide 59 on-site parking spaces, including 35 spaces in the parking lot and 24 spaces in the student drop-off area.

Because the school has a no driving/parking policy for students in all grades, the parking lot would only be used by staff, visitors and a small number of students who participate in internships on a schedule where transit is not an option. Based on the mode share of the existing staff, it is expected that about 50% of staff/teachers (about 15 staff) would drive to school. Approximately 20 students in grades 11 and 12 may participate in internships. While most student interns are expected to take transit and/or walk to and from their work site, some student interns may be permitted to drive if their schedule or work location makes transit infeasible. Therefore, total parking demand for the 15 staff and some student interns who drive is not expected to exceed the parking supply of 35 spaces. Additionally, the school’s TDM strategies included in Appendix E are expected to encourage more school staff and students to take transit and carpool and further reduce the parking demand. Therefore, the parking lot is expected to meet the future parking demand.

The site plan shows a bike corral located at the southwest corner of the building. The corral would provide parking for up to 28 bicycles. The Zoning Ordinance (Section 30.6) requires one bicycle parking space per 5,000 s.f. of floor area. The gross building area for the project is 64,000 s.f., which would require 13 bicycle parking spaces. Therefore, the proposed bike corral with 28 spaces fulfills the zoning code requirements of 13 spaces. It is anticipated that about 3% of students would ride bicycles to school (discussed in Trip Generation above), which would be 17 students. The provided bicycle parking spaces would be sufficient to accommodate these students.

The project would remove the existing parking lot at the project site. There are a total of 74 spaces in the parking lot plus 14 stalls on Oracle Parkway for the trail users. According to the City staff, the existing parking lot provides excess parking spaces above that required for the Conference Center. The parking requirement is already satisfied within the exiting parking structures. Therefore, the removal the excess spaces is not expected to cause an overall parking shortage within the Oracle campus. The project would replace the existing Bay Trail spaces on Oracle Parkway by extending the existing turn out east of the school to accommodate 14 additional parking spaces.

TDM Measures

Design Tech will implement TDM measures for the project to encourage more students and employees to carpool, take transit, or use active modes of transport to get to and from school. Table 10 lists the TDM measures proposed by Design Tech and the estimated C/CAG trip credits (see Appendix E for a full description of the proposed Design Tech TDM program). The TDM measures are expected to reduce vehicle trips, vehicle queuing during drop-off and pick-up, and parking demand. As shown in Table 6, the project is expected to generate 289 AM peak-hour trips and with the proposed TDM measures, 151 peak-hour trip credits are estimated per C/CAG guidelines. According to C/CAG guidelines, the project is required to reduce the demand for all new peak-hour trips generated by the school. However, many of the TDM measures listed in the C/CAG guidelines are not applicable to the school and the school already has a relatively high percentage of students taking transit (60%). Thus, it is infeasible to mitigate every peak-hour trip generated by the project. It should be noted that while the trips generated by the school would be new to the roadways immediately adjacent to the project site, in a regional context, the Design Tech school trips are merely reassigned trips from other schools in the area where the students would have otherwise attended.


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Table 10 Proposed TDM Measures and Estimated C/CAG Trip Credits

TripProposed TDM Measures Rate Size/Amount Credit

On-site TDM coordinator 1 trip per transit assistant features

On-site coordinator, transportation policy face sheet, web information

3

Secured bicycle parking for students, faculty, and visitors

1 trip per 3 spaces 18 bike rack spaces 6

Shuttle services between Caltrain/BART stations and school

1 trip per peak-hour round trip seat on the shuttle

Assume 5% of students1 28

Ride matching services Assume 2 trips per carpool vehicle

Assume 5% of students2 56

Restricted driving/parking policies - Already implemented under current

conditons3

0

Discounted transit passes 1 trip per subsidy (min $20 per month)

Already implemented under current

conditons3

0

Flexible scheduling 1 trip per student offered the opportunity

Already implemented under current

conditons3

0

Incentives/reward programs with TDM points

1 trip per subsidy (min $20 per month)

Assume 10% of students 56

Special bike and walk to school days

- (accounted under incentives/reward programs)

0

Classroom or grade level competitions

- (accounted under incentives/reward programs)

0

Annual commute survey 3 trips per survey administered twice yearly

Assume the survey will be administered once yearly

2

Total Trip Credit 151

Notes:1. The school already has 60% of students taking transit under the current no driving/parking policy and TDM measures (discounted transit pass and flexible scheduling). It is assumed the shuttle services would encourage additional 5% of students to take transit.2. It is assumed the program would encourage additional 5% of students/parents to carpool, which has been informally implemented by the school.3. The TDM measures have been implemented under current conditions and accounted for the trip generation estimates. Therefore, no additional trips are credited.

Oracle Educational Facility Traffic Impact Analysis

Technical Appendices

Appendix A

Freeway Analysis Requirement Determination

Oracle Education Facility TIARedwood City, CA

Freeway Analysis Requirement Determination

# of Mixed Mixed Flow 1% of Peak Project Trip Project Less than 1% Require

Freeway Segment Direction Flow Lanes Lanes Capacity1 Capacity Hour Distribution Trips of Capacity? Analysis?

US 101 Whipple Avenue to Ralston Avenue NB 4 9,200 92 AM 20% 32 Yes NoPM 8

Ralston Avenue to Whipple Avenue SB 4 9,200 92 AM 20% 25 Yes NoPM 15

US101 Ralston Avenue to SR 92 NB 4 9,200 92 AM 45% 57 Yes NoPM 33

SR 92 to Ralston Avenue SB 4 9,200 92 AM 45% 73 Yes NoPM 17

Notes:1 Capacity was based on the ideal capacity cited in the 2000 Highway Capacity Manual were used. The capacities are

2,200 vehicles per hour per lane (vphpl) for four-lane freeway segments and 2,300 vphpl for six-lane or larger freeway segments.

OracleHigh_Fwy Analysis Requirement Determination.xls

Appendix B

Traffic Counts

www.idaxdata.com

to

to

Two-Hour Count Summaries

Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Total

19

10

14

24

33

14

16

28

158

85291 1 6 11 17 28

68 43

Peak Hour 13 45 37 40 135 3 1

2 1 4 15 20 27Count Total 30 79 69 77 255 8

3 15 63 1 0 0 4 48:45 AM 8 10 12 12 42

0 0 2 4 8 2

5

8:30 AM 3 9 11 10 33 0 0 0

1 0 1 4 4 1

12 14

8:15 AM 6 12 9 16 43 0 0

1 0 1 2 1 6

7 10 7

8:00 AM 3 11 14 5 33 0

1 0 0 0 1 0

0 5 3

1

7:30 AM 2 10 4 10 26 2 0 0

0 2 3 1 2 6

8 19 1

EB WB NB SB Total East

7:45 AM 2 12 10 9 33

0 2 6

0% 6% 4%HV% - 1% 2% 4% -

11 5

7:15 AM 5 9 5 7 26 1 0

0 0 1 2 2 1

West North South

7:00 AM 1 6 4

7

89 636 189 0 263 97526 0 179 474 183 1

0

Interval

Start

Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)

EB WB NB SB Total

2% - 2% 3% 3% 3%4% 5% 8%

Peak

Hour

All 0 113 662

316 1 147 1,093 345 0

0 4 34 2 135 024 14 0 5 28 4

79 3,869 0

HV 0 1 11 1 0

Count Total 0 198 1,249 51 0 348 897 510 1,802 152 7,109 0

912 3,667155 53 0 64 248 170 43 99 38 0 12

72 253 8 914 3,791

8:45 AM 0 21 154 8

40 0 24 151 44 0

912 3,869

8:30 AM 0 20 144 5 0 52 101

158 54 0 68 231 220 38 83 49 1 16

71 222 16 929 3,750

8:15 AM 0 27 159 6

38 0 25 162 52 0

1,036 3,442

8:00 AM 0 27 172 3 0 49 92

168 44 0 63 279 130 55 132 55 0 20

61 243 28 992 0

7:45 AM 0 35 165 7

41 0 28 148 39 0

793 0

7:30 AM 0 24 166 10 0 37 167

84 19 0 68 188 340 37 143 28 0 12

43 138 14 621 0

7:15 AM 0 21 151 8

27 0 10 67 40 07:00 AM 0 23 138 4 0 37 80

UT LT TH RT UT LT

Rolling

One HourEastbound Westbound Northbound Southbound

UT LT TH RT

Interval

Start

Ralston Ave Ralston Ave El Camino Real El Camino Real15-min

TotalUT LT TH RT

Date: 05/28/2015

Peak Hour Count Period: 7:00 AM 9:00 AM

SB 3.0% 0.93

TOTAL 3.5% 0.93

TH RT

WB 5.4% 0.85

NB 4.0% 0.96

Peak Hour: 7:30 AM 8:30 AM

HV %: PHF

EB 1.6% 0.97

0

3

0

1 0 0010

0

1

0

28

29

17

11

N

El Camino Real

Ralston Ave

Ralston Ave

El C

am

ino

Re

alRalston Ave

El C

am

ino R

eal

3,869TEV:

0.93PHF:

79

97

5

26

3

1,3

17

93

20

183

474

179

836

1,1140

18

9

63

6

89

91

5

1,1

81

1

26

662

113

801

6420

Deon Fouche: 415 - 757 - 7714 [email protected]

www.idaxdata.com

Two-Hour Count Summaries - Heavy Vehicles

Two-Hour Count Summaries - Bikes

Note: U-Turn volumes for bikes are included in Left-Turn, if any.

0 0

0 0 0

0 0 1

0 0 0

0 1 0

030 0 1 0

071 0 2 0

0010

0

0

0

01

2

THLT

01000000

1

00

0

0

0 1 0

0 0 0

0

THLT

60 0 0 10 1

15 010 1 0

0 0

0 0

Peak Hour

0 3Count Total

0

7400 01 2 0 0

0 4

8:45 AM

0 0 0 0

6

8:30 AM

10 0 0 00 1

2 8

8:15 AM

0 0 0

0 0 0

0 0 0

0 0 0

8

8:00 AM

100 0

2 0

7:45 AM

0 0 0 0

0

7:30 AM

30 0 2 00 07:15 AM 0

0 0

0 0 0

2 07:00 AM

RT

135 0

Interval

Start


Total

Rolling

One Hour

28 4 0 4 34 20 7 24 14 0 5

RTTHLT RTTHLTRT

8 64 5 255 0

Peak Hour 0 1 11 1

20 0 10 50 9 0Count Total 0 4 24 2 0 19 40

42 1519 1 0 0 12 00 5 4 1 0 2

1 8 1 33 142

8:45 AM 0 1 6 1

1 0 3 6 2 0

43 135

8:30 AM 0 1 2 0 0 3 5

8 0 0 2 14 00 1 5 6 0 1

0 5 0 33 118

8:15 AM 0 0 6 0

2 0 4 8 2 0

33 104

8:00 AM 0 0 2 1 0 5 4

9 1 0 0 7 20 0 10 2 0 0

2 8 0 26 0

7:45 AM 0 1 1 0

4 0 0 3 1 0

26 0

7:30 AM 0 0 2 0 0 1 5

4 1 0 1 5 10 3 3 3 0 0

2 5 1 19 0

7:15 AM 0 1 4 0

1 0 0 3 1 0

TH RT

7:00 AM 0 0 1 0 0 1 4

UT LT TH RT UT LT

Northbound Southbound

UT LT TH RT UT LT TH RT

Interval

Start


Total

Rolling

One HourEastbound Westbound

SouthboundNorthboundWestboundEastbound


www.idaxdata.com

to

to



Total

38

22

49

21

32

38

60

23

283

153521 2 7 11 45 45

93 93

Peak Hour 12 6 11 15 44 0 4

5 3 3 12 25 72Count Total 33 19 33 35 120 1

8 7 80 0 1 0 1 05:45 PM 3 1 1 2 7

0 2 4 20 13 23

11

5:30 PM 4 1 3 2 10 0 2 0

0 1 2 4 8 15

10 10

5:15 PM 3 1 4 6 14 0 1

1 0 1 2 3 9

7 8 3

5:00 PM 2 3 3 5 13 0

0 0 1 0 1 3

9 17 19

10

4:30 PM 3 3 5 5 16 0 1 0

1 1 3 0 4 8

5 22 0


4:45 PM 4 2 4 5 15

0 1 4

- 0% 1%HV% - 1% 1% 3% -

15 9

4:15 PM 6 3 9 5 23 1 0

0 0 0 0 7 7

West North South

4:00 PM 8 5 4

0

88 937 176 0 256 82466 0 244 653 444 0

0

Interval

Start


EB WB NB SB Total

0% - 2% 1% 1% 1%0% 1% 0%

Peak

Hour

All 0 224 548

810 0 192 1,836 362 0

0 5 9 1 44 04 2 0 0 11 0

89 4,549 0

HV 0 2 8 2 0

Count Total 0 448 1,025 122 0 488 1,213 462 1,551 201 8,710 0

1,140 4,549237 44 0 66 224 260 59 163 110 0 10

69 204 19 1,153 4,480

5:45 PM 0 35 152 14

109 0 23 229 54 0

1,142 4,366

5:30 PM 0 69 130 16 0 65 166

240 39 0 59 193 240 62 154 118 0 30

62 203 20 1,114 4,266

5:15 PM 0 68 138 17

107 0 25 231 39 0

1,071 4,161

5:00 PM 0 52 128 19 0 58 170

227 38 0 55 185 300 54 169 102 0 22

45 158 28 1,039 0

4:45 PM 0 53 120 16

87 0 24 219 35 0

1,042 0

4:30 PM 0 76 148 14 0 73 132

229 70 0 55 189 190 55 130 89 0 26

51 195 35 1,009 0

4:15 PM 0 48 119 13

88 0 32 224 43 04:00 PM 0 47 90 13 0 62 129

UT LT TH RT UT LT

Rolling


UT LT TH RT

Interval

Start


TotalUT LT TH RT

Date: 05/28/2015

Peak Hour Count Period: 4:00 PM 6:00 PM

SB 1.3% 0.92

TOTAL 1.0% 0.99

TH RT

WB 0.4% 0.99

NB 0.9% 0.97

Peak Hour: 5:00 PM 6:00 PM

HV %: PHF

EB 1.4% 0.94

0

0

0

0 2 0100

0

3

1

45

52

45

11

N

El Camino Real

Ralston Ave

Ralston Ave

El C

am

ino

Re

alRalston Ave

El C

am

ino R

eal

4,549TEV:

0.99PHF:

89

82

4

25

6

1,1

69

1,6

05

0

444

653

244

1,341

9800

17

6

93

7

88

1,2

01

1,1

34

0

66

548

224

838

8300


www.idaxdata.com




0 0

0 0 0

0 1 0

1 1 0

0 0 0

000 1 3 0

010 2 3 0

0000

0

0

0

01

0

THLT

00000000

0

00

0

0

0 1 0

0 0 0

1

THLT

71 0 2 00 0

12 000 2 1

0 0

0 0

Peak Hour

0 3Count Total

0

7110 00 0 0 0

2 7

5:45 PM

0 0 0 0

6

5:30 PM

20 0 1 00 0

2 7

5:15 PM

0 0 0

0 0 0

0 0 0

0 1 0

5

5:00 PM

100 1

1 0

4:45 PM

0 0 0 0

0

4:30 PM

30 0 1 00 14:15 PM 0

0 0

0 0 0

0 04:00 PM

RT

44 0

Interval

Start


Total

Rolling

One Hour

11 0 0 5 9 10 0 4 2 0 0

RTTHLT RTTHLTRT

10 23 2 120 0

Peak Hour 0 2 8 2

8 0 0 26 7 0Count Total 0 5 22 6 0 3 8

7 441 0 0 0 2 00 0 1 0 0 0

0 2 0 10 52

5:45 PM 0 0 2 1

0 0 0 3 0 0

14 58

5:30 PM 0 1 2 1 0 0 1

4 0 0 2 3 10 0 1 0 0 0

3 2 0 13 67

5:15 PM 0 1 2 0

2 0 0 3 0 0

15 76

5:00 PM 0 0 2 0 0 0 1

3 1 0 2 3 00 1 1 0 0 0

0 4 1 16 0

4:45 PM 0 1 2 1

1 0 0 5 0 0

23 0

4:30 PM 0 0 3 0 0 1 1

3 6 0 2 3 00 1 0 2 0 0

1 4 0 22 0

4:15 PM 0 1 4 1

3 0 0 4 0 0

TH RT

4:00 PM 0 1 5 2 0 0 2

UT LT TH RT UT LT



Interval

Start


Total

Rolling




www.idaxdata.com

to

to



Total

12

4

2

11

14

3

6

6

58

30165 7 15 3 2 9

15 29

Peak Hour 19 43 16 11 89 2 1

3 10 15 32 11 3Count Total 38 67 32 22 159 4

0 2 31 1 2 3 7 18:45 AM 5 3 1 0 9

1 3 2 1 1 2

0

8:30 AM 5 5 7 6 23 1 1 0

1 0 1 0 1 2

5 7

8:15 AM 7 9 5 0 21 0 0

1 3 4 8 2 0

1 1 8

8:00 AM 5 6 2 5 18 0

0 0 0 1 1 1

0 1 1

1

7:30 AM 5 17 3 1 26 2 0 1

0 1 1 2 0 1

2 15 0


7:45 AM 2 11 6 5 24

2 5 0

- 8% 4%HV% - 1% 2% 5% -

2 7

7:15 AM 6 9 5 3 23 0 0

0 3 3 6 3 0

West North South

7:00 AM 3 7 3

4

50 75 98 0 157 16143 0 29 534 34 0

0

Interval

Start


EB WB NB SB Total

9% - 0% 5% 1% 4%14% 7% 6%

Peak

Hour

All 0 108 959

59 0 86 137 178 0

0 0 8 3 89 037 2 0 4 3 9

226 2,474 0

HV 0 1 16 2 0

Count Total 0 190 1,848 81 0 55 1,078 319 296 387 4,714 0

623 2,46018 24 0 58 44 400 5 138 12 0 8

50 47 40 624 2,470

8:45 AM 0 34 231 11

3 0 11 29 20 0

614 2,474

8:30 AM 0 20 247 7 0 10 140

18 28 0 49 47 370 4 112 5 0 15

36 44 41 599 2,397

8:15 AM 0 35 255 9

9 0 12 16 23 0

633 2,254

8:00 AM 0 30 242 14 0 11 121

19 23 0 40 39 650 6 150 13 0 13

32 31 83 628 0

7:45 AM 0 21 234 10

7 0 10 22 24 0

537 0

7:30 AM 0 22 228 10 0 8 151

8 18 0 26 27 510 9 147 4 0 11

28 17 30 456 0

7:15 AM 0 15 212 9

6 0 6 7 18 07:00 AM 0 13 199 11 0 2 119

UT LT TH RT UT LT

Rolling


UT LT TH RT

Interval

Start

Ralston Ave Ralston Ave Old County Rd Old County Rd15-min

TotalUT LT TH RT

Date: 05/28/2015


SB 2.0% 0.93

TOTAL 3.6% 0.98

TH RT

WB 7.2% 0.88

NB 7.2% 0.91


HV %: PHF

EB 1.7% 0.93

0

2

0

0 6 1140

0

1

0

9

16

2 3

N

Old County Rd

Ralston Ave

Ralston Ave

Old

County

Rd

Ralston Ave

Old

County

Rd

2,474TEV:

0.98PHF:

22

6

16

1

15

7

54

4

21

70

34

534

29

597

1,2140

98

75

50

22

3

23

30

43

959

108

1,110

8100


www.idaxdata.com




2 0

0 1 0

1 3 0

1 0 0

1 0 0

020 0 1 0

031 2 1 0

0000

0

0

0

00

2

THLT

03003000

0

00

0

0

0 1 0

0 0 0

0

THLT

151 1 6 00 4

32 000 8 2

1 0

0 3

Peak Hour

1 14Count Total

0

19710 10 1 0 0

3 13

8:45 AM

0 0 0 0

15

8:30 AM

10 0 0 00 1

8 15

8:15 AM

0 2 1

0 0 0

1 0 0

0 0 0

13

8:00 AM

100 0

5 0

7:45 AM

0 1 0 0

0

7:30 AM

10 0 1 00 07:15 AM 0

0 0

0 0 0

6 07:00 AM

RT

89 0

Interval

Start


Total

Rolling

One Hour

3 9 0 0 8 30 4 37 2 0 4

RTTHLT RTTHLTRT

4 11 7 159 0

Peak Hour 0 1 16 2

4 0 7 8 17 0Count Total 0 3 32 3 0 4 59

9 710 1 0 0 0 00 0 3 0 0 0

3 2 1 23 86

8:45 AM 0 0 5 0

0 0 0 4 3 0

21 89

8:30 AM 0 0 5 0 0 0 5

1 4 0 0 0 00 1 8 0 0 0

0 3 2 18 91

8:15 AM 0 0 6 1

1 0 0 0 2 0

24 88

8:00 AM 0 0 4 1 0 0 5

1 3 0 0 4 10 1 9 1 0 2

0 1 0 26 0

7:45 AM 0 1 1 0

0 0 2 1 0 0

23 0

7:30 AM 0 0 5 0 0 2 15

1 1 0 1 0 20 0 7 2 0 3

0 1 1 15 0

7:15 AM 0 2 3 1

0 0 0 0 3 0

TH RT

7:00 AM 0 0 3 0 0 0 7

UT LT TH RT UT LT



Interval

Start


Total

Rolling




www.idaxdata.com

to

to



Total

8

23

27

12

18

11

16

9

124

54359 7 22 5 3 11

31 64

Peak Hour 15 8 9 4 36 1 5

7 12 9 31 18 11Count Total 42 12 22 11 87 3

0 3 61 0 4 5 10 05:45 PM 4 4 1 0 9

1 5 0 0 3 13

6

5:30 PM 3 1 4 2 10 0 2 2

1 1 3 1 2 2

3 10

5:15 PM 4 0 1 2 7 0 1

2 2 0 4 4 1

0 5 2

5:00 PM 4 3 3 0 10 0

0 1 2 0 3 5

3 9 11

10

4:30 PM 5 1 2 2 10 0 1 1

0 1 2 4 5 4

1 10 1


4:45 PM 5 1 4 0 10

1 3 4

- 0% 2%HV% - 0% 2% 10% -

2 6

4:15 PM 12 1 4 4 21 1 0

0 0 0 1 0 0

West North South

4:00 PM 5 1 3

3

181 252 100 0 65 10531 0 32 878 65 0

0

Interval

Start


EB WB NB SB Total

4% - 2% 2% 0% 1%9% 0% 2%

Peak

Hour

All 0 213 717

134 0 341 513 209 0

0 1 2 1 36 04 1 0 0 5 4

272 2,911 0

HV 0 1 11 3 0

Count Total 4 425 1,349 69 0 65 1,695 116 192 461 5,573 0

740 2,91165 28 0 18 37 580 7 202 16 0 47

15 26 82 745 2,841

5:45 PM 0 58 195 9

21 0 34 60 24 0

717 2,774

5:30 PM 0 56 192 2 0 11 222

55 25 0 19 22 740 7 224 15 0 46

13 20 58 709 2,738

5:15 PM 0 48 167 15

13 0 54 72 23 0

670 2,662

5:00 PM 0 51 163 5 0 7 230

63 13 0 11 24 490 8 215 22 0 51

13 24 64 678 0

4:45 PM 0 57 145 12

20 0 33 65 22 0

681 0

4:30 PM 1 54 162 11 0 8 201

71 30 0 16 18 430 9 190 12 0 44

11 21 33 633 0

4:15 PM 1 54 186 7

15 0 32 62 44 04:00 PM 2 47 139 8 0 8 211

UT LT TH RT UT LT

Rolling


UT LT TH RT

Interval

Start


TotalUT LT TH RT

Date: 05/28/2015


SB 0.9% 0.90

TOTAL 1.2% 0.98

TH RT

WB 0.8% 0.96

NB 1.7% 0.89


HV %: PHF

EB 1.6% 0.92

0

0

1

0 7 0090

1

4

0

11

35

3 5

N

Old County Rd

Ralston Ave

Ralston Ave

Old

County

Rd

Ralston Ave

Old

County

Rd

2,911TEV:

0.98PHF:

27

2

10

5

65

44

2

53

00

65

878

32

975

8820

10

0

25

2

18

1

53

3

16

80

31

717

213

961

1,3310


www.idaxdata.com




1 0

0 0 0

0 0 0

0 2 0

0 0 0

001 0 4 1

021 0 6 1

0010

0

0

0

01

0

THLT

00000000

0

00

0

0

0 1 1

0 0 0

0

THLT

220 0 7 00 9

31 000 12 0

1 0

0 5

Peak Hour

0 9Count Total

0

221000 41 0 0 0

5 15

5:45 PM

0 2 0 0

13

5:30 PM

30 0 1 00 1

4 12

5:15 PM

0 2 0

0 0 0

0 0 0

0 1 0

9

5:00 PM

300 2

3 0

4:45 PM

0 1 0 0

0

4:30 PM

20 0 1 00 04:15 PM 0

1 0

0 1 0

1 04:00 PM

RT

36 0

Interval

Start


Total

Rolling

One Hour

5 4 0 1 2 10 3 4 1 0 0

RTTHLT RTTHLTRT

2 6 3 87 0

Peak Hour 0 1 11 3

1 0 1 10 11 0Count Total 0 8 28 6 0 3 8

9 361 0 0 0 0 00 3 1 0 0 0

0 2 0 10 37

5:45 PM 0 1 1 2

0 0 0 2 2 0

7 37

5:30 PM 0 0 3 0 0 0 1

0 1 0 1 0 10 0 0 0 0 0

0 0 0 10 51

5:15 PM 0 0 3 1

1 0 0 2 1 0

10 51

5:00 PM 0 0 4 0 0 0 2

3 1 0 0 0 00 0 1 0 0 0

0 2 0 10 0

4:45 PM 0 0 5 0

0 0 1 1 0 0

21 0

4:30 PM 0 1 1 3 0 0 1

1 3 0 1 2 10 0 1 0 0 0

0 0 1 10 0

4:15 PM 0 5 7 0

0 0 0 0 3 0

TH RT

4:00 PM 0 1 4 0 0 0 1

UT LT TH RT UT LT



Interval

Start


Total

Rolling




www.idaxdata.com

to

to



Total

1

0

1

2

1

3

0

3

11

600 0 8 0 0 6

11 0

Peak Hour 48 28 0 31 107 6 2

2 0 1 13 0 0Count Total 97 65 0 78 240 10

0 3 02 0 0 0 2 08:45 AM 12 8 0 11 31

0 2 0 0 0 0

0

8:30 AM 14 6 0 9 29 1 1 0

0 0 1 0 0 3

1 0

8:15 AM 15 5 0 7 27 1 0

1 0 0 3 0 0

0 2 0

8:00 AM 9 4 0 6 19 2

2 0 0 0 2 0

0 1 0

0

7:30 AM 11 14 0 15 40 1 0 0

0 0 1 0 0 0

9 30 0


7:45 AM 10 13 0 9 32

1 2 0

- - -HV% - - 3% 2% -

1 0

7:15 AM 13 7 0 12 32 1 0

0 0 0 0 0 0

West North South

7:00 AM 13 8 0

0

0 0 0 0 1,336 0615 0 0 665 274 0

0

Interval

Start


EB WB NB SB Total

- - 1% - 10% 3%- 4% 1%

Peak

Hour

All 0 0 1,121

494 0 0 0 0 0

0 11 0 20 107 024 4 0 0 0 0

208 4,219 0

HV 0 0 35 13 0

Count Total 0 0 2,010 1,266 0 0 1,284 2,409 0 444 7,907 0

1,058 4,1910 0 0 389 0 540 0 136 56 0 0

392 0 50 1,135 4,219

8:45 AM 0 0 288 135

71 0 0 0 0 0

1,039 4,106

8:30 AM 0 0 294 157 0 0 171

0 0 0 329 0 540 0 156 52 0 0

304 0 45 959 3,935

8:15 AM 0 0 292 156

67 0 0 0 0 0

1,086 3,716

8:00 AM 0 0 265 134 0 0 144

0 0 0 311 0 590 0 194 84 0 0

239 0 61 1,022 0

7:45 AM 0 0 270 168

59 0 0 0 0 0

868 0

7:30 AM 0 0 242 193 0 0 228

0 0 0 237 0 670 0 151 58 0 0

208 0 54 740 0

7:15 AM 0 0 171 184

47 0 0 0 0 07:00 AM 0 0 188 139 0 0 104

UT LT TH RT UT LT

Rolling


UT LT TH RT

Interval

Start

Ralston Ave Ralston Ave HWY 101 SB On-Ramp HWY 101 SB Ramps15-min

TotalUT LT TH RT

Date: 05/28/2015


SB 2.0% 0.87

TOTAL 2.5% 0.93

TH RT

WB 3.0% 0.84

NB - -


HV %: PHF

EB 2.8% 0.96

0

6

0

0 0 0000

0

2

0

6

0

0 0

N

HWY 101 SB Ramps

Ralston Ave

Ralston Ave

HW

Y 1

01 S

B

On-R

am

p

Ralston Ave

HW

Y 1

01

SB

R

am

ps

4,219TEV:

0.93PHF:

20

8

0 1,3

36

1,5

44

27

40

274

665

0

939

2,4570

000

061

50

615

1,121

0

1,736

8730


www.idaxdata.com




0 0

0 0 0

0 0 0

0 1 0

0 0 0

060 0 2 0

0100 0 2 0

0000

0

0

0

01

1

THLT

00000000

2

20

0

0

0 1 0

0 0 0

0

THLT

80 0 0 00 0

13 000 0 0

0 0

0 0

Peak Hour

1 0Count Total

0

8200 00 2 0 0

2 8

8:45 AM

0 0 0 0

8

8:30 AM

10 0 0 00 0

3 8

8:15 AM

0 0 0

0 1 0

0 1 0

0 0 0

5

8:00 AM

200 0

2 0

7:45 AM

0 0 0 1

0

7:30 AM

10 0 0 00 07:15 AM 0

0 0

0 0 0

0 07:00 AM

RT

107 0

Interval

Start


Total

Rolling

One Hour

0 0 0 11 0 200 0 24 4 0 0

RTTHLT RTTHLTRT

36 0 42 240 0

Peak Hour 0 0 35 13

13 0 0 0 0 0Count Total 0 0 72 25 0 0 52

31 1060 0 0 6 0 50 0 5 3 0 0

3 0 6 29 107

8:45 AM 0 0 8 4

1 0 0 0 0 0

27 118

8:30 AM 0 0 11 3 0 0 5

0 0 0 3 0 40 0 5 0 0 0

1 0 5 19 123

8:15 AM 0 0 10 5

1 0 0 0 0 0

32 134

8:00 AM 0 0 6 3 0 0 3

0 0 0 4 0 50 0 11 2 0 0

10 0 5 40 0

7:45 AM 0 0 8 2

2 0 0 0 0 0

32 0

7:30 AM 0 0 7 4 0 0 12

0 0 0 3 0 90 0 5 2 0 0

6 0 3 30 0

7:15 AM 0 0 11 2

2 0 0 0 0 0

TH RT

7:00 AM 0 0 11 2 0 0 6

UT LT TH RT UT LT



Interval

Start


Total

Rolling




www.idaxdata.com

to

to



Total

1

4

1

1

0

4

1

0

12

500 0 6 0 0 5

12 0

Peak Hour 35 16 0 8 59 0 6

9 0 0 10 0 0Count Total 79 26 0 23 128 1

0 0 00 2 0 0 2 05:45 PM 6 6 0 3 15

0 0 0 0 1 0

0

5:30 PM 9 5 0 1 15 0 0 0

0 0 0 0 0 4

0 0

5:15 PM 7 2 0 1 10 0 0

4 0 0 4 0 0

0 1 0

5:00 PM 13 3 0 3 19 0

1 0 0 0 1 0

0 1 0

0

4:30 PM 8 4 0 1 13 0 1 0

0 0 2 0 0 4

4 14 0


4:45 PM 9 1 0 8 18

0 1 0

- - -HV% - - 3% 2% -

1 0

4:15 PM 19 3 0 2 24 0 2

0 0 0 0 0 0

West North South

4:00 PM 8 2 0

0

0 0 0 0 528 0327 0 0 1,151 764 0

0

Interval

Start


EB WB NB SB Total

- - 1% - 1% 1%- 1% 1%

Peak

Hour

All 0 0 1,056

1,558 0 0 0 0 0

0 3 0 5 59 012 4 0 0 0 0

514 4,340 0

HV 0 0 29 6 0

Count Total 0 0 2,006 653 0 0 2,019 997 0 991 8,224 0

991 4,3400 0 0 136 0 1150 0 259 153 0 0

147 0 119 1,118 4,315

5:45 PM 0 0 247 81

205 0 0 0 0 0

1,120 4,209

5:30 PM 0 0 290 75 0 0 282

0 0 0 132 0 1530 0 290 201 0 0

113 0 127 1,111 4,073

5:15 PM 0 0 252 92

205 0 0 0 0 0

966 3,884

5:00 PM 0 0 267 79 0 0 320

0 0 0 138 0 1160 0 225 195 0 0

98 0 128 1,012 0

4:45 PM 0 0 218 74

211 0 0 0 0 0

984 0

4:30 PM 0 0 241 99 0 0 235

0 0 0 132 0 1150 0 216 194 0 0

101 0 118 922 0

4:15 PM 0 0 244 83

194 0 0 0 0 04:00 PM 0 0 247 70 0 0 192

UT LT TH RT UT LT

Rolling


UT LT TH RT

Interval

Start


TotalUT LT TH RT

Date: 05/28/2015


SB 0.8% 0.91

TOTAL 1.4% 0.97

TH RT

WB 0.8% 0.91

NB - -


HV %: PHF

EB 2.5% 0.95

0

0

0

0 0 0000

0

6

0

5

0

0 0

N

HWY 101 SB Ramps

Ralston Ave

Ralston Ave

HW

Y 1

01 S

B

On-R

am

p

Ralston Ave

HW

Y 1

01

SB

R

am

ps

4,340TEV:

0.97PHF:

51

4

0 52

8

1,0

42

76

40

764

1,151

0

1,915

1,5840

000

032

70

327

1,056

0

1,383

1,6650


www.idaxdata.com




0 0

0 0 0

0 0 0

0 0 0

0 2 0

000 0 6 0

010 0 9 0

0000

0

0

0

00

0

THLT

00000000

1

00

0

0

0 4 0

0 2 0

0

THLT

60 0 0 00 0

10 000 0 0

0 0

0 0

Peak Hour

0 0Count Total

0

6200 00 0 0 0

0 5

5:45 PM

0 0 0 0

6

5:30 PM

00 0 0 00 0

4 8

5:15 PM

0 0 0

0 0 0

0 0 0

0 0 0

4

5:00 PM

100 0

1 0

4:45 PM

0 0 0 0

0

4:30 PM

20 0 0 00 04:15 PM 0

1 0

0 0 0

0 04:00 PM

RT

59 0

Interval

Start


Total

Rolling

One Hour

0 0 0 3 0 50 0 12 4 0 0

RTTHLT RTTHLTRT

9 0 14 128 0

Peak Hour 0 0 29 6

7 0 0 0 0 0Count Total 0 0 65 14 0 0 19

15 590 0 0 2 0 10 0 4 2 0 0

1 0 0 15 62

5:45 PM 0 0 4 2

0 0 0 0 0 0

10 60

5:30 PM 0 0 9 0 0 0 5

0 0 0 0 0 10 0 2 0 0 0

0 0 3 19 74

5:15 PM 0 0 4 3

2 0 0 0 0 0

18 69

5:00 PM 0 0 12 1 0 0 1

0 0 0 3 0 50 0 1 0 0 0

0 0 1 13 0

4:45 PM 0 0 5 4

2 0 0 0 0 0

24 0

4:30 PM 0 0 6 2 0 0 2

0 0 0 2 0 00 0 3 0 0 0

1 0 3 14 0

4:15 PM 0 0 17 2

1 0 0 0 0 0

TH RT

4:00 PM 0 0 8 0 0 0 1

UT LT TH RT UT LT



Interval

Start


Total

Rolling




www.idaxdata.com

HV %: PHF

EB 2.0% 0.92

to 9:00 AM

Date: 05/28/2015

SB 3.9% 0.79

Count Period: 7:00 AM to 9:00 AM

SWB

WB 2.8% 0.91

NB 1.3% 0.88

TOTAL 2.0% 0.93

Peak Hour

- -

Peak Hour: 8:00 AM

HW

Y 1

01 N

B R

am

ps

0

N

4,998TEV:

0.93PHF:

Ralston Ave

HWY 101 NB Ramps

6

Ralston Ave

1,2

25

50

219

0

34

9

76

0

11

6 0

0

Isla

nd P

kw

y

1

Marine Pkwy

1,101

2,720

0

0

427

37

637

0

12

9

31

1

1

050

41

38

0

2,543

828

4

2

158

461

1,922

0


www.idaxdata.com

Six-Hour Count Summaries

0

0

0

3,819

4,176

4,494

4,818

4,998

0

0

0

0

Note: Six-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Interval Start

Ralston Ave Marine Pkwy HWY 101 NB Ramps Island Pkwy

UT LT THUT LT BL TH RT UT LT TH RT

HWY 101 NB On-Ramp15-min

Total

Rolling

Eastbound Westbound Northbound Southbound Southwestbound One

HR Hour

142 0 0 75

RT UT HL BL BR HRBR RT UT HL LT TH

232

7:15 AM 0 22 0 296 90

0 0 0 0 0 75365 0 0 3 4 75 113 0 72 12 0

0 0 894

7:00 AM 0 23 0

0 312 113 0

2 7 16 0 0 087 15 0 80 0 00 0 126 5 148 0

0 1,026

7:45 AM 1 38 0 400 107 0 0

10 20 0 0 0 017 0 82 0 0 90 159 17 145 0 111

1,146

7:30 AM 2 29

119 0 0 99

19 0 0 0 0 00 130 0 0 7 6128 8 146 0 119 37

8:15 AM 0 33 0 452 118

0 0 0 0 0 1,110138 0 0 13 8 145 154 0 84 23 0

0 0 1,212

8:00 AM 0 45 0 408

0 541 110 0

7 7 11 0 0 0103 16 0 199 0 00 0 93 5 168 0

0 1,350

8:45 AM 1 41 0 521 114 0 0

12 18 0 0 0 029 0 206 0 0 110 134 13 156 0 80

1,326

8:30 AM 1 39

7 0 0 0 0 00 217 0 0 7 14101 14 159 0 82 48

0 4,998

HV 0 2 0

Count Total 5 270 0 3,162 913 0 0 915 0 0 0 0 0 8,8171,117 0 0 59 68 11272 1,189 0 738 197 0

0 38 41 50 0 00 349 116 0 760 0461 0 0 427 37 637

102

HV% 0% 1% - 1% 7% -

2 0 3 0 0 012 1 0 3 0 00 0 12 1 18 016 32

- 2%

Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)

0% 6% - - - -1% - 0% - - 5%- 3% 3% 3% - 3%

Peak

Hour

All 2 158 0 1,922 0 0

0 0

Total

7:00 AM 15 7 5 1 0 28 1 0

Total East West North South NortheastTotal EB WB NB SB SWBStart EB WB NB SB SWB

0 0 0 0 3 023 0 0 0 0 0

0 0 0

7:15 AM 11 7 5 0 0

0 0 0 1 0 0

7:45 AM 11 8 13 2 0

0 0 0 1 0 27:30 AM 14 10 5 1 0 30 1 0

0 25 3 0

3 0 1 0 2 034 2 1 0 0 0

0 3 0

0 0 2 0 7 017 0 0 0 0 0

1 7 0

8:15 AM 10 3 4 0 0

0 0 0 3 0 08:00 AM 12 7 4 2

8:45 AM 15 12 5 2 0

0 0 0 1 0 08:30 AM 13 9 3 1 0 26 0 1

3 0 2 0 3 034 3 0 0 0 0

0 2 0

0 217 10 2

7 0 4 1 19 0102 6 1 0 0 0

1 27 0

Peak Hr 50 31 16 5 0

0 0 0 12 0 7Count Total 101 63 44 9 35

24

0

3

5

3

8

9

2

5


www.idaxdata.com

Six-Hour Count Summaries - Heavy Vehicles

0

0

0

115

112

106

102

102

0

0

Six-Hour Count Summaries - Bikes

0

0

0

5

7

7

7

7

0

0

Westbound Northbound Southbound Southwestbound One

UT LT BL TH RT

Interval Start

Ralston Ave Marine Pkwy HWY 101 NB Ramps Island Pkwy HWY 101 NB On-Ramp15-min

Total

Rolling

Eastbound

BR HR Hour

0 7 8 0

LT TH RT UT HL BLLT TH BR RT UT HLUT LT TH RT HR UT

7:15 AM 0 0 0

0 28

6 5 0 0

0 0 0 0 0 01 0 1 0 0 10 6 1 0 0 3

23

7:00 AM 0 0

7 0 0 7

0 0 0 0 0 00 0 0 0 0 06 0 1 0 5 0

7:45 AM 0 0 0 5 6

0 0 0 0 0 302 0 0 1 0 02 1 0 2 1 0

0 0 34

7:30 AM 0 1 0 6

0 5 7 0

1 0 1 0 0 08 0 0 5 0 00 0 6 0 2 0

0 25

8:15 AM 0 0 0 1 9 0 0

0 1 0 0 0 00 0 1 0 0 10 2 0 5 0 3

17

8:00 AM 0 0

9 0 0 4

0 0 0 0 0 00 0 0 0 0 00 0 3 0 4 0

8:45 AM 0 2 0 6 7

0 0 0 0 0 260 0 0 0 0 10 5 0 3 0 0

0 0 34

8:30 AM 0 0 0 4

1 0 1 0 0 02 1 0 2 0 00 0 6 1 5 0

Count Total 0 3 0 40 58 0

18 0 12 1

0 217

Peak Hour 0 2 0 16 32 0 0

0 4 0 0 0 03 0 11 0 0 50 37 4 22 0 30

TH

Rolling


102

Interval Start


TotalUT LT

3 0 0 0 0 00 3 0 0 2 012 1

7:00 AM 0 0 0 1 0

UT HL BL BR HR HourRT UT HL LT TH RTRT HR UT LT TH BR

0 0 1

BL TH RT UT LT

0 0 0 0

0 0 0 0 0 00 0 0 0 0 00 0 0 0 0 0

0 0

7:30 AM 0 0 0 1 0 0 0

0 0 0 0 0 00 0 0 0 0 00 0 0 0 0 0

1

7:15 AM 0 0

0 0 0 1

0 0 0 0 0 00 0 0 0 0 00 0 0 0 0 0

8:00 AM 0 0 0 3 0

0 0 0 0 0 30 0 0 0 0 00 0 0 0 0 0

0 0 3

7:45 AM 0 0 0 2

0 0 0 0

0 0 0 0 0 00 0 0 0 0 00 0 0 0 0 0

0 0

8:30 AM 0 0 0 0 0 0 0

0 0 0 0 0 00 0 0 0 0 00 0 0 0 0 0

1

8:15 AM 0 0

0 0 0 0

0 0 0 0 0 00 0 0 0 0 01 0 0 0 0 0

0 0 0 0 0 30 0 0 0 0 00 0 0 0 0 08:45 AM 0 0 0 3

0 0 00 0 0 0 0 12

Peak Hour 0 0 0 6 0 0

0 0 00 0 2 0 0 0Count Total 0 0 0 10 0 0 0 0

0 70 0 0 0 0 00 0 0 0 0 00 1 0 0 0 0


www.idaxdata.com

HV %: PHF

EB 1.5% 0.91

to 6:00 PM

Date: 05/28/2015

SB 1.8% 0.82

Count Period: 4:00 PM to 6:00 PM

SWB

WB 0.8% 0.90

NB 0.7% 0.91

TOTAL 1.0% 0.95

Peak Hour

- -

Peak Hour: 5:00 PM

HW

Y 1

01 N

B R

am

ps

0

N

5,400TEV:

0.95PHF:

Ralston Ave

HWY 101 NB Ramps

0

Ralston Ave

44

8

67

527

0

39

5

34

19 0

1

Isla

nd P

kw

y

6

Marine Pkwy

3,023

953

0

0

1,301

56

1,666

0

33

6

20

0

0

020

8

89

39

0

1,593

1,906

5

2

125

586

880

0


www.idaxdata.com

Six-Hour Count Summaries

0

0

0

4,706

5,041

5,271

5,385

5,400

0

0

0

0

Note: Six-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Interval Start

Ralston Ave Marine Pkwy HWY 101 NB Ramps Island Pkwy

UT LT THUT LT BL TH RT UT LT TH RT

HWY 101 NB On-Ramp15-min

Total

Rolling


HR Hour

157 0 0 264

RT UT HL BL BR HRBR RT UT HL LT TH

167

4:15 PM 0 23 0 210 146

0 0 0 0 0 1,08116 0 0 3 24 399 309 0 68 2 0

0 0 1,171

4:00 PM 2 21 0

0 150 158 0

12 12 29 0 0 097 6 0 11 0 00 0 286 7 332 0

0 1,222

4:45 PM 1 29 0 201 127 0 0

26 36 0 0 0 06 0 9 0 0 60 293 7 389 0 118

1,232

4:30 PM 3 21

165 0 0 372

36 0 0 0 0 00 8 0 0 7 28308 8 386 0 87 6

5:15 PM 1 35 0 209 150

0 0 0 0 0 1,41611 0 0 6 24 5512 453 0 101 4 0

0 0 1,401

5:00 PM 0 29 0 184

0 251 151 0

13 29 60 0 0 098 6 0 8 0 00 0 336 16 440 0

0 1,336

5:45 PM 0 27 0 236 120 0 0

19 48 0 0 0 03 0 5 0 0 80 326 15 386 0 89

1,247

5:30 PM 1 34

45 0 0 0 0 00 10 0 0 12 17267 13 387 0 107 6

0 5,400

HV 0 0 0

Count Total 8 219 0 1,608 1,174 0 0 2,452 0 0 0 0 0 10,10678 0 0 67 179 34887 3,082 0 765 39 0

0 39 89 208 0 00 395 19 0 34 0586 0 0 1,301 56 1,666

56

HV% 0% 0% - 1% 3% -

3 1 2 0 0 03 0 0 0 0 00 0 11 3 9 08 16

- 1%

Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)

1% 1% - - - -0% - 0% - - 8%- 1% 5% 1% - 1%

Peak

Hour

All 2 125 0 880 0 0

0 0

Total

4:00 PM 9 5 0 2 0 16 1 1

Total East West North South NortheastTotal EB WB NB SB SWBStart EB WB NB SB SWB

0 0 0 0 3 032 0 0 0 0 0

0 3 0

4:15 PM 19 6 2 5 0

1 0 0 3 0 0

4:45 PM 6 5 1 2 0

0 0 0 1 0 04:30 PM 5 4 1 1 0 11 0 1

0 14 0 3

0 0 0 0 3 014 0 0 0 0 0

0 1 0

1 0 2 0 7 013 0 1 0 0 0

0 6 0

5:15 PM 2 7 1 3 0

0 0 0 3 0 15:00 PM 11 2 0 1

5:45 PM 4 9 0 0 0

0 1 0 1 0 15:30 PM 7 5 2 2 0 16 0 0

2 0 1 0 8 013 0 2 0 0 0

0 6 0

0 129 1 8

7 0 5 0 27 056 0 6 0 1 0

0 37 0

Peak Hr 24 23 3 6 0

1 1 0 11 0 5Count Total 63 43 7 16 42

32

3

3

1

3

7

9

7

9


www.idaxdata.com

Six-Hour Count Summaries - Heavy Vehicles

0

0

0

73

71

52

57

56

0

0

Six-Hour Count Summaries - Bikes

0

0

0

4

4

5

5

7

0

0

Westbound Northbound Southbound Southwestbound One

UT LT BL TH RT

Interval Start


Total

Rolling

Eastbound

BR HR Hour

0 5 4 0

LT TH RT UT HL BLLT TH BR RT UT HLUT LT TH RT HR UT

4:15 PM 0 0 0

0 16

7 12 0 0

0 1 0 0 0 00 0 0 0 0 10 1 1 3 0 0

32

4:00 PM 0 0

3 0 0 2

0 0 0 0 0 00 1 0 0 5 02 1 3 0 1 0

4:45 PM 0 1 0 2 3

0 0 0 0 0 110 0 0 0 0 11 1 0 1 0 0

0 0 14

4:30 PM 0 0 0 2

0 3 8 0

1 1 0 0 0 00 1 0 0 0 00 0 1 1 3 0

0 14

5:15 PM 0 0 0 0 2 0 0

0 1 0 0 0 00 0 0 0 0 00 1 1 0 0 0

13

5:00 PM 0 0

4 0 0 1

0 0 0 0 0 00 0 0 0 2 12 0 5 0 1 0

5:45 PM 0 0 0 2 2

0 0 0 0 0 160 0 0 1 0 12 2 0 2 0 0

0 0 13

5:30 PM 0 0 0 3

0 0 0 0 0 00 0 0 0 0 00 0 7 0 2 0

Count Total 0 1 0 24 38 0

9 0 3 0

0 129

Peak Hour 0 0 0 8 16 0 0

2 4 0 0 0 01 0 1 0 0 100 17 7 19 0 5

TH

Rolling


56

Interval Start


TotalUT LT

2 0 0 0 0 00 0 0 0 3 111 3

4:00 PM 0 0 0 1 0

UT HL BL BR HR HourRT UT HL LT TH RTRT HR UT LT TH BR

0 0 3

BL TH RT UT LT

0 0 0 0

0 0 0 0 0 00 1 0 0 0 00 0 1 0 0 0

0 0

4:30 PM 0 0 0 0 0 0 0

0 0 0 0 0 00 0 0 0 0 00 0 0 0 0 0

1

4:15 PM 0 0

0 0 0 0

0 0 0 0 0 00 0 0 0 0 01 0 0 0 0 0

5:00 PM 0 0 0 0 0

0 0 0 0 0 00 0 0 0 0 00 0 0 0 0 0

0 0 3

4:45 PM 0 0 0 0

0 0 0 0

0 0 0 0 0 00 0 0 0 0 00 0 3 0 0 0

0 1

5:30 PM 0 0 0 0 0 0 0

0 0 0 0 0 00 0 0 0 0 00 1 0 0 0 0

1

5:15 PM 0 0

0 0 0 2

1 0 0 0 0 00 0 0 0 0 00 0 0 0 0 0

0 0 0 0 0 20 0 0 0 0 00 0 0 0 0 05:45 PM 0 0 0 0

0 0 00 1 0 0 0 11

Peak Hour 0 0 0 0 0 0

0 0 10 0 8 0 0 0Count Total 0 0 0 1 0 0 0 0

0 70 1 0 0 0 00 0 0 0 0 00 6 0 0 0 0


www.idaxdata.com

to

to



Total

0

3

2

0

6

6

11

18

46

4153 23 37 25 0 11

13 6

Peak Hour 24 9 14 5 52 8 3

4 5 27 45 27 0Count Total 75 26 22 9 132 9

0 8 13 1 2 4 10 98:45 AM 8 4 3 2 17

6 8 9 0 2 0

2

8:30 AM 6 2 5 0 13 1 1 0

1 5 8 4 0 0

1 2

8:15 AM 3 1 3 1 8 2 0

1 0 8 11 3 0

0 0 0

8:00 AM 7 2 3 2 14 2

0 1 1 3 5 0

0 1 0

1

7:30 AM 15 9 3 2 29 0 0 0

1 0 1 1 0 1

2 18 1


7:45 AM 13 2 2 0 17

1 1 1

- 13% 0%HV% 0% 1% 1% 3% 0%

0 0

7:15 AM 11 4 1 0 16 0 0

0 0 0 1 0 0

West North South

7:00 AM 12 2 2

0

99 3 6 0 17 2202 1 11 962 21 0

0

Interval

Start


EB WB NB SB Total

17% - 6% 50% 7% 1%0% 1% 0%

Peak

Hour

All 6 477 2,038

34 0 188 8 9 0

0 1 1 3 52 09 0 0 13 0 1

42 3,887 0

HV 0 4 13 7 0

Count Total 12 691 3,282 336 1 13 1,930 33 2 69 6,608 0

1,059 3,8872 1 0 3 0 130 4 227 7 0 28

3 0 10 1,002 3,642

8:45 AM 3 170 547 54

9 0 27 0 0 0

997 3,380

8:30 AM 1 127 542 50 0 0 233

1 3 0 4 2 111 7 278 2 0 17

7 0 8 829 3,060

8:15 AM 1 117 491 62

3 0 27 0 2 0

814 2,721

8:00 AM 1 63 458 36 0 0 224

2 2 0 7 0 70 0 235 7 0 19

4 0 8 740 0

7:45 AM 1 77 410 47

3 0 26 3 0 0

677 0

7:30 AM 4 58 306 31 0 0 297

0 1 0 1 0 60 1 265 0 0 24

4 0 6 490 0

7:15 AM 1 41 304 33

3 0 20 0 0 07:00 AM 0 38 224 23 0 1 171

UT LT TH RT UT LT

Rolling


UT LT TH RT

Interval

Start

Marine Pkwy Marine Pkwy Shoreway Rd Oracle Pkwy15-min

TotalUT LT TH RT

Date: 05/28/2015


SB 8.2% 0.90

TOTAL 1.3% 0.92

TH RT

WB 0.9% 0.86

NB 13.0% 0.87


HV %: PHF

EB 0.9% 0.88

0

8

0

0 6 17

120

1

2

0

11

5

0 25

N

Oracle Pkwy

Marine Pkwy

Marine Pkwy

Shore

way R

d

Marine Pkwy

Ora

cle

Pkw

y

3,887TEV:

0.92PHF:

42

2 17

61

50

10

21

962

11

995

2,0621

63

99

10

8

21

50

202

2,038

477

2,723

1,1096


www.idaxdata.com




0 0

3 0 0

5 3 0

0 1 0

0 1 0

080 0 2 1

090 0 3 1

0010

0

0

0

00

0

THLT

00000000

0

20

0

0

0 0 1

0 0 0

0

THLT

371 17 6 00 2

45 000 4 1

1 0

2 2

Peak Hour

21 6Count Total

0

371000 20 3 0 0

8 32

8:45 AM

0 0 0 5

25

8:30 AM

81 5 0 00 0

11 18

8:15 AM

0 0 0

0 2 0

0 1 0

0 0 0

8

8:00 AM

500 1

1 0

7:45 AM

0 0 0 1

0

7:30 AM

10 0 0 00 17:15 AM 0

0 0

0 1 0

1 07:00 AM

RT

52 0

Interval

Start


Total

Rolling

One Hour

0 1 0 1 1 30 0 9 0 0 13

RTTHLT RTTHLTRT

2 1 6 132 0

Peak Hour 0 4 13 7

1 0 20 1 1 0Count Total 0 12 37 26 0 1 24

17 520 0 0 0 0 20 0 4 0 0 3

0 0 0 13 52

8:45 AM 0 3 3 2

0 0 5 0 0 0

8 68

8:30 AM 0 0 4 2 0 0 2

0 1 0 0 1 00 0 1 0 0 2

1 0 1 14 76

8:15 AM 0 1 0 2

0 0 3 0 0 0

17 80

8:00 AM 0 0 6 1 0 0 2

0 0 0 0 0 00 0 2 0 0 2

0 0 2 29 0

7:45 AM 0 3 7 3

1 0 2 1 0 0

16 0

7:30 AM 0 2 8 5 0 0 8

0 0 0 0 0 00 1 3 0 0 1

1 0 1 18 0

7:15 AM 0 1 4 6

0 0 2 0 0 0

TH RT

7:00 AM 0 2 5 5 0 0 2

UT LT TH RT UT LT



Interval

Start


Total

Rolling




www.idaxdata.com

to

to



Total

6

15

3

4

8

9

4

9

58

30101 7 13 18 0 2

5 15

Peak Hour 11 11 9 3 34 0 5

5 1 8 16 38 0Count Total 31 23 16 6 76 2

0 1 30 3 0 1 4 55:45 PM 1 3 5 0 9

3 3 2 0 1 1

3

5:30 PM 4 3 1 1 9 0 0 0

0 1 3 6 0 0

0 3

5:15 PM 2 4 2 0 8 0 2

0 1 2 3 5 0

0 0 1

5:00 PM 4 1 1 2 8 0

0 0 0 1 1 3

0 0 1

1

4:30 PM 3 1 3 0 7 0 0 0

0 0 0 11 0 3

1 10 2


4:45 PM 2 3 1 1 7

0 0 2

- 2% 0%HV% 0% 6% 1% 3% 0%

0 2

4:15 PM 10 5 2 1 18 0 0

0 0 0 2 4 0

West North South

4:00 PM 5 3 1

0

396 4 5 0 18 4992 3 4 2,084 15 0

0

Interval

Start


EB WB NB SB Total

0% - 0% 0% 1% 1%0% 1% 0%

Peak

Hour

All 18 34 808

37 0 675 5 12 0

0 0 0 3 34 011 0 0 9 0 0

462 3,992 0

HV 0 2 6 3 0

Count Total 29 92 1,456 165 3 4 3,943 33 52 960 7,466 0

958 3,9920 1 0 6 4 1181 2 479 5 0 90

7 6 99 985 3,953

5:45 PM 7 10 219 16

2 0 115 3 3 0

991 3,870

5:30 PM 3 8 224 32 0 1 482

0 0 0 3 13 1181 1 535 4 0 87

2 26 127 1,058 3,757

5:15 PM 2 10 192 25

4 0 104 1 1 0

919 3,474

5:00 PM 6 6 173 19 1 0 588

0 0 0 4 2 1210 0 506 5 0 83

4 0 136 902 0

4:45 PM 4 17 162 15

7 0 70 1 3 0

878 0

4:30 PM 1 17 147 12 0 0 504

0 2 0 7 0 1410 0 421 9 0 65

0 1 100 775 0

4:15 PM 4 18 190 21

1 0 61 0 2 04:00 PM 2 6 149 25 0 0 428

UT LT TH RT UT LT

Rolling


UT LT TH RT

Interval

Start


TotalUT LT TH RT

Date: 05/28/2015


SB 0.6% 0.85

TOTAL 0.9% 0.94

TH RT

WB 0.5% 0.89

NB 2.2% 0.84


HV %: PHF

EB 1.2% 0.89

0

0

0

0 6 1010

1

4

0

2

10

0 18

N

Oracle Pkwy

Marine Pkwy

Marine Pkwy

Shore

way R

d

Marine Pkwy

Ora

cle

Pkw

y

3,992TEV:

0.94PHF:

46

2

49

18

52

9

53

0

15

2,084

4

2,106

8343

54

39

6

40

5

14

50

92

808

34

952

2,96018


www.idaxdata.com




0 0

1 0 0

1 1 0

0 0 0

0 2 1

000 0 4 1

020 0 4 1

0020

0

0

0

00

0

THLT

00000000

0

00

0

0

0 0 0

0 0 0

0

THLT

130 1 6 00 1

16 000 1 0

3 0

0 1

Peak Hour

2 6Count Total

0

13400 00 0 0 0

3 10

5:45 PM

0 0 0 0

7

5:30 PM

30 0 1 00 0

3 4

5:15 PM

0 1 0

0 0 0

0 0 0

0 2 0

3

5:00 PM

100 0

0 0

4:45 PM

0 0 0 0

0

4:30 PM

00 0 0 00 04:15 PM 0

0 0

0 0 0

2 04:00 PM

RT

34 0

Interval

Start


Total

Rolling

One Hour

0 0 0 0 0 30 0 11 0 0 9

RTTHLT RTTHLTRT

1 0 5 76 0

Peak Hour 0 2 6 3

0 0 16 0 0 0Count Total 0 4 14 13 0 0 23

9 340 0 0 0 0 00 0 3 0 0 5

0 0 1 9 32

5:45 PM 0 0 0 1

0 0 1 0 0 0

8 30

5:30 PM 0 1 2 1 0 0 3

0 0 0 0 0 00 0 4 0 0 2

0 0 2 8 40

5:15 PM 0 1 1 0

0 0 1 0 0 0

7 42

5:00 PM 0 0 3 1 0 0 1

0 0 0 0 0 10 0 3 0 0 1

0 0 0 7 0

4:45 PM 0 1 0 1

0 0 3 0 0 0

18 0

4:30 PM 0 0 3 0 0 0 1

0 0 0 1 0 00 0 5 0 0 2

0 0 1 10 0

4:15 PM 0 0 4 6

0 0 1 0 0 0

TH RT

4:00 PM 0 1 1 3 0 0 3

UT LT TH RT UT LT



Interval

Start


Total

Rolling




www.idaxdata.com

to

to



Total

1

3

4

0

4

6

7

7

32

24

WB 0.9% 0.93

NB 3.4% 0.86


HV %: PHF

EB 0.9% 0.90

Date: 05/28/2015


UT LT TH RT

Interval

Start

Marine Pkwy Marine Pkwy Twin Dolphin Dr 015-min

TotalUT LT TH RT

SB - -

TOTAL 1.0% 0.93

TH RT

7:00 AM 0 0 114 84 0 3 170

UT LT TH RT UT LT

Rolling


1 8 241 0 0 11

0 0 0 386 0

7:15 AM 0 0 155 94

0 0 12 0 3 0

0 0 0 599 0

7:45 AM 0 0 242 127

0 0 20 0 8 0

519 0

7:30 AM 0 0 175 110 2 3 281

0 9 0 0 0 0

628 2,132

8:00 AM 0 0 236 146 0 10 226

0 11 0 0 0 02 14 215 0 0 17

3 5 254 0 0 21

0 0 0 648 2,394

8:15 AM 0 0 277 129

0 0 18 0 12 0

0 0 0 759 2,734

8:45 AM 0 0 322 125

0 0 24 0 18 0

699 2,574

8:30 AM 0 0 336 138 1 9 233

0 10 0 0 0 0

722 2,8280 15 0 0 0 01 11 221 0 0 27

Count Total 0 0 1,857 953 10 63 1,841 0 0 0 4,960 0

Peak

Hour

All 0 0 1,171

0 0 150 0 86 0

0 0 0 0 29 09 0 0 3 0 2

0 2,828 0

HV 0 0 11 4 0 0

90 0 55 0 0 0538 5 35 934 0 0

0

Interval

Start


EB WB NB SB Total

4% - - - - 1%0% 1% - - 3% -HV% - - 1% 1% 0%

0 0

7:15 AM 3 3 0 0 6 0 1

0 2 0 4 1 0

West North South

7:00 AM 5 2 1 0 8 2


7:45 AM 4 3 1 0 8

0 7 2 0 0 2

2

7:30 AM 5 8 1 0 14 3 4 0

0 0 1 1 0 0

0 1

8:15 AM 2 1 2 0 5 10 0

1 0 0 12 3 0

0 0 0

8:00 AM 6 1 1 0 8 11

7 1 1 0 9 0

8:45 AM 3 5 0 0 8

0 8 2 0 0 5

2

8:30 AM 4 2 2 0 8 7 1 0

0 0 10 4 0 0

0 0 44 1 0 0 5 3

0 16

Peak Hr 15 9 5 0 29 32 3

9 3 0 56 16 0Count Total 32 25 8 0 65 44

120 0 35 12 0 0

29

3

00

3

0

0

12

0 12

N

Twin Dolphin DrMarine Pkwy

Marine Pkwy

Tw

in D

olp

hin

D

rMarine Pkwy

2,828TEV:

0.93PHF:

934

35974

1,2315

55

90

14

5

57

3

0

538

1,1711,709

1,0240


www.idaxdata.com






Interval

Start


Total

Rolling


0 0 0 8 0

7:15 AM 0 0 3 0

0 0 0 0 1 0

TH RT

7:00 AM 0 0 5 0 0 0 2

UT LT TH RT UT LT

6 0

7:30 AM 0 0 3 2 0 1 7

0 0 0 0 0 00 0 3 0 0 0

0 1 2 0 0 0

0 0 0 14 0

7:45 AM 0 0 4 0

0 0 1 0 0 0

0 0 0 8 36

8:15 AM 0 0 0 2

0 0 1 0 0 0

8 36

8:00 AM 0 0 5 1 0 0 1

0 1 0 0 0 0

5 35

8:30 AM 0 0 3 1 0 0 2

0 1 0 0 0 00 0 1 0 0 1

0 0 5 0 0 0

0 0 0 8 29

8:45 AM 0 0 3 0

0 0 1 0 1 0

8 290 0 0 0 0 0

0 0 0 65 0

Peak Hour 0 0 11 4

0 0 4 0 4 0Count Total 0 0 26 6 0 2 23

Westbound Northbound Southbound

LT TH RT LT TH RT LT

29 0

Interval

Start


Total

Rolling

One HourEastbound

0 2 0 0 0 00 0 9 0 0 3

0 0 4 0

7:15 AM 0 0 0 0 1

0 0 2 0 0 0

TH RT LT TH RT

7:00 AM 0 0 2 0

7 0

7:45 AM 0 1 6 0 1 0 1

0 0 0 0 0 0

0 1 0

7:30 AM 0 0 3 1 3 0

0 0 0 0 0 0

8:15 AM 0 1 9 0 0

0 0 0 0 12 29

21

8:00 AM 0 2 9 0 1 0 0 0

0 0 0 0 0 9

8 39

8:45 AM 0 0 4 0 1 0 0

0 0 0 0 0 0

0 10 38

8:30 AM 0 0 7 0 1 0

0 0 0 0 0 0

350 0 0 0 0 5

Count Total 0 4 40 1 8 0 3 0

0 35 00 0 0 0 0 0Peak Hour 0 3 29 0 3

0 0 0 0 56 0


www.idaxdata.com

to

to



Total

7

1

3

2

4

7

8

4

36

23

WB 0.6% 0.88

NB 1.8% 0.78


HV %: PHF

EB 0.7% 0.90

Date: 05/28/2015


UT LT TH RT

Interval

Start


TotalUT LT TH RT

SB - -

TOTAL 1.0% 0.91

TH RT

4:00 PM 1 0 126 39 1 6 248

UT LT TH RT UT LT

Rolling


1 11 275 0 0 140

0 0 0 625 0

4:15 PM 0 0 161 46

0 0 185 0 19 0

0 0 0 664 0

4:45 PM 1 0 144 29

0 0 196 0 16 0

646 0

4:30 PM 0 0 127 30 1 8 286

0 12 0 0 0 0

720 2,655

5:00 PM 0 0 151 30 0 17 382

0 12 0 0 0 00 11 332 0 0 191

0 10 345 0 0 180

0 0 0 850 2,880

5:15 PM 0 0 167 26

0 0 261 0 9 0

0 0 0 766 3,075

5:45 PM 0 0 197 35

0 0 177 0 14 0

739 2,973

5:30 PM 0 0 192 33 0 18 332

0 11 0 0 0 0

724 3,0790 8 0 0 0 01 13 288 0 0 182

Count Total 2 0 1,265 268 4 94 2,488 0 0 0 5,734 0

Peak

Hour

All 0 0 707

0 0 1,512 0 101 0

0 0 0 0 30 06 0 0 12 0 3

0 3,079 0

HV 0 0 6 0 0 3

800 0 42 0 0 0124 1 58 1,347 0 0

0

Interval

Start


EB WB NB SB Total

7% - - - - 1%5% 0% - - 2% -HV% - - 1% 0% 0%

0 2

4:15 PM 4 3 2 0 9 1 0

0 0 0 1 5 0

West North South

4:00 PM 2 6 0 0 8 1


4:45 PM 0 5 1 0 6

0 1 2 0 0 1

0

4:30 PM 2 2 0 0 4 0 1 0

0 0 1 1 0 0

0 2

5:15 PM 1 3 4 0 8 1 1

0 0 0 0 2 0

0 0 1

5:00 PM 3 1 3 0 7 0

1 0 0 0 1 1

5:45 PM 0 2 5 0 7

0 0 4 0 0 4

2

5:30 PM 2 3 3 0 8 0 0 0

1 0 3 5 0 0

0 0 20 1 0 0 1 2

0 14

Peak Hr 6 9 15 0 30 1 2

3 1 0 8 22 0Count Total 14 25 18 0 57 4

101 0 4 13 0 0

1

0

01

2

0

0

10

0 13

N

Twin Dolphin DrMarine Pkwy

Marine Pkwy

Tw

in D

olp

hin

D

rMarine Pkwy

3,079TEV:

0.91PHF:

1,347

581,406

7501

42

80

08

42

18

2

0

124

707831

2,1470


www.idaxdata.com






Interval

Start


Total

Rolling


0 0 0 8 0

4:15 PM 0 0 3 1

0 0 0 0 0 0

TH RT

4:00 PM 0 0 1 1 1 3 2

UT LT TH RT UT LT

9 0

4:30 PM 0 0 2 0 0 1 1

0 0 0 0 0 00 1 2 0 0 2

0 2 3 0 0 0

0 0 0 4 0

4:45 PM 0 0 0 0

0 0 0 0 0 0

0 0 0 7 26

5:15 PM 0 0 1 0

0 0 2 0 1 0

6 27

5:00 PM 0 0 3 0 0 0 1

0 1 0 0 0 0

8 25

5:30 PM 0 0 2 0 0 2 1

0 1 0 0 0 00 1 2 0 0 3

0 0 2 0 0 5

0 0 0 8 29

5:45 PM 0 0 0 0

0 0 2 0 1 0

7 300 0 0 0 0 0

0 0 0 57 0

Peak Hour 0 0 6 0

0 0 14 0 4 0Count Total 0 0 12 2 1 10 14



30 0

Interval

Start


Total

Rolling

One HourEastbound

0 3 0 0 0 00 3 6 0 0 12

0 0 1 0

4:15 PM 0 0 1 0 0

0 0 0 0 0 0

TH RT LT TH RT

4:00 PM 0 1 0 0

1 0

4:45 PM 0 1 0 0 0 0 0

0 0 0 0 0 0

0 1 0

4:30 PM 0 0 0 1 0 0

0 0 0 0 0 0

5:15 PM 0 0 1 0 1

0 0 0 0 0 3

4

5:00 PM 0 0 0 0 0 0 0 0

0 0 0 0 0 1

0 4

5:45 PM 0 0 0 0 1 0 0

0 0 0 0 0 0

0 3 5

5:30 PM 0 0 0 0 0 0

0 1 0 0 0 0

40 0 0 0 0 1

Count Total 0 2 2 1 2 0 1 0

0 4 00 1 0 0 0 0Peak Hour 0 0 1 0 2

0 0 0 0 8 0


www.idaxdata.com

to

to



Total

1

0

3

0

3

0

8

2

17

1300 0 10 7 0 6

7 0

Peak Hr 15 8 0 4 27 5 5

11 0 0 17 10 0Count Total 32 20 0 9 61 6

0 0 02 3 0 0 5 28:45 AM 2 4 0 3 9

0 1 4 0 4 0

0

8:30 AM 5 2 0 1 8 0 1 0

0 0 1 0 0 0

2 0

8:15 AM 2 1 0 0 3 1 0

1 0 0 3 1 0

0 0 0

8:00 AM 6 1 0 0 7 2

1 1 0 0 2 0

0 1 0

0

7:30 AM 5 7 0 2 14 0 5 0

0 0 0 0 0 0

1 8 0


7:45 AM 2 1 0 2 5

0 5 2

- - -HV% 0% 1% 1% - -

0 0

7:15 AM 4 3 0 0 7 0 0

0 0 0 0 1 0

West North South

7:00 AM 6 1 0

0

0 0 0 0 9 00 0 0 949 51 0

0

Interval

Start


EB WB NB SB Total

- - 11% - 27% 1%- 1% 4%

Peak

Hour

All 6 333 877

77 0 0 0 0 0

0 1 0 3 27 06 2 0 0 0 0

11 2,236 0

HV 0 3 12 0 0

Count Total 9 493 1,325 0 0 0 1,854 11 0 37 3,806 0

602 2,2360 0 0 2 0 40 0 225 17 0 0

3 0 4 596 2,092

8:45 AM 0 116 238 0

13 0 0 0 0 0

567 1,943

8:30 AM 4 104 235 0 0 0 233

0 0 0 3 0 10 0 261 10 0 0

1 0 2 471 1,780

8:15 AM 1 67 224 0

11 0 0 0 0 0

458 1,570

8:00 AM 1 46 180 0 0 0 230

0 0 0 0 0 70 0 222 8 0 0

0 0 8 447 0

7:45 AM 0 53 168 0

8 0 0 0 0 0

404 0

7:30 AM 0 34 119 0 0 0 278

0 0 0 1 0 50 0 241 7 0 0

1 0 6 261 0

7:15 AM 2 44 104 0

3 0 0 0 0 07:00 AM 1 29 57 0 0 0 164

Rolling


UT LT TH RT

Interval

Start

Marine Pkwy Marine Pkwy 0 Oracle Pkwy15-min

TotalUT LT TH RT

SB 20.0% 0.71

TOTAL 1.2% 0.93

TH RTUT LT TH RT UT LT

WB 0.8% 0.92

NB - -


HV %: PHF

EB 1.2% 0.86

Date: 05/28/2015


5

0

0 0

0

5

6

0

0 7

N

Oracle PkwyMarine Pkwy

Marine Pkwy

Ora

cle

Pkw

y

Marine Pkwy

2,236TEV:

0.93PHF:

11

92

0

38

40

51

949 1,000

8860

877

3331,216

9666


www.idaxdata.com




0 10 00 0 0 0 0 0Peak Hour 0 5 0 0 5

0 0 0 0 17 0Count Total 0 6 0 0 10 1 0 0

100 0 0 0 0 5

1 7

8:45 AM 0 2 0 0 3 0 0

0 0 0 0 0 0

0 1 11

8:30 AM 0 0 0 0 1 0

0 0 0 0 0 08:15 AM 0 1 0 0 0

0 0 0 0 3 10

7

8:00 AM 0 2 0 0 1 0 0 0

0 0 0 0 0 2

5 0

7:45 AM 0 1 0 0 1 0 0

0 0 0 0 0 0

0 0 0

7:30 AM 0 0 0 0 4 1

0 0 0 0 0 0

0 0 0 0

7:15 AM 0 0 0 0 0

0 0 0 0 0 0

TH RT LT TH RT

7:00 AM 0 0 0 0



27 0

Interval

Start


Total

Rolling

One HourEastbound

0 0 0 1 0 30 0 6 2 0 0

1 0 8 61 0

Peak Hour 0 3 12 0

2 0 0 0 0 0Count Total 0 4 28 0 0 0 18

9 270 0 0 0 0 30 0 2 2 0 0

1 0 0 8 23

8:45 AM 0 0 2 0

0 0 0 0 0 0

3 29

8:30 AM 0 2 3 0 0 0 2

0 0 0 0 0 00 0 1 0 0 0

0 0 0 7 33

8:15 AM 0 1 1 0

0 0 0 0 0 0

5 34

8:00 AM 0 0 6 0 0 0 1

0 0 0 0 0 20 0 1 0 0 0

0 0 2 14 0

7:45 AM 0 0 2 0

0 0 0 0 0 0

7 0

7:30 AM 0 0 5 0 0 0 7

0 0 0 0 0 00 0 3 0 0 0

0 0 1 8 0

7:15 AM 0 0 4 0

0 0 0 0 0 0

TH RT

7:00 AM 0 1 5 0 0 0 1

UT LT TH RT UT LT



Interval

Start


Total

Rolling



www.idaxdata.com

to

to



Total

0

2

1

1

3

2

6

1

16

1200 4 14 10 0 2

4 0

Peak Hr 7 6 0 3 16 4 6

7 0 6 18 12 0Count Total 15 19 0 5 39 5

0 0 02 1 0 1 4 15:45 PM 0 1 0 1 2

1 5 4 0 2 0

0

5:30 PM 3 1 0 2 6 1 3 0

0 1 1 2 0 0

0 0

5:15 PM 1 3 0 0 4 0 0

2 0 1 4 3 0

0 0 0

5:00 PM 3 1 0 0 4 1

1 0 0 0 1 1

0 0 0

0

4:30 PM 2 3 0 0 5 0 0 0

0 1 1 0 0 2

0 5 0


4:45 PM 1 4 0 1 6

0 0 1

- - -HV% 0% 5% 1% - -

0 0

4:15 PM 4 2 0 1 7 0 0

1 0 1 2 0 0

West North South

4:00 PM 1 4 0

0

0 0 0 0 50 00 0 0 1,093 8 0

0

Interval

Start


EB WB NB SB Total

- - 0% - 1% 1%- 1% 0%

Peak

Hour

All 35 37 705

15 0 0 0 0 1

0 0 0 3 16 06 0 0 0 0 0

299 2,227 0

HV 0 2 5 0 0

Count Total 75 76 1,249 0 0 0 1,941 75 0 559 3,991 0

506 2,2270 0 0 12 0 610 0 231 3 0 0

10 0 82 578 2,210

5:45 PM 8 11 180 0

0 0 0 0 0 0

567 2,057

5:30 PM 5 12 192 0 0 0 277

0 0 0 17 0 650 0 276 2 0 0

11 0 91 576 1,955

5:15 PM 8 4 195 0

3 0 0 0 0 0

489 1,764

5:00 PM 14 10 138 0 0 0 309

0 0 0 6 0 920 0 229 3 0 0

5 0 60 425 0

4:45 PM 8 10 141 0

1 0 0 0 0 0

465 0

4:30 PM 11 12 120 0 0 0 216

0 0 0 8 0 640 0 210 3 0 0

6 0 44 385 0

4:15 PM 8 7 165 0

0 0 0 0 0 14:00 PM 13 10 118 0 0 0 193

Rolling


UT LT TH RT

Interval

Start


TotalUT LT TH RT

SB 0.9% 0.86

TOTAL 0.7% 0.96

TH RTUT LT TH RT UT LT

WB 0.5% 0.88

NB - -


HV %: PHF

EB 0.9% 0.93

Date: 05/28/2015


4

0

1 3

6

0

2

0

0 10

N

Oracle PkwyMarine Pkwy

Marine Pkwy

Ora

cle

Pkw

y

Marine Pkwy

2,227TEV:

0.96PHF:

29

9

50

34

9

45

0

8

1,093 1,101

7550

705

37777

1,42735


www.idaxdata.com




1 14 06 0 0 0 3 0Peak Hour 0 4 0 0 0

0 5 0 1 18 0Count Total 0 5 0 0 1 6 0 0

140 0 1 0 0 4

5 11

5:45 PM 0 2 0 0 0 1 0

0 0 0 1 0 0

0 1 6

5:30 PM 0 1 0 0 0 3

0 0 0 0 1 05:15 PM 0 0 0 0 0

0 0 0 1 4 6

4

5:00 PM 0 1 0 0 0 2 0 0

0 0 0 0 0 1

0 0

4:45 PM 0 1 0 0 0 0 0

0 0 0 0 0 0

0 1 0

4:30 PM 0 0 0 0 0 0

0 0 0 0 1 0

0 0 2 0

4:15 PM 0 0 0 0 0

1 0 0 0 0 1

TH RT LT TH RT

4:00 PM 0 0 0 0



16 0

Interval

Start


Total

Rolling

One HourEastbound

0 0 0 0 0 30 0 6 0 0 0

0 0 5 39 0

Peak Hour 0 2 5 0

1 0 0 0 0 0Count Total 0 3 12 0 0 0 18

2 160 0 0 0 0 10 0 1 0 0 0

0 0 2 6 20

5:45 PM 0 0 0 0

0 0 0 0 0 0

4 19

5:30 PM 0 1 2 0 0 0 1

0 0 0 0 0 00 0 3 0 0 0

0 0 0 4 22

5:15 PM 0 0 1 0

0 0 0 0 0 0

6 23

5:00 PM 0 1 2 0 0 0 1

0 0 0 0 0 10 0 4 0 0 0

0 0 0 5 0

4:45 PM 0 1 0 0

1 0 0 0 0 0

7 0

4:30 PM 0 0 2 0 0 0 2

0 0 0 0 0 10 0 2 0 0 0

0 0 0 5 0

4:15 PM 0 0 4 0

0 0 0 0 0 0

TH RT

4:00 PM 0 0 1 0 0 0 4

UT LT TH RT UT LT



Interval

Start


Total

Rolling



www.idaxdata.com

to

to



Total

5

5

6

5

9

5

4

3

42

21

WB 9.3% 0.77

NB 5.6% 0.69


HV %: PHF

EB 1.4% 0.81

Date: 06/09/2015


UT LT TH RT

Interval

Start

Oracle Pkwy Oracle Pkwy NB Approach 015-min

TotalUT LT TH RT

SB - -

TOTAL 2.7% 0.79

TH RT

7:00 AM 0 0 29 2 0 1 2

UT LT TH RT UT LT

Rolling


0 3 3 0 0 2

0 0 0 37 0

7:15 AM 0 0 27 2

0 0 3 0 0 0

0 0 0 36 0

7:45 AM 0 0 47 5

0 0 4 0 2 0

40 0

7:30 AM 0 0 26 4 0 0 0

0 3 0 0 0 0

65 178

8:00 AM 0 0 47 4 0 0 8

0 4 0 0 0 00 4 2 0 0 3

0 4 7 0 0 2

0 0 0 68 209

8:15 AM 0 0 70 4

0 0 2 0 7 0

0 0 0 94 317

8:45 AM 0 0 86 4

0 0 4 0 5 0

90 259

8:30 AM 0 0 73 2 0 5 5

0 3 0 0 0 0

117 3690 7 0 0 0 00 4 10 0 0 6

Count Total 0 0 405 27 0 21 37 0 0 0 547 0

Peak

Hour

All 0 0 276

0 0 26 0 31 0

0 0 0 0 10 02 0 0 1 0 1

0 369 0

HV 0 0 4 0 0 2

14 0 22 0 0 014 0 13 30 0 0

0

Interval

Start


EB WB NB SB Total

5% - - - - 3%15% 7% - - 7% -HV% - - 1% 0% -

0 0

7:15 AM 0 1 0 0 1 0 0

0 0 0 0 5 0

West North South

7:00 AM 1 1 0 0 2 0


7:45 AM 5 0 1 0 6

0 0 5 0 0 1

2

7:30 AM 1 0 1 0 2 0 0 0

0 0 0 3 0 0

0 3

8:15 AM 1 0 0 0 1 1 0

0 0 0 0 6 0

0 0 2

8:00 AM 0 1 1 0 2 0

0 0 0 0 0 3

8:45 AM 3 1 0 0 4

0 0 4 0 0 0

2

8:30 AM 0 2 1 0 3 0 0 0

0 0 1 3 0 0

0 0 00 0 0 0 0 3

0 10

Peak Hr 4 4 2 0 10 1 0

0 0 0 1 32 0Count Total 11 6 4 0 21 1

50 0 1 16 0 0

0

1

00

0

0

0

5

0 16

N

NB Approach Oracle Pkwy

Oracle Pkwy

NB

Appro

ach Oracle Pkwy

369TEV:

0.79PHF:

30

1343

2980

22

14

36

27

0

14

276290

440


www.idaxdata.com






Interval

Start


Total

Rolling


0 0 0 2 0

7:15 AM 0 0 0 0

0 0 0 0 0 0

TH RT

7:00 AM 0 0 1 0 0 1 0

UT LT TH RT UT LT

1 0

7:30 AM 0 0 1 0 0 0 0

0 0 0 0 0 00 1 0 0 0 0

0 0 0 0 0 0

0 0 0 2 0

7:45 AM 0 0 2 3

0 0 1 0 0 0

0 0 0 2 11

8:15 AM 0 0 1 0

0 0 0 0 1 0

6 11

8:00 AM 0 0 0 0 0 0 1

0 1 0 0 0 0

1 11

8:30 AM 0 0 0 0 0 1 1

0 0 0 0 0 00 0 0 0 0 0

0 1 0 0 0 0

0 0 0 3 12

8:45 AM 0 0 3 0

0 0 1 0 0 0

4 100 0 0 0 0 0

0 0 0 21 0

Peak Hour 0 0 4 0

0 0 2 0 2 0Count Total 0 0 8 3 0 4 2



10 0

Interval

Start


Total

Rolling

One HourEastbound

0 1 0 0 0 00 2 2 0 0 1

0 0 0 0

7:15 AM 0 0 0 0 0

0 0 0 0 0 0

TH RT LT TH RT

7:00 AM 0 0 0 0

0 0

7:45 AM 0 0 0 0 0 0 0

0 0 0 0 0 0

0 0 0

7:30 AM 0 0 0 0 0 0

0 0 0 0 0 0

8:15 AM 0 1 0 0 0

0 0 0 0 0 0

0

8:00 AM 0 0 0 0 0 0 0 0

0 0 0 0 0 0

0 1

8:45 AM 0 0 0 0 0 0 0

0 0 0 0 0 0

0 1 1

8:30 AM 0 0 0 0 0 0

0 0 0 0 0 0

10 0 0 0 0 0

Count Total 0 1 0 0 0 0 0 0

0 1 00 0 0 0 0 0Peak Hour 0 1 0 0 0

0 0 0 0 1 0


www.idaxdata.com

to

to



Total

5

7

6

16

5

9

17

11

76

36

WB 1.0% 0.86

NB 0.5% 0.95


HV %: PHF

EB 4.4% 0.70

Date: 06/09/2015


UT LT TH RT

Interval

Start


TotalUT LT TH RT

SB - -

TOTAL 1.1% 0.90

TH RT

4:00 PM 0 0 12 1 0 1 31

UT LT TH RT UT LT

Rolling


0 3 33 0 0 44

0 0 0 84 0

4:15 PM 0 0 14 0

0 0 36 0 3 0

0 0 0 104 0

4:45 PM 0 0 8 0

0 0 44 0 7 0

100 0

4:30 PM 0 0 9 1 0 4 39

0 6 0 0 0 0

114 402

5:00 PM 0 0 14 2 0 3 51

0 7 0 0 0 00 6 51 0 0 42

0 1 41 0 0 37

0 0 0 123 441

5:15 PM 0 0 11 0

0 0 49 0 4 0

0 0 0 89 427

5:45 PM 0 0 5 1

0 0 39 0 4 0

101 442

5:30 PM 0 0 8 1 0 3 34

0 11 0 0 0 0

98 4110 6 0 0 0 00 1 46 0 0 39

Count Total 0 0 81 6 0 22 326 0 0 0 813 0

Peak

Hour

All 0 0 42

0 0 330 0 48 0

0 0 0 0 5 02 0 0 1 0 0

0 442 0

HV 0 0 2 0 0 0

172 0 29 0 0 03 0 14 182 0 0

0

Interval

Start


EB WB NB SB Total

0% - - - - 1%0% 1% - - 1% -HV% - - 5% 0% -

0 3

4:15 PM 0 1 0 0 1 0 0

0 0 0 0 2 0

West North South

4:00 PM 1 1 0 0 2 0


4:45 PM 1 0 0 0 1

0 0 2 0 0 4

2

4:30 PM 0 0 1 0 1 0 0 0

0 0 0 5 0 0

0 3

5:15 PM 1 0 0 0 1 1 0

0 0 0 0 2 0

0 0 10

5:00 PM 0 2 0 0 2 0

0 1 0 0 1 6

5:45 PM 0 0 0 0 0

0 3 7 0 0 10

6

5:30 PM 0 1 0 0 1 1 2 0

0 0 1 3 0 0

0 0 81 0 1 0 2 3

0 46

Peak Hr 2 2 1 0 5 1 1

3 1 0 7 30 0Count Total 3 5 1 0 9 3

230 0 2 13 0 0

0

1

00

1

0

0

23

0 13

N

NB Approach Oracle Pkwy

Oracle Pkwy

NB

Appro

ach Oracle Pkwy

442TEV:

0.9PHF:

182

14196

710

29

17

22

01

17

0

3

4245

3540


www.idaxdata.com






Interval

Start


Total

Rolling


0 0 0 2 0

4:15 PM 0 0 0 0

0 0 0 0 0 0

TH RT

4:00 PM 0 0 1 0 0 0 1

UT LT TH RT UT LT

1 0

4:30 PM 0 0 0 0 0 0 0

0 0 0 0 0 00 1 0 0 0 0

0 0 0 0 0 0

0 0 0 1 0

4:45 PM 0 0 1 0

0 0 1 0 0 0

0 0 0 2 5

5:15 PM 0 0 1 0

0 0 0 0 0 0

1 5

5:00 PM 0 0 0 0 0 0 2

0 0 0 0 0 0

1 5

5:30 PM 0 0 0 0 0 0 1

0 0 0 0 0 00 0 0 0 0 0

0 0 0 0 0 0

0 0 0 1 5

5:45 PM 0 0 0 0

0 0 0 0 0 0

0 40 0 0 0 0 0

0 0 0 9 0

Peak Hour 0 0 2 0

0 0 1 0 0 0Count Total 0 0 3 0 0 1 4



5 0

Interval

Start


Total

Rolling

One HourEastbound

0 0 0 0 0 00 0 2 0 0 1

0 0 0 0

4:15 PM 0 0 0 0 0

0 0 0 0 0 0

TH RT LT TH RT

4:00 PM 0 0 0 0

0 0

4:45 PM 0 0 0 0 1 0 0

0 0 0 0 0 0

0 0 0

4:30 PM 0 0 0 0 0 0

0 0 0 0 0 0

5:15 PM 0 1 0 0 0

0 0 0 0 0 1

1

5:00 PM 0 0 0 0 0 0 0 0

0 0 0 0 0 1

3 5

5:45 PM 0 1 0 0 0 0 0

0 0 0 0 0 0

0 1 2

5:30 PM 0 1 0 1 1 0

0 0 0 0 0 0

60 1 0 0 0 2

Count Total 0 3 0 1 2 0 0 0

0 2 00 0 0 0 0 0Peak Hour 0 1 0 0 1

1 0 0 0 7 0


www.idaxdata.com

to

to



Total

3

5

21

18

33

40

53

43

216

169400 1 12 0 82 47

55 57

Peak Hour 5 3 2 0 10 11 0

0 0 1 13 1 103Count Total 10 5 3 0 18 12

18 11 142 0 0 0 2 08:45 AM 3 1 0 0 4

0 2 0 28 20 5

9

8:30 AM 0 1 2 0 3 2 0 0

0 0 5 0 17 14

2 12

8:15 AM 1 0 0 0 1 5 0

0 0 1 3 0 19

9 4 4

8:00 AM 1 1 0 0 2 2

0 0 0 0 0 1

7 3 11

1

7:30 AM 1 0 0 0 1 0 0 0

0 0 0 0 4 0

0 2 1


7:45 AM 3 1 0 0 4

0 0 0

- 18% -HV% - 0% 2% 2% -

1 1

7:15 AM 0 1 0 0 1 0 0

0 0 0 1 0 1

West North South

7:00 AM 1 0 1

1

11 0 2 0 0 0128 0 25 26 11 0

0

Interval

Start


EB WB NB SB Total

0% - - - 0% 3%4% 8% 0%

Peak

Hour

All 0 34 133

16 0 15 0 6 0

0 0 0 0 10 02 0 0 2 0 0

2 372 0

HV 0 0 3 2 0

Count Total 0 49 193 188 0 41 37 0 0 2 547 0

110 3720 0 0 0 0 10 5 9 2 0 3

0 0 0 97 323

8:45 AM 0 4 42 44

1 0 4 0 1 0

89 265

8:30 AM 0 12 30 35 0 10 4

0 1 0 0 0 10 6 6 3 0 2

0 0 0 76 217

8:15 AM 0 9 32 29

5 0 2 0 0 0

61 175

8:00 AM 0 9 29 20 0 4 7

0 1 0 0 0 00 4 4 1 0 2

0 0 0 39 0

7:45 AM 0 9 23 17

2 0 0 0 2 0

41 0

7:30 AM 0 3 12 13 0 7 0

0 1 0 0 0 00 2 5 2 0 1

0 0 0 34 0

7:15 AM 0 2 13 15

0 0 1 0 0 07:00 AM 0 1 12 15 0 3 2

UT LT TH RT UT LT

Rolling


UT LT TH RT

Interval

Start

Oracle Pkwy Oracle Pkwy NB Approach Parking Lot Driveway15-min

TotalUT LT TH RT

Date: 06/09/2015


SB 0.0% 0.50

TOTAL 2.7% 0.85

TH RT

WB 4.8% 0.97

NB 15.4% 0.65


HV %: PHF

EB 1.7% 0.82

1

10

0

0 0 1000

0

0

0

47

40

82 0

N

Parking Lot Driveway

Oracle Pkwy

Oracle Pkwy

NB

Appro

ach Oracle Pkwy

Pa

rkin

g L

ot

Drivew

ay

372TEV:

0.85PHF:

2 0 0

2

45

0

11

26

25

62

1350

20

11

13

15

30

128

133

34

295

390


www.idaxdata.com




0 0

0 0 0

1 0 0

0 0 0

0 0 0

1100 0 0 0

1110 0 0 0

0010

0

0

0

00

0

THLT

00000000

0

20

0

0

0 0 0

0 0 0

0

THLT

120 1 0 00 0

13 000 0 0

0 0

0 0

Peak Hour

1 0Count Total

0

12200 00 2 0 0

2 10

8:45 AM

0 0 0 0

8

8:30 AM

50 0 0 00 0

3 3

8:15 AM

0 0 0

0 4 1

0 2 0

0 0 0

1

8:00 AM

000 0

0 0

7:45 AM

0 0 0 0

0

7:30 AM

00 0 0 00 07:15 AM 0

0 0

0 0 0

1 07:00 AM

RT

10 0

Interval

Start


Total

Rolling

One Hour

0 0 0 0 0 00 1 2 0 0 2

RTTHLT RTTHLTRT

0 0 0 18 0

Peak Hour 0 0 3 2

0 0 3 0 0 0Count Total 0 0 8 2 0 1 4

4 100 0 0 0 0 00 0 1 0 0 0

0 0 0 3 10

8:45 AM 0 0 2 1

0 0 2 0 0 0

1 8

8:30 AM 0 0 0 0 0 1 0

0 0 0 0 0 00 0 0 0 0 0

0 0 0 2 8

8:15 AM 0 0 1 0

0 0 0 0 0 0

4 8

8:00 AM 0 0 0 1 0 0 1

0 0 0 0 0 00 0 1 0 0 0

0 0 0 1 0

7:45 AM 0 0 3 0

0 0 0 0 0 0

1 0

7:30 AM 0 0 1 0 0 0 0

0 0 0 0 0 00 0 1 0 0 0

0 0 0 2 0

7:15 AM 0 0 0 0

0 0 1 0 0 0

TH RT

7:00 AM 0 0 1 0 0 0 0

UT LT TH RT UT LT



Interval

Start


Total

Rolling




www.idaxdata.com

to

to



Total

27

20

12

7

33

14

14

23

150

66274 0 7 0 24 15

29 76

Peak Hour 2 3 1 0 6 1 2

6 7 0 16 0 45Count Total 4 6 1 0 11 3

7 8 82 0 0 0 2 05:45 PM 0 0 0 0 0

0 3 0 6 3 5

10

5:30 PM 1 1 0 0 2 0 2 1

2 0 3 0 3 1

13 4

5:15 PM 1 1 0 0 2 1 0

0 0 0 0 0 16

3 0 4

5:00 PM 0 2 1 0 3 0

0 2 0 0 2 0

2 1 9

17

4:30 PM 0 0 0 0 0 0 0 2

2 0 2 0 2 1

0 2 0


4:45 PM 1 0 0 0 1

0 2 0

- 1% -HV% - - 4% 0% -

2 19

4:15 PM 0 1 0 0 1 0 0

2 0 0 2 0 6

West North South

4:00 PM 1 1 0

0

97 0 45 0 4 019 0 13 98 2 0

0

Interval

Start


EB WB NB SB Total

0% - 0% - 0% 2%0% 3% 0%

Peak

Hour

All 0 0 50

5 0 187 0 87 0

0 0 0 0 6 03 0 0 1 0 0

4 332 0

HV 0 0 2 0 0

Count Total 0 2 91 34 1 19 150 5 0 12 593 0

68 3100 10 0 1 0 21 2 13 0 0 28

0 0 3 66 326

5:45 PM 0 1 5 5

0 0 23 0 17 0

78 332

5:30 PM 0 0 10 3 0 0 10

0 12 0 1 0 10 2 23 1 0 18

3 0 3 98 327

5:15 PM 0 0 17 3

0 0 27 0 19 0

84 283

5:00 PM 0 0 11 8 0 1 26

0 9 0 0 0 00 7 27 0 0 26

0 0 0 72 0

4:45 PM 0 0 11 4

1 0 26 0 5 0

73 0

4:30 PM 0 0 11 4 0 3 22

0 7 0 0 0 10 3 19 2 0 19

0 0 2 54 0

4:15 PM 0 0 16 6

1 0 20 0 8 04:00 PM 0 1 10 1 0 1 10

UT LT TH RT UT LT

Rolling


UT LT TH RT

Interval

Start


TotalUT LT TH RT

Date: 06/09/2015


SB 0.0% 0.33

TOTAL 1.8% 0.85

TH RT

WB 2.7% 0.83

NB 0.7% 0.77


HV %: PHF

EB 2.9% 0.86

0

1

0

0 0 0013

0

2

0

15

27

24 0

N


Oracle Pkwy

Oracle Pkwy

NB

Appro

ach Oracle Pkwy

Pa

rkin

g L

ot

Drivew

ay

332TEV:

0.85PHF:

4 0 4

8 20

2

98

13

113

990

450

97

14

2

32

0

19

50

0

69

1990


www.idaxdata.com




0 0

0 0 0

0 0 0

0 2 0

0 0 0

010 0 2 0

030 0 6 0

0000

0

0

0

00

0

THLT

00000002

0

00

0

0

0 0 0

0 0 0

0

THLT

70 0 0 03 1

16 005 2 0

0 0

0 0

Peak Hour

0 0Count Total

0

8200 00 2 0 0

3 8

5:45 PM

1 0 0 0

7

5:30 PM

30 0 0 02 0

0 6

5:15 PM

0 0 0

0 1 0

0 0 0

0 0 0

8

5:00 PM

200 0

2 0

4:45 PM

1 1 0 0

0

4:30 PM

20 0 0 01 14:15 PM 0

0 0

0 2 0

2 04:00 PM

RT

6 0

Interval

Start


Total

Rolling

One Hour

0 0 0 0 0 00 0 3 0 0 1

RTTHLT RTTHLTRT

0 0 0 11 0

Peak Hour 0 0 2 0

0 0 1 0 0 0Count Total 0 0 4 0 0 0 6

0 70 0 0 0 0 00 0 0 0 0 0

0 0 0 2 8

5:45 PM 0 0 0 0

0 0 0 0 0 0

2 6

5:30 PM 0 0 1 0 0 0 1

0 0 0 0 0 00 0 1 0 0 0

0 0 0 3 5

5:15 PM 0 0 1 0

0 0 1 0 0 0

1 4

5:00 PM 0 0 0 0 0 0 2

0 0 0 0 0 00 0 0 0 0 0

0 0 0 0 0

4:45 PM 0 0 1 0

0 0 0 0 0 0

1 0

4:30 PM 0 0 0 0 0 0 0

0 0 0 0 0 00 0 1 0 0 0

0 0 0 2 0

4:15 PM 0 0 0 0

0 0 0 0 0 0

TH RT

4:00 PM 0 0 1 0 0 0 1

UT LT TH RT UT LT



Interval

Start


Total

Rolling




www.idaxdata.com

to

to



Total

0

1

4

1

2

8

2

5

23

17160 0 10 1 0 0

1 19

Peak Hour 3 1 3 0 7 10 0

0 0 0 11 3 0Count Total 8 3 3 0 14 11

0 0 41 0 0 0 1 18:45 AM 2 1 0 0 3

0 2 0 0 0 2

8

8:30 AM 0 0 2 0 2 2 0 0

0 0 4 0 0 0

0 2

8:15 AM 1 0 0 0 1 4 0

0 0 0 3 0 0

0 0 1

8:00 AM 0 0 1 0 1 3

0 0 0 0 0 0

0 1 2

0

7:30 AM 1 0 0 0 1 0 0 0

0 0 0 1 0 0

0 1 1


7:45 AM 3 0 0 0 3

0 0 1

0% 20% 0%HV% - 0% 3% 2% -

0 0

7:15 AM 0 2 0 0 2 0 0

0 0 0 1 0 0

West North South

7:00 AM 1 0 0

0

10 2 4 0 2 0102 0 48 49 3 1

0

Interval

Start


EB WB NB SB Total

25% - 0% - 0% 3%0% 2% 0%

Peak

Hour

All 0 1 29

5 1 14 2 4 0

0 0 0 0 7 01 0 0 2 0 1

2 253 0

HV 0 0 1 2 0

Count Total 0 1 51 144 0 63 77 2 0 2 366 0

71 2531 0 0 2 0 00 14 11 0 0 4

0 0 0 64 222

8:45 AM 0 1 4 34

0 0 3 0 2 0

63 185

8:30 AM 0 0 7 25 0 15 12

0 0 0 0 0 10 12 13 2 1 2

0 0 1 55 150

8:15 AM 0 0 7 25

1 0 1 1 2 0

40 113

8:00 AM 0 0 11 18 0 7 13

0 0 0 0 0 00 6 7 1 0 2

0 0 0 27 0

7:45 AM 0 0 10 14

0 0 2 0 0 0

28 0

7:30 AM 0 0 8 6 0 4 7

0 0 0 0 0 00 4 9 1 0 0

0 0 0 18 0

7:15 AM 0 0 4 10

0 0 0 0 0 07:00 AM 0 0 0 12 0 1 5

UT LT TH RT UT LT

Rolling


UT LT TH RT

Interval

Start


TotalUT LT TH RT

Date: 06/09/2015


SB 0.0% 0.50

TOTAL 2.8% 0.89

TH RT

WB 1.0% 0.93

NB 18.8% 0.85


HV %: PHF

EB 2.3% 0.85

3

7

0

0 0 0000

0

0

0

0

16

0 1

N


Oracle Pkwy

Oracle Pkwy

NB

Appro

ach Oracle Pkwy

Pa

rkin

g L

ot

Drivew

ay

253TEV:

0.89PHF:

2 0 2

4 60

3

49

48

100

350

42

10

17

15

11

102

29

1

132

610


www.idaxdata.com




0 0

0 0 0

0 0 0

0 0 0

0 0 0

370 0 0 0

380 0 0 0

0010

0

0

0

00

0

THLT

00000000

0

30

0

0

0 0 0

0 0 0

0

THLT

100 0 0 00 0

11 000 0 0

0 0

0 0

Peak Hour

0 0Count Total

0

10100 00 0 1 0

2 9

8:45 AM

0 0 0 0

7

8:30 AM

40 0 0 00 0

3 3

8:15 AM

0 0 0

0 2 2

0 2 0

0 0 0

1

8:00 AM

000 0

0 0

7:45 AM

0 0 0 0

0

7:30 AM

00 0 0 00 07:15 AM 0

0 0

0 0 0

1 07:00 AM

RT

7 0

Interval

Start


Total

Rolling

One Hour

0 1 0 0 0 00 0 1 0 0 2

RTTHLT RTTHLTRT

0 0 0 14 0

Peak Hour 0 0 1 2

0 0 2 0 1 0Count Total 0 0 2 6 0 1 2

3 70 0 0 0 0 00 0 1 0 0 0

0 0 0 2 7

8:45 AM 0 0 1 1

0 0 1 0 1 0

1 6

8:30 AM 0 0 0 0 0 0 0

0 0 0 0 0 00 0 0 0 0 0

0 0 0 1 7

8:15 AM 0 0 0 1

0 0 1 0 0 0

3 7

8:00 AM 0 0 0 0 0 0 0

0 0 0 0 0 00 0 0 0 0 0

0 0 0 1 0

7:45 AM 0 0 1 2

0 0 0 0 0 0

2 0

7:30 AM 0 0 0 1 0 0 0

0 0 0 0 0 00 1 1 0 0 0

0 0 0 1 0

7:15 AM 0 0 0 0

0 0 0 0 0 0

TH RT

7:00 AM 0 0 0 1 0 0 0

UT LT TH RT UT LT



Interval

Start


Total

Rolling




www.idaxdata.com

to

to



Total

4

15

13

3

9

13

8

12

77

38203 0 10 13 3 2

7 46

Peak Hour 2 3 1 0 6 2 5

11 6 0 21 21 3Count Total 4 9 1 0 14 4

0 4 52 2 1 0 5 35:45 PM 0 0 0 0 0

0 3 0 0 0 8

6

5:30 PM 1 2 0 0 3 0 1 2

0 0 6 4 3 0

2 5

5:15 PM 1 1 0 0 2 2 4

1 0 0 1 2 0

0 0 1

5:00 PM 0 1 1 0 2 0

0 0 3 0 3 2

0 0 8

10

4:30 PM 0 0 0 0 0 0 0 0

0 0 1 5 0 0

0 3 0


4:45 PM 1 1 0 0 2

0 0 5

- 1% -HV% - - 0% 15% -

1 3

4:15 PM 0 2 0 0 2 0 1

2 0 0 2 0 0

West North South

4:00 PM 1 2 0

1

72 0 50 0 1 113 0 3 38 0 0

0

Interval

Start


EB WB NB SB Total

0% - 0% 0% 0% 2%33% 5% -

Peak

Hour

All 0 0 89

0 0 105 0 79 0

0 0 0 0 6 02 0 0 1 0 0

2 269 0

HV 0 0 0 2 0

Count Total 1 1 157 28 0 12 67 3 1 2 456 0

41 2410 4 0 0 0 00 2 5 0 0 11

1 0 0 47 265

5:45 PM 1 0 16 2

0 0 5 0 9 0

74 269

5:30 PM 0 0 23 2 0 2 5

0 17 0 0 0 00 0 8 0 0 18

1 0 0 79 256

5:15 PM 0 0 24 7

0 0 19 0 16 0

65 215

5:00 PM 0 0 34 1 0 1 7

0 10 0 0 0 00 2 13 0 0 21

0 1 2 51 0

4:45 PM 0 0 18 1

0 0 14 0 7 0

61 0

4:30 PM 0 0 13 4 0 0 10

0 11 0 0 0 00 2 11 0 0 13

1 0 0 38 0

4:15 PM 0 1 19 4

0 0 4 0 5 04:00 PM 0 0 10 7 0 3 8

UT LT TH RT UT LT

Rolling


UT LT TH RT

Interval

Start


TotalUT LT TH RT

Date: 06/09/2015


SB 0.0% 0.33

TOTAL 2.2% 0.85

TH RT

WB 7.3% 0.68

NB 0.8% 0.87


HV %: PHF

EB 2.0% 0.73

0

2

0

0 0 0003

0

5

0

2

20

3 13

N


Oracle Pkwy

Oracle Pkwy

NB

Appro

ach Oracle Pkwy

Pa

rkin

g L

ot

Drivew

ay

269TEV:

0.85PHF:

2 1 1

4 00

0

38

3

41

1400

500

72

12

2

17

0

13

89

0

102

1120


www.idaxdata.com




0 0

0 0 0

0 0 0

0 1 0

0 2 0

020 0 5 0

040 0 11 0

0000

0

0

0

00

0

THLT

00000002

0

00

0

0

0 1 0

0 1 0

0

THLT

100 0 0 03 0

21 006 0 0

0 0

0 0

Peak Hour

0 0Count Total

0

15501 00 2 0 0

3 13

5:45 PM

2 0 0 0

10

5:30 PM

60 0 0 00 0

1 5

5:15 PM

0 0 0

0 2 0

0 0 0

0 4 0

6

5:00 PM

303 0

0 0

4:45 PM

0 0 0 0

0

4:30 PM

10 0 0 00 04:15 PM 0

0 0

0 0 0

2 04:00 PM

RT

6 0

Interval

Start


Total

Rolling

One Hour

0 0 0 0 0 00 1 2 0 0 1

RTTHLT RTTHLTRT

0 0 0 14 0

Peak Hour 0 0 0 2

0 0 1 0 0 0Count Total 0 0 0 4 0 4 5

0 70 0 0 0 0 00 0 0 0 0 0

0 0 0 3 9

5:45 PM 0 0 0 0

0 0 0 0 0 0

2 6

5:30 PM 0 0 0 1 0 1 1

0 0 0 0 0 00 0 1 0 0 0

0 0 0 2 6

5:15 PM 0 0 0 1

0 0 1 0 0 0

2 7

5:00 PM 0 0 0 0 0 0 1

0 0 0 0 0 00 1 0 0 0 0

0 0 0 0 0

4:45 PM 0 0 0 1

0 0 0 0 0 0

2 0

4:30 PM 0 0 0 0 0 0 0

0 0 0 0 0 00 1 1 0 0 0

0 0 0 3 0

4:15 PM 0 0 0 0

0 0 0 0 0 0

TH RT

4:00 PM 0 0 0 1 0 1 1

UT LT TH RT UT LT



Interval

Start


Total

Rolling




Appendix C

Level of Service Calculations

COMPARE Wed Dec 09 18:20:04 2015 Page 2-1

Traffix 8.0.0715 Copyright (c) 2008 Dowling Associates, Inc. Licensed to Hexagon Trans., San Jose

Oracle Education Facility/D-Tech High School TIA Redwood City, CA


Level Of Service Computation Report 2000 HCM Operations (Future Volume Alternative)

Existing AM

Intersection #15: El Camino Real & Ralston Avenue * Signal=Protect/Rights=Overlap Final Vol: 70 941 309*** Lanes: 1 0 2 0 1

Signal=Split

Signal=Split

Final Vol: Lanes: Rights=Include Vol Cnt Date: 12/4/2013 Rights=Overlap Lanes: Final Vol:

143

2 Cycle Time (sec): 130

1

152

0

Loss Time (sec): 12

0

867 1

Critical V/C: 0.762

1 425***

1

Avg Crit Del (sec/veh): 50.3

1

38*** 0

Avg Delay (sec/veh): 43.9

1 191

LOS: D

Lanes: 1 0 2 0 1 Final Vol: 81 624*** 180 Signal=Protect/Rights=Overlap

Street Name: El Camino Real Ralston Avenue Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 4 Dec 2013 << AM Peak Hour Base Vol: 81 624 180 309 941 70 143 867 38 191 425 152 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 81 624 180 309 941 70 143 867 38 191 425 152 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 81 624 180 309 941 70 143 867 38 191 425 152 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 81 624 180 309 941 70 143 867 38 191 425 152 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 81 624 180 309 941 70 143 867 38 191 425 152 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 81 624 180 309 941 70 143 867 38 191 425 152 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 0.95 1.00 1.00 0.95 1.00 0.97 1.00 1.00 1.00 0.95 1.00 Lanes: 1.00 2.00 1.00 1.00 2.00 1.00 2.00 1.92 0.08 1.00 2.00 1.00 Final Sat.: 1900 3610 1900 1900 3610 1900 3686 3640 160 1900 3610 1900 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.04 0.17 0.09 0.16 0.26 0.04 0.04 0.24 0.24 0.10 0.12 0.08 Crit Moves: **** **** **** **** Green/Cycle: 0.06 0.23 0.38 0.21 0.38 0.69 0.31 0.31 0.31 0.15 0.15 0.37 Volume/Cap: 0.69 0.76 0.25 0.76 0.69 0.05 0.12 0.76 0.76 0.65 0.76 0.22 Delay/Veh: 75.6 51.2 27.6 56.3 35.5 6.5 32.0 43.3 43.3 53.3 56.9 28.4 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 75.6 51.2 27.6 56.3 35.5 6.5 32.0 43.3 43.3 53.3 56.9 28.4 LOS by Move: E D C E D A C D D D E C HCM2kAvgQ: 3 13 5 13 17 1 2 16 16 7 9 4 Note: Queue reported is the number of cars per lane.






Existing PM


Signal=Split

Signal=Split


181


1

362

0

Loss Time (sec): 12

0

750*** 1

Critical V/C: 0.845

1 603***

1


1

58 0


1 284

LOS: D


Street Name: El Camino Real Ralston Avenue Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 6 Nov 2013 << PM Peak Hour Base Vol: 143 1012 225 204 666 311 181 750 58 284 603 362 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 143 1012 225 204 666 311 181 750 58 284 603 362 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 143 1012 225 204 666 311 181 750 58 284 603 362 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 143 1012 225 204 666 311 181 750 58 284 603 362 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 143 1012 225 204 666 311 181 750 58 284 603 362 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 143 1012 225 204 666 311 181 750 58 284 603 362 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 0.95 1.00 1.00 0.95 1.00 0.97 1.00 1.00 1.00 0.95 1.00 Lanes: 1.00 2.00 1.00 1.00 2.00 1.00 2.00 1.86 0.14 1.00 2.00 1.00 Final Sat.: 1900 3610 1900 1900 3610 1900 3686 3527 273 1900 3610 1900 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.08 0.28 0.12 0.11 0.18 0.16 0.05 0.21 0.21 0.15 0.17 0.19 Crit Moves: **** **** **** **** Green/Cycle: 0.13 0.33 0.53 0.13 0.33 0.58 0.25 0.25 0.25 0.20 0.20 0.32 Volume/Cap: 0.57 0.85 0.22 0.85 0.57 0.28 0.20 0.85 0.85 0.76 0.85 0.59 Delay/Veh: 55.8 46.1 16.5 78.6 36.9 14.0 38.4 53.3 53.3 52.1 56.7 38.1 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 55.8 46.1 16.5 78.6 36.9 14.0 38.4 53.3 53.3 52.1 56.7 38.1 LOS by Move: E D B E D B D D D D E D HCM2kAvgQ: 5 21 5 10 12 6 3 16 16 11 12 12 Note: Queue reported is the number of cars per lane.






Existing + Proj AM


Signal=Split

Signal=Split

Final Vol: Lanes: Rights=Include Vol Cnt Date: n/a Rights=Overlap Lanes: Final Vol:

143


1

158

0

Loss Time (sec): 12

0

891 1

Critical V/C: 0.779

1 444***

1


1

38*** 0


1 197

LOS: D


Street Name: El Camino Real Ralston Avenue Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 81 624 180 309 941 70 143 867 38 191 425 152 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 81 624 180 309 941 70 143 867 38 191 425 152 Added Vol: 0 0 8 8 0 0 0 24 0 6 19 6 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 81 624 188 317 941 70 143 891 38 197 444 158 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 81 624 188 317 941 70 143 891 38 197 444 158 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 81 624 188 317 941 70 143 891 38 197 444 158 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 81 624 188 317 941 70 143 891 38 197 444 158 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 0.95 1.00 1.00 0.95 1.00 0.97 1.00 1.00 1.00 0.95 1.00 Lanes: 1.00 2.00 1.00 1.00 2.00 1.00 2.00 1.92 0.08 1.00 2.00 1.00 Final Sat.: 1900 3610 1900 1900 3610 1900 3686 3645 155 1900 3610 1900 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.04 0.17 0.10 0.17 0.26 0.04 0.04 0.24 0.24 0.10 0.12 0.08 Crit Moves: **** **** **** **** Green/Cycle: 0.06 0.22 0.38 0.21 0.37 0.69 0.31 0.31 0.31 0.16 0.16 0.37 Volume/Cap: 0.70 0.78 0.26 0.78 0.70 0.05 0.12 0.78 0.78 0.66 0.78 0.22 Delay/Veh: 76.6 52.5 27.9 57.5 36.0 6.6 31.9 43.9 43.9 53.1 57.4 28.1 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 76.6 52.5 27.9 57.5 36.0 6.6 31.9 43.9 43.9 53.1 57.4 28.1 LOS by Move: E D C E D A C D D D E C HCM2kAvgQ: 3 13 5 14 17 1 2 17 17 7 9 4 Note: Queue reported is the number of cars per lane.






Existing + Proj PM


Signal=Split

Signal=Split


181


1

366

0

Loss Time (sec): 12

0

756 1

Critical V/C: 0.852

1 614***

1


1

58*** 0


1 288

LOS: D


Street Name: El Camino Real Ralston Avenue Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 143 1012 225 204 666 311 181 750 58 284 603 362 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 143 1012 225 204 666 311 181 750 58 284 603 362 Added Vol: 0 0 2 2 0 0 0 6 0 4 11 4 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 143 1012 227 206 666 311 181 756 58 288 614 366 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 143 1012 227 206 666 311 181 756 58 288 614 366 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 143 1012 227 206 666 311 181 756 58 288 614 366 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 143 1012 227 206 666 311 181 756 58 288 614 366 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 0.95 1.00 1.00 0.95 1.00 0.97 1.00 1.00 1.00 0.95 1.00 Lanes: 1.00 2.00 1.00 1.00 2.00 1.00 2.00 1.86 0.14 1.00 2.00 1.00 Final Sat.: 1900 3610 1900 1900 3610 1900 3686 3529 271 1900 3610 1900 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.08 0.28 0.12 0.11 0.18 0.16 0.05 0.21 0.21 0.15 0.17 0.19 Crit Moves: **** **** **** **** Green/Cycle: 0.13 0.33 0.53 0.13 0.32 0.58 0.25 0.25 0.25 0.20 0.20 0.33 Volume/Cap: 0.57 0.85 0.23 0.85 0.57 0.28 0.20 0.85 0.85 0.76 0.85 0.59 Delay/Veh: 56.0 46.7 16.5 79.5 37.1 14.1 38.4 53.8 53.8 52.0 56.9 38.0 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 56.0 46.7 16.5 79.5 37.1 14.1 38.4 53.8 53.8 52.0 56.9 38.0 LOS by Move: E D B E D B D D D D E D HCM2kAvgQ: 5 21 5 11 12 6 3 16 16 11 13 12 Note: Queue reported is the number of cars per lane.






Existing AM

Intersection #16: Old County Road & Ralston Avenue Signal=Split/Rights=Overlap Final Vol: 165 174 212*** Lanes: 1 0 1 0 1

Signal=Split

Signal=Split

Final Vol: Lanes: Rights=Include Vol Cnt Date: 11/6/2013 Rights=Include Lanes: Final Vol:

116


1

80

0

Loss Time (sec): 9

0

1144 1

Critical V/C: 0.680

2 546***

1


0

52*** 0


1 31

LOS: D

Lanes: 1 0 1 0 1 Final Vol: 43 105*** 131 Signal=Split/Rights=Overlap

Street Name: Old County Road Ralston Avenue Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 6 Nov 2013 << AM Peak Hour Base Vol: 43 105 131 212 174 165 116 1144 52 31 546 80 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 43 105 131 212 174 165 116 1144 52 31 546 80 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 43 105 131 212 174 165 116 1144 52 31 546 80 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 43 105 131 212 174 165 116 1144 52 31 546 80 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 43 105 131 212 174 165 116 1144 52 31 546 80 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 43 105 131 212 174 165 116 1144 52 31 546 80 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 Lanes: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.91 0.09 1.00 2.00 1.00 Final Sat.: 1900 1900 1900 1900 1900 1900 1900 3635 165 1900 3610 1900 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.02 0.06 0.07 0.11 0.09 0.09 0.06 0.31 0.31 0.02 0.15 0.04 Crit Moves: **** **** **** **** Green/Cycle: 0.08 0.08 0.30 0.16 0.16 0.63 0.46 0.46 0.46 0.22 0.22 0.22 Volume/Cap: 0.28 0.68 0.23 0.68 0.56 0.14 0.13 0.68 0.68 0.07 0.68 0.19 Delay/Veh: 57.1 69.7 34.0 57.1 52.2 10.0 20.0 28.5 28.5 40.0 48.7 41.2 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 57.1 69.7 34.0 57.1 52.2 10.0 20.0 28.5 28.5 40.0 48.7 41.2 LOS by Move: E E C E D A C C C D D D HCM2kAvgQ: 2 4 4 9 7 3 2 18 18 1 10 2 Note: Queue reported is the number of cars per lane.






Existing PM

Intersection #16: Old County Road & Ralston Avenue Signal=Permit/Rights=Overlap Final Vol: 182 184 78 Lanes: 1 0 1 0 1

Signal=Split

Signal=Split

Final Vol: Lanes: Rights=Include Vol Cnt Date: 11/6/2013 Rights=Ignore Lanes: Final Vol:

236


1

0

0

Loss Time (sec): 9

0

898 1

Critical V/C: 0.690

2 903***

1


0

45*** 0


1 54

LOS: D

Lanes: 1 0 1 0 1 Final Vol: 164 273*** 129 Signal=Permit/Rights=Overlap

Street Name: Old County Road Ralston Avenue Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 6 Nov 2013 << PM Peak Hour Base Vol: 164 273 129 78 184 182 236 898 45 54 903 95 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 164 273 129 78 184 182 236 898 45 54 903 95 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 164 273 129 78 184 182 236 898 45 54 903 95 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 PHF Volume: 164 273 129 78 184 182 236 898 45 54 903 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 164 273 129 78 184 182 236 898 45 54 903 0 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 FinalVolume: 164 273 129 78 184 182 236 898 45 54 903 0 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 Lanes: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.90 0.10 1.00 2.00 1.00 Final Sat.: 1900 1900 1900 1900 1900 1900 1900 3619 181 1900 3610 1900 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.09 0.14 0.07 0.04 0.10 0.10 0.12 0.25 0.25 0.03 0.25 0.00 Crit Moves: **** **** **** Green/Cycle: 0.21 0.21 0.57 0.21 0.21 0.57 0.36 0.36 0.36 0.36 0.36 0.00 Volume/Cap: 0.41 0.69 0.12 0.20 0.46 0.17 0.35 0.69 0.69 0.08 0.69 0.00 Delay/Veh: 45.3 52.7 12.9 42.7 46.0 13.5 30.7 37.0 37.0 27.2 36.8 0.0 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 45.3 52.7 12.9 42.7 46.0 13.5 30.7 37.0 37.0 27.2 36.8 0.0 LOS by Move: D D B D D B C D D C D A HCM2kAvgQ: 5 10 2 3 7 3 6 15 15 1 16 0 Note: Queue reported is the number of cars per lane.






Existing + Proj AM


Signal=Split

Signal=Split

Final Vol: Lanes: Rights=Include Vol Cnt Date: n/a Rights=Include Lanes: Final Vol:

116


1

81

0

Loss Time (sec): 9

0

1185*** 1

Critical V/C: 0.702

2 578***

1


0

52 0


1 31

LOS: D


Street Name: Old County Road Ralston Avenue Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 43 105 131 212 174 165 116 1144 52 31 546 80 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 43 105 131 212 174 165 116 1144 52 31 546 80 Added Vol: 0 0 0 2 0 0 0 41 0 0 32 1 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 43 105 131 214 174 165 116 1185 52 31 578 81 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 43 105 131 214 174 165 116 1185 52 31 578 81 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 43 105 131 214 174 165 116 1185 52 31 578 81 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 43 105 131 214 174 165 116 1185 52 31 578 81 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 Lanes: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.92 0.08 1.00 2.00 1.00 Final Sat.: 1900 1900 1900 1900 1900 1900 1900 3640 160 1900 3610 1900 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.02 0.06 0.07 0.11 0.09 0.09 0.06 0.33 0.33 0.02 0.16 0.04 Crit Moves: **** **** **** **** Green/Cycle: 0.08 0.08 0.31 0.16 0.16 0.62 0.46 0.46 0.46 0.23 0.23 0.23 Volume/Cap: 0.29 0.70 0.22 0.70 0.57 0.14 0.13 0.70 0.70 0.07 0.70 0.19 Delay/Veh: 57.5 72.4 33.8 58.8 53.0 10.1 20.0 29.0 29.0 39.4 48.9 40.7 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 57.5 72.4 33.8 58.8 53.0 10.1 20.0 29.0 29.0 39.4 48.9 40.7 LOS by Move: E E C E D B B C C D D D HCM2kAvgQ: 2 4 4 9 7 3 2 19 19 1 11 2 Note: Queue reported is the number of cars per lane.






Existing + Proj PM


Signal=Split

Signal=Split

Final Vol: Lanes: Rights=Include Vol Cnt Date: n/a Rights=Ignore Lanes: Final Vol:

236


1

0

0

Loss Time (sec): 9

0

908*** 1

Critical V/C: 0.698

2 921***

1


0

45 0


1 54

LOS: D


Street Name: Old County Road Ralston Avenue Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 164 273 129 78 184 182 236 898 45 54 903 95 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 164 273 129 78 184 182 236 898 45 54 903 95 Added Vol: 0 0 0 0 0 0 0 10 0 0 18 1 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 164 273 129 78 184 182 236 908 45 54 921 96 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 PHF Volume: 164 273 129 78 184 182 236 908 45 54 921 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 164 273 129 78 184 182 236 908 45 54 921 0 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 FinalVolume: 164 273 129 78 184 182 236 908 45 54 921 0 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 Lanes: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.91 0.09 1.00 2.00 1.00 Final Sat.: 1900 1900 1900 1900 1900 1900 1900 3621 179 1900 3610 1900 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.09 0.14 0.07 0.04 0.10 0.10 0.12 0.25 0.25 0.03 0.26 0.00 Crit Moves: **** **** **** Green/Cycle: 0.21 0.21 0.57 0.21 0.21 0.57 0.36 0.36 0.36 0.37 0.37 0.00 Volume/Cap: 0.42 0.70 0.12 0.20 0.47 0.17 0.35 0.70 0.70 0.08 0.70 0.00 Delay/Veh: 45.6 53.4 12.9 43.0 46.3 13.7 30.8 37.2 37.2 27.0 36.8 0.0 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 45.6 53.4 12.9 43.0 46.3 13.7 30.8 37.2 37.2 27.0 36.8 0.0 LOS by Move: D D B D D B C D D C D A HCM2kAvgQ: 5 10 2 3 7 3 6 15 15 1 16 0 Note: Queue reported is the number of cars per lane.






Existing AM

Intersection #1033: US 101 Southbound Off Ramp & Ralston Ave Signal=Protect/Rights=Include Final Vol: 249 0 1441*** Lanes: 1 0 1! 0 2

Signal=Permit

Signal=Permit


0


0

0

0

Loss Time (sec): 6

0

1196*** 3

Critical V/C: 0.559

2 577

0


0

0 0


0 0

LOS: B

Lanes: 0 0 0 0 0 Final Vol: 0 0 0 Signal=Protect/Rights=Include

Street Name: US 101 Southbound Off Ramp Ralston Avenue Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 4 Dec 2013 << AM Peak Hour Base Vol: 0 0 0 1441 0 249 0 1196 0 0 577 0 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 0 0 0 1441 0 249 0 1196 0 0 577 0 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 0 0 0 1441 0 249 0 1196 0 0 577 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 0 0 0 1441 0 249 0 1196 0 0 577 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 0 0 0 1441 0 249 0 1196 0 0 577 0 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 0 0 0 1441 0 249 0 1196 0 0 577 0 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 1.00 1.00 0.98 1.00 1.00 1.00 0.91 1.00 1.00 0.95 1.00 Lanes: 0.00 0.00 0.00 2.80 0.00 1.20 0.00 3.00 0.00 0.00 2.00 0.00 Final Sat.: 0 0 0 5209 0 2285 0 5187 0 0 3610 0 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.00 0.00 0.00 0.28 0.00 0.11 0.00 0.23 0.00 0.00 0.16 0.00 Crit Moves: **** **** Green/Cycle: 0.00 0.00 0.00 0.50 0.00 0.50 0.00 0.41 0.00 0.00 0.41 0.00 Volume/Cap: 0.00 0.00 0.00 0.56 0.00 0.22 0.00 0.56 0.00 0.00 0.39 0.00 Delay/Veh: 0.0 0.0 0.0 11.7 0.0 9.3 0.0 14.9 0.0 0.0 13.5 0.0 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 0.0 0.0 0.0 11.7 0.0 9.3 0.0 14.9 0.0 0.0 13.5 0.0 LOS by Move: A A A B A A A B A A B A HCM2kAvgQ: 0 0 0 8 0 2 0 7 0 0 4 0 Note: Queue reported is the number of cars per lane.






Existing PM

Intersection #1033: US 101 Southbound Off Ramp & Ralston Ave Signal=Protect/Rights=Include Final Vol: 514*** 0 528 Lanes: 1 0 1! 0 2

Signal=Permit

Signal=Permit


0


0

0

0

Loss Time (sec): 6

0

1056 3

Critical V/C: 0.513

2 1151***

0


0

0 0


0 0

LOS: B


Street Name: US 101 Southbound Off Ramp Ralston Avenue Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 28 May 2015 << 5 PM- 6 PM Base Vol: 0 0 0 528 0 514 0 1056 0 0 1151 0 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 0 0 0 528 0 514 0 1056 0 0 1151 0 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 0 0 0 528 0 514 0 1056 0 0 1151 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 0 0 0 528 0 514 0 1056 0 0 1151 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 0 0 0 528 0 514 0 1056 0 0 1151 0 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 0 0 0 528 0 514 0 1056 0 0 1151 0 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 1.00 1.00 0.97 1.00 1.00 1.00 0.91 1.00 1.00 0.95 1.00 Lanes: 0.00 0.00 0.00 2.41 0.00 1.59 0.00 3.00 0.00 0.00 2.00 0.00 Final Sat.: 0 0 0 4450 0 3014 0 5187 0 0 3610 0 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.00 0.00 0.00 0.12 0.00 0.17 0.00 0.20 0.00 0.00 0.32 0.00 Crit Moves: **** **** Green/Cycle: 0.00 0.00 0.00 0.33 0.00 0.33 0.00 0.62 0.00 0.00 0.62 0.00 Volume/Cap: 0.00 0.00 0.00 0.36 0.00 0.51 0.00 0.33 0.00 0.00 0.51 0.00 Delay/Veh: 0.0 0.0 0.0 32.9 0.0 35.2 0.0 11.8 0.0 0.0 13.9 0.0 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 0.0 0.0 0.0 32.9 0.0 35.2 0.0 11.8 0.0 0.0 13.9 0.0 LOS by Move: A A A C A D A B A A B A HCM2kAvgQ: 0 0 0 7 0 10 0 7 0 0 13 0 Note: Queue reported is the number of cars per lane.






Existing + Proj AM


Signal=Permit

Signal=Permit


0


0

0

0

Loss Time (sec): 6

0

1238*** 3

Critical V/C: 0.582

2 610

0


0

0 0


0 0

LOS: B


Street Name: US 101 Southbound Off Ramp Ralston Avenue Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 0 0 0 1441 0 249 0 1196 0 0 577 0 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 0 0 0 1441 0 249 0 1196 0 0 577 0 Added Vol: 0 0 0 73 0 0 0 42 0 0 33 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 0 0 0 1514 0 249 0 1238 0 0 610 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 0 0 0 1514 0 249 0 1238 0 0 610 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 0 0 0 1514 0 249 0 1238 0 0 610 0 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 0 0 0 1514 0 249 0 1238 0 0 610 0 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 1.00 1.00 0.98 1.00 1.00 1.00 0.91 1.00 1.00 0.95 1.00 Lanes: 0.00 0.00 0.00 2.81 0.00 1.19 0.00 3.00 0.00 0.00 2.00 0.00 Final Sat.: 0 0 0 5223 0 2270 0 5187 0 0 3610 0 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.00 0.00 0.00 0.29 0.00 0.11 0.00 0.24 0.00 0.00 0.17 0.00 Crit Moves: **** **** Green/Cycle: 0.00 0.00 0.00 0.50 0.00 0.50 0.00 0.41 0.00 0.00 0.41 0.00 Volume/Cap: 0.00 0.00 0.00 0.58 0.00 0.22 0.00 0.58 0.00 0.00 0.41 0.00 Delay/Veh: 0.0 0.0 0.0 11.8 0.0 9.2 0.0 15.3 0.0 0.0 13.8 0.0 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 0.0 0.0 0.0 11.8 0.0 9.2 0.0 15.3 0.0 0.0 13.8 0.0 LOS by Move: A A A B A A A B A A B A HCM2kAvgQ: 0 0 0 8 0 2 0 8 0 0 5 0 Note: Queue reported is the number of cars per lane.






Existing + Proj PM


Signal=Permit

Signal=Permit


0


0

0

0

Loss Time (sec): 6

0

1066 3

Critical V/C: 0.519

2 1170***

0


0

0 0


0 0

LOS: B


Street Name: US 101 Southbound Off Ramp Ralston Avenue Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 0 0 0 528 0 514 0 1056 0 0 1151 0 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 0 0 0 528 0 514 0 1056 0 0 1151 0 Added Vol: 0 0 0 17 0 0 0 10 0 0 19 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 0 0 0 545 0 514 0 1066 0 0 1170 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 0 0 0 545 0 514 0 1066 0 0 1170 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 0 0 0 545 0 514 0 1066 0 0 1170 0 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 0 0 0 545 0 514 0 1066 0 0 1170 0 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 1.00 1.00 0.97 1.00 1.00 1.00 0.91 1.00 1.00 0.95 1.00 Lanes: 0.00 0.00 0.00 2.42 0.00 1.58 0.00 3.00 0.00 0.00 2.00 0.00 Final Sat.: 0 0 0 4466 0 2999 0 5187 0 0 3610 0 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.00 0.00 0.00 0.12 0.00 0.17 0.00 0.21 0.00 0.00 0.32 0.00 Crit Moves: **** **** Green/Cycle: 0.00 0.00 0.00 0.33 0.00 0.33 0.00 0.62 0.00 0.00 0.62 0.00 Volume/Cap: 0.00 0.00 0.00 0.37 0.00 0.52 0.00 0.33 0.00 0.00 0.52 0.00 Delay/Veh: 0.0 0.0 0.0 33.3 0.0 35.5 0.0 11.6 0.0 0.0 13.8 0.0 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 0.0 0.0 0.0 33.3 0.0 35.5 0.0 11.6 0.0 0.0 13.8 0.0 LOS by Move: A A A C A D A B A A B A HCM2kAvgQ: 0 0 0 7 0 11 0 7 0 0 13 0 Note: Queue reported is the number of cars per lane.






Existing AM

Intersection #1035: US 101 Northbound Off Ramp & Marine Parkway Signal=Protect/Rights=Overlap Final Vol: 58 36 49*** Lanes: 1 0 1 0 1

Signal=Protect

Signal=Protect


183


1

35

0

Loss Time (sec): 9

0

2015*** 3

Critical V/C: 0.597

2 433

0


0

0 0


0 0***

LOS: C

Lanes: 1 1 0 1 2 Final Vol: 333 119 742*** Signal=Protect/Rights=Include

Street Name: US 101 Northbound Off Ramp Marine Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 4 Dec 2013 << AM Peak Hour Base Vol: 333 119 742 49 36 58 183 2015 0 0 433 35 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 333 119 742 49 36 58 183 2015 0 0 433 35 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 333 119 742 49 36 58 183 2015 0 0 433 35 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 333 119 742 49 36 58 183 2015 0 0 433 35 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 333 119 742 49 36 58 183 2015 0 0 433 35 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 333 119 742 49 36 58 183 2015 0 0 433 35 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 1.00 0.92 1.00 1.00 1.00 1.00 0.91 1.00 1.00 0.95 1.00 Lanes: 1.47 0.53 3.00 1.00 1.00 1.00 1.00 3.00 0.00 0.00 2.00 1.00 Final Sat.: 2800 1000 5260 1900 1900 1900 1900 5187 0 0 3610 1900 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.12 0.12 0.14 0.03 0.02 0.03 0.10 0.39 0.00 0.00 0.12 0.02 Crit Moves: **** **** **** **** Green/Cycle: 0.24 0.24 0.24 0.04 0.04 0.33 0.29 0.65 0.00 0.00 0.36 0.40 Volume/Cap: 0.49 0.50 0.60 0.60 0.49 0.09 0.33 0.60 0.00 0.00 0.33 0.05 Delay/Veh: 42.6 43.2 44.6 72.5 66.4 30.3 36.6 13.2 0.0 0.0 30.3 23.5 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 42.6 43.2 44.6 72.5 66.4 30.3 36.6 13.2 0.0 0.0 30.3 23.5 LOS by Move: D D D E E C D B A A C C HCM2kAvgQ: 8 8 10 3 2 2 6 17 0 0 6 1 Note: Queue reported is the number of cars per lane.






Existing PM

Intersection #1035: US 101 Northbound Off Ramp & Marine Parkway Signal=Protect/Rights=Overlap Final Vol: 171 109*** 51 Lanes: 1 0 1 0 1

Signal=Protect

Signal=Protect


92***


1

43

0

Loss Time (sec): 9

0

955 3

Critical V/C: 0.616

2 1237***

0


0

0 0


0 0

LOS: C

Lanes: 1 1 0 1 2 Final Vol: 462*** 35 34 Signal=Protect/Rights=Include

Street Name: US 101 Northbound Off Ramp Marine Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 4 Dec 2013 << 5 PM - 6 PM Base Vol: 462 35 34 51 109 171 92 955 0 0 1237 43 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 462 35 34 51 109 171 92 955 0 0 1237 43 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 462 35 34 51 109 171 92 955 0 0 1237 43 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 462 35 34 51 109 171 92 955 0 0 1237 43 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 462 35 34 51 109 171 92 955 0 0 1237 43 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 462 35 34 51 109 171 92 955 0 0 1237 43 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.97 1.00 0.88 1.00 1.00 1.00 1.00 0.91 1.00 1.00 0.95 1.00 Lanes: 2.00 1.00 2.00 1.00 1.00 1.00 1.00 3.00 0.00 0.00 2.00 1.00 Final Sat.: 3686 1900 3344 1900 1900 1900 1900 5187 0 0 3610 1900 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.13 0.02 0.01 0.03 0.06 0.09 0.05 0.18 0.00 0.00 0.34 0.02 Crit Moves: **** **** **** **** Green/Cycle: 0.20 0.12 0.12 0.18 0.09 0.17 0.08 0.63 0.00 0.00 0.56 0.73 Volume/Cap: 0.62 0.15 0.08 0.15 0.62 0.52 0.62 0.29 0.00 0.00 0.62 0.03 Delay/Veh: 48.5 51.2 50.8 45.6 63.1 50.6 65.5 10.7 0.0 0.0 20.1 4.8 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 48.5 51.2 50.8 45.6 63.1 50.6 65.5 10.7 0.0 0.0 20.1 4.8 LOS by Move: D D D D E D E B A A C A HCM2kAvgQ: 9 1 1 2 5 7 5 6 0 0 17 0 Note: Queue reported is the number of cars per lane.






Existing + Proj AM


Signal=Protect

Signal=Protect


183


1

35

0

Loss Time (sec): 9

0

2130*** 3

Critical V/C: 0.627

2 491

0


0

0 0


0 0***

LOS: C


Street Name: US 101 Northbound Off Ramp Marine Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 333 119 742 49 36 58 183 2015 0 0 433 35 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 333 119 742 49 36 58 183 2015 0 0 433 35 Added Vol: 0 0 32 0 0 0 0 115 0 0 58 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 333 119 774 49 36 58 183 2130 0 0 491 35 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 333 119 774 49 36 58 183 2130 0 0 491 35 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 333 119 774 49 36 58 183 2130 0 0 491 35 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 333 119 774 49 36 58 183 2130 0 0 491 35 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 1.00 0.92 1.00 1.00 1.00 1.00 0.91 1.00 1.00 0.95 1.00 Lanes: 1.47 0.53 3.00 1.00 1.00 1.00 1.00 3.00 0.00 0.00 2.00 1.00 Final Sat.: 2800 1000 5267 1900 1900 1900 1900 5187 0 0 3610 1900 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.12 0.12 0.15 0.03 0.02 0.03 0.10 0.41 0.00 0.00 0.14 0.02 Crit Moves: **** **** **** **** Green/Cycle: 0.24 0.23 0.23 0.04 0.04 0.31 0.27 0.66 0.00 0.00 0.38 0.42 Volume/Cap: 0.50 0.51 0.63 0.63 0.50 0.10 0.35 0.63 0.00 0.00 0.35 0.04 Delay/Veh: 43.0 43.4 45.3 76.4 66.7 32.0 38.6 13.5 0.0 0.0 28.7 21.9 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 43.0 43.4 45.3 76.4 66.7 32.0 38.6 13.5 0.0 0.0 28.7 21.9 LOS by Move: D D D E E C D B A A C C HCM2kAvgQ: 8 8 11 3 2 2 6 18 0 0 7 1 Note: Queue reported is the number of cars per lane.






Existing + Proj PM


Signal=Protect

Signal=Protect


92***


1

43

0

Loss Time (sec): 9

0

982 3

Critical V/C: 0.627

2 1271***

0


0

0 0


0 0

LOS: C


Street Name: US 101 Northbound Off Ramp Marine Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 462 35 34 51 109 171 92 955 0 0 1237 43 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 462 35 34 51 109 171 92 955 0 0 1237 43 Added Vol: 0 0 8 0 0 0 0 27 0 0 34 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 462 35 42 51 109 171 92 982 0 0 1271 43 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 462 35 42 51 109 171 92 982 0 0 1271 43 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 462 35 42 51 109 171 92 982 0 0 1271 43 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 462 35 42 51 109 171 92 982 0 0 1271 43 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.97 1.00 0.88 1.00 1.00 1.00 1.00 0.91 1.00 1.00 0.95 1.00 Lanes: 2.00 1.00 2.00 1.00 1.00 1.00 1.00 3.00 0.00 0.00 2.00 1.00 Final Sat.: 3686 1900 3344 1900 1900 1900 1900 5187 0 0 3610 1900 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.13 0.02 0.01 0.03 0.06 0.09 0.05 0.19 0.00 0.00 0.35 0.02 Crit Moves: **** **** **** **** Green/Cycle: 0.20 0.12 0.12 0.17 0.09 0.17 0.08 0.64 0.00 0.00 0.56 0.73 Volume/Cap: 0.63 0.16 0.11 0.16 0.63 0.53 0.63 0.30 0.00 0.00 0.63 0.03 Delay/Veh: 49.0 51.5 51.1 45.9 63.9 51.1 66.4 10.5 0.0 0.0 19.9 4.7 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 49.0 51.5 51.1 45.9 63.9 51.1 66.4 10.5 0.0 0.0 19.9 4.7 LOS by Move: D D D D E D E B A A B A HCM2kAvgQ: 9 1 1 2 5 7 5 6 0 0 18 0 Note: Queue reported is the number of cars per lane.






Existing AM

Intersection #1036: Oracle Parkway & Marine Parkway Signal=Protect/Rights=Overlap Final Vol: 11 0 9*** Lanes: 1 0 1! 0 0

Signal=Protect

Signal=Protect


349***


0

53

0

Loss Time (sec): 6

1

903 2

Critical V/C: 0.314

2 977***

0


0

0 0


0 0

LOS: A


Street Name: Oracle Parkway Marine Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 28 May 2015 << 8 AM - 9 AM Base Vol: 0 0 0 9 0 11 349 903 0 0 977 53 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 0 0 0 9 0 11 349 903 0 0 977 53 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 0 0 0 9 0 11 349 903 0 0 977 53 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 0 0 0 9 0 11 349 903 0 0 977 53 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 0 0 0 9 0 11 349 903 0 0 977 53 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 0 0 0 9 0 11 349 903 0 0 977 53 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 1.00 1.00 1.00 1.00 1.00 0.97 0.95 1.00 1.00 0.96 1.00 Lanes: 0.00 0.00 0.00 0.62 0.00 1.38 2.00 2.00 0.00 0.00 2.85 0.15 Final Sat.: 0 0 0 1179 0 2621 3686 3610 0 0 5226 284 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.00 0.00 0.00 0.01 0.00 0.00 0.09 0.25 0.00 0.00 0.19 0.19 Crit Moves: **** **** **** Green/Cycle: 0.00 0.00 0.00 0.02 0.00 0.33 0.30 0.90 0.00 0.00 0.59 0.59 Volume/Cap: 0.00 0.00 0.00 0.31 0.00 0.01 0.31 0.28 0.00 0.00 0.31 0.31 Delay/Veh: 0.0 0.0 0.0 38.8 0.0 17.1 20.4 0.6 0.0 0.0 7.6 7.6 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 0.0 0.0 0.0 38.8 0.0 17.1 20.4 0.6 0.0 0.0 7.6 7.6 LOS by Move: A A A D A B C A A A A A HCM2kAvgQ: 0 0 0 1 0 0 3 2 0 0 4 4 Note: Queue reported is the number of cars per lane.






Existing PM


Signal=Protect

Signal=Protect


74***


0

8

0

Loss Time (sec): 6

1

726 2

Critical V/C: 0.380

2 1126***

0


0

0 0


0 0

LOS: A


Street Name: Oracle Parkway Marine Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 28 May 2015 << 5 PM - 6 PM Base Vol: 0 0 0 52 0 308 74 726 0 0 1126 8 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 0 0 0 52 0 308 74 726 0 0 1126 8 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 0 0 0 52 0 308 74 726 0 0 1126 8 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 0 0 0 52 0 308 74 726 0 0 1126 8 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 0 0 0 52 0 308 74 726 0 0 1126 8 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 0 0 0 52 0 308 74 726 0 0 1126 8 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 1.00 1.00 1.00 1.00 1.00 0.97 0.95 1.00 1.00 0.97 1.00 Lanes: 0.00 0.00 0.00 0.25 0.00 1.75 2.00 2.00 0.00 0.00 2.98 0.02 Final Sat.: 0 0 0 480 0 3320 3686 3610 0 0 5471 39 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.00 0.00 0.00 0.11 0.00 0.09 0.02 0.20 0.00 0.00 0.21 0.21 Crit Moves: **** **** **** Green/Cycle: 0.00 0.00 0.00 0.29 0.00 0.34 0.05 0.59 0.00 0.00 0.54 0.54 Volume/Cap: 0.00 0.00 0.00 0.38 0.00 0.27 0.38 0.34 0.00 0.00 0.38 0.38 Delay/Veh: 0.0 0.0 0.0 14.6 0.0 12.2 24.1 5.2 0.0 0.0 6.7 6.7 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 0.0 0.0 0.0 14.6 0.0 12.2 24.1 5.2 0.0 0.0 6.7 6.7 LOS by Move: A A A B A B C A A A A A HCM2kAvgQ: 0 0 0 3 0 2 1 3 0 0 4 4 Note: Queue reported is the number of cars per lane.






Existing + Proj AM


Signal=Protect

Signal=Protect


500***


0

64

0

Loss Time (sec): 6

1

903 2

Critical V/C: 0.366

2 977***

0


0

0 0


0 0

LOS: A


Street Name: Oracle Parkway Marine Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 0 0 0 9 0 11 349 903 0 0 977 53 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 0 0 0 9 0 11 349 903 0 0 977 53 Added Vol: 0 0 0 9 0 0 151 0 0 0 0 11 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 0 0 0 18 0 11 500 903 0 0 977 64 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 0 0 0 18 0 11 500 903 0 0 977 64 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 0 0 0 18 0 11 500 903 0 0 977 64 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 0 0 0 18 0 11 500 903 0 0 977 64 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 1.00 1.00 1.00 1.00 1.00 0.97 0.95 1.00 1.00 0.96 1.00 Lanes: 0.00 0.00 0.00 0.77 0.00 1.23 2.00 2.00 0.00 0.00 2.82 0.18 Final Sat.: 0 0 0 1455 0 2345 3686 3610 0 0 5171 339 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.00 0.00 0.00 0.01 0.00 0.00 0.14 0.25 0.00 0.00 0.19 0.19 Crit Moves: **** **** **** Green/Cycle: 0.00 0.00 0.00 0.03 0.00 0.40 0.37 0.89 0.00 0.00 0.52 0.52 Volume/Cap: 0.00 0.00 0.00 0.37 0.00 0.01 0.37 0.28 0.00 0.00 0.37 0.37 Delay/Veh: 0.0 0.0 0.0 38.3 0.0 13.4 17.4 0.7 0.0 0.0 10.9 10.9 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 0.0 0.0 0.0 38.3 0.0 13.4 17.4 0.7 0.0 0.0 10.9 10.9 LOS by Move: A A A D A B B A A A B B HCM2kAvgQ: 0 0 0 1 0 0 4 2 0 0 5 5 Note: Queue reported is the number of cars per lane.






Existing + Proj PM


Signal=Protect

Signal=Protect


109***


0

11

0

Loss Time (sec): 6

1

726 2

Critical V/C: 0.394

2 1126***

0


0

0 0


0 0

LOS: A


Street Name: Oracle Parkway Marine Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 0 0 0 52 0 308 74 726 0 0 1126 8 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 0 0 0 52 0 308 74 726 0 0 1126 8 Added Vol: 0 0 0 5 0 0 35 0 0 0 0 3 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 0 0 0 57 0 308 109 726 0 0 1126 11 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 0 0 0 57 0 308 109 726 0 0 1126 11 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 0 0 0 57 0 308 109 726 0 0 1126 11 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 0 0 0 57 0 308 109 726 0 0 1126 11 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 1.00 1.00 1.00 1.00 1.00 0.97 0.95 1.00 1.00 0.97 1.00 Lanes: 0.00 0.00 0.00 0.27 0.00 1.73 2.00 2.00 0.00 0.00 2.97 0.03 Final Sat.: 0 0 0 513 0 3287 3686 3610 0 0 5457 53 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.00 0.00 0.00 0.11 0.00 0.09 0.03 0.20 0.00 0.00 0.21 0.21 Crit Moves: **** **** **** Green/Cycle: 0.00 0.00 0.00 0.28 0.00 0.36 0.07 0.60 0.00 0.00 0.52 0.52 Volume/Cap: 0.00 0.00 0.00 0.39 0.00 0.26 0.39 0.34 0.00 0.00 0.39 0.39 Delay/Veh: 0.0 0.0 0.0 14.8 0.0 11.5 23.0 5.1 0.0 0.0 7.2 7.2 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 0.0 0.0 0.0 14.8 0.0 11.5 23.0 5.1 0.0 0.0 7.2 7.2 LOS by Move: A A A B A B C A A A A A HCM2kAvgQ: 0 0 0 3 0 2 1 3 0 0 4 4 Note: Queue reported is the number of cars per lane.






Existing AM

Intersection #1049: Twin Dolphin Drive & Marine Parkway Signal=Protect/Rights=Include Final Vol: 0 0 0 Lanes: 0 0 0 0 0

Signal=Protect

Signal=Protect

Final Vol: Lanes: Rights=Overlap Vol Cnt Date: 5/28/2015 Rights=Include Lanes: Final Vol:

0


0

0

0

Loss Time (sec): 6

0

1206 3

Critical V/C: 0.336

3 962

0


0

554*** 1


1 41***

LOS: A

Lanes: 3 0 0 0 1 Final Vol: 93*** 0 57 Signal=Protect/Rights=Overlap

Street Name: Twin Dolphin Drive Marine Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 28 May 2015 << 8 AM - 9 AM Base Vol: 93 0 57 0 0 0 0 1206 554 41 962 0 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 93 0 57 0 0 0 0 1206 554 41 962 0 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 93 0 57 0 0 0 0 1206 554 41 962 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 93 0 57 0 0 0 0 1206 554 41 962 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 93 0 57 0 0 0 0 1206 554 41 962 0 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 93 0 57 0 0 0 0 1206 554 41 962 0 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.97 1.00 1.00 1.00 1.00 1.00 1.00 0.91 1.00 1.00 0.91 1.00 Lanes: 3.00 0.00 1.00 0.00 0.00 0.00 0.00 3.00 1.00 1.00 3.00 0.00 Final Sat.: 5529 0 1900 0 0 0 0 5187 1900 1900 5187 0 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.02 0.00 0.03 0.00 0.00 0.00 0.00 0.23 0.29 0.02 0.19 0.00 Crit Moves: **** **** **** Green/Cycle: 0.05 0.00 0.11 0.00 0.00 0.00 0.00 0.82 0.87 0.06 0.88 0.00 Volume/Cap: 0.34 0.00 0.26 0.00 0.00 0.00 0.00 0.28 0.34 0.34 0.21 0.00 Delay/Veh: 42.0 0.0 37.0 0.0 0.0 0.0 0.0 2.0 1.2 41.9 0.8 0.0 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 42.0 0.0 37.0 0.0 0.0 0.0 0.0 2.0 1.2 41.9 0.8 0.0 LOS by Move: D A D A A A A A A D A A HCM2kAvgQ: 1 0 2 0 0 0 0 3 3 1 2 0 Note: Queue reported is the number of cars per lane.






Existing PM


Signal=Protect

Signal=Protect

Final Vol: Lanes: Rights=Overlap Vol Cnt Date: 5/28/2015 Rights=Include Lanes: Final Vol:

0***


0

0

0

Loss Time (sec): 6

0

728 3

Critical V/C: 0.463

3 1387***

0


0

128 1


1 61

LOS: B


Street Name: Twin Dolphin Drive Marine Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 28 May 2015 << 5 PM - 6 PM Base Vol: 824 0 43 0 0 0 0 728 128 61 1387 0 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 824 0 43 0 0 0 0 728 128 61 1387 0 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 824 0 43 0 0 0 0 728 128 61 1387 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 824 0 43 0 0 0 0 728 128 61 1387 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 824 0 43 0 0 0 0 728 128 61 1387 0 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 824 0 43 0 0 0 0 728 128 61 1387 0 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.97 1.00 1.00 1.00 1.00 1.00 1.00 0.91 1.00 1.00 0.91 1.00 Lanes: 3.00 0.00 1.00 0.00 0.00 0.00 0.00 3.00 1.00 1.00 3.00 0.00 Final Sat.: 5529 0 1900 0 0 0 0 5187 1900 1900 5187 0 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.15 0.00 0.02 0.00 0.00 0.00 0.00 0.14 0.07 0.03 0.27 0.00 Crit Moves: **** **** **** Green/Cycle: 0.32 0.00 0.43 0.00 0.00 0.00 0.00 0.47 0.79 0.11 0.58 0.00 Volume/Cap: 0.46 0.00 0.05 0.00 0.00 0.00 0.00 0.30 0.09 0.30 0.46 0.00 Delay/Veh: 16.4 0.0 10.0 0.0 0.0 0.0 0.0 9.9 1.4 25.5 7.4 0.0 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 16.4 0.0 10.0 0.0 0.0 0.0 0.0 9.9 1.4 25.5 7.4 0.0 LOS by Move: B A B A A A A A A C A A HCM2kAvgQ: 5 0 0 0 0 0 0 3 1 1 5 0 Note: Queue reported is the number of cars per lane.






Existing + Proj AM


Signal=Protect

Signal=Protect

Final Vol: Lanes: Rights=Overlap Vol Cnt Date: n/a Rights=Include Lanes: Final Vol:

0


0

0

0

Loss Time (sec): 6

0

1353 3

Critical V/C: 0.337

3 962

0


0

557*** 1


1 41***

LOS: A


Street Name: Twin Dolphin Drive Marine Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 93 0 57 0 0 0 0 1206 554 41 962 0 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 93 0 57 0 0 0 0 1206 554 41 962 0 Added Vol: 0 0 3 0 0 0 0 147 3 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 93 0 60 0 0 0 0 1353 557 41 962 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 93 0 60 0 0 0 0 1353 557 41 962 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 93 0 60 0 0 0 0 1353 557 41 962 0 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 93 0 60 0 0 0 0 1353 557 41 962 0 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.97 1.00 1.00 1.00 1.00 1.00 1.00 0.91 1.00 1.00 0.91 1.00 Lanes: 3.00 0.00 1.00 0.00 0.00 0.00 0.00 3.00 1.00 1.00 3.00 0.00 Final Sat.: 5529 0 1900 0 0 0 0 5187 1900 1900 5187 0 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.02 0.00 0.03 0.00 0.00 0.00 0.00 0.26 0.29 0.02 0.19 0.00 Crit Moves: **** **** **** Green/Cycle: 0.05 0.00 0.11 0.00 0.00 0.00 0.00 0.82 0.87 0.06 0.88 0.00 Volume/Cap: 0.34 0.00 0.28 0.00 0.00 0.00 0.00 0.32 0.34 0.34 0.21 0.00 Delay/Veh: 42.0 0.0 37.2 0.0 0.0 0.0 0.0 2.0 1.2 41.9 0.8 0.0 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 42.0 0.0 37.2 0.0 0.0 0.0 0.0 2.0 1.2 41.9 0.8 0.0 LOS by Move: D A D A A A A A A D A A HCM2kAvgQ: 1 0 2 0 0 0 0 3 3 1 1 0 Note: Queue reported is the number of cars per lane.






Existing + Proj PM


Signal=Protect

Signal=Protect


0***


0

0

0

Loss Time (sec): 6

0

763 3

Critical V/C: 0.463

3 1387***

0


0

129 1


1 61

LOS: B


Street Name: Twin Dolphin Drive Marine Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 824 0 43 0 0 0 0 728 128 61 1387 0 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 824 0 43 0 0 0 0 728 128 61 1387 0 Added Vol: 0 0 1 0 0 0 0 35 1 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 824 0 44 0 0 0 0 763 129 61 1387 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 824 0 44 0 0 0 0 763 129 61 1387 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 824 0 44 0 0 0 0 763 129 61 1387 0 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 824 0 44 0 0 0 0 763 129 61 1387 0 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.97 1.00 1.00 1.00 1.00 1.00 1.00 0.91 1.00 1.00 0.91 1.00 Lanes: 3.00 0.00 1.00 0.00 0.00 0.00 0.00 3.00 1.00 1.00 3.00 0.00 Final Sat.: 5529 0 1900 0 0 0 0 5187 1900 1900 5187 0 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.15 0.00 0.02 0.00 0.00 0.00 0.00 0.15 0.07 0.03 0.27 0.00 Crit Moves: **** **** **** Green/Cycle: 0.32 0.00 0.43 0.00 0.00 0.00 0.00 0.47 0.80 0.10 0.58 0.00 Volume/Cap: 0.46 0.00 0.05 0.00 0.00 0.00 0.00 0.31 0.09 0.31 0.46 0.00 Delay/Veh: 16.4 0.0 10.2 0.0 0.0 0.0 0.0 9.8 1.4 25.8 7.4 0.0 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 16.4 0.0 10.2 0.0 0.0 0.0 0.0 9.8 1.4 25.8 7.4 0.0 LOS by Move: B A B A A A A A A C A A HCM2kAvgQ: 5 0 0 0 0 0 0 3 1 1 5 0 Note: Queue reported is the number of cars per lane.






Existing AM

Intersection #1061: Oracle Parkway/Shoreway Road and Marine Parkway Signal=Split/Rights=Overlap Final Vol: 43 2*** 18 Lanes: 2 0 0 1 0

Signal=Protect

Signal=Protect


491


0

22

0

Loss Time (sec): 12

1

2099*** 2

Critical V/C: 0.515

2 991

1


0

208 0


1 12***

LOS: B

Lanes: 1 1 0 0 1 Final Vol: 102*** 3 6 Signal=Split/Rights=Overlap

Street Name: Oracle Parkway/Shoreway Road Marine Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 28 May 2015 << 8 AM - 9 AM Base Vol: 102 3 6 18 2 43 491 2099 208 12 991 22 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 102 3 6 18 2 43 491 2099 208 12 991 22 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 102 3 6 18 2 43 491 2099 208 12 991 22 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 102 3 6 18 2 43 491 2099 208 12 991 22 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 102 3 6 18 2 43 491 2099 208 12 991 22 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 102 3 6 18 2 43 491 2099 208 12 991 22 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 1.00 1.00 1.00 1.00 0.88 0.97 0.96 1.00 1.00 0.97 1.00 Lanes: 1.94 0.06 1.00 0.90 0.10 2.00 2.00 2.74 0.26 1.00 2.94 0.06 Final Sat.: 3691 109 1900 1710 190 3344 3686 5013 497 1900 5390 120 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.03 0.03 0.00 0.01 0.01 0.01 0.13 0.42 0.42 0.01 0.18 0.18 Crit Moves: **** **** **** **** Green/Cycle: 0.05 0.05 0.07 0.02 0.02 0.37 0.35 0.81 0.81 0.01 0.48 0.48 Volume/Cap: 0.51 0.51 0.05 0.51 0.51 0.03 0.38 0.51 0.51 0.51 0.38 0.38 Delay/Veh: 57.5 57.5 52.7 69.6 69.6 24.3 29.7 3.7 3.7 77.3 20.1 20.1 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 57.5 57.5 52.7 69.6 69.6 24.3 29.7 3.7 3.7 77.3 20.1 20.1 LOS by Move: E E D E E C C A A E C C HCM2kAvgQ: 3 3 0 1 1 1 7 9 9 0 8 8 Note: Queue reported is the number of cars per lane.






Existing PM

Intersection #1061: Oracle Parkway/Shoreway Road and Marine Parkway Signal=Split/Rights=Overlap Final Vol: 476*** 50 19 Lanes: 2 0 0 1 0

Signal=Protect

Signal=Protect


54***


0

15

0

Loss Time (sec): 12

1

832 2

Critical V/C: 0.602

3 2147***

1


0

95 0


1 7

LOS: C


Street Name: Oracle Parkway/Shoreway Road Marine Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 28 May 2015 << 5 PM - 6 PM Base Vol: 408 4 5 19 50 476 54 832 95 7 2147 15 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 408 4 5 19 50 476 54 832 95 7 2147 15 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 408 4 5 19 50 476 54 832 95 7 2147 15 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 408 4 5 19 50 476 54 832 95 7 2147 15 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 408 4 5 19 50 476 54 832 95 7 2147 15 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 408 4 5 19 50 476 54 832 95 7 2147 15 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 1.00 1.00 1.00 1.00 0.88 0.97 0.96 1.00 1.00 0.93 1.00 Lanes: 1.98 0.02 1.00 0.28 0.72 2.00 2.00 2.70 0.30 1.00 3.97 0.03 Final Sat.: 3763 37 1900 523 1377 3344 3686 4945 565 1900 7038 49 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.11 0.11 0.00 0.04 0.04 0.14 0.01 0.17 0.17 0.00 0.31 0.31 Crit Moves: **** **** **** **** Green/Cycle: 0.18 0.18 0.19 0.21 0.21 0.24 0.02 0.52 0.52 0.01 0.51 0.51 Volume/Cap: 0.60 0.60 0.01 0.17 0.17 0.60 0.60 0.32 0.32 0.32 0.60 0.60 Delay/Veh: 60.0 60.0 50.8 50.1 50.1 54.0 85.9 21.6 21.6 84.6 27.5 27.5 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 60.0 60.0 50.8 50.1 50.1 54.0 85.9 21.6 21.6 84.6 27.5 27.5 LOS by Move: E E D D D D F C C F C C HCM2kAvgQ: 10 10 0 3 3 12 1 8 8 0 19 19 Note: Queue reported is the number of cars per lane.






Existing + Proj AM


Signal=Protect

Signal=Protect


491


0

22

0

Loss Time (sec): 12

1

2246*** 2

Critical V/C: 0.546

2 991

1


0

208 0


1 12***

LOS: B


Street Name: Oracle Parkway/Shoreway Road Marine Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 102 3 6 18 2 43 491 2099 208 12 991 22 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 102 3 6 18 2 43 491 2099 208 12 991 22 Added Vol: 0 0 0 3 0 116 0 147 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 102 3 6 21 2 159 491 2246 208 12 991 22 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 102 3 6 21 2 159 491 2246 208 12 991 22 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 102 3 6 21 2 159 491 2246 208 12 991 22 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 102 3 6 21 2 159 491 2246 208 12 991 22 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 1.00 1.00 1.00 1.00 0.88 0.97 0.96 1.00 1.00 0.97 1.00 Lanes: 1.94 0.06 1.00 0.91 0.09 2.00 2.00 2.75 0.25 1.00 2.94 0.06 Final Sat.: 3691 109 1900 1735 165 3344 3686 5042 467 1900 5390 120 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.03 0.03 0.00 0.01 0.01 0.05 0.13 0.45 0.45 0.01 0.18 0.18 Crit Moves: **** **** **** **** Green/Cycle: 0.05 0.05 0.06 0.02 0.02 0.37 0.35 0.82 0.82 0.01 0.48 0.48 Volume/Cap: 0.55 0.55 0.05 0.55 0.55 0.13 0.38 0.55 0.55 0.55 0.38 0.38 Delay/Veh: 58.9 58.9 53.1 72.2 72.2 25.1 29.7 3.8 3.8 84.7 20.0 20.0 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 58.9 58.9 53.1 72.2 72.2 25.1 29.7 3.8 3.8 84.7 20.0 20.0 LOS by Move: E E D E E C C A A F B B HCM2kAvgQ: 3 3 0 2 2 2 7 10 10 0 8 8 Note: Queue reported is the number of cars per lane.






Existing + Proj PM


Signal=Protect

Signal=Protect


54***


0

15

0

Loss Time (sec): 12

1

867 2

Critical V/C: 0.624

3 2147***

1


0

95 0


1 7

LOS: D


Street Name: Oracle Parkway/Shoreway Road Marine Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 408 4 5 19 50 476 54 832 95 7 2147 15 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 408 4 5 19 50 476 54 832 95 7 2147 15 Added Vol: 0 0 0 1 0 66 0 35 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 408 4 5 20 50 542 54 867 95 7 2147 15 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 408 4 5 20 50 542 54 867 95 7 2147 15 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 408 4 5 20 50 542 54 867 95 7 2147 15 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 408 4 5 20 50 542 54 867 95 7 2147 15 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 1.00 1.00 1.00 1.00 0.88 0.97 0.96 1.00 1.00 0.93 1.00 Lanes: 1.98 0.02 1.00 0.29 0.71 2.00 2.00 2.71 0.29 1.00 3.97 0.03 Final Sat.: 3763 37 1900 543 1357 3344 3686 4965 544 1900 7038 49 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.11 0.11 0.00 0.04 0.04 0.16 0.01 0.17 0.17 0.00 0.31 0.31 Crit Moves: **** **** **** **** Green/Cycle: 0.17 0.17 0.18 0.24 0.24 0.26 0.02 0.50 0.50 0.01 0.49 0.49 Volume/Cap: 0.62 0.62 0.01 0.16 0.16 0.62 0.62 0.35 0.35 0.35 0.62 0.62 Delay/Veh: 61.2 61.2 51.7 47.1 47.1 52.1 88.4 23.4 23.4 86.3 29.5 29.5 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 61.2 61.2 51.7 47.1 47.1 52.1 88.4 23.4 23.4 86.3 29.5 29.5 LOS by Move: E E D D D D F C C F C C HCM2kAvgQ: 10 10 0 3 3 13 1 9 9 0 20 20 Note: Queue reported is the number of cars per lane.





Level Of Service Computation Report 2000 HCM 4-Way Stop (Future Volume Alternative)

Existing AM

Intersection #10044: Oracle Street #1 & Oracle Parkway Signal=Stop/Rights=Include Final Vol: 0 0 0 Lanes: 0 0 0 0 0

Signal=Stop

Signal=Stop


0


0

0

0

Loss Time (sec): 0

0

284*** 1

Critical V/C: 0.367

1 31

0


1

14 1


0 13***

LOS: A

Lanes: 1 0 0 0 1 Final Vol: 14 0 23*** Signal=Stop/Rights=Include

Street Name: Oracle Street #1 Oracle Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 9 Jun 2015 << 8 AM - 9 AM Base Vol: 14 0 23 0 0 0 0 284 14 13 31 0 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 14 0 23 0 0 0 0 284 14 13 31 0 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 14 0 23 0 0 0 0 284 14 13 31 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 14 0 23 0 0 0 0 284 14 13 31 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 14 0 23 0 0 0 0 284 14 13 31 0 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 14 0 23 0 0 0 0 284 14 13 31 0 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Adjustment: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lanes: 1.00 0.00 1.00 0.00 0.00 0.00 0.00 1.00 1.00 0.59 1.41 0.00 Final Sat.: 595 0 740 0 0 0 0 774 910 413 1028 0 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.02 xxxx 0.03 xxxx xxxx xxxx xxxx 0.37 0.02 0.03 0.03 xxxx Crit Moves: **** **** **** Delay/Veh: 8.6 0.0 7.4 0.0 0.0 0.0 0.0 10.0 6.7 8.0 7.7 0.0 Delay Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 8.6 0.0 7.4 0.0 0.0 0.0 0.0 10.0 6.7 8.0 7.7 0.0 LOS by Move: A * A * * * * A A A A * ApproachDel: 7.9 xxxxxx 9.8 7.8 Delay Adj: 1.00 xxxxx 1.00 1.00 ApprAdjDel: 7.9 xxxxxx 9.8 7.8 LOS by Appr: A * A A AllWayAvgQ: 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.6 0.0 0.0 0.0 0.0 Note: Queue reported is the number of cars per lane. Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #10044 Oracle Street #1 & Oracle Parkway ********************************************************************************



Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Stop Sign Stop Sign Stop Sign Stop Sign Lanes: 1 0 0 0 1 0 0 0 0 0 0 0 1 0 1 0 1 1 0 0 Initial Vol: 14 0 23 0 0 0 0 284 14 13 31 0 ------------|---------------||---------------||---------------||---------------| Major Street Volume: 342 Minor Approach Volume: 37 Minor Approach Volume Threshold: 835 -------------------------------------------------------------------------------- SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.






Existing PM


Signal=Stop

Signal=Stop


0


0

0

0

Loss Time (sec): 0

0

43*** 1

Critical V/C: 0.282

1 187

0


1

3 1


0 14***

LOS: A

Lanes: 1 0 0 0 1 Final Vol: 177*** 0 30 Signal=Stop/Rights=Include

Street Name: Oracle Street #1 Oracle Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 9 Jun 2015 << 4:30 pm - 5:30 pm Base Vol: 177 0 30 0 0 0 0 43 3 14 187 0 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 177 0 30 0 0 0 0 43 3 14 187 0 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 177 0 30 0 0 0 0 43 3 14 187 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 177 0 30 0 0 0 0 43 3 14 187 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 177 0 30 0 0 0 0 43 3 14 187 0 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 177 0 30 0 0 0 0 43 3 14 187 0 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Adjustment: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lanes: 1.00 0.00 1.00 0.00 0.00 0.00 0.00 1.00 1.00 0.14 1.86 0.00 Final Sat.: 627 0 787 0 0 0 0 659 756 94 1266 0 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.28 xxxx 0.04 xxxx xxxx xxxx xxxx 0.07 0.00 0.15 0.15 xxxx Crit Moves: **** **** **** Delay/Veh: 10.4 0.0 7.3 0.0 0.0 0.0 0.0 8.3 7.3 8.8 8.7 0.0 Delay Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 10.4 0.0 7.3 0.0 0.0 0.0 0.0 8.3 7.3 8.8 8.7 0.0 LOS by Move: B * A * * * * A A A A * ApproachDel: 10.0 xxxxxx 8.2 8.7 Delay Adj: 1.00 xxxxx 1.00 1.00 ApprAdjDel: 10.0 xxxxxx 8.2 8.7 LOS by Appr: A * A A AllWayAvgQ: 0.4 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.0 0.2 0.2 0.0 Note: Queue reported is the number of cars per lane. Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #10044 Oracle Street #1 & Oracle Parkway ********************************************************************************






Existing + Proj AM

Intersection #10044: Oracle Street #1 & Oracle Parkway Signal=Stop/Rights=Include Final Vol: 118*** 0 9 Lanes: 0 1 0 1 0

Signal=Stop

Signal=Stop


0


0

0

0

Loss Time (sec): 0

0

284*** 1

Critical V/C: 0.397

1 31

0


1

14 1


0 13***

LOS: A


Street Name: Oracle Street #1 Oracle Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 14 0 23 0 0 0 0 284 14 13 31 0 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 14 0 23 0 0 0 0 284 14 13 31 0 Added Vol: 0 0 0 9 0 118 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 14 0 23 9 0 118 0 284 14 13 31 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 14 0 23 9 0 118 0 284 14 13 31 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 14 0 23 9 0 118 0 284 14 13 31 0 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 14 0 23 9 0 118 0 284 14 13 31 0 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Adjustment: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lanes: 1.00 0.00 1.00 0.14 0.86 1.00 0.00 1.00 1.00 0.59 1.41 0.00 Final Sat.: 571 0 705 89 537 726 0 715 825 377 935 0 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.02 xxxx 0.03 0.10 0.00 0.16 xxxx 0.40 0.02 0.03 0.03 xxxx Crit Moves: **** **** **** **** Delay/Veh: 8.8 0.0 7.6 8.2 8.2 8.2 0.0 10.8 7.0 8.3 8.1 0.0 Delay Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 8.8 0.0 7.6 8.2 8.2 8.2 0.0 10.8 7.0 8.3 8.1 0.0 LOS by Move: A * A A A A * B A A A * ApproachDel: 8.1 8.2 10.6 8.2 Delay Adj: 1.00 1.00 1.00 1.00 ApprAdjDel: 8.1 8.2 10.6 8.2 LOS by Appr: A A B A AllWayAvgQ: 0.0 0.0 0.0 0.0 0.2 0.2 0.0 0.6 0.0 0.0 0.0 0.0 Note: Queue reported is the number of cars per lane. Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #10044 Oracle Street #1 & Oracle Parkway ********************************************************************************






Existing + Proj PM


Signal=Stop

Signal=Stop


0


0

0

0

Loss Time (sec): 0

0

43*** 1

Critical V/C: 0.288

1 187

0


1

3 1


0 14***

LOS: A


Street Name: Oracle Street #1 Oracle Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 177 0 30 0 0 0 0 43 3 14 187 0 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 177 0 30 0 0 0 0 43 3 14 187 0 Added Vol: 0 0 0 5 0 68 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 177 0 30 5 0 68 0 43 3 14 187 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 177 0 30 5 0 68 0 43 3 14 187 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 177 0 30 5 0 68 0 43 3 14 187 0 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 177 0 30 5 0 68 0 43 3 14 187 0 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Adjustment: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lanes: 1.00 0.00 1.00 0.14 0.86 1.00 0.00 1.00 1.00 0.14 1.86 0.00 Final Sat.: 614 0 768 87 548 737 0 628 714 90 1214 0 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.29 xxxx 0.04 0.06 0.00 0.09 xxxx 0.07 0.00 0.15 0.15 xxxx Crit Moves: **** **** **** **** Delay/Veh: 10.6 0.0 7.4 8.2 8.2 7.8 0.0 8.5 7.5 9.0 8.9 0.0 Delay Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 10.6 0.0 7.4 8.2 8.2 7.8 0.0 8.5 7.5 9.0 8.9 0.0 LOS by Move: B * A A A A * A A A A * ApproachDel: 10.1 7.8 8.5 8.9 Delay Adj: 1.00 1.00 1.00 1.00 ApprAdjDel: 10.1 7.8 8.5 8.9 LOS by Appr: B A A A AllWayAvgQ: 0.4 0.0 0.0 0.0 0.1 0.1 0.0 0.1 0.0 0.2 0.2 0.0 Note: Queue reported is the number of cars per lane. Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #10044 Oracle Street #1 & Oracle Parkway ********************************************************************************






Existing AM

Intersection #10046: Oracle Street #2 & Oracle Parkway Signal=Stop/Rights=Include Final Vol: 2*** 0 0 Lanes: 0 0 1! 0 0

Signal=Stop

Signal=Stop


35


0

11

1

Loss Time (sec): 0

1

137*** 0

Critical V/C: 0.224

0 27

0


1

132 1


0 26***

LOS: A

Lanes: 0 0 1! 0 0 Final Vol: 11*** 0 2 Signal=Stop/Rights=Include

Street Name: Oracle Street #2 Oracle Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 9 Jun 2015 << 8 AM - 9 AM Base Vol: 11 0 2 0 0 2 35 137 132 26 27 11 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 11 0 2 0 0 2 35 137 132 26 27 11 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 11 0 2 0 0 2 35 137 132 26 27 11 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 11 0 2 0 0 2 35 137 132 26 27 11 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 11 0 2 0 0 2 35 137 132 26 27 11 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 11 0 2 0 0 2 35 137 132 26 27 11 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Adjustment: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lanes: 0.85 0.00 0.15 0.00 0.00 1.00 0.20 0.80 1.00 0.81 0.85 0.34 Final Sat.: 608 0 111 0 0 826 156 611 925 564 650 272 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.02 xxxx 0.02 xxxx xxxx 0.00 0.22 0.22 0.14 0.05 0.04 0.04 Crit Moves: **** **** **** **** Delay/Veh: 7.8 0.0 7.8 0.0 0.0 7.1 8.7 8.7 7.2 8.1 7.5 7.4 Delay Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 7.8 0.0 7.8 0.0 0.0 7.1 8.7 8.7 7.2 8.1 7.5 7.4 LOS by Move: A * A * * A A A A A A A ApproachDel: 7.8 7.1 8.1 7.7 Delay Adj: 1.00 1.00 1.00 1.00 ApprAdjDel: 7.8 7.1 8.1 7.7 LOS by Appr: A A A A AllWayAvgQ: 0.0 0.0 0.0 0.0 0.0 0.0 0.3 0.3 0.2 0.0 0.0 0.0 Note: Queue reported is the number of cars per lane. Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #10046 Oracle Street #2 & Oracle Parkway ********************************************************************************



Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Stop Sign Stop Sign Stop Sign Stop Sign Lanes: 0 0 1! 0 0 0 0 0 0 1 0 1 0 0 1 0 1 0 1 0 Initial Vol: 11 0 2 0 0 2 35 137 132 26 27 11 ------------|---------------||---------------||---------------||---------------| Major Street Volume: 368 Minor Approach Volume: 13 Minor Approach Volume Threshold: 629 -------------------------------------------------------------------------------- SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.






Existing PM

Intersection #10046: Oracle Street #2 & Oracle Parkway Signal=Stop/Rights=Include Final Vol: 4 0 4*** Lanes: 0 0 1! 0 0

Signal=Stop

Signal=Stop


0


0

2

1

Loss Time (sec): 0

1

52*** 0

Critical V/C: 0.180

0 101

0


1

20 1


0 13***

LOS: A


Street Name: Oracle Street #2 Oracle Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 9 Jun 2015 << 4:30 pm - 5:30 pm Base Vol: 100 0 46 4 0 4 0 52 20 13 101 2 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 100 0 46 4 0 4 0 52 20 13 101 2 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 100 0 46 4 0 4 0 52 20 13 101 2 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 100 0 46 4 0 4 0 52 20 13 101 2 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 100 0 46 4 0 4 0 52 20 13 101 2 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 100 0 46 4 0 4 0 52 20 13 101 2 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Adjustment: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lanes: 0.68 0.00 0.32 0.50 0.00 0.50 0.00 1.00 1.00 0.22 1.75 0.03 Final Sat.: 556 0 256 400 0 400 0 708 820 157 1238 25 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.18 xxxx 0.18 0.01 xxxx 0.01 xxxx 0.07 0.02 0.08 0.08 0.08 Crit Moves: **** **** **** **** Delay/Veh: 8.2 0.0 8.2 7.3 0.0 7.3 0.0 8.0 7.0 8.1 8.1 8.0 Delay Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 8.2 0.0 8.2 7.3 0.0 7.3 0.0 8.0 7.0 8.1 8.1 8.0 LOS by Move: A * A A * A * A A A A A ApproachDel: 8.2 7.3 7.7 8.1 Delay Adj: 1.00 1.00 1.00 1.00 ApprAdjDel: 8.2 7.3 7.7 8.1 LOS by Appr: A A A A AllWayAvgQ: 0.2 0.2 0.2 0.0 0.0 0.0 0.1 0.1 0.0 0.1 0.1 0.1 Note: Queue reported is the number of cars per lane. Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #10046 Oracle Street #2 & Oracle Parkway ********************************************************************************



Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Stop Sign Stop Sign Stop Sign Stop Sign Lanes: 0 0 1! 0 0 0 0 1! 0 0 0 1 0 0 1 0 1 0 1 0 Initial Vol: 100 0 46 4 0 4 0 52 20 13 101 2 ------------|---------------||---------------||---------------||---------------| Major Street Volume: 188 Minor Approach Volume: 146 Minor Approach Volume Threshold: 861 -------------------------------------------------------------------------------- SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.






Existing + Proj AM


Signal=Stop

Signal=Stop


0


0

0

0

Loss Time (sec): 0

0

146*** 1

Critical V/C: 0.192

1 189

0


1

167 1


0 37***

LOS: A

Lanes: 0 0 1! 0 0 Final Vol: 13 0 2*** Signal=Stop/Rights=Include

Street Name: Oracle Street #2 Oracle Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 13 0 2 0 0 0 0 137 167 37 27 0 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 13 0 2 0 0 0 0 137 167 37 27 0 Added Vol: 0 0 0 0 0 0 0 9 0 0 162 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 13 0 2 0 0 0 0 146 167 37 189 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 13 0 2 0 0 0 0 146 167 37 189 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 13 0 2 0 0 0 0 146 167 37 189 0 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 13 0 2 0 0 0 0 146 167 37 189 0 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Adjustment: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lanes: 0.87 0.00 0.13 0.00 0.00 0.00 0.00 1.00 1.00 0.33 1.67 0.00 Final Sat.: 576 0 89 0 0 0 0 760 893 238 1240 0 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.02 xxxx 0.02 xxxx xxxx xxxx xxxx 0.19 0.19 0.16 0.15 xxxx Crit Moves: **** **** **** Delay/Veh: 8.2 0.0 8.2 0.0 0.0 0.0 0.0 8.5 7.6 8.5 8.4 0.0 Delay Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 8.2 0.0 8.2 0.0 0.0 0.0 0.0 8.5 7.6 8.5 8.4 0.0 LOS by Move: A * A * * * * A A A A * ApproachDel: 8.2 xxxxxx 8.0 8.4 Delay Adj: 1.00 xxxxx 1.00 1.00 ApprAdjDel: 8.2 xxxxxx 8.0 8.4 LOS by Appr: A * A A AllWayAvgQ: 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.2 0.2 0.2 0.2 0.0 Note: Queue reported is the number of cars per lane. Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #10046 Oracle Street #2 & Oracle Parkway ********************************************************************************






Existing + Proj PM


Signal=Stop

Signal=Stop


0


0

0

0

Loss Time (sec): 0

0

57*** 1

Critical V/C: 0.194

1 139

0


1

20 1


0 15***

LOS: A







Level Of Service Computation Report 2000 HCM Unsignalized (Future Volume Alternative)

Existing AM

Intersection #10047: Oracle Street #3 & Oracle Parkway Signal=Stop/Rights=Include Final Vol: 2 0 2 Lanes: 0 0 1! 0 0

Signal=Uncontrol

Signal=Uncontrol


1


0

3

1

Loss Time (sec): 0

1

30 0

Critical V/C: 0.034

0 50

0


0

105 1


1 49

LOS: A

Lanes: 0 1 0 0 1 Final Vol: 11 2 4 Signal=Stop/Rights=Include

Street Name: Oracle Street #3 Oracle Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 9 Jun 2015 << 8 AM - 9 AM Base Vol: 11 2 4 2 0 2 1 30 105 49 50 3 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 11 2 4 2 0 2 1 30 105 49 50 3 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 11 2 4 2 0 2 1 30 105 49 50 3 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 11 2 4 2 0 2 1 30 105 49 50 3 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 FinalVolume: 11 2 4 2 0 2 1 30 105 49 50 3 ------------|---------------||---------------||---------------||---------------| Critical Gap Module: Critical Gp: 7.1 6.5 6.2 7.1 6.5 6.2 4.1 xxxx xxxxx 4.1 xxxx xxxxx FollowUpTim: 3.5 4.0 3.3 3.5 4.0 3.3 2.2 xxxx xxxxx 2.2 xxxx xxxxx ------------|---------------||---------------||---------------||---------------| Capacity Module: Cnflict Vol: 183 183 30 237 287 52 53 xxxx xxxxx 135 xxxx xxxxx Potent Cap.: 783 715 1050 722 626 1022 1566 xxxx xxxxx 1462 xxxx xxxxx Move Cap.: 761 690 1050 699 605 1022 1566 xxxx xxxxx 1462 xxxx xxxxx Volume/Cap: 0.01 0.00 0.00 0.00 0.00 0.00 0.00 xxxx xxxx 0.03 xxxx xxxx ------------|---------------||---------------||---------------||---------------| Level Of Service Module: 2Way95thQ: xxxx xxxx 0.0 xxxx xxxx xxxxx 0.0 xxxx xxxxx 0.1 xxxx xxxxx Control Del:xxxxx xxxx 8.4 xxxxx xxxx xxxxx 7.3 xxxx xxxxx 7.5 xxxx xxxxx LOS by Move: * * A * * * A * * A * * Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: 749 xxxx xxxxx xxxx 830 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx SharedQueue: 0.1 xxxx xxxxx xxxxx 0.0 xxxxx 0.0 xxxx xxxxx xxxxx xxxx xxxxx Shrd ConDel: 9.9 xxxx xxxxx xxxxx 9.4 xxxxx 7.3 xxxx xxxxx xxxxx xxxx xxxxx Shared LOS: A * * * A * A * * * * * ApproachDel: 9.5 9.4 xxxxxx xxxxxx ApproachLOS: A A * * Note: Queue reported is the number of cars per lane. Peak Hour Delay Signal Warrant Report ******************************************************************************** Intersection #10047 Oracle Street #3 & Oracle Parkway ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met



------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Stop Sign Stop Sign Uncontrolled Uncontrolled Lanes: 0 1 0 0 1 0 0 1! 0 0 0 1 0 0 1 1 0 0 1 0 Initial Vol: 11 2 4 2 0 2 1 30 105 49 50 3 ApproachDel: 9.5 9.4 xxxxxx xxxxxx ------------|---------------||---------------||---------------||---------------| Approach[northbound][lanes=2][control=Stop Sign] Signal Warrant Rule #1: [vehicle-hours=0.0] FAIL - Vehicle-hours less than 5 for two or more lane approach. Signal Warrant Rule #2: [approach volume=17] FAIL - Approach volume less than 150 for two or more lane approach. Signal Warrant Rule #3: [approach count=4][total volume=259] FAIL - Total volume less than 650 for intersection with less than four approaches. -------------------------------------------------------------------------------- Approach[southbound][lanes=1][control=Stop Sign] Signal Warrant Rule #1: [vehicle-hours=0.0] FAIL - Vehicle-hours less than 4 for one lane approach. Signal Warrant Rule #2: [approach volume=4] FAIL - Approach volume less than 100 for one lane approach. Signal Warrant Rule #3: [approach count=4][total volume=259] FAIL - Total volume less than 650 for intersection with less than four approaches. -------------------------------------------------------------------------------- SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results. Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #10047 Oracle Street #3 & Oracle Parkway ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Stop Sign Stop Sign Uncontrolled Uncontrolled Lanes: 0 1 0 0 1 0 0 1! 0 0 0 1 0 0 1 1 0 0 1 0 Initial Vol: 11 2 4 2 0 2 1 30 105 49 50 3 ------------|---------------||---------------||---------------||---------------| Major Street Volume: 238 Minor Approach Volume: 17 Minor Approach Volume Threshold: 991 -------------------------------------------------------------------------------- SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.






Existing PM


Signal=Uncontrol

Signal=Uncontrol


0


0

0

1

Loss Time (sec): 0

1

92 0

Critical V/C: 0.089

0 39

0


0

13 1


1 3

LOS: A


Street Name: Oracle Street #3 Oracle Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 9 Jun 2015 << 4:30 pm - 5:30 pm Base Vol: 74 0 52 1 1 2 0 92 13 3 39 0 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 74 0 52 1 1 2 0 92 13 3 39 0 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 74 0 52 1 1 2 0 92 13 3 39 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 74 0 52 1 1 2 0 92 13 3 39 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 FinalVolume: 74 0 52 1 1 2 0 92 13 3 39 0 ------------|---------------||---------------||---------------||---------------| Critical Gap Module: Critical Gp: 7.1 6.5 6.2 7.1 6.5 6.2 xxxxx xxxx xxxxx 4.1 xxxx xxxxx FollowUpTim: 3.5 4.0 3.3 3.5 4.0 3.3 xxxxx xxxx xxxxx 2.2 xxxx xxxxx ------------|---------------||---------------||---------------||---------------| Capacity Module: Cnflict Vol: 139 137 92 170 150 39 xxxx xxxx xxxxx 105 xxxx xxxxx Potent Cap.: 837 758 971 799 745 1038 xxxx xxxx xxxxx 1499 xxxx xxxxx Move Cap.: 833 756 971 755 744 1038 xxxx xxxx xxxxx 1499 xxxx xxxxx Volume/Cap: 0.09 0.00 0.05 0.00 0.00 0.00 xxxx xxxx xxxx 0.00 xxxx xxxx ------------|---------------||---------------||---------------||---------------| Level Of Service Module: 2Way95thQ: xxxx xxxx 0.2 xxxx xxxx xxxxx xxxx xxxx xxxxx 0.0 xxxx xxxxx Control Del:xxxxx xxxx 8.9 xxxxx xxxx xxxxx xxxxx xxxx xxxxx 7.4 xxxx xxxxx LOS by Move: * * A * * * * * * A * * Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: 833 xxxx xxxxx xxxx 870 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx SharedQueue: 0.3 xxxx xxxxx xxxxx 0.0 xxxxx 0.0 xxxx xxxxx xxxxx xxxx xxxxx Shrd ConDel: 9.7 xxxx xxxxx xxxxx 9.2 xxxxx 7.2 xxxx xxxxx xxxxx xxxx xxxxx Shared LOS: A * * * A * A * * * * * ApproachDel: 9.4 9.2 xxxxxx xxxxxx ApproachLOS: A A * * Note: Queue reported is the number of cars per lane. Peak Hour Delay Signal Warrant Report ******************************************************************************** Intersection #10047 Oracle Street #3 & Oracle Parkway ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met






Existing + Proj AM


Signal=Uncontrol

Signal=Uncontrol


0


0

0

0

Loss Time (sec): 0

0

39 1

Critical V/C: 0.036

1 212

0


0

106 1


1 52

LOS: B


Street Name: Oracle Street #3 Oracle Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 13 0 6 0 0 0 0 30 106 52 50 0 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 13 0 6 0 0 0 0 30 106 52 50 0 Added Vol: 0 0 0 0 0 0 0 9 0 0 162 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 13 0 6 0 0 0 0 39 106 52 212 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 13 0 6 0 0 0 0 39 106 52 212 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 FinalVolume: 13 0 6 0 0 0 0 39 106 52 212 0 ------------|---------------||---------------||---------------||---------------| Critical Gap Module: Critical Gp: 6.4 xxxx 6.2 xxxxx xxxx xxxxx xxxxx xxxx xxxxx 4.1 xxxx xxxxx FollowUpTim: 3.5 xxxx 3.3 xxxxx xxxx xxxxx xxxxx xxxx xxxxx 2.2 xxxx xxxxx ------------|---------------||---------------||---------------||---------------| Capacity Module: Cnflict Vol: 355 xxxx 39 xxxx xxxx xxxxx xxxx xxxx xxxxx 145 xxxx xxxxx Potent Cap.: 647 xxxx 1038 xxxx xxxx xxxxx xxxx xxxx xxxxx 1450 xxxx xxxxx Move Cap.: 629 xxxx 1038 xxxx xxxx xxxxx xxxx xxxx xxxxx 1450 xxxx xxxxx Volume/Cap: 0.02 xxxx 0.01 xxxx xxxx xxxx xxxx xxxx xxxx 0.04 xxxx xxxx ------------|---------------||---------------||---------------||---------------| Level Of Service Module: 2Way95thQ: 0.1 xxxx 0.0 xxxx xxxx xxxxx xxxx xxxx xxxxx 0.1 xxxx xxxxx Control Del: 10.8 xxxx 8.5 xxxxx xxxx xxxxx xxxxx xxxx xxxxx 7.6 xxxx xxxxx LOS by Move: B * A * * * * * * A * * Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Shrd ConDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Shared LOS: * * * * * * * * * * * * ApproachDel: 10.1 xxxxxx xxxxxx xxxxxx ApproachLOS: B * * * Note: Queue reported is the number of cars per lane. Peak Hour Delay Signal Warrant Report ******************************************************************************** Intersection #10047 Oracle Street #3 & Oracle Parkway ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met



------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Stop Sign Stop Sign Uncontrolled Uncontrolled Lanes: 1 0 0 0 1 0 0 0 0 0 0 0 1 0 1 1 0 1 0 0 Initial Vol: 13 0 6 0 0 0 0 39 106 52 212 0 ApproachDel: 10.1 xxxxxx xxxxxx xxxxxx ------------|---------------||---------------||---------------||---------------| Approach[northbound][lanes=2][control=Stop Sign] Signal Warrant Rule #1: [vehicle-hours=0.1] FAIL - Vehicle-hours less than 5 for two or more lane approach. Signal Warrant Rule #2: [approach volume=19] FAIL - Approach volume less than 150 for two or more lane approach. Signal Warrant Rule #3: [approach count=3][total volume=428] FAIL - Total volume less than 650 for intersection with less than four approaches. -------------------------------------------------------------------------------- SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results. Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #10047 Oracle Street #3 & Oracle Parkway ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Stop Sign Stop Sign Uncontrolled Uncontrolled Lanes: 1 0 0 0 1 0 0 0 0 0 0 0 1 0 1 1 0 1 0 0 Initial Vol: 13 0 6 0 0 0 0 39 106 52 212 0 ------------|---------------||---------------||---------------||---------------| Major Street Volume: 409 Minor Approach Volume: 19 Minor Approach Volume Threshold: 759 -------------------------------------------------------------------------------- SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.






Existing + Proj PM


Signal=Uncontrol

Signal=Uncontrol


0


0

0

0

Loss Time (sec): 0

0

97 1

Critical V/C: 0.093

1 77

0


0

13 1


1 3

LOS: A


Street Name: Oracle Street #3 Oracle Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 76 0 53 0 0 0 0 92 13 3 39 0 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 76 0 53 0 0 0 0 92 13 3 39 0 Added Vol: 0 0 0 0 0 0 0 5 0 0 38 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 76 0 53 0 0 0 0 97 13 3 77 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 76 0 53 0 0 0 0 97 13 3 77 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 FinalVolume: 76 0 53 0 0 0 0 97 13 3 77 0 ------------|---------------||---------------||---------------||---------------| Critical Gap Module: Critical Gp: 6.4 xxxx 6.2 xxxxx xxxx xxxxx xxxxx xxxx xxxxx 4.1 xxxx xxxxx FollowUpTim: 3.5 xxxx 3.3 xxxxx xxxx xxxxx xxxxx xxxx xxxxx 2.2 xxxx xxxxx ------------|---------------||---------------||---------------||---------------| Capacity Module: Cnflict Vol: 180 xxxx 97 xxxx xxxx xxxxx xxxx xxxx xxxxx 110 xxxx xxxxx Potent Cap.: 814 xxxx 965 xxxx xxxx xxxxx xxxx xxxx xxxxx 1493 xxxx xxxxx Move Cap.: 813 xxxx 965 xxxx xxxx xxxxx xxxx xxxx xxxxx 1493 xxxx xxxxx Volume/Cap: 0.09 xxxx 0.05 xxxx xxxx xxxx xxxx xxxx xxxx 0.00 xxxx xxxx ------------|---------------||---------------||---------------||---------------| Level Of Service Module: 2Way95thQ: 0.3 xxxx 0.2 xxxx xxxx xxxxx xxxx xxxx xxxxx 0.0 xxxx xxxxx Control Del: 9.9 xxxx 8.9 xxxxx xxxx xxxxx xxxxx xxxx xxxxx 7.4 xxxx xxxxx LOS by Move: A * A * * * * * * A * * Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Shrd ConDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Shared LOS: * * * * * * * * * * * * ApproachDel: 9.5 xxxxxx xxxxxx xxxxxx ApproachLOS: A * * * Note: Queue reported is the number of cars per lane. Peak Hour Delay Signal Warrant Report ******************************************************************************** Intersection #10047 Oracle Street #3 & Oracle Parkway ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met






Bkgd AM


Signal=Split

Signal=Split


155


1

186

0

Loss Time (sec): 12

0

929*** 1

Critical V/C: 0.827

1 492***

1


1

56 0


1 209

LOS: D


Street Name: El Camino Real Ralston Avenue Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 92 635 201 340 956 78 155 929 56 209 492 186 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 92 635 201 340 956 78 155 929 56 209 492 186 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 92 635 201 340 956 78 155 929 56 209 492 186 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 92 635 201 340 956 78 155 929 56 209 492 186 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 92 635 201 340 956 78 155 929 56 209 492 186 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 92 635 201 340 956 78 155 929 56 209 492 186 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 0.95 1.00 1.00 0.95 1.00 0.97 1.00 1.00 1.00 0.95 1.00 Lanes: 1.00 2.00 1.00 1.00 2.00 1.00 2.00 1.89 0.11 1.00 2.00 1.00 Final Sat.: 1900 3610 1900 1900 3610 1900 3686 3584 216 1900 3610 1900 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.05 0.18 0.11 0.18 0.26 0.04 0.04 0.26 0.26 0.11 0.14 0.10 Crit Moves: **** **** **** **** Green/Cycle: 0.07 0.21 0.38 0.22 0.36 0.68 0.31 0.31 0.31 0.16 0.16 0.38 Volume/Cap: 0.73 0.83 0.28 0.83 0.73 0.06 0.13 0.83 0.83 0.67 0.83 0.26 Delay/Veh: 78.9 56.3 28.4 61.5 38.0 7.1 32.0 46.2 46.2 52.6 59.2 27.8 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 78.9 56.3 28.4 61.5 38.0 7.1 32.0 46.2 46.2 52.6 59.2 27.8 LOS by Move: E E C E D A C D D D E C HCM2kAvgQ: 4 13 5 15 18 1 2 19 19 8 10 5 Note: Queue reported is the number of cars per lane.






Bkgd PM


Signal=Split

Signal=Split


188


1

391

0

Loss Time (sec): 12

0

787 1

Critical V/C: 0.878

1 623***

1


1

67*** 0


1 288

LOS: D


Street Name: El Camino Real Ralston Avenue Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 149 1028 238 218 676 321 188 787 67 288 623 391 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 149 1028 238 218 676 321 188 787 67 288 623 391 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 149 1028 238 218 676 321 188 787 67 288 623 391 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 149 1028 238 218 676 321 188 787 67 288 623 391 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 149 1028 238 218 676 321 188 787 67 288 623 391 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 149 1028 238 218 676 321 188 787 67 288 623 391 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 0.95 1.00 1.00 0.95 1.00 0.97 1.00 1.00 1.00 0.95 1.00 Lanes: 1.00 2.00 1.00 1.00 2.00 1.00 2.00 1.84 0.16 1.00 2.00 1.00 Final Sat.: 1900 3610 1900 1900 3610 1900 3686 3502 298 1900 3610 1900 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.08 0.28 0.13 0.11 0.19 0.17 0.05 0.22 0.22 0.15 0.17 0.21 Crit Moves: **** **** **** **** Green/Cycle: 0.13 0.32 0.52 0.13 0.32 0.58 0.26 0.26 0.26 0.20 0.20 0.33 Volume/Cap: 0.58 0.88 0.24 0.88 0.58 0.29 0.20 0.88 0.88 0.77 0.88 0.63 Delay/Veh: 56.3 49.3 17.2 83.3 37.7 14.2 38.0 55.6 55.6 52.6 59.4 39.1 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 56.3 49.3 17.2 83.3 37.7 14.2 38.0 55.6 55.6 52.6 59.4 39.1 LOS by Move: E D B F D B D E E D E D HCM2kAvgQ: 6 22 5 11 12 6 3 18 18 11 13 13 Note: Queue reported is the number of cars per lane.






Bkgd + Proj AM


Signal=Split

Signal=Split


155


1

192

0

Loss Time (sec): 12

0

953 1

Critical V/C: 0.844

1 511***

1


1

56*** 0


1 215

LOS: D


Street Name: El Camino Real Ralston Avenue Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 92 635 201 340 956 78 155 929 56 209 492 186 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 92 635 201 340 956 78 155 929 56 209 492 186 Added Vol: 0 0 8 8 0 0 0 24 0 6 19 6 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 92 635 209 348 956 78 155 953 56 215 511 192 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 92 635 209 348 956 78 155 953 56 215 511 192 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 92 635 209 348 956 78 155 953 56 215 511 192 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 92 635 209 348 956 78 155 953 56 215 511 192 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 0.95 1.00 1.00 0.95 1.00 0.97 1.00 1.00 1.00 0.95 1.00 Lanes: 1.00 2.00 1.00 1.00 2.00 1.00 2.00 1.89 0.11 1.00 2.00 1.00 Final Sat.: 1900 3610 1900 1900 3610 1900 3686 3589 211 1900 3610 1900 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.05 0.18 0.11 0.18 0.26 0.04 0.04 0.27 0.27 0.11 0.14 0.10 Crit Moves: **** **** **** **** Green/Cycle: 0.07 0.21 0.38 0.22 0.36 0.67 0.31 0.31 0.31 0.17 0.17 0.38 Volume/Cap: 0.74 0.84 0.29 0.84 0.74 0.06 0.13 0.84 0.84 0.67 0.84 0.26 Delay/Veh: 79.9 58.1 28.7 63.5 38.5 7.2 31.9 47.2 47.2 52.5 60.1 27.6 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 79.9 58.1 28.7 63.5 38.5 7.2 31.9 47.2 47.2 52.5 60.1 27.6 LOS by Move: E E C E D A C D D D E C HCM2kAvgQ: 4 14 6 16 18 1 2 19 19 8 11 5 Note: Queue reported is the number of cars per lane.






Bkgd + Proj PM


Signal=Split

Signal=Split


188


1

395

0

Loss Time (sec): 12

0

793 1

Critical V/C: 0.884

1 634***

1


1

67*** 0


1 292

LOS: D


Street Name: El Camino Real Ralston Avenue Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 149 1028 238 218 676 321 188 787 67 288 623 391 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 149 1028 238 218 676 321 188 787 67 288 623 391 Added Vol: 0 0 2 2 0 0 0 6 0 4 11 4 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 149 1028 240 220 676 321 188 793 67 292 634 395 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 149 1028 240 220 676 321 188 793 67 292 634 395 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 149 1028 240 220 676 321 188 793 67 292 634 395 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 149 1028 240 220 676 321 188 793 67 292 634 395 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 0.95 1.00 1.00 0.95 1.00 0.97 1.00 1.00 1.00 0.95 1.00 Lanes: 1.00 2.00 1.00 1.00 2.00 1.00 2.00 1.84 0.16 1.00 2.00 1.00 Final Sat.: 1900 3610 1900 1900 3610 1900 3686 3504 296 1900 3610 1900 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.08 0.28 0.13 0.12 0.19 0.17 0.05 0.23 0.23 0.15 0.18 0.21 Crit Moves: **** **** **** **** Green/Cycle: 0.13 0.32 0.52 0.13 0.32 0.58 0.26 0.26 0.26 0.20 0.20 0.33 Volume/Cap: 0.59 0.88 0.24 0.88 0.59 0.29 0.20 0.88 0.88 0.77 0.88 0.63 Delay/Veh: 56.5 50.1 17.2 84.4 37.8 14.3 38.0 56.2 56.2 52.5 59.7 39.0 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 56.5 50.1 17.2 84.4 37.8 14.3 38.0 56.2 56.2 52.5 59.7 39.0 LOS by Move: E D B F D B D E E D E D HCM2kAvgQ: 6 22 5 12 12 6 3 18 18 11 13 13 Note: Queue reported is the number of cars per lane.






Bkgd AM


Signal=Split

Signal=Split


118


1

80

0

Loss Time (sec): 9

0

1255*** 1

Critical V/C: 0.746

2 661***

1


0

53 0


1 31

LOS: D


Street Name: Old County Road Ralston Avenue Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 43 106 131 212 175 169 118 1255 53 31 661 80 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 43 106 131 212 175 169 118 1255 53 31 661 80 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 43 106 131 212 175 169 118 1255 53 31 661 80 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 43 106 131 212 175 169 118 1255 53 31 661 80 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 43 106 131 212 175 169 118 1255 53 31 661 80 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 43 106 131 212 175 169 118 1255 53 31 661 80 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 Lanes: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.92 0.08 1.00 2.00 1.00 Final Sat.: 1900 1900 1900 1900 1900 1900 1900 3646 154 1900 3610 1900 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.02 0.06 0.07 0.11 0.09 0.09 0.06 0.34 0.34 0.02 0.18 0.04 Crit Moves: **** **** **** **** Green/Cycle: 0.07 0.07 0.32 0.15 0.15 0.61 0.46 0.46 0.46 0.25 0.25 0.25 Volume/Cap: 0.30 0.75 0.22 0.75 0.62 0.15 0.13 0.75 0.75 0.07 0.75 0.17 Delay/Veh: 58.1 78.2 32.5 63.3 55.8 10.9 20.2 30.6 30.6 37.7 48.8 38.8 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 58.1 78.2 32.5 63.3 55.8 10.9 20.2 30.6 30.6 37.7 48.8 38.8 LOS by Move: E E C E E B C C C D D D HCM2kAvgQ: 2 4 4 10 7 3 3 20 20 1 13 2 Note: Queue reported is the number of cars per lane.






Bkgd PM


Signal=Split

Signal=Split


239


1

0

0

Loss Time (sec): 9

0

958*** 1

Critical V/C: 0.722

2 953***

1


0

46 0


1 54

LOS: D


Street Name: Old County Road Ralston Avenue Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 165 274 139 78 185 185 239 958 46 54 953 95 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 165 274 139 78 185 185 239 958 46 54 953 95 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 165 274 139 78 185 185 239 958 46 54 953 95 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 PHF Volume: 165 274 139 78 185 185 239 958 46 54 953 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 165 274 139 78 185 185 239 958 46 54 953 0 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 FinalVolume: 165 274 139 78 185 185 239 958 46 54 953 0 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 Lanes: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.91 0.09 1.00 2.00 1.00 Final Sat.: 1900 1900 1900 1900 1900 1900 1900 3626 174 1900 3610 1900 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.09 0.14 0.07 0.04 0.10 0.10 0.13 0.26 0.26 0.03 0.26 0.00 Crit Moves: **** **** **** Green/Cycle: 0.20 0.20 0.57 0.20 0.20 0.57 0.37 0.37 0.37 0.37 0.37 0.00 Volume/Cap: 0.44 0.72 0.13 0.21 0.49 0.17 0.34 0.72 0.72 0.08 0.72 0.00 Delay/Veh: 46.4 55.4 13.3 43.7 47.1 13.7 30.2 37.4 37.4 27.0 37.6 0.0 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 46.4 55.4 13.3 43.7 47.1 13.7 30.2 37.4 37.4 27.0 37.6 0.0 LOS by Move: D E B D D B C D D C D A HCM2kAvgQ: 6 10 2 3 7 3 6 16 16 1 17 0 Note: Queue reported is the number of cars per lane.






Bkgd + Proj AM


Signal=Split

Signal=Split


118


1

81

0

Loss Time (sec): 9

0

1296 1

Critical V/C: 0.769

2 693***

1


0

53*** 0


1 31

LOS: D


Street Name: Old County Road Ralston Avenue Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 43 106 131 212 175 169 118 1255 53 31 661 80 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 43 106 131 212 175 169 118 1255 53 31 661 80 Added Vol: 0 0 0 2 0 0 0 41 0 0 32 1 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 43 106 131 214 175 169 118 1296 53 31 693 81 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 43 106 131 214 175 169 118 1296 53 31 693 81 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 43 106 131 214 175 169 118 1296 53 31 693 81 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 43 106 131 214 175 169 118 1296 53 31 693 81 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 Lanes: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.92 0.08 1.00 2.00 1.00 Final Sat.: 1900 1900 1900 1900 1900 1900 1900 3651 149 1900 3610 1900 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.02 0.06 0.07 0.11 0.09 0.09 0.06 0.35 0.36 0.02 0.19 0.04 Crit Moves: **** **** **** **** Green/Cycle: 0.07 0.07 0.32 0.15 0.15 0.61 0.46 0.46 0.46 0.25 0.25 0.25 Volume/Cap: 0.31 0.77 0.21 0.77 0.63 0.15 0.13 0.77 0.77 0.07 0.77 0.17 Delay/Veh: 58.5 81.9 32.2 65.6 56.7 11.0 20.1 31.3 31.3 37.3 49.3 38.4 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 58.5 81.9 32.2 65.6 56.7 11.0 20.1 31.3 31.3 37.3 49.3 38.4 LOS by Move: E F C E E B C C C D D D HCM2kAvgQ: 2 4 4 10 7 3 2 21 21 1 14 2 Note: Queue reported is the number of cars per lane.






Bkgd + Proj PM


Signal=Split

Signal=Split


239


1

0

0

Loss Time (sec): 9

0

968*** 1

Critical V/C: 0.731

2 971***

1


0

46 0


1 54

LOS: D








Bkgd AM


Signal=Permit

Signal=Permit


0


0

0

0

Loss Time (sec): 6

0

1259*** 3

Critical V/C: 0.575

2 651

0


0

0 0


0 0

LOS: B








Bkgd PM


Signal=Permit

Signal=Permit


0


0

0

0

Loss Time (sec): 6

0

1098 3

Critical V/C: 0.528

2 1182***

0


0

0 0


0 0

LOS: B








Bkgd + Proj AM


Signal=Permit

Signal=Permit


0


0

0

0

Loss Time (sec): 6

0

1301*** 3

Critical V/C: 0.598

2 684

0


0

0 0


0 0

LOS: B








Bkgd + Proj PM


Signal=Permit

Signal=Permit


0


0

0

0

Loss Time (sec): 6

0

1108 3

Critical V/C: 0.534

2 1201***

0


0

0 0


0 0

LOS: B








Bkgd AM


Signal=Protect

Signal=Protect


201


1

37

0

Loss Time (sec): 9

0

2033*** 3

Critical V/C: 0.601

2 501

0


0

0 0


0 0***

LOS: C








Bkgd PM


Signal=Protect

Signal=Protect


105***


1

43

0

Loss Time (sec): 9

0

980 3

Critical V/C: 0.633

2 1242***

0


0

0 0


0 0

LOS: C


Street Name: US 101 Northbound Off Ramp Marine Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 478 36 42 53 115 187 105 980 0 0 1242 43 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 478 36 42 53 115 187 105 980 0 0 1242 43 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 478 36 42 53 115 187 105 980 0 0 1242 43 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 478 36 42 53 115 187 105 980 0 0 1242 43 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 478 36 42 53 115 187 105 980 0 0 1242 43 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 478 36 42 53 115 187 105 980 0 0 1242 43 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.97 1.00 0.88 1.00 1.00 1.00 1.00 0.91 1.00 1.00 0.95 1.00 Lanes: 2.00 1.00 2.00 1.00 1.00 1.00 1.00 3.00 0.00 0.00 2.00 1.00 Final Sat.: 3686 1900 3344 1900 1900 1900 1900 5187 0 0 3610 1900 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.13 0.02 0.01 0.03 0.06 0.10 0.06 0.19 0.00 0.00 0.34 0.02 Crit Moves: **** **** **** **** Green/Cycle: 0.20 0.12 0.12 0.18 0.10 0.18 0.09 0.63 0.00 0.00 0.54 0.72 Volume/Cap: 0.63 0.16 0.10 0.16 0.63 0.54 0.63 0.30 0.00 0.00 0.63 0.03 Delay/Veh: 48.8 51.2 50.8 45.3 63.7 49.8 65.1 11.0 0.0 0.0 21.4 5.1 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 48.8 51.2 50.8 45.3 63.7 49.8 65.1 11.0 0.0 0.0 21.4 5.1 LOS by Move: D D D D E D E B A A C A HCM2kAvgQ: 10 1 1 2 5 7 5 6 0 0 18 0 Note: Queue reported is the number of cars per lane.






Bkgd + Proj AM


Signal=Protect

Signal=Protect


201


1

37

0

Loss Time (sec): 9

0

2148*** 3

Critical V/C: 0.631

2 559

0


0

0 0


0 0***

LOS: C








Bkgd + Proj PM


Signal=Protect

Signal=Protect


105***


1

43

0

Loss Time (sec): 9

0

1007 3

Critical V/C: 0.643

2 1276***

0


0

0 0


0 0

LOS: C








Bkgd AM


Signal=Protect

Signal=Protect


349***


0

53

0

Loss Time (sec): 6

1

915 2

Critical V/C: 0.330

2 1058***

0


0

0 0


0 0

LOS: A


Street Name: Oracle Parkway Marine Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 0 0 0 9 0 11 349 915 0 0 1058 53 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 0 0 0 9 0 11 349 915 0 0 1058 53 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 0 0 0 9 0 11 349 915 0 0 1058 53 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 0 0 0 9 0 11 349 915 0 0 1058 53 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 0 0 0 9 0 11 349 915 0 0 1058 53 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 0 0 0 9 0 11 349 915 0 0 1058 53 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 1.00 1.00 1.00 1.00 1.00 0.97 0.95 1.00 1.00 0.96 1.00 Lanes: 0.00 0.00 0.00 0.62 0.00 1.38 2.00 2.00 0.00 0.00 2.86 0.14 Final Sat.: 0 0 0 1179 0 2621 3686 3610 0 0 5247 263 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.00 0.00 0.00 0.01 0.00 0.00 0.09 0.25 0.00 0.00 0.20 0.20 Crit Moves: **** **** **** Green/Cycle: 0.00 0.00 0.00 0.02 0.00 0.31 0.29 0.90 0.00 0.00 0.61 0.61 Volume/Cap: 0.00 0.00 0.00 0.33 0.00 0.01 0.33 0.28 0.00 0.00 0.33 0.33 Delay/Veh: 0.0 0.0 0.0 39.3 0.0 17.9 21.3 0.6 0.0 0.0 7.2 7.2 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 0.0 0.0 0.0 39.3 0.0 17.9 21.3 0.6 0.0 0.0 7.2 7.2 LOS by Move: A A A D A B C A A A A A HCM2kAvgQ: 0 0 0 1 0 0 3 2 0 0 4 4 Note: Queue reported is the number of cars per lane.






Bkgd PM


Signal=Protect

Signal=Protect


74***


0

8

0

Loss Time (sec): 6

1

751 2

Critical V/C: 0.380

2 1128***

0


0

0 0


0 0

LOS: A








Bkgd + Proj AM


Signal=Protect

Signal=Protect


500***


0

64

0

Loss Time (sec): 6

1

915 2

Critical V/C: 0.382

2 1058***

0


0

0 0


0 0

LOS: A








Bkgd + Proj PM


Signal=Protect

Signal=Protect


109***


0

11

0

Loss Time (sec): 6

1

751 2

Critical V/C: 0.395

2 1128***

0


0

0 0


0 0

LOS: A








Bkgd AM


Signal=Protect

Signal=Protect


0


0

0

0

Loss Time (sec): 6

0

1218 3

Critical V/C: 0.336

3 1043

0


0

554*** 1


1 41***

LOS: A








Bkgd PM


Signal=Protect

Signal=Protect


0***


0

0

0

Loss Time (sec): 6

0

753 3

Critical V/C: 0.463

3 1389***

0


0

128 1


1 61

LOS: B








Bkgd + Proj AM


Signal=Protect

Signal=Protect


0


0

0

0

Loss Time (sec): 6

0

1365 3

Critical V/C: 0.337

3 1043

0


0

557*** 1


1 41***

LOS: A








Bkgd + Proj PM


Signal=Protect

Signal=Protect


0***


0

0

0

Loss Time (sec): 6

0

788 3

Critical V/C: 0.463

3 1389***

0


0

129 1


1 61

LOS: B








Bkgd AM


Signal=Protect

Signal=Protect


495


0

22

0

Loss Time (sec): 12

1

2111*** 2

Critical V/C: 0.517

2 1072

1


0

208 0


1 12***

LOS: B


Street Name: Oracle Parkway/Shoreway Road Marine Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 102 3 6 18 2 52 495 2111 208 12 1072 22 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 102 3 6 18 2 52 495 2111 208 12 1072 22 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 102 3 6 18 2 52 495 2111 208 12 1072 22 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 102 3 6 18 2 52 495 2111 208 12 1072 22 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 102 3 6 18 2 52 495 2111 208 12 1072 22 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 102 3 6 18 2 52 495 2111 208 12 1072 22 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 1.00 1.00 1.00 1.00 0.88 0.97 0.96 1.00 1.00 0.97 1.00 Lanes: 1.94 0.06 1.00 0.90 0.10 2.00 2.00 2.74 0.26 1.00 2.94 0.06 Final Sat.: 3691 109 1900 1710 190 3344 3686 5015 494 1900 5399 111 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.03 0.03 0.00 0.01 0.01 0.02 0.13 0.42 0.42 0.01 0.20 0.20 Crit Moves: **** **** **** **** Green/Cycle: 0.05 0.05 0.07 0.02 0.02 0.35 0.33 0.81 0.81 0.01 0.49 0.49 Volume/Cap: 0.52 0.52 0.05 0.52 0.52 0.04 0.40 0.52 0.52 0.52 0.40 0.40 Delay/Veh: 57.6 57.6 52.7 69.9 69.9 25.5 31.0 3.7 3.7 77.8 19.4 19.4 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 57.6 57.6 52.7 69.9 69.9 25.5 31.0 3.7 3.7 77.8 19.4 19.4 LOS by Move: E E D E E C C A A E B B HCM2kAvgQ: 3 3 0 1 1 1 7 9 9 0 8 8 Note: Queue reported is the number of cars per lane.






Bkgd PM


Signal=Protect

Signal=Protect


57***


0

15

0

Loss Time (sec): 12

1

857 2

Critical V/C: 0.603

3 2149***

1


0

95 0


1 7

LOS: C








Bkgd + Proj AM


Signal=Protect

Signal=Protect


495


0

22

0

Loss Time (sec): 12

1

2258*** 2

Critical V/C: 0.549

2 1072

1


0

208 0


1 12***

LOS: B








Bkgd + Proj PM


Signal=Protect

Signal=Protect


57***


0

15

0

Loss Time (sec): 12

1

892 2

Critical V/C: 0.625

3 2149***

1


0

95 0


1 7

LOS: D








Bkgd AM


Signal=Stop

Signal=Stop


0


0

0

0

Loss Time (sec): 0

0

284*** 1

Critical V/C: 0.367

1 31

0


1

14 1


0 13***

LOS: A








Bkgd PM


Signal=Stop

Signal=Stop


0


0

0

0

Loss Time (sec): 0

0

43*** 1

Critical V/C: 0.282

1 187

0


1

3 1


0 14***

LOS: A


Street Name: Oracle Street #1 Oracle Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 177 0 30 0 0 0 0 43 3 14 187 0 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 177 0 30 0 0 0 0 43 3 14 187 0 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 177 0 30 0 0 0 0 43 3 14 187 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 177 0 30 0 0 0 0 43 3 14 187 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 177 0 30 0 0 0 0 43 3 14 187 0 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 177 0 30 0 0 0 0 43 3 14 187 0 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Adjustment: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lanes: 1.00 0.00 1.00 0.00 0.00 0.00 0.00 1.00 1.00 0.14 1.86 0.00 Final Sat.: 627 0 787 0 0 0 0 659 756 94 1266 0 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.28 xxxx 0.04 xxxx xxxx xxxx xxxx 0.07 0.00 0.15 0.15 xxxx Crit Moves: **** **** **** Delay/Veh: 10.4 0.0 7.3 0.0 0.0 0.0 0.0 8.3 7.3 8.8 8.7 0.0 Delay Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 10.4 0.0 7.3 0.0 0.0 0.0 0.0 8.3 7.3 8.8 8.7 0.0 LOS by Move: B * A * * * * A A A A * ApproachDel: 10.0 xxxxxx 8.2 8.7 Delay Adj: 1.00 xxxxx 1.00 1.00 ApprAdjDel: 10.0 xxxxxx 8.2 8.7 LOS by Appr: A * A A AllWayAvgQ: 0.4 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.0 0.2 0.2 0.0 Note: Queue reported is the number of cars per lane. Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #10044 Oracle Street #1 & Oracle Parkway ********************************************************************************






Bkgd + Proj AM


Signal=Stop

Signal=Stop


0


0

0

0

Loss Time (sec): 0

0

284*** 1

Critical V/C: 0.397

1 31

0


1

14 1


0 13***

LOS: A








Bkgd + Proj PM


Signal=Stop

Signal=Stop


0


0

0

0

Loss Time (sec): 0

0

43*** 1

Critical V/C: 0.288

1 187

0


1

3 1


0 14***

LOS: A








Bkgd AM


Signal=Stop

Signal=Stop


35


0

11

1

Loss Time (sec): 0

1

137*** 0

Critical V/C: 0.224

0 27

0


1

132 1


0 26***

LOS: A


Street Name: Oracle Street #2 Oracle Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 11 0 2 0 0 2 35 137 132 26 27 11 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 11 0 2 0 0 2 35 137 132 26 27 11 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 11 0 2 0 0 2 35 137 132 26 27 11 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 11 0 2 0 0 2 35 137 132 26 27 11 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 11 0 2 0 0 2 35 137 132 26 27 11 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 11 0 2 0 0 2 35 137 132 26 27 11 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Adjustment: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lanes: 0.85 0.00 0.15 0.00 0.00 1.00 0.20 0.80 1.00 0.81 0.85 0.34 Final Sat.: 608 0 111 0 0 826 156 611 925 564 650 272 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.02 xxxx 0.02 xxxx xxxx 0.00 0.22 0.22 0.14 0.05 0.04 0.04 Crit Moves: **** **** **** **** Delay/Veh: 7.8 0.0 7.8 0.0 0.0 7.1 8.7 8.7 7.2 8.1 7.5 7.4 Delay Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 7.8 0.0 7.8 0.0 0.0 7.1 8.7 8.7 7.2 8.1 7.5 7.4 LOS by Move: A * A * * A A A A A A A ApproachDel: 7.8 7.1 8.1 7.7 Delay Adj: 1.00 1.00 1.00 1.00 ApprAdjDel: 7.8 7.1 8.1 7.7 LOS by Appr: A A A A AllWayAvgQ: 0.0 0.0 0.0 0.0 0.0 0.0 0.3 0.3 0.2 0.0 0.0 0.0 Note: Queue reported is the number of cars per lane. Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #10046 Oracle Street #2 & Oracle Parkway ********************************************************************************






Bkgd PM


Signal=Stop

Signal=Stop


0


0

2

1

Loss Time (sec): 0

1

52*** 0

Critical V/C: 0.180

0 101

0


1

20 1


0 13***

LOS: A


Street Name: Oracle Street #2 Oracle Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 100 0 46 4 0 4 0 52 20 13 101 2 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 100 0 46 4 0 4 0 52 20 13 101 2 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 100 0 46 4 0 4 0 52 20 13 101 2 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 100 0 46 4 0 4 0 52 20 13 101 2 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 100 0 46 4 0 4 0 52 20 13 101 2 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 100 0 46 4 0 4 0 52 20 13 101 2 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Adjustment: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lanes: 0.68 0.00 0.32 0.50 0.00 0.50 0.00 1.00 1.00 0.22 1.75 0.03 Final Sat.: 556 0 256 400 0 400 0 708 820 157 1238 25 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.18 xxxx 0.18 0.01 xxxx 0.01 xxxx 0.07 0.02 0.08 0.08 0.08 Crit Moves: **** **** **** **** Delay/Veh: 8.2 0.0 8.2 7.3 0.0 7.3 0.0 8.0 7.0 8.1 8.1 8.0 Delay Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 8.2 0.0 8.2 7.3 0.0 7.3 0.0 8.0 7.0 8.1 8.1 8.0 LOS by Move: A * A A * A * A A A A A ApproachDel: 8.2 7.3 7.7 8.1 Delay Adj: 1.00 1.00 1.00 1.00 ApprAdjDel: 8.2 7.3 7.7 8.1 LOS by Appr: A A A A AllWayAvgQ: 0.2 0.2 0.2 0.0 0.0 0.0 0.1 0.1 0.0 0.1 0.1 0.1 Note: Queue reported is the number of cars per lane. Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #10046 Oracle Street #2 & Oracle Parkway ********************************************************************************






Bkgd + Proj AM


Signal=Stop

Signal=Stop


0


0

0

0

Loss Time (sec): 0

0

146*** 1

Critical V/C: 0.192

1 189

0


1

167 1


0 37***

LOS: A








Bkgd + Proj PM


Signal=Stop

Signal=Stop


0


0

0

0

Loss Time (sec): 0

0

57*** 1

Critical V/C: 0.194

1 139

0


1

20 1


0 15***

LOS: A








Bkgd AM


Signal=Uncontrol

Signal=Uncontrol


1


0

3

1

Loss Time (sec): 0

1

30 0

Critical V/C: 0.034

0 50

0


0

105 1


1 49

LOS: A


Street Name: Oracle Street #3 Oracle Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 11 2 4 2 0 2 1 30 105 49 50 3 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 11 2 4 2 0 2 1 30 105 49 50 3 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 11 2 4 2 0 2 1 30 105 49 50 3 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 11 2 4 2 0 2 1 30 105 49 50 3 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 FinalVolume: 11 2 4 2 0 2 1 30 105 49 50 3 ------------|---------------||---------------||---------------||---------------| Critical Gap Module: Critical Gp: 7.1 6.5 6.2 7.1 6.5 6.2 4.1 xxxx xxxxx 4.1 xxxx xxxxx FollowUpTim: 3.5 4.0 3.3 3.5 4.0 3.3 2.2 xxxx xxxxx 2.2 xxxx xxxxx ------------|---------------||---------------||---------------||---------------| Capacity Module: Cnflict Vol: 183 183 30 237 287 52 53 xxxx xxxxx 135 xxxx xxxxx Potent Cap.: 783 715 1050 722 626 1022 1566 xxxx xxxxx 1462 xxxx xxxxx Move Cap.: 761 690 1050 699 605 1022 1566 xxxx xxxxx 1462 xxxx xxxxx Volume/Cap: 0.01 0.00 0.00 0.00 0.00 0.00 0.00 xxxx xxxx 0.03 xxxx xxxx ------------|---------------||---------------||---------------||---------------| Level Of Service Module: 2Way95thQ: xxxx xxxx 0.0 xxxx xxxx xxxxx 0.0 xxxx xxxxx 0.1 xxxx xxxxx Control Del:xxxxx xxxx 8.4 xxxxx xxxx xxxxx 7.3 xxxx xxxxx 7.5 xxxx xxxxx LOS by Move: * * A * * * A * * A * * Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: 749 xxxx xxxxx xxxx 830 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx SharedQueue: 0.1 xxxx xxxxx xxxxx 0.0 xxxxx 0.0 xxxx xxxxx xxxxx xxxx xxxxx Shrd ConDel: 9.9 xxxx xxxxx xxxxx 9.4 xxxxx 7.3 xxxx xxxxx xxxxx xxxx xxxxx Shared LOS: A * * * A * A * * * * * ApproachDel: 9.5 9.4 xxxxxx xxxxxx ApproachLOS: A A * * Note: Queue reported is the number of cars per lane. Peak Hour Delay Signal Warrant Report ******************************************************************************** Intersection #10047 Oracle Street #3 & Oracle Parkway ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met






Bkgd PM


Signal=Uncontrol

Signal=Uncontrol


0


0

0

1

Loss Time (sec): 0

1

92 0

Critical V/C: 0.089

0 39

0


0

13 1


1 3

LOS: A


Street Name: Oracle Street #3 Oracle Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 74 0 52 1 1 2 0 92 13 3 39 0 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 74 0 52 1 1 2 0 92 13 3 39 0 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 74 0 52 1 1 2 0 92 13 3 39 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 74 0 52 1 1 2 0 92 13 3 39 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 FinalVolume: 74 0 52 1 1 2 0 92 13 3 39 0 ------------|---------------||---------------||---------------||---------------| Critical Gap Module: Critical Gp: 7.1 6.5 6.2 7.1 6.5 6.2 xxxxx xxxx xxxxx 4.1 xxxx xxxxx FollowUpTim: 3.5 4.0 3.3 3.5 4.0 3.3 xxxxx xxxx xxxxx 2.2 xxxx xxxxx ------------|---------------||---------------||---------------||---------------| Capacity Module: Cnflict Vol: 139 137 92 170 150 39 xxxx xxxx xxxxx 105 xxxx xxxxx Potent Cap.: 837 758 971 799 745 1038 xxxx xxxx xxxxx 1499 xxxx xxxxx Move Cap.: 833 756 971 755 744 1038 xxxx xxxx xxxxx 1499 xxxx xxxxx Volume/Cap: 0.09 0.00 0.05 0.00 0.00 0.00 xxxx xxxx xxxx 0.00 xxxx xxxx ------------|---------------||---------------||---------------||---------------| Level Of Service Module: 2Way95thQ: xxxx xxxx 0.2 xxxx xxxx xxxxx xxxx xxxx xxxxx 0.0 xxxx xxxxx Control Del:xxxxx xxxx 8.9 xxxxx xxxx xxxxx xxxxx xxxx xxxxx 7.4 xxxx xxxxx LOS by Move: * * A * * * * * * A * * Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: 833 xxxx xxxxx xxxx 870 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx SharedQueue: 0.3 xxxx xxxxx xxxxx 0.0 xxxxx 0.0 xxxx xxxxx xxxxx xxxx xxxxx Shrd ConDel: 9.7 xxxx xxxxx xxxxx 9.2 xxxxx 7.2 xxxx xxxxx xxxxx xxxx xxxxx Shared LOS: A * * * A * A * * * * * ApproachDel: 9.4 9.2 xxxxxx xxxxxx ApproachLOS: A A * * Note: Queue reported is the number of cars per lane. Peak Hour Delay Signal Warrant Report ******************************************************************************** Intersection #10047 Oracle Street #3 & Oracle Parkway ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met






Bkgd + Proj AM


Signal=Uncontrol

Signal=Uncontrol


0


0

0

0

Loss Time (sec): 0

0

39 1

Critical V/C: 0.036

1 212

0


0

106 1


1 52

LOS: B








Bkgd + Proj PM


Signal=Uncontrol

Signal=Uncontrol


0


0

0

0

Loss Time (sec): 0

0

97 1

Critical V/C: 0.093

1 77

0


0

13 1


1 3

LOS: A








Cumulative No Proj AM


Signal=Split

Signal=Split


165


1

197

0

Loss Time (sec): 12

0

992*** 1

Critical V/C: 0.882

1 523***

1


1

59 0


1 223

LOS: D


Street Name: El Camino Real Ralston Avenue Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 98 680 214 362 1024 83 165 992 59 223 523 197 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 98 680 214 362 1024 83 165 992 59 223 523 197 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 98 680 214 362 1024 83 165 992 59 223 523 197 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 98 680 214 362 1024 83 165 992 59 223 523 197 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 98 680 214 362 1024 83 165 992 59 223 523 197 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 98 680 214 362 1024 83 165 992 59 223 523 197 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 0.95 1.00 1.00 0.95 1.00 0.97 1.00 1.00 1.00 0.95 1.00 Lanes: 1.00 2.00 1.00 1.00 2.00 1.00 2.00 1.89 0.11 1.00 2.00 1.00 Final Sat.: 1900 3610 1900 1900 3610 1900 3686 3587 213 1900 3610 1900 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.05 0.19 0.11 0.19 0.28 0.04 0.04 0.28 0.28 0.12 0.14 0.10 Crit Moves: **** **** **** **** Green/Cycle: 0.07 0.21 0.38 0.22 0.36 0.68 0.31 0.31 0.31 0.16 0.16 0.38 Volume/Cap: 0.78 0.88 0.30 0.88 0.78 0.06 0.14 0.88 0.88 0.71 0.88 0.27 Delay/Veh: 86.0 61.1 28.6 68.8 39.8 7.1 32.1 50.3 50.3 53.8 63.8 28.0 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 86.0 61.1 28.6 68.8 39.8 7.1 32.1 50.3 50.3 53.8 63.8 28.0 LOS by Move: F E C E D A C D D D E C HCM2kAvgQ: 4 15 6 17 20 1 2 21 21 8 11 5 Note: Queue reported is the number of cars per lane.






Cumulative No Proj PM


Signal=Split

Signal=Split


201


1

417

0

Loss Time (sec): 12

0

841 1

Critical V/C: 0.939

1 666***

1


1

71*** 0


1 308

LOS: D


Street Name: El Camino Real Ralston Avenue Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 159 1101 254 233 724 343 201 841 71 308 666 417 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 159 1101 254 233 724 343 201 841 71 308 666 417 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 159 1101 254 233 724 343 201 841 71 308 666 417 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 159 1101 254 233 724 343 201 841 71 308 666 417 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 159 1101 254 233 724 343 201 841 71 308 666 417 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 159 1101 254 233 724 343 201 841 71 308 666 417 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 0.95 1.00 1.00 0.95 1.00 0.97 1.00 1.00 1.00 0.95 1.00 Lanes: 1.00 2.00 1.00 1.00 2.00 1.00 2.00 1.84 0.16 1.00 2.00 1.00 Final Sat.: 1900 3610 1900 1900 3610 1900 3686 3504 296 1900 3610 1900 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.08 0.30 0.13 0.12 0.20 0.18 0.05 0.24 0.24 0.16 0.18 0.22 Crit Moves: **** **** **** **** Green/Cycle: 0.13 0.32 0.52 0.13 0.32 0.58 0.26 0.26 0.26 0.20 0.20 0.33 Volume/Cap: 0.62 0.94 0.26 0.94 0.62 0.31 0.21 0.94 0.94 0.82 0.94 0.67 Delay/Veh: 58.0 56.7 17.3 96.6 38.5 14.4 38.2 63.5 63.5 54.9 66.8 40.6 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 58.0 56.7 17.3 96.6 38.5 14.4 38.2 63.5 63.5 54.9 66.8 40.6 LOS by Move: E E B F D B D E E D E D HCM2kAvgQ: 6 25 5 13 13 7 3 20 20 12 15 14 Note: Queue reported is the number of cars per lane.






Cumulative + Proj AM


Signal=Split

Signal=Split


165


1

203

0

Loss Time (sec): 12

0

1016*** 1

Critical V/C: 0.899

1 542***

1


1

59 0


1 229

LOS: D


Street Name: El Camino Real Ralston Avenue Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 98 680 214 362 1024 83 165 992 59 223 523 197 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 98 680 214 362 1024 83 165 992 59 223 523 197 Added Vol: 0 0 8 8 0 0 0 24 0 6 19 6 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 98 680 222 370 1024 83 165 1016 59 229 542 203 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 98 680 222 370 1024 83 165 1016 59 229 542 203 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 98 680 222 370 1024 83 165 1016 59 229 542 203 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 98 680 222 370 1024 83 165 1016 59 229 542 203 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 0.95 1.00 1.00 0.95 1.00 0.97 1.00 1.00 1.00 0.95 1.00 Lanes: 1.00 2.00 1.00 1.00 2.00 1.00 2.00 1.89 0.11 1.00 2.00 1.00 Final Sat.: 1900 3610 1900 1900 3610 1900 3686 3591 209 1900 3610 1900 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.05 0.19 0.12 0.19 0.28 0.04 0.04 0.28 0.28 0.12 0.15 0.11 Crit Moves: **** **** **** **** Green/Cycle: 0.07 0.21 0.38 0.22 0.36 0.68 0.31 0.31 0.31 0.17 0.17 0.38 Volume/Cap: 0.79 0.90 0.31 0.90 0.79 0.06 0.14 0.90 0.90 0.72 0.90 0.28 Delay/Veh: 87.3 63.7 28.9 71.6 40.4 7.2 32.0 51.9 51.9 53.7 65.4 27.9 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 87.3 63.7 28.9 71.6 40.4 7.2 32.0 51.9 51.9 53.7 65.4 27.9 LOS by Move: F E C E D A C D D D E C HCM2kAvgQ: 4 15 6 18 21 1 2 22 22 8 11 5 Note: Queue reported is the number of cars per lane.






Cumulative + Proj PM


Signal=Split

Signal=Split


201


1

421

0

Loss Time (sec): 12

0

847 1

Critical V/C: 0.945

1 677***

1


1

71*** 0


1 312

LOS: D


Street Name: El Camino Real Ralston Avenue Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 159 1101 254 233 724 343 201 841 71 308 666 417 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 159 1101 254 233 724 343 201 841 71 308 666 417 Added Vol: 0 0 2 2 0 0 0 6 0 4 11 4 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 159 1101 256 235 724 343 201 847 71 312 677 421 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 159 1101 256 235 724 343 201 847 71 312 677 421 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 159 1101 256 235 724 343 201 847 71 312 677 421 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 159 1101 256 235 724 343 201 847 71 312 677 421 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 0.95 1.00 1.00 0.95 1.00 0.97 1.00 1.00 1.00 0.95 1.00 Lanes: 1.00 2.00 1.00 1.00 2.00 1.00 2.00 1.85 0.15 1.00 2.00 1.00 Final Sat.: 1900 3610 1900 1900 3610 1900 3686 3506 294 1900 3610 1900 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.08 0.30 0.13 0.12 0.20 0.18 0.05 0.24 0.24 0.16 0.19 0.22 Crit Moves: **** **** **** **** Green/Cycle: 0.13 0.32 0.52 0.13 0.32 0.58 0.26 0.26 0.26 0.20 0.20 0.33 Volume/Cap: 0.63 0.95 0.26 0.95 0.63 0.31 0.21 0.95 0.95 0.83 0.95 0.67 Delay/Veh: 58.1 58.0 17.4 98.1 38.7 14.4 38.2 64.6 64.6 54.9 67.7 40.4 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 58.1 58.0 17.4 98.1 38.7 14.4 38.2 64.6 64.6 54.9 67.7 40.4 LOS by Move: E E B F D B D E E D E D HCM2kAvgQ: 6 25 5 13 13 7 3 20 20 12 15 14 Note: Queue reported is the number of cars per lane.








Signal=Split

Signal=Split


126


1

86

0

Loss Time (sec): 9

0

1338*** 1

Critical V/C: 0.796

2 700***

1


0

57 0


1 33

LOS: D










Signal=Split

Signal=Split


256


1

0

0

Loss Time (sec): 9

0

1023*** 1

Critical V/C: 0.772

2 1018***

1


0

49 0


1 58

LOS: D










Signal=Split

Signal=Split


126


1

87

0

Loss Time (sec): 9

0

1379 1

Critical V/C: 0.818

2 732***

1


0

57*** 0


1 33

LOS: D










Signal=Split

Signal=Split


256


1

0

0

Loss Time (sec): 9

0

1033 1

Critical V/C: 0.780

2 1036***

1


0

49*** 0


1 58

LOS: D










Signal=Permit

Signal=Permit


0


0

0

0

Loss Time (sec): 6

0

1345*** 3

Critical V/C: 0.615

2 693

0


0

0 0


0 0

LOS: B










Signal=Permit

Signal=Permit


0


0

0

0

Loss Time (sec): 6

0

1174 3

Critical V/C: 0.565

2 1265***

0


0

0 0


0 0

LOS: C










Signal=Permit

Signal=Permit


0


0

0

0

Loss Time (sec): 6

0

1387*** 3

Critical V/C: 0.638

2 726

0


0

0 0


0 0

LOS: B










Signal=Permit

Signal=Permit


0


0

0

0

Loss Time (sec): 6

0

1184 3

Critical V/C: 0.571

2 1284***

0


0

0 0


0 0

LOS: C










Signal=Protect

Signal=Protect


214


1

40

0

Loss Time (sec): 9

0

2178*** 3

Critical V/C: 0.644

2 532

0


0

0 0


0 0***

LOS: C










Signal=Protect

Signal=Protect


112***


1

46

0

Loss Time (sec): 9

0

1049 3

Critical V/C: 0.678

2 1331***

0


0

0 0


0 0

LOS: C










Signal=Protect

Signal=Protect


214


1

40

0

Loss Time (sec): 9

0

2293*** 3

Critical V/C: 0.674

2 590

0


0

0 0


0 0***

LOS: C


Street Name: US 101 Northbound Off Ramp Marine Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 383 135 797 53 40 78 214 2178 0 0 532 40 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 383 135 797 53 40 78 214 2178 0 0 532 40 Added Vol: 0 0 32 0 0 0 0 115 0 0 58 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 383 135 829 53 40 78 214 2293 0 0 590 40 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 383 135 829 53 40 78 214 2293 0 0 590 40 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 383 135 829 53 40 78 214 2293 0 0 590 40 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 383 135 829 53 40 78 214 2293 0 0 590 40 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 1.00 0.92 1.00 1.00 1.00 1.00 0.91 1.00 1.00 0.95 1.00 Lanes: 1.48 0.52 3.00 1.00 1.00 1.00 1.00 3.00 0.00 0.00 2.00 1.00 Final Sat.: 2810 990 5255 1900 1900 1900 1900 5187 0 0 3610 1900 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.14 0.14 0.16 0.03 0.02 0.04 0.11 0.44 0.00 0.00 0.16 0.02 Crit Moves: **** **** **** **** Green/Cycle: 0.24 0.23 0.23 0.04 0.04 0.30 0.27 0.66 0.00 0.00 0.39 0.43 Volume/Cap: 0.57 0.58 0.67 0.67 0.57 0.13 0.42 0.67 0.00 0.00 0.42 0.05 Delay/Veh: 44.0 44.6 46.2 82.2 72.5 32.9 39.9 14.4 0.0 0.0 29.3 21.6 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 44.0 44.6 46.2 82.2 72.5 32.9 39.9 14.4 0.0 0.0 29.3 21.6 LOS by Move: D D D F E C D B A A C C HCM2kAvgQ: 10 10 12 3 2 2 7 21 0 0 9 1 Note: Queue reported is the number of cars per lane.








Signal=Protect

Signal=Protect


112***


1

46

0

Loss Time (sec): 9

0

1076 3

Critical V/C: 0.688

2 1365***

0


0

0 0


0 0

LOS: C










Signal=Protect

Signal=Protect


374***


0

57

0

Loss Time (sec): 6

1

980 2

Critical V/C: 0.353

2 1128***

0


0

0 0


0 0

LOS: A


Street Name: Oracle Parkway Marine Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 0 0 0 10 0 12 374 980 0 0 1128 57 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 0 0 0 10 0 12 374 980 0 0 1128 57 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 0 0 0 10 0 12 374 980 0 0 1128 57 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 0 0 0 10 0 12 374 980 0 0 1128 57 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 0 0 0 10 0 12 374 980 0 0 1128 57 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 0 0 0 10 0 12 374 980 0 0 1128 57 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 1.00 1.00 1.00 1.00 1.00 0.97 0.95 1.00 1.00 0.96 1.00 Lanes: 0.00 0.00 0.00 0.62 0.00 1.38 2.00 2.00 0.00 0.00 2.86 0.14 Final Sat.: 0 0 0 1188 0 2613 3686 3610 0 0 5245 265 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.00 0.00 0.00 0.01 0.00 0.00 0.10 0.27 0.00 0.00 0.22 0.22 Crit Moves: **** **** **** Green/Cycle: 0.00 0.00 0.00 0.02 0.00 0.31 0.29 0.90 0.00 0.00 0.61 0.61 Volume/Cap: 0.00 0.00 0.00 0.35 0.00 0.01 0.35 0.30 0.00 0.00 0.35 0.35 Delay/Veh: 0.0 0.0 0.0 39.5 0.0 17.9 21.4 0.6 0.0 0.0 7.4 7.4 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 0.0 0.0 0.0 39.5 0.0 17.9 21.4 0.6 0.0 0.0 7.4 7.4 LOS by Move: A A A D A B C A A A A A HCM2kAvgQ: 0 0 0 1 0 0 3 2 0 0 5 5 Note: Queue reported is the number of cars per lane.








Signal=Protect

Signal=Protect


79***


0

9

0

Loss Time (sec): 6

1

803 2

Critical V/C: 0.408

2 1209***

0


0

0 0


0 0

LOS: A










Signal=Protect

Signal=Protect


525***


0

68

0

Loss Time (sec): 6

1

980 2

Critical V/C: 0.405

2 1128***

0


0

0 0


0 0

LOS: A










Signal=Protect

Signal=Protect


114***


0

12

0

Loss Time (sec): 6

1

803 2

Critical V/C: 0.422

2 1209***

0


0

0 0


0 0

LOS: A










Signal=Protect

Signal=Protect


0


0

0

0

Loss Time (sec): 6

0

1305 3

Critical V/C: 0.360

3 1112

0


0

594*** 1


1 44***

LOS: A










Signal=Protect

Signal=Protect


0***


0

0

0

Loss Time (sec): 6

0

806 3

Critical V/C: 0.496

3 1489***

0


0

137 1


1 65

LOS: B










Signal=Protect

Signal=Protect


0


0

0

0

Loss Time (sec): 6

0

1452 3

Critical V/C: 0.361

3 1112

0


0

597*** 1


1 44***

LOS: A










Signal=Protect

Signal=Protect


0***


0

0

0

Loss Time (sec): 6

0

841 3

Critical V/C: 0.496

3 1489***

0


0

138 1


1 65

LOS: B










Signal=Protect

Signal=Protect


530


0

24

0

Loss Time (sec): 12

1

2262*** 2

Critical V/C: 0.554

2 1143

1


0

223 0


1 13***

LOS: B










Signal=Protect

Signal=Protect


61***


0

16

0

Loss Time (sec): 12

1

917 2

Critical V/C: 0.646

3 2304***

1


0

102 0


1 8

LOS: C


Street Name: Oracle Parkway/Shoreway Road Marine Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 437 4 5 20 54 511 61 917 102 8 2304 16 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 437 4 5 20 54 511 61 917 102 8 2304 16 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 437 4 5 20 54 511 61 917 102 8 2304 16 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 437 4 5 20 54 511 61 917 102 8 2304 16 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 437 4 5 20 54 511 61 917 102 8 2304 16 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 437 4 5 20 54 511 61 917 102 8 2304 16 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 1.00 1.00 1.00 1.00 0.88 0.97 0.96 1.00 1.00 0.93 1.00 Lanes: 1.98 0.02 1.00 0.27 0.73 2.00 2.00 2.71 0.29 1.00 3.97 0.03 Final Sat.: 3766 34 1900 514 1386 3344 3686 4958 551 1900 7038 49 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.12 0.12 0.00 0.04 0.04 0.15 0.02 0.18 0.18 0.00 0.33 0.33 Crit Moves: **** **** **** **** Green/Cycle: 0.18 0.18 0.19 0.21 0.21 0.24 0.03 0.52 0.52 0.01 0.51 0.51 Volume/Cap: 0.65 0.65 0.01 0.18 0.18 0.65 0.65 0.36 0.36 0.36 0.65 0.65 Delay/Veh: 61.2 61.2 50.8 50.4 50.4 55.2 89.3 22.0 22.0 85.4 28.5 28.5 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 61.2 61.2 50.8 50.4 50.4 55.2 89.3 22.0 22.0 85.4 28.5 28.5 LOS by Move: E E D D D E F C C F C C HCM2kAvgQ: 10 10 0 3 3 13 2 9 9 0 21 21 Note: Queue reported is the number of cars per lane.








Signal=Protect

Signal=Protect


530


0

24

0

Loss Time (sec): 12

1

2409*** 2

Critical V/C: 0.585

2 1143

1


0

223 0


1 13***

LOS: B










Signal=Protect

Signal=Protect


61***


0

16

0

Loss Time (sec): 12

1

952 2

Critical V/C: 0.668

3 2304***

1


0

102 0


1 8

LOS: D










Signal=Stop

Signal=Stop


0


0

0

0

Loss Time (sec): 0

0

304*** 1

Critical V/C: 0.393

1 33

0


1

15 1


0 14***

LOS: A


Street Name: Oracle Street #1 Oracle Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 15 0 25 0 0 0 0 304 15 14 33 0 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 15 0 25 0 0 0 0 304 15 14 33 0 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 15 0 25 0 0 0 0 304 15 14 33 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 15 0 25 0 0 0 0 304 15 14 33 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 15 0 25 0 0 0 0 304 15 14 33 0 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 15 0 25 0 0 0 0 304 15 14 33 0 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Adjustment: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lanes: 1.00 0.00 1.00 0.00 0.00 0.00 0.00 1.00 1.00 0.60 1.40 0.00 Final Sat.: 587 0 729 0 0 0 0 773 907 414 1018 0 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.03 xxxx 0.03 xxxx xxxx xxxx xxxx 0.39 0.02 0.03 0.03 xxxx Crit Moves: **** **** **** Delay/Veh: 8.7 0.0 7.5 0.0 0.0 0.0 0.0 10.3 6.7 8.0 7.8 0.0 Delay Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 8.7 0.0 7.5 0.0 0.0 0.0 0.0 10.3 6.7 8.0 7.8 0.0 LOS by Move: A * A * * * * B A A A * ApproachDel: 7.9 xxxxxx 10.1 7.8 Delay Adj: 1.00 xxxxx 1.00 1.00 ApprAdjDel: 7.9 xxxxxx 10.1 7.8 LOS by Appr: A * B A AllWayAvgQ: 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.6 0.0 0.0 0.0 0.0 Note: Queue reported is the number of cars per lane. Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #10044 Oracle Street #1 & Oracle Parkway ********************************************************************************








Signal=Stop

Signal=Stop


0


0

0

0

Loss Time (sec): 0

0

46*** 1

Critical V/C: 0.306

1 200

0


1

3 1


0 15***

LOS: A


Street Name: Oracle Street #1 Oracle Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 190 0 32 0 0 0 0 46 3 15 200 0 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 190 0 32 0 0 0 0 46 3 15 200 0 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 190 0 32 0 0 0 0 46 3 15 200 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 190 0 32 0 0 0 0 46 3 15 200 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 190 0 32 0 0 0 0 46 3 15 200 0 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 190 0 32 0 0 0 0 46 3 15 200 0 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Adjustment: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lanes: 1.00 0.00 1.00 0.00 0.00 0.00 0.00 1.00 1.00 0.14 1.86 0.00 Final Sat.: 622 0 779 0 0 0 0 650 744 93 1252 0 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.31 xxxx 0.04 xxxx xxxx xxxx xxxx 0.07 0.00 0.16 0.16 xxxx Crit Moves: **** **** **** Delay/Veh: 10.7 0.0 7.3 0.0 0.0 0.0 0.0 8.4 7.3 8.9 8.8 0.0 Delay Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 10.7 0.0 7.3 0.0 0.0 0.0 0.0 8.4 7.3 8.9 8.8 0.0 LOS by Move: B * A * * * * A A A A * ApproachDel: 10.2 xxxxxx 8.3 8.8 Delay Adj: 1.00 xxxxx 1.00 1.00 ApprAdjDel: 10.2 xxxxxx 8.3 8.8 LOS by Appr: B * A A AllWayAvgQ: 0.4 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.0 0.2 0.2 0.0 Note: Queue reported is the number of cars per lane. Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #10044 Oracle Street #1 & Oracle Parkway ********************************************************************************








Signal=Stop

Signal=Stop


0


0

0

0

Loss Time (sec): 0

0

304*** 1

Critical V/C: 0.426

1 33

0


1

15 1


0 14***

LOS: A










Signal=Stop

Signal=Stop


0


0

0

0

Loss Time (sec): 0

0

46*** 1

Critical V/C: 0.312

1 200

0


1

3 1


0 15***

LOS: A










Signal=Stop

Signal=Stop


38


0

12

1

Loss Time (sec): 0

1

147*** 0

Critical V/C: 0.242

0 29

0


1

142 1


0 28***

LOS: A


Street Name: Oracle Street #2 Oracle Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 12 0 2 0 0 2 38 147 142 28 29 12 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 12 0 2 0 0 2 38 147 142 28 29 12 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 12 0 2 0 0 2 38 147 142 28 29 12 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 12 0 2 0 0 2 38 147 142 28 29 12 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 12 0 2 0 0 2 38 147 142 28 29 12 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 12 0 2 0 0 2 38 147 142 28 29 12 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Adjustment: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lanes: 0.86 0.00 0.14 0.00 0.00 1.00 0.21 0.79 1.00 0.81 0.84 0.35 Final Sat.: 607 0 101 0 0 814 157 608 923 560 645 275 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.02 xxxx 0.02 xxxx xxxx 0.00 0.24 0.24 0.15 0.05 0.04 0.04 Crit Moves: **** **** **** **** Delay/Veh: 7.9 0.0 7.9 0.0 0.0 7.1 8.9 8.9 7.3 8.1 7.6 7.4 Delay Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 7.9 0.0 7.9 0.0 0.0 7.1 8.9 8.9 7.3 8.1 7.6 7.4 LOS by Move: A * A * * A A A A A A A ApproachDel: 7.9 7.1 8.2 7.8 Delay Adj: 1.00 1.00 1.00 1.00 ApprAdjDel: 7.9 7.1 8.2 7.8 LOS by Appr: A A A A AllWayAvgQ: 0.0 0.0 0.0 0.0 0.0 0.0 0.3 0.3 0.2 0.1 0.0 0.0 Note: Queue reported is the number of cars per lane. Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #10046 Oracle Street #2 & Oracle Parkway ********************************************************************************








Signal=Stop

Signal=Stop


0


0

2

1

Loss Time (sec): 0

1

56*** 0

Critical V/C: 0.194

0 108

0


1

21 1


0 14***

LOS: A


Street Name: Oracle Street #2 Oracle Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 107 0 49 4 0 4 0 56 21 14 108 2 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 107 0 49 4 0 4 0 56 21 14 108 2 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 107 0 49 4 0 4 0 56 21 14 108 2 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 107 0 49 4 0 4 0 56 21 14 108 2 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 107 0 49 4 0 4 0 56 21 14 108 2 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 107 0 49 4 0 4 0 56 21 14 108 2 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Adjustment: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lanes: 0.69 0.00 0.31 0.50 0.00 0.50 0.00 1.00 1.00 0.23 1.74 0.03 Final Sat.: 552 0 253 394 0 394 0 702 812 157 1228 23 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.19 xxxx 0.19 0.01 xxxx 0.01 xxxx 0.08 0.03 0.09 0.09 0.09 Crit Moves: **** **** **** **** Delay/Veh: 8.3 0.0 8.3 7.4 0.0 7.4 0.0 8.1 7.1 8.2 8.1 8.1 Delay Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 8.3 0.0 8.3 7.4 0.0 7.4 0.0 8.1 7.1 8.2 8.1 8.1 LOS by Move: A * A A * A * A A A A A ApproachDel: 8.3 7.4 7.8 8.1 Delay Adj: 1.00 1.00 1.00 1.00 ApprAdjDel: 8.3 7.4 7.8 8.1 LOS by Appr: A A A A AllWayAvgQ: 0.2 0.2 0.2 0.0 0.0 0.0 0.1 0.1 0.0 0.1 0.1 0.1 Note: Queue reported is the number of cars per lane. Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #10046 Oracle Street #2 & Oracle Parkway ********************************************************************************








Signal=Stop

Signal=Stop


0


0

0

0

Loss Time (sec): 0

0

156*** 1

Critical V/C: 0.206

1 191

0


1

180 1


0 40***

LOS: A










Signal=Stop

Signal=Stop


0


0

0

0

Loss Time (sec): 0

0

61*** 1

Critical V/C: 0.208

1 146

0


1

21 1


0 16***

LOS: A










Signal=Uncontrol

Signal=Uncontrol


1


0

3

1

Loss Time (sec): 0

1

32 0

Critical V/C: 0.037

0 54

0


0

113 1


1 53

LOS: A


Street Name: Oracle Street #3 Oracle Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 12 2 4 2 0 2 1 32 113 53 54 3 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 12 2 4 2 0 2 1 32 113 53 54 3 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 12 2 4 2 0 2 1 32 113 53 54 3 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 12 2 4 2 0 2 1 32 113 53 54 3 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 FinalVolume: 12 2 4 2 0 2 1 32 113 53 54 3 ------------|---------------||---------------||---------------||---------------| Critical Gap Module: Critical Gp: 7.1 6.5 6.2 7.1 6.5 6.2 4.1 xxxx xxxxx 4.1 xxxx xxxxx FollowUpTim: 3.5 4.0 3.3 3.5 4.0 3.3 2.2 xxxx xxxxx 2.2 xxxx xxxxx ------------|---------------||---------------||---------------||---------------| Capacity Module: Cnflict Vol: 197 197 32 255 309 56 57 xxxx xxxxx 145 xxxx xxxxx Potent Cap.: 767 702 1048 702 609 1017 1560 xxxx xxxxx 1450 xxxx xxxxx Move Cap.: 744 676 1048 678 586 1017 1560 xxxx xxxxx 1450 xxxx xxxxx Volume/Cap: 0.02 0.00 0.00 0.00 0.00 0.00 0.00 xxxx xxxx 0.04 xxxx xxxx ------------|---------------||---------------||---------------||---------------| Level Of Service Module: 2Way95thQ: xxxx xxxx 0.0 xxxx xxxx xxxxx 0.0 xxxx xxxxx 0.1 xxxx xxxxx Control Del:xxxxx xxxx 8.4 xxxxx xxxx xxxxx 7.3 xxxx xxxxx 7.6 xxxx xxxxx LOS by Move: * * A * * * A * * A * * Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: 733 xxxx xxxxx xxxx 814 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx SharedQueue: 0.1 xxxx xxxxx xxxxx 0.0 xxxxx 0.0 xxxx xxxxx xxxxx xxxx xxxxx Shrd ConDel: 10.0 xxxx xxxxx xxxxx 9.4 xxxxx 7.3 xxxx xxxxx xxxxx xxxx xxxxx Shared LOS: B * * * A * A * * * * * ApproachDel: 9.7 9.4 xxxxxx xxxxxx ApproachLOS: A A * * Note: Queue reported is the number of cars per lane. Peak Hour Delay Signal Warrant Report ******************************************************************************** Intersection #10047 Oracle Street #3 & Oracle Parkway ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met








Signal=Uncontrol

Signal=Uncontrol


0


0

0

1

Loss Time (sec): 0

1

99 0

Critical V/C: 0.096

0 42

0


0

14 1


1 3

LOS: A


Street Name: Oracle Street #3 Oracle Parkway Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Volume Module: Base Vol: 79 0 56 1 1 2 0 99 14 3 42 0 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 79 0 56 1 1 2 0 99 14 3 42 0 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 79 0 56 1 1 2 0 99 14 3 42 0 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 79 0 56 1 1 2 0 99 14 3 42 0 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 FinalVolume: 79 0 56 1 1 2 0 99 14 3 42 0 ------------|---------------||---------------||---------------||---------------| Critical Gap Module: Critical Gp: 7.1 6.5 6.2 7.1 6.5 6.2 xxxxx xxxx xxxxx 4.1 xxxx xxxxx FollowUpTim: 3.5 4.0 3.3 3.5 4.0 3.3 xxxxx xxxx xxxxx 2.2 xxxx xxxxx ------------|---------------||---------------||---------------||---------------| Capacity Module: Cnflict Vol: 149 147 99 182 161 42 xxxx xxxx xxxxx 113 xxxx xxxxx Potent Cap.: 824 748 962 784 735 1034 xxxx xxxx xxxxx 1489 xxxx xxxxx Move Cap.: 820 747 962 737 733 1034 xxxx xxxx xxxxx 1489 xxxx xxxxx Volume/Cap: 0.10 0.00 0.06 0.00 0.00 0.00 xxxx xxxx xxxx 0.00 xxxx xxxx ------------|---------------||---------------||---------------||---------------| Level Of Service Module: 2Way95thQ: xxxx xxxx 0.2 xxxx xxxx xxxxx xxxx xxxx xxxxx 0.0 xxxx xxxxx Control Del:xxxxx xxxx 9.0 xxxxx xxxx xxxxx xxxxx xxxx xxxxx 7.4 xxxx xxxxx LOS by Move: * * A * * * * * * A * * Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: 820 xxxx xxxxx xxxx 860 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx SharedQueue: 0.3 xxxx xxxxx xxxxx 0.0 xxxxx 0.0 xxxx xxxxx xxxxx xxxx xxxxx Shrd ConDel: 9.9 xxxx xxxxx xxxxx 9.2 xxxxx 7.2 xxxx xxxxx xxxxx xxxx xxxxx Shared LOS: A * * * A * A * * * * * ApproachDel: 9.5 9.2 xxxxxx xxxxxx ApproachLOS: A A * * Note: Queue reported is the number of cars per lane. Peak Hour Delay Signal Warrant Report ******************************************************************************** Intersection #10047 Oracle Street #3 & Oracle Parkway ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met








Signal=Uncontrol

Signal=Uncontrol


0


0

0

0

Loss Time (sec): 0

0

41 1

Critical V/C: 0.039

1 216

0


0

114 1


1 56

LOS: B










Signal=Uncontrol

Signal=Uncontrol


0


0

0

0

Loss Time (sec): 0

0

104 1

Critical V/C: 0.101

1 80

0


0

14 1


1 3

LOS: A



Appendix D

Volume Spreadsheets

Oracle/D-Tech High School

Intersection Number: 1Traffix Node Number: 15Intersection Name: El Camino Real & Ralston AvenuePeak Hour: AM Date of Analysis:Count Date:

Annual Growth Rate 1%Existing Year 2015

Cumulative Year 2022

MovementsSouthbound Approach Westbound Approach Northbound Approach Eastbound Approach

Scenario RT TH LT RT TH LT RT TH LT RT TH LT Total

Existing Conditions 70 941 309 152 425 191 180 624 81 38 867 143 4021check 0 0 0 0 0 0 0 0 0 0 0 0 0

Approved Project TripsAutobahn Motors Expansion, Belmont 0 0 5 1 0 1 4 0 0 0 1 0 12

576-600 El Camino Real, Belmont 2 4 5 3 0 0 0 3 0 0 0 2 19400-490 El Camino Real, Belmont 0 10 18 10 0 0 0 6 0 0 0 0 44

Crystal Springs Uplands School, Belmont 2 0 0 0 26 0 0 0 8 8 24 2 70BRSSD 5 School Expansions, Belmont 4 0 3 20 41 17 4 0 3 10 37 8 147

Transit Village, San Carlos 0 1 0 0 0 0 13 2 0 0 0 0 16Total Approved Trips 8 15 31 34 67 18 21 11 11 18 62 12 308

Background Conditions 78 956 340 186 492 209 201 635 92 56 929 155 4329

Proposed Project Trips 0 0 8 6 19 6 8 0 0 0 24 0 71Reassignment of Existing Parking Lot Traffic 0 0 0 0 0 0 0 0 0 0 0 0 0

Existing + Project Conditions 70 941 317 158 444 197 188 624 81 38 891 143 4092check 0 0 0 0 0 0 0 0 0 0 0 0 0

Background + Project Conditions 78 956 348 192 511 215 209 635 92 56 953 155 4400check 0 0 0 0 0 0 0 0 0 0 0 0 0

Cumlative Growth 5 68 22 11 31 14 13 45 6 3 63 10 291

Cumlative No Project Conditions 83 1024 362 197 523 223 214 680 98 59 992 165 4620

Cumulative + Project Conditions 83 1024 370 203 542 229 222 680 98 59 1016 165 4691check 0 0 0 0 0 0 0 0 0 0 0 0 0

Intersection Number: 2Traffix Node Number: 16Intersection Name: Old County Road & Ralston AvenuePeak Hour: AM Date of Analysis:Count Date:





Existing Conditions 165 174 212 80 546 31 131 105 43 52 1144 116 2799check (input minus output) 0 0 0 0 0 0 0 0 0 0 0 0 0







Existing + Project Conditions 165 174 214 81 578 31 131 105 43 52 1185 116 2875check (input minus output) 0 0 0 0 0 0 0 0 0 0 0 0 0

Background + Project Conditions 169 175 214 81 693 31 131 106 43 53 1296 118 3110check (input minus output) 0 0 0 0 0 0 0 0 0 0 0 0 0



Cumulative + Project Conditions 181 188 229 87 732 33 140 114 46 57 1379 126 3312check (input minus output) 0 0 0 0 0 0 0 0 0 0 0 0 0

12/09/1512/04/13

12/09/1511/06/13

Hexagon Transportation Consultants, Inc.12/11/2015

Sum_AMOracleHigh_Volumes_12-09-2015.xls


Intersection Number: 3Traffix Node Number: 1033Intersection Name: US 101 SB Ramps & Ralston AvenuePeak Hour: AM Date of Analysis:Count Date:

















Intersection Number: 4Traffix Node Number: 1035Intersection Name: US 101 NB Ramps & Marine ParkwayPeak Hour: AM Date of Analysis:Count Date:

















12/09/1512/04/13

12/09/1512/04/13




Intersection Number: 5Traffix Node Number: 1061Intersection Name: Oracle Parkway/Sho & Marine ParkwayPeak Hour: AM Date of Analysis:Count Date:

















Intersection Number: 6Traffix Node Number: 1049Intersection Name: Twin Dolphin Drive & Marine ParkwayPeak Hour: AM Date of Analysis:Count Date:

















05/28/15

12/09/1505/28/15

12/09/15




Intersection Number: 7Traffix Node Number: 1036Intersection Name: Oracle Parkway & Marine ParkwayPeak Hour: AM Date of Analysis:Count Date:

















Intersection Number: 8Traffix Node Number: 10044Intersection Name: Oracle Street #1 & Oracle ParkwayPeak Hour: AM Date of Analysis:Count Date:

















12/09/1505/28/15

12/09/1506/09/15















Proposed Project Trips 0 0 0 0 162 0 0 0 0 0 9 0 171Reassignment of Existing Parking Lot Traffic -2 0 0 -11 0 11 0 0 2 35 0 -35 0

















Proposed Project Trips 0 0 0 0 162 0 0 0 0 0 9 0 171Reassignment of Existing Parking Lot Traffic -2 0 -2 -3 0 3 2 -2 2 1 0 -1 -2






12/09/1506/09/15

12/09/1506/09/15




Intersection Number: 1Traffix Node Number: 15Intersection Name: El Camino Real & Ralston AvenuePeak Hour: PM Date of Analysis:Count Date:







576-600 El Camino Real, Belmont 7 6 5 8 -2 0 0 6 0 0 -1 5 34400-490 El Camino Real, Belmont 0 2 3 15 0 0 0 8 0 0 0 0 28










Intersection Number: 2Traffix Node Number: 16Intersection Name: Old County Road & Ralston AvenuePeak Hour: PM Date of Analysis:Count Date:

















12/09/1511/06/13

12/09/1511/06/13


Sum_PMOracleHigh_Volumes_12-09-2015.xls


Intersection Number: 3Traffix Node Number: 1033Intersection Name: US 101 SB Ramps & Ralston AvenuePeak Hour: PM Date of Analysis:Count Date:

















Intersection Number: 4Traffix Node Number: 1035Intersection Name: US 101 NB Ramps & Marine ParkwayPeak Hour: PM Date of Analysis:Count Date:

















12/09/1505/28/15

12/09/1512/04/13




Intersection Number: 5Traffix Node Number: 1061Intersection Name: Oracle Parkway/Sho & Marine ParkwayPeak Hour: PM Date of Analysis:Count Date:

















Intersection Number: 6Traffix Node Number: 1049Intersection Name: Twin Dolphin Drive & Marine ParkwayPeak Hour: PM Date of Analysis:Count Date:

















05/28/15

12/09/1505/28/15

12/09/15




Intersection Number: 7Traffix Node Number: 1036Intersection Name: Oracle Parkway & Marine ParkwayPeak Hour: PM Date of Analysis:Count Date:

















Intersection Number: 8Traffix Node Number: 10044Intersection Name: Oracle Street #1 & Oracle ParkwayPeak Hour: PM Date of Analysis:Count Date:

















12/09/1505/28/15

12/09/1506/09/15















Proposed Project Trips 0 0 0 0 38 0 0 0 0 0 5 0 43Reassignment of Existing Parking Lot Traffic -4 0 -4 -2 0 2 4 0 4 0 0 0 0

















Proposed Project Trips 0 0 0 0 38 0 0 0 0 0 5 0 43Reassignment of Existing Parking Lot Traffic -2 -1 -1 0 0 0 1 0 2 0 0 0 -1






12/09/1506/09/15

12/09/1506/09/15



Appendix E

Preliminary Summary of TDM Strategies

kimley-horn.com 6150 Stoneridge Mall Road, Suite 200, Pleasanton, CA 94588 925 398 4840

Technical Memorandum

To: Ms. Dawn Jedkins, LEED APSenior AssociateDES Architects + Engineers, Inc.

From: Luke Schwartz, P.E.Mike Mowery, P.E.Kimley-Horn and Associates, Inc.

Date: June 8, 2015

RE: Preliminary Summary of TDM Strategies for Oracle Education Facility ProjectRedwood City, California

INTRODUCTION

Kimley-Horn and Associates, Inc. (Kimley-Horn) was retained by DES Architects + Engineers, Inc.(DES) to prepare a Transportation Demand Management (TDM) Program for the proposed OracleEducation Facility project, to be located within the existing Oracle Headquarters campus in RedwoodCity, California. The Oracle Education Foundation proposes to construct a new campus for DesignTech High School on a currently undeveloped 4.1-acre parcel within Oracle’s Redwood City campus.The Project includes the removal on an existing parking lot and construction of a new two-story,85,000 square-foot building with associated site improvements and landscaping.

Design Tech High School (d.tech) is a California public high school currently authorized by the SanMateo High School District. At present, d.tech leases space on the Mills High School campus inMillbrae for approximately 140 9th grade students. The school plans to add a grade per year and willbe at full capacity, with approximately 550 students in grades 9-12 and 30 full-time employees by thestart of the 2017-2018 academic year. The school currently attracts students from as far as SanFrancisco to the north, Sunnyvale to the south, Berkeley to the east and Half Moon Bay to the west.The wide area from which they draw, coupled with regional traffic congestion during commuteperiods, encourages the use of public transportation and carpooling. Per discussions with d.techrepresentatives, about 50 percent of students use public transportation to travel to the existing schoolsite, which is located about 0.7 miles from the Millbrae BART/Caltrain Station. Several other studentstravel to the school via bicycle and carpools organized by parents. It is expected that families wouldcontinue to utilize these transportation options at the new location, which is located approximately 1.2miles from the Belmont Caltrain Station.


The purpose of this memorandum is to identify an initial set of proposed TDM strategies that could beutilized to meet the trip reduction goals of the City and C/CAG1 and provide alternative transportationoptions for students and employees of the school. The following summarizes an initial approach tothe TDM program proposed to be implemented by d.tech High School. It is assumed that the TDMprogram will be refined over time to adapt to changing transportation needs and to maximize theefficiency of the program. The TDM program will be comprised of three major elements:

l Educationl Program Elementsl Monitoring

PRELIMINARY TDM STRATEGIES

EducationEducation focuses on awareness and communications to reduce drive-alone trips to the school byparents, faculty, and staff. Transportation Policy Materials will be prepared and provided to parents,faculty, and staff on commute options, pick-up and drop-off procedures, on-site circulation, and visitorparking. Materials would include:

l Transportation Demand Management Coordinator: The school should appoint a staff memberto serve as TDM Coordinator, who is responsible for implementing the TDM Plan. The TDMCoordinator’s responsibilities include organizing and distributing transportation informationmaterials, conducting an annual commute survey to summarizing the TDM Plan activities andperformance (see “Monitoring” section below).

l Transportation Policy Fact Sheet: A summary of transportation information and optionsshould be created and updated each semester or school year for new and returning studentsand their parents. The summary should include:

n Summary of school transportation options available to students, faculty and staff.n Reference to other important policies and sources of information.n Provide rules of access for dropping off and picking up students on-site by automobile.

l Web Information: The school’s website should include information regarding transportationoptions and programs supported by the school, as well as links to local transit and shuttleservice providers.

1 City/County Association of Governments of San Mateo County (C/CAG) requires that for projectsthat generate 100 or more peak hour trips, “local jurisdictions must ensure that the developer and/ortenants will reduce the demand for all new peak hour trips (including the first 100 trips) projected tobe generated by the development.


Program ElementsThe TDM Program will offer a combination of elements to encourage students, parents, faculty andstaff to avoid driving alone to the school. Recommended program elements include the following:

l Ride Matching Services: Develop and promote the current carpool practices into a formaltransportation “ride-match” program that identifies students residing nearby and how they cancarpool or take transit as a group, or bike and walk together if residing locally. The schoolcould manage this program internally or contract with a recognized vendor providing a web-based portal that assists in these ride-matching services.

l Shuttle Services: Oracle offers shuttle service to a number of nearby transportation hubs,including the Millbrae Caltrain/BART Station and the San Carlos and Hillsdale CaltrainStations. In addition, the Redwood Shores Twin Dolphin Area Shuttle (formerly Bridge ParkArea Shuttle) and Redwood Shores (Clipper) Shuttle offer connections to the San CarlosCaltrain Station. School representatives have stated that all of these shuttles will be availableto students and staff. The proposed campus will include a dedicated shuttle area for shuttlepickup and drop-off.

l Flexible Scheduling: The school has a flexible schedule and is able to set their bell scheduleto accommodate the Caltrain/shuttle schedule or other needs.

l Discounted Transit Passes: Discounted BART tickets are available for students to purchasethrough the school currently. The school should continue this practice and the school TDMCoordinator should serve as facilitator if there is sufficient interest from parents to buy in tothe Caltrain Go Pass program.

l Restricted Driving/Parking Policies: The school has a general no-driving/parking policy forstudents. Students are encouraged to use public transportation, bicycle or carpool fortransportation to school.

l Bicycle Parking: Bicycle parking should be provided for students, parents, faculty and visitors.It is recommended that the school consider a bike storage area for improved security andeasier access. A bike storage room, fenced area, or similar allows cyclists to skip individualbike locks if they wish and rather use the security of a pin pad or common lock on the entry tothe bike storage. This type of area is also usually easier to maintain for staff and lesspotential for students to forget combinations to locks or keys.

l Incentives/Rewards Program: A program to reward participation in trip reduction practicesshould be developed to encourage students, parents, faculty, and staff to participate. Basedon programs at other similar sized schools and student ages, the following programs arerecommended:

n Raffle prizes per quarter/semester for participation based on TDM points gathered bystudents.

n Classroom competitions based on participation in the TDM program based on TDMpoints with a resulting classroom award and recognition.


n Preferred seating at school-wide events based on TDM point gathered by students and/orparents for participation.

n All students who ride in carpools or participate in the TDM program in other ways couldbe rewarded with a gift card to merchants such as iTunes, Amazon, or other selectedvendors. Each day a student participates they will receive a credit of $1. Once theyaccumulate $10 in credit, they will receive a $10 gift card of their choosing at one of themerchants.

l Special bike and walk to school days: Experience with these special days has shown thatexposure to the activity leads to increased knowledge of potential routes and potentialalternatives to private vehicle trips. It is recommended that the school organize at least onespecial commute day during both the Fall and Spring semesters.

l Classroom or grade level competitions: A system that tracks points per day that an alternatemode was used or participation in other “green” programs on campus should be initiated.Faculty can be responsible for a quick inventory each morning on which students participatedeach day or another office staff assigned

The TDM program should be reviewed annually and adjustments made as needed to accommodatechanges in transit service schedules or routing. Adjustments should be completed andcommunicated prior to the start of the next school year if needed to reduce trips to the site.

MonitoringTo ensure compliance with the TDM program, as well as being a good neighbor, d.tech will regularlymonitor commute patterns and TDM program participation and make adjustments to the TDMprogram, if needed. The school is committed to the following:

l Annual Survey of Commute Patterns: The school will perform an annual travel survey toassess the current use of alternative transportation options by students and staff. The surveyshould also poll incoming students/parents (all grades) on planned travel mode, to gauge theneed for necessary measures to accommodate the upcoming school year. Results of thesurvey should be used to identify adjustments that could be made to sustain or increase theuse of transit, carpool/vanpool, bicycling, and walking.

l Annual or Biennial Survey of Trip Generation: If required by the City, traffic counts can beconducted at the school on an annual or biennial (every other year) basis to quantify schooltrip generation and verify the school is operating within the trip targets established by theCity. Traffic counts should be collected in October when the driving demand is typically at itgreatest for the school, and the weather conditions are typically more moderate. Trafficcounts will be administered through a process with Redwood City staff.

Oracle Educational Facility - Redwood City

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