2026 Development Impact Fee Program Update Part 3 Traffic Needs Analysis — Goleta City Council, July 21, 2026 (part 6 of 6)

Intersection
Int Delay, s/veh 2.7
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 198 66 15 404 0 197
Future Vol, veh/h 198 66 15 404 0 197
Conflicting Peds, #/hr0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - 200 - - 0
Veh in Median Storage, #0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 215 72 16 439 0 214
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 287 0 - 251
Stage 1 - - - - - -
Stage 2 - - - - - -
Critical Hdwy - - 4.12 - - 6.22
Critical Hdwy Stg 1 - - - - - -
Critical Hdwy Stg 2 - - - - - -
Follow-up Hdwy - - 2.218 - - 3.318
Pot Cap-1 Maneuver - - 1275 - 0 788
Stage 1 - - - - 0 -
Stage 2 - - - - 0 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver- - 1275 - - 788
Mov Cap-2 Maneuver- - - - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB WB NB
HCM Ctrl Dly, s/v 0 0.28 11.27

HCM LOS B
Minor Lane/Major MvmtNBLn1 EBT EBR WBL WBT
Capacity (veh/h) 788 - - 1275 -
HCM Lane V/C Ratio 0.272 - - 0.013 -
HCM Ctrl Dly (s/v) 11.3 - - 7.9 -
HCM Lane LOS B - - A -
HCM 95th %tile Q(veh) 1.1 - - 0 -

PROJECT NAME • NAME OF MEMORANDUM • DATE

APPENDIX B: SYNCHRO 12 HCM 7 REPORTS – FUTURE NO

DEVELOPMENT

Queues
1: Glenn Annie Rd & Cathedral Oaks Rd 01/30/2026
Future 2050 (AM) 4:39 pm 01/30/2026 Future Synchro 12 Report

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Lane Group EBL EBT WBL WBT NBL NBT SBL SBT
Lane Group Flow (vph) 17 659 114 397 284 142 11 45
v/c Ratio 0.10 0.82 0.51 0.40 0.74 0.26 0.03 0.09
Control Delay (s/veh) 45.2 30.7 49.5 14.7 43.1 12.1 26.5 21.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay (s/veh) 45.2 30.7 49.5 14.7 43.1 12.1 26.5 21.6 Queue Length 50th (ft) 9 303 61 99 148 19 5 14
Queue Length 95th (ft) 33 498 131 245 259 66 19 43
Internal Link Dist (ft) 1258 1351 748 569
Turn Bay Length (ft) 290 200 80 60
Base Capacity (vph) 241 1103 275 1223 591 784 533 778
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.07 0.60 0.41 0.32 0.48 0.18 0.02 0.06 Intersection Summary
HCM 7th Signalized Intersection Summary
1: Glenn Annie Rd & Cathedral Oaks Rd 01/30/2026
Future 2050 (AM) 4:39 pm 01/30/2026 Future Synchro 12 Report

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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 15 335 245 100 340 10 250 40 85 10 30 10 Future Volume (veh/h) 15 335 245 100 340 10 250 40 85 10 30 10 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1885 1885 1885 1885 1885 1885 1885 1885 1885 1885 1885 1885 Adj Flow Rate, veh/h 17 381 278 114 386 11 284 45 0 11 34 11 Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Percent Heavy Veh, % 1 1 1 1 1 1 1 1 1 1 1 1
Cap, veh/h 51 443 323 148 886 25 431 487 432 353 114
Arrive On Green 0.03 0.44 0.44 0.08 0.49 0.49 0.26 0.26 0.00 0.26 0.26 0.26 Sat Flow, veh/h 1795 1013 739 1795 1824 52 1372 1885 0 1372 1364 441 Grp Volume(v), veh/h 17 0 659 114 0 397 284 45 0 11 0 45 Grp Sat Flow(s),veh/h/ln1795 0 1752 1795 0 1876 1372 1885 0 1372 0 1806 Q Serve(g_s), s 0.7 0.0 23.8 4.4 0.0 9.7 13.9 1.3 0.0 0.4 0.0 1.3 Cycle Q Clear(g_c), s 0.7 0.0 23.8 4.4 0.0 9.7 15.3 1.3 0.0 1.7 0.0 1.3 Prop In Lane 1.00 0.42 1.00 0.03 1.00 0.00 1.00 0.24
Lane Grp Cap(c), veh/h 51 0 766 148 0 911 431 487 432 0 467 V/C Ratio(X) 0.34 0.00 0.86 0.77 0.00 0.44 0.66 0.09 0.03 0.00 0.10 Avail Cap(c_a), veh/h 253 0 1170 289 0 1290 694 848 687 0 802 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh33.5 0.0 17.8 31.6 0.0 11.8 25.6 19.8 0.0 20.4 0.0 19.8 Incr Delay (d2), s/veh 3.9 0.0 4.3 8.3 0.0 0.3 1.7 0.1 0.0 0.0 0.0 0.1 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.3 0.0 9.5 2.2 0.0 3.7 4.3 0.5 0.0 0.1 0.0 0.5 Unsig. Movement Delay, s/veh 22.50
LnGrp Delay(d), s/veh 37.4 0.0 22.1 39.9 0.0 12.1 27.3 19.9 22.5 20.5 0.0 19.9 LnGrp LOS D C D B C B C C B
Approach Vol, veh/h 676 511 426 56
Approach Delay, s/veh 22.5 18.3 25.4 20.0
Approach LOS C B C C
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s10.5 35.8 24.0 7.1 39.2 24.0
Change Period (Y+Rc), s4.7 5.1 5.8 5.1 * 5.1 * 5.8
Max Green Setting (Gmax), s11.3 46.9 31.2 9.9 * 48 * 32 Max Q Clear Time (g_c+I1), s6.4 25.8 3.7 2.7 11.7 17.3
Green Ext Time (p_c), s 0.1 4.9 0.2 0.0 2.7 0.9
Intersection Summary
HCM 7th Control Delay, s/veh 21.9
HCM 7th LOS C
Notes
User approved pedestrian interval to be less than phase max green. * HCM 7th computational engine requires equal clearance times for the phases crossing the barrier.

Queues
2: Alameda Ave & Cathedral Oaks Rd 01/30/2026
Future 2050 (AM) 4:39 pm 01/30/2026 Future Synchro 12 Report

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Lane Group EBT WBL WBT NBL NBR
Lane Group Flow (vph) 514 192 315 34 274
v/c Ratio 0.72 0.54 0.25 0.14 0.34
Control Delay (s/veh) 20.9 27.5 3.9 24.4 4.2
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay (s/veh) 20.9 27.5 3.9 24.4 4.2
Queue Length 50th (ft) 130 59 27 11 9
Queue Length 95th (ft) 191 101 51 27 27
Internal Link Dist (ft) 660 399 500
Turn Bay Length (ft) 260 120
Base Capacity (vph) 872 434 1511 862 898
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.59 0.44 0.21 0.04 0.31
Intersection Summary
HCM 7th Signalized Intersection Summary
2: Alameda Ave & Cathedral Oaks Rd 01/30/2026
Future 2050 (AM) 4:39 pm 01/30/2026 Future Synchro 12 Report

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Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 280 95 140 230 25 200
Future Volume (veh/h) 280 95 140 230 25 200
Initial Q (Qb), veh 0 0 0 0 0 0
Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856
Adj Flow Rate, veh/h 384 130 192 315 34 274
Peak Hour Factor 0.73 0.73 0.73 0.73 0.73 0.73
Percent Heavy Veh, % 3 3 3 3 3 3
Cap, veh/h 469 159 247 1089 389 346
Arrive On Green 0.35 0.35 0.14 0.59 0.22 0.22
Sat Flow, veh/h 1326 449 1767 1856 1767 1572
Grp Volume(v), veh/h 0 514 192 315 34 274
Grp Sat Flow(s),veh/h/ln 0 1775 1767 1856 1767 1572
Q Serve(g_s), s 0.0 13.2 5.3 4.2 0.8 8.3
Cycle Q Clear(g_c), s 0.0 13.2 5.3 4.2 0.8 8.3
Prop In Lane 0.25 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 0 628 247 1089 389 346
V/C Ratio(X) 0.00 0.82 0.78 0.29 0.09 0.79
Avail Cap(c_a), veh/h 0 915 468 1637 929 827
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 0.0 14.8 20.9 5.2 15.6 18.5
Incr Delay (d2), s/veh 0.0 3.9 5.3 0.1 0.1 4.1
Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln0.0 5.1 2.3 1.1 0.3 3.1
Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 0.0 18.6 26.1 5.3 15.7 22.6
LnGrp LOS B C A B C
Approach Vol, veh/h 514 507 308
Approach Delay, s/veh 18.6 13.2 21.8
Approach LOS B B C
Timer - Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s11.7 22.9 34.6 15.7
Change Period (Y+Rc), s4.7 5.1 * 5.1 4.6
Max Green Setting (Gmax), s13.3 25.9 * 44 26.4
Max Q Clear Time (g_c+I1), s7.3 15.2 6.2 10.3
Green Ext Time (p_c), s 0.3 2.5 2.1 0.9
Intersection Summary
HCM 7th Control Delay, s/veh 17.3
HCM 7th LOS B
Notes
* HCM 7th computational engine requires equal clearance times for the phases crossing the barrier.

HCM 7th TWSC
3: Placer Drive & Cathedral Oaks Rd 01/30/2026
Future 2050 (AM) 4:39 pm 01/30/2026 Future Synchro 12 Report

Page 6 ends

Intersection
Int Delay, s/veh 3.5
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 300 40 115 140 35 75
Future Vol, veh/h 300 40 115 140 35 75
Conflicting Peds, #/hr0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - 160 - 0 -
Veh in Median Storage, #0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 84 80 84 84 84 84
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 357 50 137 167 42 89
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 407 0 823 382
Stage 1 - - - - 382 -
Stage 2 - - - - 440 -
Critical Hdwy - - 4.12 - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy - - 2.218 - 3.5183.318
Pot Cap-1 Maneuver - - 1152 - 343 665
Stage 1 - - - - 690 -
Stage 2 - - - - 649 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver- - 1152 - 303 665
Mov Cap-2 Maneuver- - - - 421 -
Stage 1 - - - - 690 -
Stage 2 - - - - 572 -
Approach EB WB NB
HCM Ctrl Dly, s/v 0 3.85 13.35

HCM LOS B
Minor Lane/Major MvmtNBLn1 EBT EBR WBL WBT
Capacity (veh/h) 562 - - 1152 -
HCM Lane V/C Ratio 0.233 - - 0.119 -
HCM Ctrl Dly (s/v) 13.3 - - 8.5 -
HCM Lane LOS B - - A -
HCM 95th %tile Q(veh) 0.9 - - 0.4 -
HCM 7th TWSC
4: King Daniel Ln & Cathedral Oaks Rd 01/30/2026
Future 2050 (AM) 4:39 pm 01/30/2026 Future Synchro 12 Report

Page 7 ends

Intersection
Int Delay, s/veh 0.4
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 330 5 5 165 5 10
Future Vol, veh/h 330 5 5 165 5 10
Conflicting Peds, #/hr0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - 60 - 0 -
Veh in Median Storage, #0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 90 90 90 90 90 90
Heavy Vehicles, % 3 3 3 3 3 3
Mvmt Flow 367 6 6 183 6 11
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 372 0 564 369
Stage 1 - - - - 369 -
Stage 2 - - - - 194 -
Critical Hdwy - - 4.13 - 6.43 6.23
Critical Hdwy Stg 1 - - - - 5.43 -
Critical Hdwy Stg 2 - - - - 5.43 -
Follow-up Hdwy - - 2.227 - 3.5273.327
Pot Cap-1 Maneuver - - 1181 - 485 674
Stage 1 - - - - 697 -
Stage 2 - - - - 836 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver- - 1181 - 483 674
Mov Cap-2 Maneuver- - - - 562 -
Stage 1 - - - - 697 -
Stage 2 - - - - 832 -
Approach EB WB NB
HCM Ctrl Dly, s/v 0 0.24 10.85

HCM LOS B
Minor Lane/Major MvmtNBLn1 EBT EBR WBL WBT
Capacity (veh/h) 632 - - 1181 -
HCM Lane V/C Ratio 0.026 - - 0.005 -
HCM Ctrl Dly (s/v) 10.9 - - 8.1 -
HCM Lane LOS B - - A -
HCM 95th %tile Q(veh) 0.1 - - 0 -
HCM 7th TWSC
5: Royal Linda Dr & Cathedral Oaks Rd 01/30/2026
Future 2050 (AM) 4:39 pm 01/30/2026 Future Synchro 12 Report

Page 8 ends

Intersection
Int Delay, s/veh 0.3
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 330 5 5 165 5 5
Future Vol, veh/h 330 5 5 165 5 5
Conflicting Peds, #/hr0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - 100 - 0 -
Veh in Median Storage, #0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 87 87 87 87 87 87
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 379 6 6 190 6 6
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 385 0 583 382
Stage 1 - - - - 382 -
Stage 2 - - - - 201 -
Critical Hdwy - - 4.12 - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy - - 2.218 - 3.5183.318
Pot Cap-1 Maneuver - - 1173 - 474 665
Stage 1 - - - - 690 -
Stage 2 - - - - 833 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver- - 1173 - 472 665
Mov Cap-2 Maneuver- - - - 554 -
Stage 1 - - - - 690 -
Stage 2 - - - - 829 -
Approach EB WB NB
HCM Ctrl Dly, s/v 0 0.24 11.07

HCM LOS B
Minor Lane/Major MvmtNBLn1 EBT EBR WBL WBT
Capacity (veh/h) 605 - - 1173 -
HCM Lane V/C Ratio 0.019 - - 0.005 -
HCM Ctrl Dly (s/v) 11.1 - - 8.1 -
HCM Lane LOS B - - A -
HCM 95th %tile Q(veh) 0.1 - - 0 -
HCM 7th TWSC
6: Evergreen Dr/Northgate Dr & Cathedral Oaks Rd 01/30/2026 Future 2050 (AM) 4:39 pm 01/30/2026 Future Synchro 12 Report

Page 9 ends

Intersection
Int Delay, s/veh 3.4
Movement EBL EBT EBR WBL WBTWBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 5 240 10 40 115 10 15 5 65 25 5 10
Future Vol, veh/h 5 240 10 40 115 10 15 5 65 25 5 10
Conflicting Peds, #/hr0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None
Storage Length 160 - - 80 - - - - - - - -
Veh in Median Storage, #- 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 89 89 89 89 89 89 89 89 89 89 89 89
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 6 270 11 45 129 11 17 6 73 28 6 11
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All140 0 0 281 0 0 508 517 275 508 517 135 Stage 1 - - - - - - 287 287 - 225 225 -
Stage 2 - - - - - - 222 230 - 284 292 -
Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.5184.0183.3183.5184.0183.318 Pot Cap-1 Maneuver1443 - - 1282 - - 475 462 763 475 462 914 Stage 1 - - - - - - 721 675 - 778 718 -
Stage 2 - - - - - - 781 714 - 723 671 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver1443 - - 1282 - - 446 444 763 408 444 914 Mov Cap-2 Maneuver- - - - - - 446 444 - 408 444 -
Stage 1 - - - - - - 718 672 - 751 693 -
Stage 2 - - - - - - 738 689 - 646 668 -
Approach EB WB NB SB
HCM Ctrl Dly, s/v 0.15 1.92 11.45 13.29

HCM LOS B B
Minor Lane/Major MvmtNBLn1 EBL EBT EBR WBL WBTWBRSBLn1
Capacity (veh/h) 654 1443 - - 1282 - - 479
HCM Lane V/C Ratio 0.1460.004 - - 0.035 - - 0.094
HCM Ctrl Dly (s/v) 11.4 7.5 - - 7.9 - - 13.3
HCM Lane LOS B A - - A - - B
HCM 95th %tile Q(veh) 0.5 0 - - 0.1 - - 0.3
HCM 7th TWSC
7: School Driveway & Cathedral Oaks Rd 01/30/2026
Future 2050 (AM) 4:39 pm 01/30/2026 Future Synchro 12 Report

Page 10 ends

Intersection
Int Delay, s/veh 3.4
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 440 40 220 370 0 150
Future Vol, veh/h 440 40 220 370 0 150
Conflicting Peds, #/hr0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - 200 - - 0
Veh in Median Storage, #0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 478 43 239 402 0 163
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 522 0 - 500
Stage 1 - - - - - -
Stage 2 - - - - - -
Critical Hdwy - - 4.12 - - 6.22
Critical Hdwy Stg 1 - - - - - -
Critical Hdwy Stg 2 - - - - - -
Follow-up Hdwy - - 2.218 - - 3.318
Pot Cap-1 Maneuver - - 1045 - 0 571
Stage 1 - - - - 0 -
Stage 2 - - - - 0 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver- - 1045 - - 571
Mov Cap-2 Maneuver- - - - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB WB NB
HCM Ctrl Dly, s/v 0 3.53 13.81

HCM LOS B
Minor Lane/Major MvmtNBLn1 EBT EBR WBL WBT
Capacity (veh/h) 571 - - 1045 -
HCM Lane V/C Ratio 0.286 - - 0.229 -
HCM Ctrl Dly (s/v) 13.8 - - 9.5 -
HCM Lane LOS B - - A -
HCM 95th %tile Q(veh) 1.2 - - 0.9 -
Queues
1: Glenn Annie Rd & Cathedral Oaks Rd 01/30/2026
Future 2050 (PM) 5:07 pm 01/30/2026 Future Synchro 12 Report

Page 1 ends

Lane Group EBL EBT WBL WBT NBL NBT SBL SBT
Lane Group Flow (vph) 17 552 132 259 230 63 46 69
v/c Ratio 0.08 0.74 0.49 0.25 0.66 0.13 0.13 0.14
Control Delay (s/veh) 39.7 25.6 41.2 10.3 36.4 22.7 25.1 19.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay (s/veh) 39.7 25.6 41.2 10.3 36.4 22.7 25.1 19.9 Queue Length 50th (ft) 7 198 55 45 93 20 16 18
Queue Length 95th (ft) 31 372 138 144 199 57 48 55
Internal Link Dist (ft) 1258 1351 748 569
Turn Bay Length (ft) 290 200 80 60
Base Capacity (vph) 223 1165 347 1307 627 871 622 846
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.08 0.47 0.38 0.20 0.37 0.07 0.07 0.08 Intersection Summary
HCM 7th Signalized Intersection Summary
1: Glenn Annie Rd & Cathedral Oaks Rd 01/30/2026
Future 2050 (PM) 5:07 pm 01/30/2026 Future Synchro 12 Report

Page 2 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 15 300 180 115 200 25 200 50 5 40 45 15 Future Volume (veh/h) 15 300 180 115 200 25 200 50 5 40 45 15 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1885 1885 1885 1885 1885 1885 1885 1885 1885 1885 1885 1885 Adj Flow Rate, veh/h 17 345 207 132 230 29 230 57 0 46 52 17 Peak Hour Factor 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 Percent Heavy Veh, % 1 1 1 1 1 1 1 1 1 1 1 1
Cap, veh/h 52 426 256 172 731 92 413 458 425 330 108
Arrive On Green 0.03 0.39 0.39 0.10 0.45 0.45 0.24 0.24 0.00 0.24 0.24 0.24 Sat Flow, veh/h 1795 1104 662 1795 1641 207 1342 1885 0 1357 1360 445 Grp Volume(v), veh/h 17 0 552 132 0 259 230 57 0 46 0 69 Grp Sat Flow(s),veh/h/ln1795 0 1766 1795 0 1848 1342 1885 0 1357 0 1805 Q Serve(g_s), s 0.5 0.0 15.8 4.1 0.0 5.1 9.2 1.3 0.0 1.6 0.0 1.7 Cycle Q Clear(g_c), s 0.5 0.0 15.8 4.1 0.0 5.1 10.9 1.3 0.0 2.9 0.0 1.7 Prop In Lane 1.00 0.38 1.00 0.11 1.00 0.00 1.00 0.25
Lane Grp Cap(c), veh/h 52 0 681 172 0 823 413 458 425 0 438 V/C Ratio(X) 0.33 0.00 0.81 0.77 0.00 0.31 0.56 0.12 0.11 0.00 0.16 Avail Cap(c_a), veh/h 251 0 1338 390 0 1544 789 986 795 0 931 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh26.9 0.0 15.5 25.0 0.0 10.1 21.2 16.7 0.0 17.9 0.0 16.9 Incr Delay (d2), s/veh 3.6 0.0 2.4 7.0 0.0 0.2 1.2 0.1 0.0 0.1 0.0 0.2 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.3 0.0 5.9 1.8 0.0 1.6 2.6 0.5 0.0 0.4 0.0 0.6 Unsig. Movement Delay, s/veh 19.30
LnGrp Delay(d), s/veh 30.5 0.0 17.9 31.9 0.0 10.3 22.4 16.9 19.3 18.0 0.0 17.0 LnGrp LOS C B C B C B B B B
Approach Vol, veh/h 569 391 293 115
Approach Delay, s/veh 18.3 17.6 21.2 17.4
Approach LOS B B C B
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s10.1 26.9 19.5 6.7 30.3 19.5
Change Period (Y+Rc), s4.7 5.1 5.8 5.1 * 5.1 * 5.8
Max Green Setting (Gmax), s12.3 42.9 29.2 7.9 * 47 * 30 Max Q Clear Time (g_c+I1), s6.1 17.8 4.9 2.5 7.1 12.9
Green Ext Time (p_c), s 0.1 4.0 0.4 0.0 1.4 0.9
Intersection Summary
HCM 7th Control Delay, s/veh 18.7
HCM 7th LOS B
Notes
* HCM 7th computational engine requires equal clearance times for the phases crossing the barrier.

Unsignalized Delay for [NBR] is included in calculations of the approach delay and intersection delay.

Queues
2: Alameda Ave & Cathedral Oaks Rd 01/30/2026
Future 2050 (PM) 5:07 pm 01/30/2026 Future Synchro 12 Report

Page 3 ends

Lane Group EBT WBL WBT NBL NBR
Lane Group Flow (vph) 328 75 355 38 97
v/c Ratio 0.38 0.22 0.27 0.13 0.14
Control Delay (s/veh) 12.5 18.3 4.1 18.2 3.0
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay (s/veh) 12.5 18.3 4.1 18.2 3.0
Queue Length 50th (ft) 60 15 30 8 0
Queue Length 95th (ft) 131 49 66 31 20
Internal Link Dist (ft) 660 399 500
Turn Bay Length (ft) 260 120
Base Capacity (vph) 1189 412 1693 1126 1038
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.28 0.18 0.21 0.03 0.09
Intersection Summary
HCM 7th Signalized Intersection Summary
2: Alameda Ave & Cathedral Oaks Rd 01/30/2026
Future 2050 (PM) 5:07 pm 01/30/2026 Future Synchro 12 Report

Page 4 ends

Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 260 45 70 330 35 90
Future Volume (veh/h) 260 45 70 330 35 90
Initial Q (Qb), veh 0 0 0 0 0 0
Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856
Adj Flow Rate, veh/h 280 48 75 355 38 97
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 3 3 3 3 3 3
Cap, veh/h 441 76 191 1016 237 211
Arrive On Green 0.29 0.29 0.11 0.55 0.13 0.13
Sat Flow, veh/h 1543 265 1767 1856 1767 1572
Grp Volume(v), veh/h 0 328 75 355 38 97
Grp Sat Flow(s),veh/h/ln 0 1808 1767 1856 1767 1572
Q Serve(g_s), s 0.0 4.8 1.2 3.3 0.6 1.7
Cycle Q Clear(g_c), s 0.0 4.8 1.2 3.3 0.6 1.7
Prop In Lane 0.15 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 0 516 191 1016 237 211
V/C Ratio(X) 0.00 0.64 0.39 0.35 0.16 0.46
Avail Cap(c_a), veh/h 0 1536 539 2453 1472 1310
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 0.0 9.5 12.7 3.9 11.7 12.2
Incr Delay (d2), s/veh 0.0 1.3 1.3 0.2 0.3 1.6
Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln0.0 1.5 0.4 0.5 0.2 0.6
Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 0.0 10.8 14.0 4.1 12.0 13.7
LnGrp LOS B B A B B
Approach Vol, veh/h 328 430 135
Approach Delay, s/veh 10.8 5.8 13.2
Approach LOS B A B
Timer - Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s8.0 13.8 21.8 8.7
Change Period (Y+Rc), s4.7 5.1 * 5.1 4.6
Max Green Setting (Gmax), s9.3 25.9 * 40 25.4
Max Q Clear Time (g_c+I1), s3.2 6.8 5.3 3.7
Green Ext Time (p_c), s 0.1 1.9 2.3 0.4
Intersection Summary
HCM 7th Control Delay, s/veh 8.8
HCM 7th LOS A
Notes
* HCM 7th computational engine requires equal clearance times for the phases crossing the barrier.

HCM 7th TWSC
3: Placer Drive & Cathedral Oaks Rd 01/30/2026
Future 2050 (PM) 5:07 pm 01/30/2026 Future Synchro 12 Report

Page 5 ends

Intersection
Int Delay, s/veh 1.7
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 260 20 60 300 15 45
Future Vol, veh/h 260 20 60 300 15 45
Conflicting Peds, #/hr0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - 160 - 0 -
Veh in Median Storage, #0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 84 80 84 84 84 84
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 310 25 71 357 18 54
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 335 0 822 322
Stage 1 - - - - 322 -
Stage 2 - - - - 500 -
Critical Hdwy - - 4.12 - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy - - 2.218 - 3.5183.318
Pot Cap-1 Maneuver - - 1225 - 344 719
Stage 1 - - - - 735 -
Stage 2 - - - - 609 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver- - 1225 - 324 719
Mov Cap-2 Maneuver- - - - 437 -
Stage 1 - - - - 735 -
Stage 2 - - - - 574 -
Approach EB WB NB
HCM Ctrl Dly, s/v 0 1.35 11.57

HCM LOS B
Minor Lane/Major MvmtNBLn1 EBT EBR WBL WBT
Capacity (veh/h) 619 - - 1225 -
HCM Lane V/C Ratio 0.115 - - 0.058 -
HCM Ctrl Dly (s/v) 11.6 - - 8.1 -
HCM Lane LOS B - - A -
HCM 95th %tile Q(veh) 0.4 - - 0.2 -
HCM 7th TWSC
4: King Daniel Ln & Cathedral Oaks Rd 01/30/2026
Future 2050 (PM) 5:07 pm 01/30/2026 Future Synchro 12 Report

Page 6 ends

Intersection
Int Delay, s/veh 0.3
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 275 5 10 310 5 5
Future Vol, veh/h 275 5 10 310 5 5
Conflicting Peds, #/hr0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - 60 - 0 -
Veh in Median Storage, #0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 90 90 90 90 90 90
Heavy Vehicles, % 1 1 1 1 1 1
Mvmt Flow 306 6 11 344 6 6
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 311 0 675 308
Stage 1 - - - - 308 -
Stage 2 - - - - 367 -
Critical Hdwy - - 4.11 - 6.41 6.21
Critical Hdwy Stg 1 - - - - 5.41 -
Critical Hdwy Stg 2 - - - - 5.41 -
Follow-up Hdwy - - 2.209 - 3.5093.309
Pot Cap-1 Maneuver - - 1255 - 421 734
Stage 1 - - - - 747 -
Stage 2 - - - - 703 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver- - 1255 - 417 734
Mov Cap-2 Maneuver- - - - 519 -
Stage 1 - - - - 747 -
Stage 2 - - - - 697 -
Approach EB WB NB
HCM Ctrl Dly, s/v 0 0.25 11.03

HCM LOS B
Minor Lane/Major MvmtNBLn1 EBT EBR WBL WBT
Capacity (veh/h) 608 - - 1255 -
HCM Lane V/C Ratio 0.018 - - 0.009 -
HCM Ctrl Dly (s/v) 11 - - 7.9 -
HCM Lane LOS B - - A -
HCM 95th %tile Q(veh) 0.1 - - 0 -
HCM 7th TWSC
5: Royal Linda Dr & Cathedral Oaks Rd 01/30/2026
Future 2050 (PM) 5:07 pm 01/30/2026 Future Synchro 12 Report

Page 7 ends

Intersection
Int Delay, s/veh 0.2
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 270 5 5 305 5 5
Future Vol, veh/h 270 5 5 305 5 5
Conflicting Peds, #/hr0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - 100 - 0 -
Veh in Median Storage, #0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 293 5 5 332 5 5
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 299 0 639 296
Stage 1 - - - - 296 -
Stage 2 - - - - 342 -
Critical Hdwy - - 4.12 - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy - - 2.218 - 3.5183.318
Pot Cap-1 Maneuver - - 1262 - 440 743
Stage 1 - - - - 755 -
Stage 2 - - - - 719 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver- - 1262 - 439 743
Mov Cap-2 Maneuver- - - - 535 -
Stage 1 - - - - 755 -
Stage 2 - - - - 716 -
Approach EB WB NB
HCM Ctrl Dly, s/v 0 0.13 10.89

HCM LOS B
Minor Lane/Major MvmtNBLn1 EBT EBR WBL WBT
Capacity (veh/h) 622 - - 1262 -
HCM Lane V/C Ratio 0.017 - - 0.004 -
HCM Ctrl Dly (s/v) 10.9 - - 7.9 -
HCM Lane LOS B - - A -
HCM 95th %tile Q(veh) 0.1 - - 0 -
HCM 7th TWSC
6: Evergreen Dr/Northgate Dr & Cathedral Oaks Rd 01/30/2026 Future 2050 (PM) 5:07 pm 01/30/2026 Future Synchro 12 Report

Page 8 ends

Intersection
Int Delay, s/veh 3.5
Movement EBL EBT EBR WBL WBTWBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 15 185 20 60 220 25 25 5 70 20 5 5
Future Vol, veh/h 15 185 20 60 220 25 25 5 70 20 5 5
Conflicting Peds, #/hr0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None
Storage Length 160 - - 80 - - - - - - - -
Veh in Median Storage, #- 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 16 199 22 65 237 27 27 5 75 22 5 5
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All263 0 0 220 0 0 610 634 210 613 632 250 Stage 1 - - - - - - 242 242 - 379 379 -
Stage 2 - - - - - - 368 392 - 234 253 -
Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.5184.0183.3183.5184.0183.318 Pot Cap-1 Maneuver1301 - - 1349 - - 406 396 831 405 398 789 Stage 1 - - - - - - 762 706 - 643 614 -
Stage 2 - - - - - - 651 606 - 769 698 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver1301 - - 1349 - - 374 373 831 341 374 789 Mov Cap-2 Maneuver- - - - - - 374 373 - 341 374 -
Stage 1 - - - - - - 752 697 - 612 585 -
Stage 2 - - - - - - 610 577 - 685 689 -
Approach EB WB NB SB
HCM Ctrl Dly, s/v 0.53 1.54 12.19 15.26

HCM LOS B C
Minor Lane/Major MvmtNBLn1 EBL EBT EBR WBL WBTWBRSBLn1
Capacity (veh/h) 608 1301 - - 1349 - - 383
HCM Lane V/C Ratio 0.1770.012 - - 0.048 - - 0.084
HCM Ctrl Dly (s/v) 12.2 7.8 - - 7.8 - - 15.3
HCM Lane LOS B A - - A - - C
HCM 95th %tile Q(veh) 0.6 0 - - 0.2 - - 0.3
HCM 7th TWSC
7: School Driveway & Cathedral Oaks Rd 01/30/2026
Future 2050 (PM) 5:07 pm 01/30/2026 Future Synchro 12 Report

Page 9 ends

Intersection
Int Delay, s/veh 3.3
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 270 80 20 400 0 240
Future Vol, veh/h 270 80 20 400 0 240
Conflicting Peds, #/hr0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - 200 - - 0
Veh in Median Storage, #0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 293 87 22 435 0 261
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 380 0 - 337
Stage 1 - - - - - -
Stage 2 - - - - - -
Critical Hdwy - - 4.12 - - 6.22
Critical Hdwy Stg 1 - - - - - -
Critical Hdwy Stg 2 - - - - - -
Follow-up Hdwy - - 2.218 - - 3.318
Pot Cap-1 Maneuver - - 1178 - 0 705
Stage 1 - - - - 0 -
Stage 2 - - - - 0 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver- - 1178 - - 705
Mov Cap-2 Maneuver- - - - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB WB NB
HCM Ctrl Dly, s/v 0 0.39 13.07

HCM LOS B
Minor Lane/Major MvmtNBLn1 EBT EBR WBL WBT
Capacity (veh/h) 705 - - 1178 -
HCM Lane V/C Ratio 0.37 - - 0.018 -
HCM Ctrl Dly (s/v) 13.1 - - 8.1 -
HCM Lane LOS B - - A -
HCM 95th %tile Q(veh) 1.7 - - 0.1 -

PROJECT NAME • NAME OF MEMORANDUM • DATE

APPENDIX B: SYNCHRO 12 HCM 7 REPORTS – FUTURE

WITH DEVELOPMENT

Queues
1: Glenn Annie Rd & Cathedral Oaks Rd 01/30/2026
Future 2050 + Development (AM) 6:53 pm 01/30/2026 AM FDSynchro 12 Report

Page 1 ends

Lane Group EBL EBT WBL WBT NBL NBT SBL SBT
Lane Group Flow (vph) 40 699 85 415 307 160 45 182
v/c Ratio 0.27 0.86 0.51 0.45 0.80 0.26 0.11 0.29
Control Delay (s/veh) 63.0 40.6 68.8 23.3 52.3 19.6 30.0 28.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay (s/veh) 63.0 40.6 68.8 23.3 52.3 19.6 30.0 28.2 Queue Length 50th (ft) 30 470 64 214 218 54 24 94
Queue Length 95th (ft) 74 715 133 351 361 113 56 165
Internal Link Dist (ft) 1258 1351 748 569
Turn Bay Length (ft) 290 200 80 60
Base Capacity (vph) 195 1112 202 1162 572 898 590 911
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.21 0.63 0.42 0.36 0.54 0.18 0.08 0.20 Intersection Summary
HCM 7th Signalized Intersection Summary
1: Glenn Annie Rd & Cathedral Oaks Rd 01/30/2026
Future 2050 + Development (AM) 6:53 pm 01/30/2026 AM FDSynchro 12 Report

Page 2 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 35 415 200 75 350 15 270 55 85 40 110 50 Future Volume (veh/h) 35 415 200 75 350 15 270 55 85 40 110 50 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1885 1885 1885 1885 1885 1885 1885 1885 1885 1885 1885 1885 Adj Flow Rate, veh/h 40 472 227 85 398 17 307 63 0 45 125 57 Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Percent Heavy Veh, % 1 1 1 1 1 1 1 1 1 1 1 1
Cap, veh/h 83 525 252 109 802 34 406 661 513 430 196
Arrive On Green 0.05 0.44 0.44 0.06 0.45 0.45 0.35 0.35 0.00 0.35 0.35 0.35 Sat Flow, veh/h 1795 1203 578 1795 1795 77 1211 1885 0 1350 1226 559 Grp Volume(v), veh/h 40 0 699 85 0 415 307 63 0 45 0 182 Grp Sat Flow(s),veh/h/ln1795 0 1781 1795 0 1871 1211 1885 0 1350 0 1785 Q Serve(g_s), s 2.2 0.0 37.4 4.8 0.0 16.2 25.2 2.3 0.0 2.4 0.0 7.6 Cycle Q Clear(g_c), s 2.2 0.0 37.4 4.8 0.0 16.2 32.8 2.3 0.0 4.7 0.0 7.6 Prop In Lane 1.00 0.32 1.00 0.04 1.00 0.00 1.00 0.31
Lane Grp Cap(c), veh/h 83 0 777 109 0 836 406 661 513 0 626 V/C Ratio(X) 0.48 0.00 0.90 0.78 0.00 0.50 0.76 0.10 0.09 0.00 0.29 Avail Cap(c_a), veh/h 191 0 1091 198 0 1153 578 929 700 0 872 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh47.8 0.0 26.8 47.5 0.0 20.2 35.9 22.4 0.0 24.0 0.0 24.1 Incr Delay (d2), s/veh 4.2 0.0 7.7 11.3 0.0 0.5 3.5 0.1 0.0 0.1 0.0 0.3 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln1.1 0.0 16.8 2.4 0.0 6.6 7.5 1.0 0.0 0.7 0.0 3.1 Unsig. Movement Delay, s/veh 19.40
LnGrp Delay(d), s/veh 52.0 0.0 34.6 58.8 0.0 20.6 39.5 22.4 19.4 24.0 0.0 24.4 LnGrp LOS D C E C D C B C C
Approach Vol, veh/h 739 500 467 227
Approach Delay, s/veh 35.5 27.1 33.0 24.3
Approach LOS D C C C
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s10.9 49.9 41.8 9.9 51.0 41.8
Change Period (Y+Rc), s4.7 5.1 5.8 5.1 * 5.1 * 5.8
Max Green Setting (Gmax), s11.3 62.9 50.2 10.9 * 63 * 51 Max Q Clear Time (g_c+I1), s6.8 39.4 9.6 4.2 18.2 34.8
Green Ext Time (p_c), s 0.1 5.4 1.1 0.0 2.5 1.3
Intersection Summary
HCM 7th Control Delay, s/veh 31.4
HCM 7th LOS C
Notes
* HCM 7th computational engine requires equal clearance times for the phases crossing the barrier.

Unsignalized Delay for [NBR] is included in calculations of the approach delay and intersection delay.

Queues
2: Alameda Ave & Cathedral Oaks Rd 01/30/2026
Future 2050 + Development (AM) 6:53 pm 01/30/2026 AM FDSynchro 12 Report

Page 3 ends

Lane Group EBL EBT WBL WBT NBL NBT SBL SBT
Lane Group Flow (vph) 22 493 192 319 55 104 304 92
v/c Ratio 0.16 0.84 0.72 0.36 0.35 0.47 0.77 0.22
Control Delay (s/veh) 45.6 44.9 54.8 19.3 47.4 21.4 47.7 22.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay (s/veh) 45.6 44.9 54.8 19.3 47.4 21.4 47.7 22.9 Queue Length 50th (ft) 13 274 112 103 32 13 173 31
Queue Length 95th (ft) 39 329 157 182 58 64 278 74
Internal Link Dist (ft) 660 399 500 318
Turn Bay Length (ft) 80 260 80 250
Base Capacity (vph) 152 584 291 878 483 509 488 502
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.14 0.84 0.66 0.36 0.11 0.20 0.62 0.18 Intersection Summary
HCM 7th Signalized Intersection Summary
2: Alameda Ave & Cathedral Oaks Rd 01/30/2026
Future 2050 + Development (AM) 6:53 pm 01/30/2026 AM FDSynchro 12 Report

Page 4 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 20 255 105 140 205 35 40 20 60 280 50 35 Future Volume (veh/h) 20 255 105 140 205 35 40 20 60 280 50 35 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1856 1856 1856 1856 1870 1856 1870 1856 1870 1870 1870 Adj Flow Rate, veh/h 22 349 144 192 281 38 55 22 82 304 54 38 Peak Hour Factor 0.92 0.73 0.73 0.73 0.73 0.92 0.73 0.92 0.73 0.92 0.92 0.92 Percent Heavy Veh, % 2 3 3 3 3 2 3 2 3 2 2 2
Cap, veh/h 61 396 163 235 657 89 165 32 121 366 210 148 Arrive On Green 0.03 0.32 0.32 0.13 0.41 0.41 0.09 0.09 0.09 0.21 0.21 0.21 Sat Flow, veh/h 1781 1248 515 1767 1600 216 1767 346 1291 1781 1022 719 Grp Volume(v), veh/h 22 0 493 192 0 319 55 0 104 304 0 92 Grp Sat Flow(s),veh/h/ln1781 0 1763 1767 0 1817 1767 0 1638 1781 0 1741 Q Serve(g_s), s 0.9 0.0 20.1 8.0 0.0 9.5 2.2 0.0 4.7 12.4 0.0 3.4 Cycle Q Clear(g_c), s 0.9 0.0 20.1 8.0 0.0 9.5 2.2 0.0 4.7 12.4 0.0 3.4 Prop In Lane 1.00 0.29 1.00 0.12 1.00 0.79 1.00 0.41
Lane Grp Cap(c), veh/h 61 0 560 235 0 746 165 0 153 366 0 357 V/C Ratio(X) 0.36 0.00 0.88 0.82 0.00 0.43 0.33 0.00 0.68 0.83 0.00 0.26 Avail Cap(c_a), veh/h 186 0 696 357 0 895 593 0 550 598 0 584 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh35.7 0.0 24.5 31.9 0.0 15.9 32.1 0.0 33.2 28.8 0.0 25.2 Incr Delay (d2), s/veh 3.6 0.0 10.7 8.6 0.0 0.4 1.2 0.0 5.2 5.2 0.0 0.4 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.4 0.0 9.5 3.9 0.0 3.7 1.0 0.0 2.0 5.7 0.0 1.4 Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 39.3 0.0 35.2 40.5 0.0 16.3 33.3 0.0 38.4 34.0 0.0 25.6 LnGrp LOS D D D B C D C C
Approach Vol, veh/h 515 511 159 396
Approach Delay, s/veh 35.4 25.4 36.6 32.1
Approach LOS D C D C
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s14.8 29.1 20.1 7.7 36.2 11.7
Change Period (Y+Rc), s4.7 5.1 4.6 5.1 * 5.1 4.6
Max Green Setting (Gmax), s15.3 29.9 25.4 7.9 * 37 25.4 Max Q Clear Time (g_c+I1), s10.0 22.1 14.4 2.9 11.5 6.7 Green Ext Time (p_c), s 0.2 2.0 1.2 0.0 2.0 0.7
Intersection Summary
HCM 7th Control Delay, s/veh 31.5
HCM 7th LOS C
Notes
User approved pedestrian interval to be less than phase max green. * HCM 7th computational engine requires equal clearance times for the phases crossing the barrier.

HCM 7th TWSC
3: Placer Drive & Cathedral Oaks Rd 01/30/2026
Future 2050 + Development (AM) 6:53 pm 01/30/2026 AM FDSynchro 12 Report

Page 5 ends

Intersection
Int Delay, s/veh 3.4
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 305 40 115 165 35 75
Future Vol, veh/h 305 40 115 165 35 75
Conflicting Peds, #/hr0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - 160 - 0 -
Veh in Median Storage, #0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 84 80 84 84 84 84
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 363 50 137 196 42 89
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 413 0 858 388
Stage 1 - - - - 388 -
Stage 2 - - - - 470 -
Critical Hdwy - - 4.12 - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy - - 2.218 - 3.5183.318
Pot Cap-1 Maneuver - - 1146 - 327 660
Stage 1 - - - - 685 -
Stage 2 - - - - 629 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver- - 1146 - 288 660
Mov Cap-2 Maneuver- - - - 408 -
Stage 1 - - - - 685 -
Stage 2 - - - - 554 -
Approach EB WB NB
HCM Ctrl Dly, s/v 0 3.52 13.54

HCM LOS B
Minor Lane/Major MvmtNBLn1 EBT EBR WBL WBT
Capacity (veh/h) 552 - - 1146 -
HCM Lane V/C Ratio 0.237 - - 0.119 -
HCM Ctrl Dly (s/v) 13.5 - - 8.6 -
HCM Lane LOS B - - A -
HCM 95th %tile Q(veh) 0.9 - - 0.4 -
HCM 7th TWSC
4: King Daniel Ln & Cathedral Oaks Rd 01/30/2026
Future 2050 + Development (AM) 6:53 pm 01/30/2026 AM FDSynchro 12 Report

Page 6 ends

Intersection
Int Delay, s/veh 1.4
Movement EBL EBT EBR WBL WBTWBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 5 310 5 5 180 10 5 5 5 30 5 5
Future Vol, veh/h 5 310 5 5 180 10 5 5 5 30 5 5
Conflicting Peds, #/hr0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None
Storage Length 60 - - 60 - - - - - - - -
Veh in Median Storage, #- 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 90 90 90 90 92 90 92 90 92 92 92
Heavy Vehicles, % 2 3 3 3 3 2 3 2 3 2 2 2
Mvmt Flow 5 344 6 6 200 11 6 5 6 33 5 5
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All211 0 0 350 0 0 572 580 347 575 577 205 Stage 1 - - - - - - 358 358 - 217 217 -
Stage 2 - - - - - - 214 222 - 358 361 -
Critical Hdwy 4.12 - - 4.13 - - 7.13 6.52 6.23 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 6.13 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - - - - - 6.13 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.227 - - 3.5274.0183.3273.5184.0183.318 Pot Cap-1 Maneuver1360 - - 1203 - - 430 426 694 429 427 835 Stage 1 - - - - - - 658 628 - 786 724 -
Stage 2 - - - - - - 786 720 - 660 626 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver1360 - - 1203 - - 418 422 694 417 423 835 Mov Cap-2 Maneuver- - - - - - 418 422 - 417 423 -
Stage 1 - - - - - - 655 625 - 782 720 -
Stage 2 - - - - - - 771 716 - 646 623 -
Approach EB WB NB SB
HCM Ctrl Dly, s/v 0.12 0.21 12.7 13.95

HCM LOS B B
Minor Lane/Major MvmtNBLn1 EBL EBT EBR WBL WBTWBRSBLn1
Capacity (veh/h) 484 1360 - - 1203 - - 446
HCM Lane V/C Ratio 0.0340.004 - - 0.005 - - 0.098
HCM Ctrl Dly (s/v) 12.7 7.7 - - 8 - - 14
HCM Lane LOS B A - - A - - B
HCM 95th %tile Q(veh) 0.1 0 - - 0 - - 0.3
HCM 7th TWSC
5: Royal Linda Dr & Cathedral Oaks Rd 01/30/2026
Future 2050 + Development (AM) 6:53 pm 01/30/2026 AM FDSynchro 12 Report

Page 7 ends

Intersection
Int Delay, s/veh 0.3
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 310 5 5 185 5 5
Future Vol, veh/h 310 5 5 185 5 5
Conflicting Peds, #/hr0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - 100 - 0 -
Veh in Median Storage, #0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 87 87 87 87 87 87
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 356 6 6 213 6 6
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 362 0 583 359
Stage 1 - - - - 359 -
Stage 2 - - - - 224 -
Critical Hdwy - - 4.12 - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy - - 2.218 - 3.5183.318
Pot Cap-1 Maneuver - - 1197 - 474 685
Stage 1 - - - - 707 -
Stage 2 - - - - 813 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver- - 1197 - 472 685
Mov Cap-2 Maneuver- - - - 557 -
Stage 1 - - - - 707 -
Stage 2 - - - - 809 -
Approach EB WB NB
HCM Ctrl Dly, s/v 0 0.21 10.97

HCM LOS B
Minor Lane/Major MvmtNBLn1 EBT EBR WBL WBT
Capacity (veh/h) 615 - - 1197 -
HCM Lane V/C Ratio 0.019 - - 0.005 -
HCM Ctrl Dly (s/v) 11 - - 8 -
HCM Lane LOS B - - A -
HCM 95th %tile Q(veh) 0.1 - - 0 -
HCM 7th TWSC
6: Evergreen Dr/Northgate Dr & Cathedral Oaks Rd 01/30/2026 Future 2050 + Development (AM) 6:53 pm 01/30/2026 AM FDSynchro 12 Report

Page 8 ends

Intersection
Int Delay, s/veh 3.3
Movement EBL EBT EBR WBL WBTWBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 5 220 10 40 135 10 15 5 65 25 5 5
Future Vol, veh/h 5 220 10 40 135 10 15 5 65 25 5 5
Conflicting Peds, #/hr0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None
Storage Length 160 - - 80 - - - - - - - -
Veh in Median Storage, #- 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 89 89 89 89 89 89 89 89 89 89 89 89
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 6 247 11 45 152 11 17 6 73 28 6 6
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All163 0 0 258 0 0 508 517 253 508 517 157 Stage 1 - - - - - - 264 264 - 247 247 -
Stage 2 - - - - - - 244 253 - 261 270 -
Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.5184.0183.3183.5184.0183.318 Pot Cap-1 Maneuver1416 - - 1306 - - 475 462 786 475 462 888 Stage 1 - - - - - - 741 690 - 757 702 -
Stage 2 - - - - - - 759 698 - 744 686 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver1416 - - 1306 - - 448 445 786 409 445 888 Mov Cap-2 Maneuver- - - - - - 448 445 - 409 445 -
Stage 1 - - - - - - 738 687 - 731 678 -
Stage 2 - - - - - - 722 674 - 666 683 -
Approach EB WB NB SB
HCM Ctrl Dly, s/v 0.16 1.7 11.3 13.78

HCM LOS B B
Minor Lane/Major MvmtNBLn1 EBL EBT EBR WBL WBTWBRSBLn1
Capacity (veh/h) 667 1416 - - 1306 - - 449
HCM Lane V/C Ratio 0.1430.004 - - 0.034 - - 0.088
HCM Ctrl Dly (s/v) 11.3 7.6 - - 7.9 - - 13.8
HCM Lane LOS B A - - A - - B
HCM 95th %tile Q(veh) 0.5 0 - - 0.1 - - 0.3
HCM 7th TWSC
7: School Driveway & Cathedral Oaks Rd 01/30/2026
Future 2050 + Development (AM) 6:53 pm 01/30/2026 AM FDSynchro 12 Report

Page 9 ends

Intersection
Int Delay, s/veh 3.4
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 505 60 230 420 0 150
Future Vol, veh/h 505 60 230 420 0 150
Conflicting Peds, #/hr0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - 200 - - 0
Veh in Median Storage, #0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 549 65 250 457 0 163
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 614 0 - 582
Stage 1 - - - - - -
Stage 2 - - - - - -
Critical Hdwy - - 4.12 - - 6.22
Critical Hdwy Stg 1 - - - - - -
Critical Hdwy Stg 2 - - - - - -
Follow-up Hdwy - - 2.218 - - 3.318
Pot Cap-1 Maneuver - - 965 - 0 513
Stage 1 - - - - 0 -
Stage 2 - - - - 0 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver- - 965 - - 513
Mov Cap-2 Maneuver- - - - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB WB NB
HCM Ctrl Dly, s/v 0 3.55 15.25

HCM LOS C
Minor Lane/Major MvmtNBLn1 EBT EBR WBL WBT
Capacity (veh/h) 513 - - 965 -
HCM Lane V/C Ratio 0.318 - - 0.259 -
HCM Ctrl Dly (s/v) 15.2 - - 10 -
HCM Lane LOS C - - B -
HCM 95th %tile Q(veh) 1.4 - - 1 -
Queues
1: Glenn Annie Rd & Cathedral Oaks Rd 01/30/2026
Future 2050 + Development (PM) 7:41 pm 01/30/2026 PM FDSynchro 12 Report

Page 1 ends

Lane Group EBL EBT WBL WBT NBL NBT SBL SBT
Lane Group Flow (vph) 34 586 126 350 264 391 52 143
v/c Ratio 0.18 0.81 0.48 0.39 0.71 0.71 0.33 0.27
Control Delay (s/veh) 43.5 31.5 43.9 16.4 40.2 32.1 32.7 23.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay (s/veh) 43.5 31.5 43.9 16.4 40.2 32.1 32.7 23.4 Queue Length 50th (ft) 17 252 63 120 126 164 22 50
Queue Length 95th (ft) 50 426 130 203 232 286 59 105
Internal Link Dist (ft) 1258 1351 748 569
Turn Bay Length (ft) 290 200 80 60
Base Capacity (vph) 203 1020 368 1167 553 797 239 796
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.17 0.57 0.34 0.30 0.48 0.49 0.22 0.18 Intersection Summary
HCM 7th Signalized Intersection Summary
1: Glenn Annie Rd & Cathedral Oaks Rd 01/30/2026
Future 2050 + Development (PM) 7:41 pm 01/30/2026 PM FDSynchro 12 Report

Page 2 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 30 280 230 110 270 35 230 175 165 45 90 35 Future Volume (veh/h) 30 280 230 110 270 35 230 175 165 45 90 35 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1885 1885 1885 1885 1885 1885 1885 1885 1885 1885 1885 1885 Adj Flow Rate, veh/h 34 322 264 126 310 40 264 201 0 52 103 40 Peak Hour Factor 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 Percent Heavy Veh, % 1 1 1 1 1 1 1 1 1 1 1 1
Cap, veh/h 86 372 305 163 696 90 409 579 366 397 154
Arrive On Green 0.05 0.39 0.39 0.09 0.43 0.43 0.31 0.31 0.00 0.31 0.31 0.31 Sat Flow, veh/h 1795 958 786 1795 1636 211 1255 1885 0 1191 1293 502 Grp Volume(v), veh/h 34 0 586 126 0 350 264 201 0 52 0 143 Grp Sat Flow(s),veh/h/ln1795 0 1744 1795 0 1847 1255 1885 0 1191 0 1795 Q Serve(g_s), s 1.3 0.0 22.6 5.0 0.0 9.8 14.6 6.0 0.0 2.6 0.0 4.4 Cycle Q Clear(g_c), s 1.3 0.0 22.6 5.0 0.0 9.8 19.0 6.0 0.0 8.6 0.0 4.4 Prop In Lane 1.00 0.45 1.00 0.11 1.00 0.00 1.00 0.28
Lane Grp Cap(c), veh/h 86 0 676 163 0 785 409 579 366 0 552 V/C Ratio(X) 0.40 0.00 0.87 0.77 0.00 0.45 0.64 0.35 0.14 0.00 0.26 Avail Cap(c_a), veh/h 195 0 956 353 0 1175 551 792 494 0 745 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh33.6 0.0 20.5 32.4 0.0 14.8 26.1 19.6 0.0 22.9 0.0 19.0 Incr Delay (d2), s/veh 2.9 0.0 6.2 7.6 0.0 0.4 1.7 0.4 0.0 0.2 0.0 0.2 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.6 0.0 9.5 2.4 0.0 3.9 4.2 2.5 0.0 0.7 0.0 1.7 Unsig. Movement Delay, s/veh 20.00
LnGrp Delay(d), s/veh 36.6 0.0 26.7 40.0 0.0 15.2 27.8 19.9 20.0 23.1 0.0 19.2 LnGrp LOS D C D B C B B C B
Approach Vol, veh/h 620 476 655 195
Approach Delay, s/veh 27.3 21.8 23.1 20.2
Approach LOS C C C C
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s11.3 33.3 28.2 8.6 36.1 28.2
Change Period (Y+Rc), s4.7 5.1 5.8 5.1 * 5.1 * 5.8
Max Green Setting (Gmax), s14.3 39.9 30.2 7.9 * 46 * 31 Max Q Clear Time (g_c+I1), s7.0 24.6 10.6 3.3 11.8 21.0 Green Ext Time (p_c), s 0.2 3.7 0.8 0.0 2.3 1.4
Intersection Summary
HCM 7th Control Delay, s/veh 23.8
HCM 7th LOS C
Notes
* HCM 7th computational engine requires equal clearance times for the phases crossing the barrier.

Unsignalized Delay for [NBR] is included in calculations of the approach delay and intersection delay.

Queues
2: Alameda Ave & Cathedral Oaks Rd 01/30/2026
Future 2050 + Development (PM) 7:41 pm 01/30/2026 PM FDSynchro 12 Report

Page 3 ends

Lane Group EBL EBT WBL WBT NBL NBT SBL SBT
Lane Group Flow (vph) 49 285 70 470 102 147 163 27
v/c Ratio 0.25 0.52 0.31 0.72 0.36 0.49 0.51 0.08
Control Delay (s/veh) 43.3 26.8 41.2 27.8 37.5 37.5 39.1 21.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay (s/veh) 43.3 26.8 41.2 27.8 37.5 37.5 39.1 21.1 Queue Length 50th (ft) 23 110 33 189 47 62 75 5
Queue Length 95th (ft) 72 230 91 366 115 148 169 31
Internal Link Dist (ft) 660 399 500 325
Turn Bay Length (ft) 80 260 80 250
Base Capacity (vph) 208 968 321 1048 690 711 697 677
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.24 0.29 0.22 0.45 0.15 0.21 0.23 0.04 Intersection Summary
HCM 7th Signalized Intersection Summary
2: Alameda Ave & Cathedral Oaks Rd 01/30/2026
Future 2050 + Development (PM) 7:41 pm 01/30/2026 PM FDSynchro 12 Report

Page 4 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 45 225 40 65 215 220 95 100 35 150 10 15 Future Volume (veh/h) 45 225 40 65 215 220 95 100 35 150 10 15 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1856 1856 1856 1856 1870 1856 1870 1856 1870 1870 1870 Adj Flow Rate, veh/h 49 242 43 70 231 239 102 109 38 163 11 16 Peak Hour Factor 0.92 0.93 0.93 0.93 0.93 0.92 0.93 0.92 0.93 0.92 0.92 0.92 Percent Heavy Veh, % 2 3 3 3 3 2 3 2 3 2 2 2
Cap, veh/h 118 512 91 145 286 296 228 171 60 225 87 126 Arrive On Green 0.07 0.33 0.33 0.08 0.34 0.34 0.13 0.13 0.13 0.13 0.13 0.13 Sat Flow, veh/h 1781 1534 273 1767 836 864 1767 1325 462 1781 689 1002 Grp Volume(v), veh/h 49 0 285 70 0 470 102 0 147 163 0 27 Grp Sat Flow(s),veh/h/ln1781 0 1806 1767 0 1700 1767 0 1787 1781 0 1690 Q Serve(g_s), s 1.5 0.0 7.2 2.2 0.0 14.5 3.1 0.0 4.5 5.1 0.0 0.8 Cycle Q Clear(g_c), s 1.5 0.0 7.2 2.2 0.0 14.5 3.1 0.0 4.5 5.1 0.0 0.8 Prop In Lane 1.00 0.15 1.00 0.51 1.00 0.26 1.00 0.59
Lane Grp Cap(c), veh/h 118 0 603 145 0 583 228 0 231 225 0 213 V/C Ratio(X) 0.42 0.00 0.47 0.48 0.00 0.81 0.45 0.00 0.64 0.73 0.00 0.13 Avail Cap(c_a), veh/h 244 0 1123 376 0 1187 808 0 817 814 0 773 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh25.9 0.0 15.2 25.3 0.0 17.2 23.2 0.0 23.9 24.3 0.0 22.4 Incr Delay (d2), s/veh 2.3 0.0 0.6 2.5 0.0 2.7 1.4 0.0 2.9 4.4 0.0 0.3 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.7 0.0 2.7 1.0 0.0 5.4 1.3 0.0 2.0 2.3 0.0 0.3 Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 28.2 0.0 15.8 27.8 0.0 19.9 24.6 0.0 26.8 28.7 0.0 22.7 LnGrp LOS C B C B C C C C
Approach Vol, veh/h 334 540 249 190
Approach Delay, s/veh 17.6 21.0 25.9 27.8
Approach LOS B C C C
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s9.4 24.4 11.9 8.9 24.9 12.1
Change Period (Y+Rc), s4.7 5.1 4.6 5.1 * 5.1 4.6
Max Green Setting (Gmax), s12.3 35.9 26.4 7.9 * 40 26.4 Max Q Clear Time (g_c+I1), s4.2 9.2 7.1 3.5 16.5 6.5
Green Ext Time (p_c), s 0.1 1.8 0.6 0.0 3.3 1.1
Intersection Summary
HCM 7th Control Delay, s/veh 22.0
HCM 7th LOS C
Notes
* HCM 7th computational engine requires equal clearance times for the phases crossing the barrier.

HCM 7th TWSC
3: Placer Drive & Cathedral Oaks Rd 01/30/2026
Future 2050 + Development (PM) 7:41 pm 01/30/2026 PM FDSynchro 12 Report

Page 5 ends

Intersection
Int Delay, s/veh 1.7
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 270 20 60 260 15 40
Future Vol, veh/h 270 20 60 260 15 40
Conflicting Peds, #/hr0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - 160 - 0 -
Veh in Median Storage, #0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 84 80 84 84 84 84
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 321 25 71 310 18 48
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 346 0 786 334
Stage 1 - - - - 334 -
Stage 2 - - - - 452 -
Critical Hdwy - - 4.12 - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy - - 2.218 - 3.5183.318
Pot Cap-1 Maneuver - - 1212 - 361 708
Stage 1 - - - - 725 -
Stage 2 - - - - 641 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver- - 1212 - 340 708
Mov Cap-2 Maneuver- - - - 453 -
Stage 1 - - - - 725 -
Stage 2 - - - - 603 -
Approach EB WB NB
HCM Ctrl Dly, s/v 0 1.53 11.57

HCM LOS B
Minor Lane/Major MvmtNBLn1 EBT EBR WBL WBT
Capacity (veh/h) 614 - - 1212 -
HCM Lane V/C Ratio 0.107 - - 0.059 -
HCM Ctrl Dly (s/v) 11.6 - - 8.2 -
HCM Lane LOS B - - A -
HCM 95th %tile Q(veh) 0.4 - - 0.2 -
HCM 7th TWSC
4: King Daniel Ln & Cathedral Oaks Rd 01/30/2026
Future 2050 + Development (PM) 7:41 pm 01/30/2026 PM FDSynchro 12 Report

Page 6 ends

Intersection
Int Delay, s/veh 1.3
Movement EBL EBT EBR WBL WBTWBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 5 265 5 10 240 30 5 5 10 15 5 15
Future Vol, veh/h 5 265 5 10 240 30 5 5 10 15 5 15
Conflicting Peds, #/hr0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None
Storage Length 60 - - 60 - - - - - - - -
Veh in Median Storage, #- 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 90 90 90 90 92 90 92 90 92 92 92
Heavy Vehicles, % 2 1 1 1 1 2 1 2 1 2 2 2
Mvmt Flow 5 294 6 11 267 33 6 5 11 16 5 16
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All299 0 0 300 0 0 600 630 297 613 616 283 Stage 1 - - - - - - 308 308 - 305 305 -
Stage 2 - - - - - - 292 321 - 308 311 -
Critical Hdwy 4.12 - - 4.11 - - 7.11 6.52 6.21 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 6.11 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - - - - - 6.11 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.209 - - 3.5094.0183.3093.5184.0183.318 Pot Cap-1 Maneuver1262 - - 1267 - - 414 399 745 405 406 756 Stage 1 - - - - - - 704 660 - 704 662 -
Stage 2 - - - - - - 719 651 - 702 658 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver1262 - - 1267 - - 395 394 745 388 401 756 Mov Cap-2 Maneuver- - - - - - 395 394 - 388 401 -
Stage 1 - - - - - - 701 657 - 698 656 -
Stage 2 - - - - - - 691 646 - 683 655 -
Approach EB WB NB SB
HCM Ctrl Dly, s/v 0.14 0.28 12.28 12.91

HCM LOS B B
Minor Lane/Major MvmtNBLn1 EBL EBT EBR WBL WBTWBRSBLn1
Capacity (veh/h) 516 1262 - - 1267 - - 493
HCM Lane V/C Ratio 0.0430.004 - - 0.009 - - 0.077
HCM Ctrl Dly (s/v) 12.3 7.9 - - 7.9 - - 12.9
HCM Lane LOS B A - - A - - B
HCM 95th %tile Q(veh) 0.1 0 - - 0 - - 0.2
HCM 7th TWSC
5: Royal Linda Dr & Cathedral Oaks Rd 01/30/2026
Future 2050 + Development (PM) 7:41 pm 01/30/2026 PM FDSynchro 12 Report

Page 7 ends

Intersection
Int Delay, s/veh 0.3
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 270 5 5 255 5 5
Future Vol, veh/h 270 5 5 255 5 5
Conflicting Peds, #/hr0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - 100 - 0 -
Veh in Median Storage, #0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 293 5 5 277 5 5
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 299 0 584 296
Stage 1 - - - - 296 -
Stage 2 - - - - 288 -
Critical Hdwy - - 4.12 - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy - - 2.218 - 3.5183.318
Pot Cap-1 Maneuver - - 1262 - 474 743
Stage 1 - - - - 755 -
Stage 2 - - - - 761 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver- - 1262 - 472 743
Mov Cap-2 Maneuver- - - - 560 -
Stage 1 - - - - 755 -
Stage 2 - - - - 758 -
Approach EB WB NB
HCM Ctrl Dly, s/v 0 0.15 10.73

HCM LOS B
Minor Lane/Major MvmtNBLn1 EBT EBR WBL WBT
Capacity (veh/h) 639 - - 1262 -
HCM Lane V/C Ratio 0.017 - - 0.004 -
HCM Ctrl Dly (s/v) 10.7 - - 7.9 -
HCM Lane LOS B - - A -
HCM 95th %tile Q(veh) 0.1 - - 0 -
HCM 7th TWSC
6: Evergreen Dr/Northgate Dr & Cathedral Oaks Rd 01/30/2026 Future 2050 + Development (PM) 7:41 pm 01/30/2026 PM FDSynchro 12 Report

Page 8 ends

Intersection
Int Delay, s/veh 3.5
Movement EBL EBT EBR WBL WBTWBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 15 180 20 55 175 20 25 5 70 20 0 5
Future Vol, veh/h 15 180 20 55 175 20 25 5 70 20 0 5
Conflicting Peds, #/hr0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None
Storage Length 160 - - 80 - - - - - - - -
Veh in Median Storage, #- 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 16 194 22 59 188 22 27 5 75 22 0 5
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All210 0 0 215 0 0 543 565 204 546 565 199 Stage 1 - - - - - - 237 237 - 317 317 -
Stage 2 - - - - - - 306 328 - 228 247 -
Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.5184.0183.3183.5184.0183.318 Pot Cap-1 Maneuver1361 - - 1355 - - 451 434 836 449 434 842 Stage 1 - - - - - - 767 709 - 694 654 -
Stage 2 - - - - - - 703 647 - 774 702 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver1361 - - 1355 - - 423 411 836 381 411 842 Mov Cap-2 Maneuver- - - - - - 423 411 - 381 411 -
Stage 1 - - - - - - 758 701 - 664 626 -
Stage 2 - - - - - - 668 619 - 691 693 -
Approach EB WB NB SB
HCM Ctrl Dly, s/v 0.54 1.71 11.69 13.98

HCM LOS B B
Minor Lane/Major MvmtNBLn1 EBL EBT EBR WBL WBTWBRSBLn1
Capacity (veh/h) 645 1361 - - 1355 - - 428
HCM Lane V/C Ratio 0.1670.012 - - 0.044 - - 0.063
HCM Ctrl Dly (s/v) 11.7 7.7 - - 7.8 - - 14
HCM Lane LOS B A - - A - - B
HCM 95th %tile Q(veh) 0.6 0 - - 0.1 - - 0.2
HCM 7th TWSC
7: School Driveway & Cathedral Oaks Rd 01/30/2026
Future 2050 + Development (PM) 7:41 pm 01/30/2026 PM FDSynchro 12 Report

Page 9 ends

Intersection
Int Delay, s/veh 2.9
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 305 105 20 500 0 235
Future Vol, veh/h 305 105 20 500 0 235
Conflicting Peds, #/hr0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - 200 - - 0
Veh in Median Storage, #0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 332 114 22 543 0 255
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 446 0 - 389
Stage 1 - - - - - -
Stage 2 - - - - - -
Critical Hdwy - - 4.12 - - 6.22
Critical Hdwy Stg 1 - - - - - -
Critical Hdwy Stg 2 - - - - - -
Follow-up Hdwy - - 2.218 - - 3.318
Pot Cap-1 Maneuver - - 1115 - 0 660
Stage 1 - - - - 0 -
Stage 2 - - - - 0 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver- - 1115 - - 660
Mov Cap-2 Maneuver- - - - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB WB NB
HCM Ctrl Dly, s/v 0 0.32 13.86

HCM LOS B
Minor Lane/Major MvmtNBLn1 EBT EBR WBL WBT
Capacity (veh/h) 660 - - 1115 -
HCM Lane V/C Ratio 0.387 - - 0.02 -
HCM Ctrl Dly (s/v) 13.9 - - 8.3 -
HCM Lane LOS B - - A -
HCM 95th %tile Q(veh) 1.8 - - 0.1 -
Queues
1: Glenn Annie Rd & Cathedral Oaks Rd 01/30/2026
Future 2050 + Development (AM) + Improvements 1:50 pm 01/13/2026 AMSynchro 12 Report

Page 1 ends

Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT
Lane Group Flow (vph) 40 472 227 85 415 307 160 45 182
v/c Ratio 0.19 0.74 0.33 0.36 0.56 0.72 0.24 0.11 0.28
Control Delay (s/veh) 42.0 32.8 5.3 42.5 24.2 34.2 10.9 20.1 18.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay (s/veh) 42.0 32.8 5.3 42.5 24.2 34.2 10.9 20.1 18.6 Queue Length 50th (ft) 19 200 2 39 160 130 23 15 54
Queue Length 95th (ft) 58 394 50 101 325 253 69 42 116
Internal Link Dist (ft) 1258 1351 748 569
Turn Bay Length (ft) 290 200 200 250 60
Base Capacity (vph) 278 1014 964 346 1053 742 1084 753 1104 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.14 0.47 0.24 0.25 0.39 0.41 0.15 0.06 0.16 Intersection Summary
HCM Signalized Intersection Capacity Analysis
1: Glenn Annie Rd & Cathedral Oaks Rd 01/30/2026
Future 2050 + Development (AM) + Improvements 1:50 pm 01/13/2026 AMSynchro 12 Report

Page 2 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 35 415 200 75 350 15 270 55 85 40 110 50 Future Volume (vph) 35 415 200 75 350 15 270 55 85 40 110 50 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.1 5.1 5.1 4.7 4.7 5.4 5.4 5.8 5.8 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.99 1.00 0.91 1.00 0.95
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1787 1881 1599 1787 1870 1787 1710 1787 1793 Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.64 1.00 0.66 1.00 Satd. Flow (perm) 1787 1881 1599 1787 1870 1209 1710 1233 1793 Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Adj. Flow (vph) 40 472 227 85 398 17 307 63 97 45 125 57 RTOR Reduction (vph) 0 0 143 0 1 0 0 58 0 0 17 0
Lane Group Flow (vph) 40 472 84 85 414 0 307 102 0 45 165 0 Heavy Vehicles (%) 1% 1% 1% 1% 1% 1% 1% 1% 1% 1% 1% 1%
Turn Type Prot NA Perm Prot NA Perm NA Perm NA
Protected Phases 5 2 1 6 8 4
Permitted Phases 2 8 4
Actuated Green, G (s) 4.2 26.9 26.9 7.2 29.9 26.5 26.5 26.1 26.1 Effective Green, g (s) 4.2 26.9 26.9 7.2 29.9 26.5 26.5 26.1 26.1 Actuated g/C Ratio 0.06 0.35 0.35 0.09 0.39 0.35 0.35 0.34 0.34 Clearance Time (s) 5.1 5.1 5.1 4.7 4.7 5.4 5.4 5.8 5.8
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 99 667 567 169 737 422 597 424 617
v/s Ratio Prot 0.02 c0.25 c0.05 c0.22 0.06 0.09
v/s Ratio Perm 0.05 c0.25 0.04
v/c Ratio 0.40 0.71 0.15 0.50 0.56 0.73 0.17 0.11 0.27
Uniform Delay, d1 34.6 21.1 16.6 32.6 17.9 21.5 17.1 16.9 17.9 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.7 3.4 0.1 2.3 1.0 6.2 0.1 0.1 0.2 Delay (s) 37.3 24.5 16.8 34.9 18.8 27.7 17.2 17.0 18.2
Level of Service D C B C B C B B B
Approach Delay (s/veh) 22.8 21.6 24.1 18.0
Approach LOS C C C B
Intersection Summary
HCM 2000 Control Delay (s/veh) 22.2 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.69
Actuated Cycle Length (s) 75.8 Sum of lost time (s) 15.6 Intersection Capacity Utilization 68.1% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
HCM 7th Signalized Intersection Summary
1: Glenn Annie Rd & Cathedral Oaks Rd 01/30/2026
Future 2050 + Development (AM) + Improvements 1:50 pm 01/13/2026 AMSynchro 12 Report

Page 3 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 35 415 200 75 350 15 270 55 85 40 110 50 Future Volume (veh/h) 35 415 200 75 350 15 270 55 85 40 110 50 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1885 1885 1885 1885 1885 1885 1885 1885 1885 1885 1885 1885 Adj Flow Rate, veh/h 40 472 227 85 398 17 307 63 0 45 125 57 Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Percent Heavy Veh, % 1 1 1 1 1 1 1 1 1 1 1 1
Cap, veh/h 100 597 506 132 589 25 468 688 576 447 204
Arrive On Green 0.06 0.32 0.32 0.07 0.33 0.33 0.36 0.36 0.00 0.36 0.36 0.36 Sat Flow, veh/h 1795 1885 1598 1795 1795 77 1211 1885 0 1350 1226 559 Grp Volume(v), veh/h 40 472 227 85 0 415 307 63 0 45 0 182 Grp Sat Flow(s),veh/h/ln1795 1885 1598 1795 0 1871 1211 1885 0 1350 0 1785 Q Serve(g_s), s 1.4 14.5 7.2 2.9 0.0 12.2 15.3 1.4 0.0 1.4 0.0 4.6 Cycle Q Clear(g_c), s 1.4 14.5 7.2 2.9 0.0 12.2 19.9 1.4 0.0 2.8 0.0 4.6 Prop In Lane 1.00 1.00 1.00 0.04 1.00 0.00 1.00 0.31
Lane Grp Cap(c), veh/h 100 597 506 132 0 614 468 688 576 0 651 V/C Ratio(X) 0.40 0.79 0.45 0.65 0.00 0.68 0.66 0.09 0.08 0.00 0.28 Avail Cap(c_a), veh/h 279 1033 875 347 0 1096 836 1261 977 0 1182 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh29.1 19.8 17.3 28.7 0.0 18.5 21.3 13.3 0.0 14.2 0.0 14.3 Incr Delay (d2), s/veh 2.6 2.4 0.6 5.2 0.0 1.3 1.6 0.1 0.0 0.1 0.0 0.2 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.6 6.2 2.5 1.3 0.0 4.7 4.0 0.5 0.0 0.4 0.0 1.6 Unsig. Movement Delay, s/veh 15.30
LnGrp Delay(d), s/veh 31.6 22.2 17.9 34.0 0.0 19.8 22.9 13.3 15.3 14.3 0.0 14.5 LnGrp LOS C C B C B C B B B B
Approach Vol, veh/h 739 500 467 227
Approach Delay, s/veh 21.4 22.2 20.0 14.5
Approach LOS C C C B
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s9.4 25.3 29.1 8.7 26.0 29.1
Change Period (Y+Rc), s4.7 5.1 5.8 5.1 * 5.1 * 5.8
Max Green Setting (Gmax), s12.3 34.9 42.2 9.9 * 37 * 43 Max Q Clear Time (g_c+I1), s4.9 16.5 6.6 3.4 14.2 21.9
Green Ext Time (p_c), s 0.1 3.7 1.1 0.0 2.3 1.4
Intersection Summary
HCM 7th Control Delay, s/veh 20.5
HCM 7th LOS C
Notes
* HCM 7th computational engine requires equal clearance times for the phases crossing the barrier.

Unsignalized Delay for [NBR] is included in calculations of the approach delay and intersection delay.

PROJECT NAME • NAME OF MEMORANDUM • DATE

APPENDIX D: SYNCHRO 12 HCM 7 REPORTS - FUTURE
WITH DEVELOPMENT + IMPROVEMENTS

Queues
2: Alameda Ave & Cathedral Oaks Rd 01/30/2026
Future 2050 + Development (AM) + Improvements 1:50 pm 01/13/2026 AMSynchro 12 Report

Page 4 ends

Lane Group EBL EBT WBL WBT NBL NBT SBL SBT
Lane Group Flow (vph) 22 493 192 319 55 104 304 92
v/c Ratio 0.14 0.83 0.71 0.36 0.32 0.47 0.74 0.22
Control Delay (s/veh) 42.0 41.8 53.0 19.0 43.5 21.3 43.1 20.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay (s/veh) 42.0 41.8 53.0 19.0 43.5 21.3 43.1 20.5 Queue Length 50th (ft) 12 250 105 95 30 12 158 26
Queue Length 95th (ft) 37 315 153 181 56 62 264 68
Internal Link Dist (ft) 660 399 500 318
Turn Bay Length (ft) 80 260 100 250
Base Capacity (vph) 207 594 275 892 298 547 511 752
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.11 0.83 0.70 0.36 0.18 0.19 0.59 0.12 Intersection Summary
HCM Signalized Intersection Capacity Analysis
2: Alameda Ave & Cathedral Oaks Rd 01/30/2026
Future 2050 + Development (AM) + Improvements 1:50 pm 01/13/2026 AMSynchro 12 Report

Page 5 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 20 255 105 140 205 35 40 20 60 280 50 35 Future Volume (vph) 20 255 105 140 205 35 40 20 60 280 50 35 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.1 5.1 4.7 4.7 4.6 4.6 4.6 4.6
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.96 1.00 0.98 1.00 0.88 1.00 0.94
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1770 1764 1752 1814 1752 1630 1770 1747 Flt Permitted 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1770 1764 1752 1814 1752 1630 1770 1747 Peak-hour factor, PHF 0.92 0.73 0.73 0.73 0.73 0.92 0.73 0.92 0.73 0.92 0.92 0.92 Adj. Flow (vph) 22 349 144 192 281 38 55 22 82 304 54 38 RTOR Reduction (vph) 0 12 0 0 3 0 0 76 0 0 27 0
Lane Group Flow (vph) 22 481 0 192 316 0 55 28 0 304 65 0 Heavy Vehicles (%) 2% 3% 3% 3% 3% 2% 3% 2% 3% 2% 2% 2%
Turn Type Prot NA Prot NA Prot NA Prot NA
Protected Phases 5 2 1 6 3 8 7 4
Permitted Phases
Actuated Green, G (s) 2.8 31.6 13.2 42.0 6.8 6.1 19.9 19.2 Effective Green, g (s) 2.8 31.6 13.2 42.0 6.8 6.1 19.9 19.2 Actuated g/C Ratio 0.03 0.35 0.15 0.47 0.08 0.07 0.22 0.21 Clearance Time (s) 5.1 5.1 4.7 4.7 4.6 4.6 4.6 4.6
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 55 620 257 848 132 110 392 373
v/s Ratio Prot 0.01 c0.27 c0.11 0.17 0.03 c0.02 c0.17 0.04 v/s Ratio Perm
v/c Ratio 0.40 0.78 0.75 0.37 0.42 0.25 0.78 0.17
Uniform Delay, d1 42.7 25.9 36.7 15.4 39.6 39.7 32.9 28.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 4.7 6.1 11.2 0.3 2.1 1.2 9.3 0.2
Delay (s) 47.4 32.0 47.9 15.7 41.7 40.9 42.1 29.1
Level of Service D C D B D D D C
Approach Delay (s/veh) 32.7 27.8 41.2 39.1
Approach LOS C C D D
Intersection Summary
HCM 2000 Control Delay (s/veh) 33.6 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.72
Actuated Cycle Length (s) 89.8 Sum of lost time (s) 19.0 Intersection Capacity Utilization 61.7% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM 7th Signalized Intersection Summary
2: Alameda Ave & Cathedral Oaks Rd 01/30/2026
Future 2050 + Development (AM) + Improvements 1:50 pm 01/13/2026 AMSynchro 12 Report

Page 6 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 20 255 105 140 205 35 40 20 60 280 50 35 Future Volume (veh/h) 20 255 105 140 205 35 40 20 60 280 50 35 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1856 1856 1856 1856 1870 1856 1870 1856 1870 1870 1870 Adj Flow Rate, veh/h 22 349 144 192 281 38 55 22 82 304 54 38 Peak Hour Factor 0.92 0.73 0.73 0.73 0.73 0.92 0.73 0.92 0.73 0.92 0.92 0.92 Percent Heavy Veh, % 2 3 3 3 3 2 3 2 3 2 2 2
Cap, veh/h 61 394 162 234 653 88 113 33 122 357 236 166 Arrive On Green 0.03 0.32 0.32 0.13 0.41 0.41 0.06 0.09 0.09 0.20 0.23 0.23 Sat Flow, veh/h 1781 1248 515 1767 1600 216 1767 346 1291 1781 1022 719 Grp Volume(v), veh/h 22 0 493 192 0 319 55 0 104 304 0 92 Grp Sat Flow(s),veh/h/ln1781 0 1763 1767 0 1817 1767 0 1638 1781 0 1741 Q Serve(g_s), s 0.9 0.0 19.7 7.8 0.0 9.3 2.2 0.0 4.5 12.2 0.0 3.2 Cycle Q Clear(g_c), s 0.9 0.0 19.7 7.8 0.0 9.3 2.2 0.0 4.5 12.2 0.0 3.2 Prop In Lane 1.00 0.29 1.00 0.12 1.00 0.79 1.00 0.41
Lane Grp Cap(c), veh/h 61 0 556 234 0 741 113 0 155 357 0 402 V/C Ratio(X) 0.36 0.00 0.89 0.82 0.00 0.43 0.49 0.00 0.67 0.85 0.00 0.23 Avail Cap(c_a), veh/h 238 0 665 318 0 769 344 0 563 588 0 833 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh34.9 0.0 24.1 31.2 0.0 15.7 33.4 0.0 32.4 28.5 0.0 23.1 Incr Delay (d2), s/veh 3.5 0.0 12.1 11.6 0.0 0.4 3.2 0.0 4.9 6.4 0.0 0.3 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.4 0.0 9.5 4.0 0.0 3.7 1.0 0.0 2.0 5.7 0.0 1.3 Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 38.4 0.0 36.2 42.9 0.0 16.1 36.6 0.0 37.3 34.9 0.0 23.4 LnGrp LOS D D D B D D C C
Approach Vol, veh/h 515 511 159 396
Approach Delay, s/veh 36.3 26.2 37.1 32.2
Approach LOS D C D C
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s14.5 28.4 9.3 21.7 7.6 35.3 19.4 11.6 Change Period (Y+Rc), s4.7 5.1 4.6 4.6 5.1 * 5.1 4.6 4.6 Max Green Setting (Gmax), s13.3 27.9 14.4 35.4 9.9 * 31 24.4 25.4 Max Q Clear Time (g_c+I1), s9.8 21.7 4.2 5.2 2.9 11.3 14.2 6.5 Green Ext Time (p_c), s 0.2 1.7 0.1 0.5 0.0 1.8 0.7 0.5 Intersection Summary
HCM 7th Control Delay, s/veh 32.1
HCM 7th LOS C
Notes
* HCM 7th computational engine requires equal clearance times for the phases crossing the barrier.

HCM 7th TWSC
3: Placer Drive & Cathedral Oaks Rd 01/30/2026
Future 2050 + Development (AM) + Improvements 1:50 pm 01/13/2026 AMSynchro 12 Report

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HCM LOS B B
Minor Lane/Major MvmtNBLn1 EBL EBT EBR WBL WBTWBRSBLn1
Capacity (veh/h) 667 1416 - - 1306 - - 449
HCM Lane V/C Ratio 0.1430.004 - - 0.034 - - 0.088
HCM Ctrl Dly (s/v) 11.3 7.6 - - 7.9 - - 13.8
HCM Lane LOS B A - - A - - B
HCM 95th %tile Q(veh) 0.5 0 - - 0.1 - - 0.3
Queues
7: School Driveway & Cathedral Oaks Rd 01/30/2026
Future 2050 + Development (AM) + Improvements 1:50 pm 01/13/2026 AMSynchro 12 Report

Page 11 ends

Lane Group EBT WBL WBT NBR
Lane Group Flow (vph) 614 250 457 163
v/c Ratio 0.69 0.57 0.51 0.28
Control Delay (s/veh) 15.0 22.3 11.7 2.0
Queue Delay 0.0 0.0 0.0 0.0
Total Delay (s/veh) 15.0 22.3 11.7 2.0
Queue Length 50th (ft) 121 64 82 0
Queue Length 95th (ft) 267 133 180 12
Internal Link Dist (ft) 399 1258
Turn Bay Length (ft) 200
Base Capacity (vph) 1115 677 1125 769
Starvation Cap Reductn 0 0 0 0
Spillback Cap Reductn 0 0 0 0
Storage Cap Reductn 0 0 0 0
Reduced v/c Ratio 0.55 0.37 0.41 0.21
Intersection Summary
HCM Signalized Intersection Capacity Analysis
7: School Driveway & Cathedral Oaks Rd 01/30/2026
Future 2050 + Development (AM) + Improvements 1:50 pm 01/13/2026 AMSynchro 12 Report

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Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 505 60 230 420 0 150
Future Volume (vph) 505 60 230 420 0 150
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time (s) 8.1 4.7 8.1 4.7
Lane Util. Factor 1.00 1.00 1.00 1.00
Frt 0.99 1.00 1.00 0.87
Flt Protected 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1836 1770 1863 1611
Flt Permitted 1.00 0.95 1.00 1.00
Satd. Flow (perm) 1836 1770 1863 1611
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 549 65 250 457 0 163
RTOR Reduction (vph) 7 0 0 0 0 122
Lane Group Flow (vph) 607 0 250 457 0 41
Turn Type NA Prot NA Over
Protected Phases 2 1 2 1
Permitted Phases
Actuated Green, G (s) 23.7 12.3 23.7 12.3
Effective Green, g (s) 23.7 12.3 23.7 12.3
Actuated g/C Ratio 0.49 0.25 0.49 0.25
Clearance Time (s) 8.1 4.7 8.1 4.7
Vehicle Extension (s) 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 891 446 904 406
v/s Ratio Prot c0.33 c0.14 0.25 0.03
v/s Ratio Perm
v/c Ratio 0.68 0.56 0.51 0.10
Uniform Delay, d1 9.6 15.9 8.6 14.0
Progression Factor 1.00 1.00 1.00 1.00
Incremental Delay, d2 2.2 1.6 0.4 0.1
Delay (s) 11.8 17.5 9.0 14.1
Level of Service B B A B
Approach Delay (s/veh) 11.8 12.0 14.1
Approach LOS B B B
Intersection Summary
HCM 2000 Control Delay (s/veh) 12.2 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.64
Actuated Cycle Length (s) 48.8 Sum of lost time (s) 12.8 Intersection Capacity Utilization 53.6% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
Queues
1: Glenn Annie Rd & Cathedral Oaks Rd 01/30/2026
Future 2050 + Development (PM) + Improvements 1:59 pm 01/13/2026 PMSynchro 12 Report

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Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT
Lane Group Flow (vph) 34 322 264 126 350 264 391 52 143 v/c Ratio 0.15 0.58 0.40 0.42 0.45 0.63 0.63 0.24 0.24
Control Delay (s/veh) 36.1 26.9 5.3 35.4 17.9 27.9 22.4 21.9 17.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay (s/veh) 36.1 26.9 5.3 35.4 17.9 27.9 22.4 21.9 17.0 Queue Length 50th (ft) 12 109 0 45 73 88 112 15 35
Queue Length 95th (ft) 48 235 48 125 232 196 240 49 88
Internal Link Dist (ft) 1258 1351 748 569
Turn Bay Length (ft) 290 200 200 250 60
Base Capacity (vph) 253 1172 1096 426 1269 891 1256 474 1280 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.13 0.27 0.24 0.30 0.28 0.30 0.31 0.11 0.11 Intersection Summary
HCM Signalized Intersection Capacity Analysis
1: Glenn Annie Rd & Cathedral Oaks Rd 01/30/2026
Future 2050 + Development (PM) + Improvements 1:59 pm 01/13/2026 PMSynchro 12 Report

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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 30 280 230 110 270 35 230 175 165 45 90 35 Future Volume (vph) 30 280 230 110 270 35 230 175 165 45 90 35 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.1 5.1 5.1 4.7 4.7 5.4 5.4 5.8 5.8 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.98 1.00 0.93 1.00 0.96
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1787 1881 1599 1787 1849 1787 1744 1787 1802 Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.67 1.00 0.36 1.00 Satd. Flow (perm) 1787 1881 1599 1787 1849 1253 1744 670 1802 Peak-hour factor, PHF 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 Adj. Flow (vph) 34 322 264 126 310 40 264 201 190 52 103 40 RTOR Reduction (vph) 0 0 179 0 4 0 0 35 0 0 14 0
Lane Group Flow (vph) 34 322 85 126 346 0 264 356 0 52 129 0 Heavy Vehicles (%) 1% 1% 1% 1% 1% 1% 1% 1% 1% 1% 1% 1%
Turn Type Prot NA Perm Prot NA Perm NA Perm NA
Protected Phases 5 2 1 6 8 4
Permitted Phases 2 8 4
Actuated Green, G (s) 2.4 21.5 21.5 8.0 27.1 21.7 21.7 21.3 21.3 Effective Green, g (s) 2.4 21.5 21.5 8.0 27.1 21.7 21.7 21.3 21.3 Actuated g/C Ratio 0.04 0.32 0.32 0.12 0.41 0.33 0.33 0.32 0.32 Clearance Time (s) 5.1 5.1 5.1 4.7 4.7 5.4 5.4 5.8 5.8
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 64 609 517 215 754 409 569 214 578
v/s Ratio Prot 0.02 c0.17 c0.07 0.19 0.20 0.07
v/s Ratio Perm 0.05 c0.21 0.08
v/c Ratio 0.53 0.53 0.17 0.59 0.46 0.65 0.63 0.24 0.22
Uniform Delay, d1 31.4 18.3 16.0 27.6 14.3 19.1 18.9 16.6 16.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 8.2 0.8 0.2 4.0 0.4 3.5 2.2 0.6 0.2 Delay (s) 39.7 19.1 16.2 31.7 14.8 22.5 21.1 17.2 16.7
Level of Service D B B C B C C B B
Approach Delay (s/veh) 19.0 19.2 21.7 16.8
Approach LOS B B C B
Intersection Summary
HCM 2000 Control Delay (s/veh) 19.7 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.59
Actuated Cycle Length (s) 66.4 Sum of lost time (s) 15.6 Intersection Capacity Utilization 64.0% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM 7th Signalized Intersection Summary
1: Glenn Annie Rd & Cathedral Oaks Rd 01/30/2026
Future 2050 + Development (PM) + Improvements 1:59 pm 01/13/2026 PMSynchro 12 Report

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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 30 280 230 110 270 35 230 175 165 45 90 35 Future Volume (veh/h) 30 280 230 110 270 35 230 175 165 45 90 35 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1885 1885 1885 1885 1885 1885 1885 1885 1885 1885 1885 1885 Adj Flow Rate, veh/h 34 322 264 126 310 40 264 201 0 52 103 40 Peak Hour Factor 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 Percent Heavy Veh, % 1 1 1 1 1 1 1 1 1 1 1 1
Cap, veh/h 95 479 406 179 479 62 489 626 445 429 167
Arrive On Green 0.05 0.25 0.25 0.10 0.29 0.29 0.33 0.33 0.00 0.33 0.33 0.33 Sat Flow, veh/h 1795 1885 1598 1795 1636 211 1255 1885 0 1191 1293 502 Grp Volume(v), veh/h 34 322 264 126 0 350 264 201 0 52 0 143 Grp Sat Flow(s),veh/h/ln1795 1885 1598 1795 0 1847 1255 1885 0 1191 0 1795 Q Serve(g_s), s 0.9 7.6 7.3 3.4 0.0 8.2 9.6 4.0 0.0 1.7 0.0 2.9 Cycle Q Clear(g_c), s 0.9 7.6 7.3 3.4 0.0 8.2 12.5 4.0 0.0 5.7 0.0 2.9 Prop In Lane 1.00 1.00 1.00 0.11 1.00 0.00 1.00 0.28
Lane Grp Cap(c), veh/h 95 479 406 179 0 541 489 626 445 0 596 V/C Ratio(X) 0.36 0.67 0.65 0.70 0.00 0.65 0.54 0.32 0.12 0.00 0.24 Avail Cap(c_a), veh/h 286 1402 1188 481 0 1574 1201 1694 1111 0 1598 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh22.7 16.7 16.5 21.6 0.0 15.3 16.6 12.4 0.0 14.5 0.0 12.0 Incr Delay (d2), s/veh 2.3 1.6 1.8 5.0 0.0 1.3 0.9 0.3 0.0 0.1 0.0 0.2 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.4 3.1 2.5 1.4 0.0 2.9 2.4 1.4 0.0 0.4 0.0 0.9 Unsig. Movement Delay, s/veh 15.70
LnGrp Delay(d), s/veh 25.0 18.3 18.3 26.6 0.0 16.6 17.5 12.7 15.7 14.6 0.0 12.2 LnGrp LOS C B B C B B B B B B
Approach Vol, veh/h 620 476 655 195
Approach Delay, s/veh 18.7 19.3 15.5 12.9
Approach LOS B B B B
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s9.6 17.7 22.3 7.7 19.6 22.3
Change Period (Y+Rc), s4.7 5.1 5.8 5.1 * 5.1 * 5.8
Max Green Setting (Gmax), s13.3 36.9 44.2 7.9 * 42 * 45 Max Q Clear Time (g_c+I1), s5.4 9.6 7.7 2.9 10.2 14.5
Green Ext Time (p_c), s 0.2 3.0 0.9 0.0 2.0 2.0
Intersection Summary
HCM 7th Control Delay, s/veh 17.2
HCM 7th LOS B
Notes
* HCM 7th computational engine requires equal clearance times for the phases crossing the barrier.

Unsignalized Delay for [NBR] is included in calculations of the approach delay and intersection delay.

Queues
2: Alameda Ave & Cathedral Oaks Rd 01/30/2026
Future 2050 + Development (PM) + Improvements 1:59 pm 01/13/2026 PMSynchro 12 Report

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Lane Group EBL EBT WBL WBT NBL NBT SBL SBT
Lane Group Flow (vph) 49 285 70 470 102 147 163 27
v/c Ratio 0.22 0.44 0.28 0.69 0.22 0.46 0.51 0.10
Control Delay (s/veh) 37.4 22.3 35.9 24.6 29.3 32.2 37.0 20.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay (s/veh) 37.4 22.3 35.9 24.6 29.3 32.2 37.0 20.0 Queue Length 50th (ft) 22 106 32 178 32 58 72 5
Queue Length 95th (ft) 62 203 79 320 106 125 154 27
Internal Link Dist (ft) 660 399 500 325
Turn Bay Length (ft) 80 260 100 250
Base Capacity (vph) 244 915 346 992 514 802 417 792
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.20 0.31 0.20 0.47 0.20 0.18 0.39 0.03 Intersection Summary
HCM Signalized Intersection Capacity Analysis
2: Alameda Ave & Cathedral Oaks Rd 01/30/2026
Future 2050 + Development (PM) + Improvements 1:59 pm 01/13/2026 PMSynchro 12 Report

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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 45 225 40 65 215 220 95 100 35 150 10 15 Future Volume (vph) 45 225 40 65 215 220 95 100 35 150 10 15 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.1 5.1 4.7 4.7 5.1 4.6 4.5 4.6
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.98 1.00 0.92 1.00 0.96 1.00 0.91
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1770 1803 1752 1712 1752 1786 1770 1697 Flt Permitted 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1770 1803 1752 1712 1752 1786 1770 1697 Peak-hour factor, PHF 0.92 0.93 0.93 0.93 0.93 0.92 0.93 0.92 0.93 0.92 0.92 0.92 Adj. Flow (vph) 49 242 43 70 231 239 102 109 38 163 11 16 RTOR Reduction (vph) 0 6 0 0 37 0 0 14 0 0 14 0
Lane Group Flow (vph) 49 279 0 70 433 0 102 133 0 163 13 0 Heavy Vehicles (%) 2% 3% 3% 3% 3% 2% 3% 2% 3% 2% 2% 2%
Turn Type Prot NA Prot NA Prot NA Prot NA
Protected Phases 5 2 1 6 3 8 7 4
Permitted Phases
Actuated Green, G (s) 3.7 23.9 4.7 24.9 14.6 11.0 11.9 7.7 Effective Green, g (s) 3.7 23.9 4.7 24.9 14.6 11.0 11.9 7.7 Actuated g/C Ratio 0.05 0.34 0.07 0.35 0.21 0.16 0.17 0.11 Clearance Time (s) 5.1 5.1 4.7 4.7 5.1 4.6 4.5 4.6
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 93 612 116 605 363 279 299 185
v/s Ratio Prot 0.03 0.15 c0.04 c0.25 0.06 c0.07 c0.09 0.01 v/s Ratio Perm
v/c Ratio 0.53 0.46 0.60 0.72 0.28 0.48 0.55 0.07
Uniform Delay, d1 32.5 18.2 31.9 19.7 23.5 27.1 26.8 28.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 5.3 0.5 8.6 4.0 0.4 1.3 2.0 0.2
Delay (s) 37.8 18.7 40.5 23.7 23.9 28.4 28.8 28.3
Level of Service D B D C C C C C
Approach Delay (s/veh) 21.5 25.9 26.5 28.7
Approach LOS C C C C
Intersection Summary
HCM 2000 Control Delay (s/veh) 25.3 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.64
Actuated Cycle Length (s) 70.4 Sum of lost time (s) 19.5 Intersection Capacity Utilization 62.1% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM 7th Signalized Intersection Summary
2: Alameda Ave & Cathedral Oaks Rd 01/30/2026
Future 2050 + Development (PM) + Improvements 1:59 pm 01/13/2026 PMSynchro 12 Report

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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 45 225 40 65 215 220 95 100 35 150 10 15 Future Volume (veh/h) 45 225 40 65 215 220 95 100 35 150 10 15 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1856 1856 1856 1856 1870 1856 1870 1856 1870 1870 1870 Adj Flow Rate, veh/h 49 242 43 70 231 239 102 109 38 163 11 16 Peak Hour Factor 0.92 0.93 0.93 0.93 0.93 0.92 0.93 0.92 0.93 0.92 0.92 0.92 Percent Heavy Veh, % 2 3 3 3 3 2 3 2 3 2 2 2
Cap, veh/h 119 508 90 147 284 294 177 167 58 211 92 134 Arrive On Green 0.07 0.33 0.33 0.08 0.34 0.34 0.10 0.13 0.13 0.12 0.13 0.13 Sat Flow, veh/h 1781 1534 273 1767 836 864 1767 1325 462 1781 689 1002 Grp Volume(v), veh/h 49 0 285 70 0 470 102 0 147 163 0 27 Grp Sat Flow(s),veh/h/ln1781 0 1806 1767 0 1700 1767 0 1787 1781 0 1690 Q Serve(g_s), s 1.5 0.0 6.9 2.1 0.0 14.0 3.1 0.0 4.3 4.9 0.0 0.8 Cycle Q Clear(g_c), s 1.5 0.0 6.9 2.1 0.0 14.0 3.1 0.0 4.3 4.9 0.0 0.8 Prop In Lane 1.00 0.15 1.00 0.51 1.00 0.26 1.00 0.59
Lane Grp Cap(c), veh/h 119 0 598 147 0 578 177 0 225 211 0 226 V/C Ratio(X) 0.41 0.00 0.48 0.48 0.00 0.81 0.58 0.00 0.65 0.77 0.00 0.12 Avail Cap(c_a), veh/h 254 0 942 360 0 991 380 0 819 434 0 805 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh24.8 0.0 14.7 24.2 0.0 16.7 23.8 0.0 23.1 23.7 0.0 21.1 Incr Delay (d2), s/veh 2.3 0.0 0.6 2.4 0.0 2.8 3.0 0.0 3.2 5.9 0.0 0.2 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.7 0.0 2.6 0.9 0.0 5.2 1.4 0.0 1.9 2.3 0.0 0.3 Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 27.1 0.0 15.3 26.6 0.0 19.5 26.8 0.0 26.2 29.6 0.0 21.4 LnGrp LOS C B C B C C C C
Approach Vol, veh/h 334 540 249 190
Approach Delay, s/veh 17.0 20.4 26.5 28.4
Approach LOS B C C C
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s9.3 23.4 10.6 12.0 8.8 24.0 11.1 11.6 Change Period (Y+Rc), s4.7 5.1 5.1 4.6 5.1 * 5.1 4.5 4.6 Max Green Setting (Gmax), s11.3 28.9 11.9 26.4 7.9 * 32 13.5 25.4 Max Q Clear Time (g_c+I1), s4.1 8.9 5.1 2.8 3.5 16.0 6.9 6.3 Green Ext Time (p_c), s 0.1 1.6 0.1 0.1 0.0 2.9 0.2 0.7 Intersection Summary
HCM 7th Control Delay, s/veh 21.9
HCM 7th LOS C
Notes
User approved pedestrian interval to be less than phase max green. * HCM 7th computational engine requires equal clearance times for the phases crossing the barrier.

HCM 7th TWSC
3: Placer Drive & Cathedral Oaks Rd 01/30/2026
Future 2050 + Development (PM) + Improvements 1:59 pm 01/13/2026 PMSynchro 12 Report

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HCM LOS B B
Minor Lane/Major MvmtNBLn1 EBL EBT EBR WBL WBTWBRSBLn1
Capacity (veh/h) 645 1361 - - 1355 - - 428
HCM Lane V/C Ratio 0.1670.012 - - 0.044 - - 0.063
HCM Ctrl Dly (s/v) 11.7 7.7 - - 7.8 - - 14
HCM Lane LOS B A - - A - - B
HCM 95th %tile Q(veh) 0.6 0 - - 0.1 - - 0.2
Queues
7: School Driveway & Cathedral Oaks Rd 01/30/2026
Future 2050 + Development (PM) + Improvements 1:59 pm 01/13/2026 PMSynchro 12 Report

Page 11 ends

Lane Group EBT WBL WBT NBR
Lane Group Flow (vph) 446 22 543 255
v/c Ratio 0.44 0.07 0.52 0.38
Control Delay (s/veh) 5.9 14.9 7.4 1.6
Queue Delay 0.0 0.0 0.0 0.0
Total Delay (s/veh) 5.9 14.9 7.4 1.6
Queue Length 50th (ft) 39 3 58 0
Queue Length 95th (ft) 76 19 107 0
Internal Link Dist (ft) 399 1258
Turn Bay Length (ft) 200
Base Capacity (vph) 1296 864 1330 1019
Starvation Cap Reductn 0 0 0 0
Spillback Cap Reductn 0 0 0 0
Storage Cap Reductn 0 0 0 0
Reduced v/c Ratio 0.34 0.03 0.41 0.25
Intersection Summary
HCM Signalized Intersection Capacity Analysis
7: School Driveway & Cathedral Oaks Rd 01/30/2026
Future 2050 + Development (PM) + Improvements 1:59 pm 01/13/2026 PMSynchro 12 Report

Page 12 ends

Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 305 105 20 500 0 235
Future Volume (vph) 305 105 20 500 0 235
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.1 4.6 5.1 4.6
Lane Util. Factor 1.00 1.00 1.00 1.00
Frt 0.97 1.00 1.00 0.87
Flt Protected 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1798 1770 1863 1611
Flt Permitted 1.00 0.95 1.00 1.00
Satd. Flow (perm) 1798 1770 1863 1611
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 332 114 22 543 0 255
RTOR Reduction (vph) 19 0 0 0 0 207
Lane Group Flow (vph) 427 0 22 543 0 48
Turn Type NA Prot NA Over
Protected Phases 2 1 2 1
Permitted Phases
Actuated Green, G (s) 21.2 7.1 21.2 7.1
Effective Green, g (s) 21.2 7.1 21.2 7.1
Actuated g/C Ratio 0.56 0.19 0.56 0.19
Clearance Time (s) 5.1 4.6 5.1 4.6
Vehicle Extension (s) 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 1003 330 1039 301
v/s Ratio Prot 0.24 0.01 c0.29 c0.03
v/s Ratio Perm
v/c Ratio 0.43 0.07 0.52 0.16
Uniform Delay, d1 4.9 12.7 5.2 12.9
Progression Factor 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.3 0.1 0.5 0.2
Delay (s) 5.2 12.8 5.7 13.2
Level of Service A B A B
Approach Delay (s/veh) 5.2 6.0 13.2
Approach LOS A A B
Intersection Summary
HCM 2000 Control Delay (s/veh) 7.2 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.43
Actuated Cycle Length (s) 38.0 Sum of lost time (s) 9.7 Intersection Capacity Utilization 45.1% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group

GOLETA MODEL • CALIBRATION -VALIDATION MEMORANDUM • APRIL 202 6

ATTACHMENT A. 8

TECHNICAL MEMORANDUM: SOUTH FAIRVIEW ROAD

OPERATIONS ANALYSIS

1 428 J Street, Suite 500 180 Grand Avenue, Suite 250
Sacramento, CA 95814 Oakland, CA 94612
916.266.2190 phone 510.839.1742 phone
916.266.2195 fax 510.839.0871 fax
www.dowlinginc.com
Memorandum
To: Rosemarie Gaglione
cc: Project File
From: Jim Damkowitch and Chirag Safi
Reference #: GTIP
Subject: Improvement Justification
Per the City’s request, Dowling Associates has prepared this technical memorandum describing additional operational analyses performed for the South Fairview Avenue Project (R14) proposed in GTIP currently under development by the City of Goleta.

The operational analyses are described below. LOS and left turn storage and 95 th percentile queue analyses worksheets are provided in Attachment 1.

South Fairview Avenue Project (R14)
In order to evaluate feasibility for the extensio n of two-way left-turn lane (TWLTL) on Fairview Avenue, left-turn storage (based on Highway Design Manual) and 95 th percentile queue (based on Highway Capacity Manual 2000) calculations were performed at the future intersection of Ekwill Street and Fairview Avenue.

Forecasted 2030 traffic volumes developed as part of Ekwill-Fowler Circulation Improvement Project were used for this analysis. Both left-turn storage requirements and 95 th percentile
queue lengths for the southbound left-turn movement during the AM and PM peak hours have been shown in following table.

Traffic
Volumes
(vph)
Storage
(ft)
95th
Percentile
Queues
(ft)
Ekwill St/Fairview Ave
AM Peak 306 255 30
PM Peak 126 105 25
Daly St/Fairview Ave
AM Peak 79 66 25
PM Peak 90 75 25
SBL Movement
Intersection

Distance from the point where TWLTL is dropped to Ekwill Street = ~425 ft.

Distance between Ekwill Street and Airport Plaza north of Ekwill intersection = ~635 ft.

Distance between Ekwill Street and Daly Street south of Ekwill intersection = ~120 ft.

Dowling Associates, Inc.

Date: July 23, 2009

Memo for GTIP Project Justification
July 23, 2009

2 A Left-turn storage requirement of 255 ft would fall short of existing TWLTL by just 170 ft.

Therefore, a TWLTL can be justified to provide c ontinuity between the point where the existing TWLTL is dropped and Ekwill Street.

No potential spill-back conditions are projected between the intersection at Daly and Ekwill. Left turn storage requirements at Daly will be adequate to accommodate all left turns within the 120 foot distance between these two intersections. However, given how closely spaced streets/driveways (about 200 ft) are south of Ekwill (i.e., Daly Street, Matthews Street and Olney Street) the City should consider extending the share left turn lane extend south to Olney street – tapering to one lane 250 feet south. TWLTL on Fairview Avenue south of Ekwill Street will facilitate safe and efficient ingress movement of traffic to the local driveways. It should be noted that the intersection of Fowler Street and Fairview Avenue is planned to be designed as a roundabout, and therefore, TWLTL can not be justified south of Ekwill Street up to Fowler Street.

Based on 95
th percentile queues and SimTraffic simulation results the above results are not as evident. These results estimate the left-turn storage of 100 ft to be sufficient. However, these simulation runs were based on a non-validated simulation analysis and therefore, reliability of this output would be questionable.

CIP Implications
The nexus analysis for this improvement states the following: Improvement identified by City .

This technical memorandum provides the only operational assessment supporting the future need for this project. Based on this analysis – t he project limits should be more clearly defined to begin at the terminus of the existing share left turn lane – extending south approximately 250 feet south of Olney Street.

It should be noted that static or simulation operational analyses do not indicate future queue spill-back conditions anywhere within the project limits. However, storage requirements do appear long enough to extend a share left turn lane to the limits just described for purposes of lane continuity and driver perception. Analysis of accident data (SWITRS) may provide more compelling justification for this project.

Given that the need for the project is more closely tied to future construction of the Ekwill-Fowler improvement project – it is recommended that the South Fairview improvement be combined with the Ekwill-Fowler improvement for purposes of the CIP. One potential issue with doing this is that the extension of the share left turn lane on South Fairview was not identified as a needed mitigation as part of the Ekwill Fowler Circulatio n Improvement Project Traffic Impact Analysis (July 30, 2008, RBF).

Memo for GTIP Project Justification
July 23, 2009

3 Attachment 1
LOS and Signal Warrant Analysis Worksheets
HCM Unsignalized Intersection Capacity Analysis 2030 GP - AM Peak 3: Ekwill St & Fairview Ave 7/22/2009
Dowling Associates, Inc. Synchro 7 - Report
City of Goleta - On Call Page 1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Volume (veh/h) 35 101 217 34 306 242
Sign Control Stop Free Free
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 38 110 236 37 333 263
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 1183 254 273
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 1183 254 273
tC, single (s) 6.4 6.2 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 76 86 74
cM capacity (veh/h) 155 784 1290
Direction, Lane # WB 1 WB 2 NB 1 SB 1 SB 2
Volume Total 38 110 273 333 263
Volume Left 38 0 0 333 0
Volume Right 0 110 37 0 0
cSH 155 784 1700 1290 1700
Volume to Capacity 0.24 0.14 0.16 0.26 0.15
Queue Length 95th (ft) 23 12 0 26 0
Control Delay (s) 35.5 10.3 0.0 8.8 0.0
Lane LOS E B A
Approach Delay (s) 16.8 0.0 4.9
Approach LOS C
Intersection Summary
Average Delay 5.3
Intersection Capacity Utilization 43.8% ICU Level of Service A Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis 2030 GP - AM Peak 5: Daly Street & Fairview Ave 7/22/2009
Dowling Associates, Inc. Synchro 7 - Report
City of Goleta - On Call Page 2
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Volume (veh/h) 31 90 161 9 79 198
Sign Control Stop Free Free
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 34 98 175 10 86 215
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 567 180 185
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 567 180 185
tC, single (s) 6.4 6.2 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 93 89 94
cM capacity (veh/h) 455 863 1390
Direction, Lane # WB 1 NB 1 SB 1
Volume Total 132 185 301
Volume Left 34 0 86
Volume Right 98 10 0
cSH 702 1700 1390
Volume to Capacity 0.19 0.11 0.06
Queue Length 95th (ft) 17 0 5
Control Delay (s) 11.3 0.0 2.6
Lane LOS B A
Approach Delay (s) 11.3 0.0 2.6
Approach LOS B
Intersection Summary
Average Delay 3.7
Intersection Capacity Utilization 41.1% ICU Level of Service A Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis 2030 GP - PM Peak 3: Ekwill St & Fairview Ave 7/22/2009
Dowling Associates, Inc. Synchro 7 - Report
City of Goleta - On Call Page 1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Volume (veh/h) 43 383 303 44 126 271
Sign Control Stop Free Free
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 47 416 329 48 137 295
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 922 353 377
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 922 353 377
tC, single (s) 6.4 6.2 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 82 40 88
cM capacity (veh/h) 265 690 1181
Direction, Lane # WB 1 WB 2 NB 1 SB 1 SB 2
Volume Total 47 416 377 137 295
Volume Left 47 0 0 137 0
Volume Right 0 416 48 0 0
cSH 265 690 1700 1181 1700
Volume to Capacity 0.18 0.60 0.22 0.12 0.17
Queue Length 95th (ft) 16 102 0 10 0
Control Delay (s) 21.5 17.8 0.0 8.4 0.0
Lane LOS C C A
Approach Delay (s) 18.2 0.0 2.7
Approach LOS C
Intersection Summary
Average Delay 7.5
Intersection Capacity Utilization 49.0% ICU Level of Service A Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis 2030 GP - PM Peak 5: Daly Street & Fairview Ave 7/22/2009
Dowling Associates, Inc. Synchro 7 - Report
City of Goleta - On Call Page 2
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Volume (veh/h) 9 79 268 31 90 224
Sign Control Stop Free Free
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 10 86 291 34 98 243
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 747 308 325
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 747 308 325
tC, single (s) 6.4 6.2 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 97 88 92
cM capacity (veh/h) 350 732 1235
Direction, Lane # WB 1 NB 1 SB 1
Volume Total 96 325 341
Volume Left 10 0 98
Volume Right 86 34 0
cSH 658 1700 1235
Volume to Capacity 0.15 0.19 0.08
Queue Length 95th (ft) 13 0 6
Control Delay (s) 11.4 0.0 2.9
Lane LOS B A
Approach Delay (s) 11.4 0.0 2.9
Approach LOS B
Intersection Summary
Average Delay 2.7
Intersection Capacity Utilization 48.1% ICU Level of Service A Analysis Period (min) 15

GOLETA MODEL • CALIBRATION -VALIDATION MEMORANDUM • APRIL 202 6

ATTACHMENT A. 9

TECHNICAL MEMORANDUM: GOLETA FREEWAY

CROSSING AND PHELP S ROAD EXTENSION BENEFITS

GOLETA FREEWAY CROSSING AND PHELPS ROAD

EXTENSION BENEFITS
DATE:

TO:

FROM:

April 9, 2026
Nina Buelna | Director Public Works | City of Goleta
Jim Damkowitch | Principal DKS Associates
SUBJECT: Goleta DIF Update

KEY FINDINGS
The purpose of this section is to analyze the mode shift benefits of a pedestrian/bicycle only grade separated crossing of US 101 (called the Goleta Freeway Crossing) and the diversion benefits of the connecting Phelps Road Extension ( connecting with Henry Wang Drive ). Locations of these improvements are shown in Figure 1.

FIGURE 1. GOLETA FREEWAY CROSSING AND PHELPS ROAD EXTENSION LOCATIONS

GOLETA DIF • GOLETA FREEWAY CROSSING AND PHELPS ROAD EXTENSION BENEFITS • APRIL 2026 2

GOLETA FREEWAY CROSSING

CONNECTIVITY ANALYSIS
For the purpose of this analysis, the Goleta Freeway Crossing was input into the Goleta Citywide Level of Traffic Stress (LTS) model. This model is based on the methodologies described in the Mineta Transportation Institute’s Report 11-19 Low-stress Bicycling and Network Connectivity (2012). Level of Traffic Stress (LTS) quantifies the stress level of a given roadway segment by considering a variety of criteria. These criteria include street width (number of lanes), speed limit or prevailing speed, presence and width of bike lanes, buffer widt h, and sidewalk width and condition. The primary measure of effectiveness of the LTS model is “Percent Connected” which computes the percentage of all low-stress network connections between all points of interest in the city. Without the Gole ta Freeway Crossing, the City’s “Percent Connected” is 9.4%. Inputting the Goleta Freeway Crossing increases the city’s connectivity to 11.4% (i.e., a 20 percent improvement in Percent Connected).

NCHRP 552 ANALYSIS
To estimate the degree of mode shift from vehicle to bicycling resulting from crossing, the National Cooperative Highway Research Program (NCHRP) “Guidelines for Analysis of Investments in Bicycle Facilities” was applied. NCHRP 552 applies empirically-based elasticities to better understand the benefits, mode shift, and induced demand from creating new bicycle facilities. These guidelines were utilized to analyze the proposed bicycle infrastructure of the Goleta Freeway Crossing, to determine trip reductions of the project within the City of Goleta.

Three alternative alignments of the Goleta Freeway Crossing have been considered, although are all similar, this analysis was conducted using the Alternative A6, as shown in Figure 2.

DATA
• DIF Dwelling Unit and Population Estimates
• ACS 5-Year Estimates (2024) for Population by Age
• ACS 5-Year Estimates (2024) for Commute to Work Mode Share • Road Centerline Feature Class (SBCAG Open Data)

ANALYSIS PROCEDURE
The NCHRP 552 analysis guidelines were applied in GIS using ArcGIS Pro 3.3.1 and Microsoft Excel.

A multi-step process in ArcGIS Pro 3.3.1 was used to determine the local population within three distance ranges to each project: ¼ mile, ½ mile, and 1 mile. The analysis process is outlined in this section including entering the project extents into Geographic Information Software (GIS), determining project areas of influence, calculating induced demand, and VMT reduction.

GOLETA DIF • GOLETA FREEWAY CROSSING AND PHELPS ROAD EXTENSION BENEFITS • APRIL 2026 3

FIGURE 2. GOLETA FREEWAY CROSSING ALTERNATIVES
Project Areas of Influence
In ArcGIS Pro, there is a series of steps that outlines the process for creating network buffers at ¼ mile, ½ mile, and 1 -mile distances. The buffers follow the road network and are used to calculate the number of people that can access the facility at each distance.

The resulting network buffers are shown in the following map figures. A ¼ mile, ½ mile, and 1 -mile network buffer has been created for the project extent to determine the population that can access the facility.

GOLETA DIF • GOLETA FREEWAY CROSSING AND PHELPS ROAD EXTENSION BENEFITS • APRIL 2026 4

FIGURE 3. GOLETA FREEWAY CROSSING PROJECT BUFFERS
Note: The Alternative A6 is not illustrated to scale nor is it the final design, actual project configuration may differ.

Alternative A6 is illustrated for the purpose of this analysis only.

Project TAZ Populations
The Goleta Travel Demand Model does not include population per TAZ for baseline or future conditions. Therefore, TAZ population had to be estimated using Dwelling Units (DU) in the model land use file. Estimated TAZ population was determined as follows:
• To determine the total population per TAZ, the total City population established in Table E.1 of the DIF Nexus was multiplied by the total number of DU in the City (Figure 3). This process yielded an average person per household of 2.5. • Once the average person per household was established, it was then multiplied by the number of DU in the affected buffer TAZs to yield a population estimate of the affected TAZ. • Next, the population that is accessible to each project facility is calculated as a proportion of the total roadway network length within a TAZ and the percentage of each TAZ road network a project buffer covers. This method was used to account for the uneven distribution of population across TAZs. This process was repeated for each set of buffer distances and for the future buildout year.

GOLETA DIF • GOLETA FREEWAY CROSSING AND PHELPS ROAD EXTENSION BENEFITS • APRIL 2026 5

The affected project populations are shown in Table 1.

FIGURE 4. CITY OF GOLETA GROWTH FORECAST
Source: City of Goleta Development Impact Fee Update, 2026.

TABLE 1. GOLETA FREEWAY CROSSING POPULATION PER BUFFER DISTANCE PROJECT NAME YEAR ¼ MILE

POPULATION
½ MILE

POPULATION
1 MILE

POPULATION
GOLETA

OVERCROSSING
Baseline 2,018.44 4,955.39 10,959.82
Future 2,189.78 5,864.51 13,397.25
Project Induced Demand
The induced demand from each project facility is calculated for people living at ¼ mile, ½ mile, and 1-mile distances from a given bike facility. The populations for each buffer distance were calculated using the previous steps in the ArcGIS Pro Methodology and then adjusted based on:
• Bicycle Commute Mode Share (2024 ACS 5-year Estimates). • Adult Population Percentage (2024 ACS 5-year estimates). • Children Bicycle Commute Percentage (National Household Travel Survey, 2017 1) • Distance-based likelihood multiplier for cycling uptake for each distance: 15% (1 mile), 44% (1/2 mile), 51% (1/4 Mile).

1 https://nhts.ornl.gov/assets/FHWA_NHTS_%20Brief_Traveltoschool_032519.pdf

GOLETA DIF • GOLETA FREEWAY CROSSING AND PHELPS ROAD EXTENSION BENEFITS • APRIL 2026 6

TABLE 2. GOLETA FREEWAY CROSSING INDUCED DEMAND

BASELINE DEMAND BASELINE FUTURE
BIKE COMMUTE MODE SHARE 2.5% 2.5%
POPULATION UNDER 18 6,1922 7,6103
DAILY COMMUTERS 197 233
DAILY RECREATIONAL RIDERS 319 375

RESULTS
The main drivers in VMT reduction through the NCHRP 552 methodology are project location and size. Large infrastructure investments in dense urban areas have the highest potential for VMT and trip reduction due to the proximate population. The Goleta Overcrossing resulted in the following trip reduction per scenario.

Justification for the City to utilize the High scenario includes: the prev iously cited improvement in “Percent Connected ” from the City ’s LTS model; the area served by the improvement is not characterized by gr ade differences; and, the area is typically not burdened by inclement weather .

Therefore, this analysis is solely focusing on future conditions, therefore the total estimated trip reduction benefits from the Goleta Freeway Crossing is 94.47 (95 vehicle trips).

TABLE 3. GOLETA FREEWAY CROSSING ESTIMATED TRIP REDUCTION BENEFIT

NUMBER OF NEW CYCLISTS PER SCENARIO ESTIMATED TRIP REDUCTION Baseline Future Baseline Future

TOTAL NEW

CYCLISTS HIGH
535.65 629.78 80.35 94.47

TOTAL NEW

CYCLISTS
MEDIUM
350.74 412.38 52.61 61.86

TOTAL NEW

CYCLISTS LOW
315.33 370.75 47.30 55.61

2 Approximately 19% of total City population
3 Estimated based on 19% of future population

GOLETA DIF • GOLETA FREEWAY CROSSING AND PHELPS ROAD EXTENSION BENEFITS • APRIL 2026 7

MODEL VOLUMES WITH PROJECT
To determine the trip distribution characteristics of the reduced 95 vehicle trips, the project was coded into the Goleta Travel Demand Model as an open-to-traffic facility. This slight of hand provides the trip dist ribution of vehicle trips that would choose to use the c rossing. Given that the Hollister/Storke intersection is only shown to go deficient in the PM peak hour, this exercise was only applied for the PM peak hour. As shown in the volume difference plot – increases in traffic (denoted by red) that use the crossing will no longer need to traverse the Hollister/Storke intersection which experiences a decrease in traffic (shown by green) . Based on the model distribution, the 95 vehicle trip reduction estimated by the NCHRP 552 procedure was applied to the appropriate Hollister/Storke intersection legs and turn movements.

FIGURE 4. TRIP D IVERSION OF GOLETA FREEWAY CROSSING (ALT A6)

PHELPS ROAD IMPROVEMENT
The Phelps Road Improvement includes the connection of Phelps Road and Henry T. Wang Drive, as shown in Figure 5. The proposed connection of Phelps Road and Henry T. Wang Drive would allow Phelps Road to provide parallel capacity for Hollister Avenue. Consequently, this would allow Phelps Road to divert traffic off of Hollister Avenue and alleviate traffic at the Hollister/Storke intersection.

Applying the updated Goleta Traffic Model , the volume reduction benefits as shown in Figure 5. As shown, PM peak hour volumes decrease on all approaches (most significa ntly on the westbound approach) with a slight increase on the northbound approach leg.

GOLETA DIF • GOLETA FREEWAY CROSSING AND PHELPS ROAD EXTENSION BENEFITS • APRIL 2026 8

FIGURE 5. PHELPS ROAD EXTENSION LOCATION

FIGURE 6. HOLLISTER AVE/STORKE RD VOLUME DIFFERENCE WITH PHELPS ROAD EXTENSION (PM)

GOLETA DIF • GOLETA FREEWAY CROSSING AND PHELPS ROAD EXTENSION BENEFITS • APRIL 2026 9

FINDINGS
Both the Goleta Freeway Crossing and the Phelps Road Ex tension in con junction with the DIF improvement illustrated below will serve to improve operation s at the Hollister/Storke intersection under future 2050 baseline conditions in the peak hour. Based on the HCM 7 th Edition Operational Methodology total PM peak hour delay will be reduc ed from 77.36 vehicle hours of delay to 74.68 vehicle hours of delay (see attached SYNCHRO worksheets). The Goleta Freeway Crossing combined with the Ph elps Road Extensi on will bring the intersection to w ithin 4 seconds of average control delay of meeting the LOS threshold of D. With the identified DIF CIP improvement illustrated below which extends the westbound distributor lane on Hollister Avenue to west of Glen Annie Road, total combined improvement should allow the Hollister/Storke intersection to operate within standard (i.e., LOS D) during the PM peak hour under future 2050 baseline conditions.

Source: MNS Engineers

HCM 7th Signalized Intersection Summary
17: Storke Rd & Hollister Ave 04/09/2026
02 Future PM No Build 4:14 pm 02/16/2026 Baseline Syn chro 12 Report MR Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 660 455 85 325 720 640 160 855 195 170 485 455 Future Volume (veh/h) 660 455 85 325 720 640 160 855 195 170 4 85 455 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 0.97 1.00 0.99 1.00 0.97 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.0 0 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1 870 1870 1870 1870 1870 Adj Flow Rate, veh/h 702 484 28 346 766 493 170 910 178 181 51 6 78 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.9 4 0.94 0.94 0.94 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 756 1064 460 803 1130 500 482 1093 213 247 651 290 Arrive On Green 0.07 0.10 0.10 0.23 0.32 0.32 0.14 0.26 0.26 0.07 0.18 0.18 Sat Flow, veh/h 3456 3554 1536 3456 3554 1573 3456 4265 830 3 456 3554 1585 Grp Volume(v), veh/h 702 484 28 346 766 493 170 725 363 181 51 6 78 Grp Sat Flow(s),veh/h/ln 1728 1777 1536 1728 1777 1573 172 8 1702 1691 1728 1777 1585 Q Serve(g_s), s 28.3 18.0 2.3 12.0 26.2 43.6 6.2 28.2 28.4 7. 2 19.4 3.8 Cycle Q Clear(g_c), s 28.3 18.0 2.3 12.0 26.2 43.6 6.2 28.2 28.4 7.2 19.4 3.8 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.49 1.00 1.00
Lane Grp Cap(c), veh/h 756 1064 460 803 1130 500 482 872 433 247 651 290 V/C Ratio(X) 0.93 0.46 0.06 0.43 0.68 0.99 0.35 0.83 0.84 0.7 3 0.79 0.27 Avail Cap(c_a), veh/h 854 1064 460 803 1130 500 482 970 482 4 59 1013 452 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1. 00 1.00 1.00 1.00 Upstream Filter(I) 0.94 0.94 0.94 1.00 1.00 1.00 1.00 1.00 1 .00 1.00 1.00 1.00 Uniform Delay (d), s/veh 63.9 52.3 45.2 45.8 41.5 47.4 54. 5 49.2 49.3 63.7 54.7 20.7 Incr Delay (d2), s/veh 13.8 1.3 0.2 0.1 3.3 36.8 0.2 5.9 11. 7 1.6 2.8 0.6 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0 .0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 14.6 8.8 0.9 5.1 11.8 22.1 2.7 12. 7 13.4 3.2 9.0 2.4 Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 77.6 53.6 45.5 46.0 44.8 84.2 54.7 55 .2 61.0 65.3 57.5 21.3 LnGrp LOS E D D D D F D E E E E C
Approach Vol, veh/h 1214 1605 1258 775
Approach Delay, s/veh 67.3 57.1 56.8 55.7
Approach LOS E E E E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 37.6 47.0 24.6 30.7 35.0 49.6 14. 4 41.0 Change Period (Y+Rc), s 5.1 * 5.1 5.1 * 5.1 4.4 5.1 4.4 5.1 Max Green Setting (Gmax), s 20.6 * 42 18.6 * 40 34.6 27.9 18.6 39.9 Max Q Clear Time (g_c+I1), s 14.0 20.0 8.2 21.4 30.3 45.6 9.2 30.4 Green Ext Time (p_c), s 0.2 3.8 0.1 4.2 0.3 0.0 0.1 5.4 Intersection Summary
HCM 7th Control Delay, s/veh 59.4
HCM 7th LOS E
Notes
* HCM 7th computational engine requires equal clearance times for the phases crossing the barrier.

HCM 7th Signalized Intersection Summary
17: Storke Rd & Hollister Ave 04/09/2026
02 Future PM with Project 2:46 pm 04/09/2026 Extend Phelps Synchro 12 Report MR Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 660 457 84 297 649 591 161 882 196 162 472 365 Future Volume (veh/h) 660 457 84 297 649 591 161 882 196 162 472 365 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 0.97 1.00 0.99 1.00 0.97 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 702 486 27 316 690 441 171 938 181 172 502 58 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 756 1064 460 789 1116 494 513 1113 214 247 634 283 Arrive On Green 0.07 0.10 0.10 0.23 0.31 0.31 0.15 0.26 0.26 0.07 0.18 0.18 Sat Flow, veh/h 3456 3554 1536 3456 3554 1573 3456 4276 822 3456 3554 1585 Grp Volume(v), veh/h 702 486 27 316 690 441 171 746 373 172 502 58 Grp Sat Flow(s),veh/h/ln 1728 1777 1536 1728 1777 1573 1728 1702 1694 1728 1777 1585 Q Serve(g_s), s 28.3 18.1 2.2 10.9 23.1 37.4 6.2 29.1 29.3 6.8 18.9 2.8 Cycle Q Clear(g_c), s 28.3 18.1 2.2 10.9 23.1 37.4 6.2 29.1 29.3 6.8 18.9 2.8 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.49 1.00 1.00
Lane Grp Cap(c), veh/h 756 1064 460 789 1116 494 513 886 441 247 634 283 V/C Ratio(X) 0.93 0.46 0.06 0.40 0.62 0.89 0.33 0.84 0.85 0.70 0.79 0.21 Avail Cap(c_a), veh/h 854 1064 460 789 1116 494 513 970 483 459 1013 452 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.94 0.94 0.94 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 63.9 52.3 45.2 45.9 40.9 45.8 53.4 49.0 49.1 63.5 55.0 20.8 Incr Delay (d2), s/veh 13.8 1.3 0.2 0.1 2.6 21.1 0.1 6.5 12.6 1.3 2.7 0.4 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 14.6 8.9 0.9 4.6 10.4 17.5 2.7 13.2 13.9 3.1 8.7 1.8 Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 77.6 53.7 45.4 46.0 43.5 66.9 53.6 55.6 61.7 64.9 57.8 21.2 LnGrp LOS E D D D D E D E E E E C
Approach Vol, veh/h 1215 1447 1290 732
Approach Delay, s/veh 67.3 51.2 57.1 56.5
Approach LOS E D E E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 37.1 47.0 25.9 30.1 35.0 49.1 14.4 41.5 Change Period (Y+Rc), s 5.1 * 5.1 5.1 * 5.1 4.4 5.1 4.4 5.1 Max Green Setting (Gmax), s 20.6 * 42 18.6 * 40 34.6 27.9 18.6 39.9 Max Q Clear Time (g_c+I1), s 12.9 20.1 8.2 20.9 30.3 39.4 8.8 31.3 Green Ext Time (p_c), s 0.2 3.8 0.1 4.0 0.3 0.0 0.1 5.2 Intersection Summary
HCM 7th Control Delay, s/veh 57.8
HCM 7th LOS E
Notes
* HCM 7th computational engine requires equal clearance times for the phases crossing the barrier.

Goleta City CouncilJuly 21, 2026

Goleta City Council
July 21, 2026