Mountain View City Council
March 14, 2023

Appendix K Appendix K has been REPLACED with the following:
32 1871 The Alameda, Suite 200 • San Jose, CA 95126 9 Tel: ( 408) 248- 3500 9 Fax: ( 408) 248- 9641 9 www. davidjpowers. com Resolution No. 18773

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Transportation Analysis
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Prepared for:

David J. Powers & Associates
January 23, 2023
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Hexagon Transportation Consultants, Inc.

Hexagon Office: 100 Century Center Court, Suite 501
San Jose, CA 95112
Hexagon Job Number: 22DC05
Phone: 408. 971. 6100
Client Name: David J. Powers & Associates
41 San lose • Gilroy - Pleasanton www. hextrans. com
Areawide Circulation Plans Corridor Studies Pavement Delineation Plans Traffic Handling Plans Impact Fees Interchange Analysis Parking Transportation Planning Traffic Calming Traffic Control Plans Traffic Simulation Traffic Impact Analysis Traffic Signal Design Travel Demand Forecasting Resolution No. 18773

1020- 1040 Terra Bella Avenue Transportation Analysis January 23, 2023 Table of Contents
Executive Summary

1. Introduction.................................................................................................................................. 1

2. Existing Transportation Setting..................................................................................................... 5

3. CEQA Transportation Analysis................................................................................................... 10

4. Multimodal Transportation Analysis............................................................................................ 13

5. Conclusions................................................................................................................................ 52 Appendices
Appendix A Turning Movement Counts
Appendix B City of Mountain View Approved Project List
Appendix C Tabulated Traffic Volumes
Appendix D Level of Service Calculations
Appendix E Parking Occupancy Counts
Appendix F Walk and Roll to School Maps
List of Tables
Table 1 Existing Bus Service Near the Project Site.......................................................................... 7 Table 2 Vehicle Miles Traveled Estimate........................................................................................ 11 Table 3 Project Trip Generation Estimates..................................................................................... 15 Table 4 Signalized Intersection Level of Service Definitions Based on Control Delay..................... 24 Table 5 Unsignalized Intersection Level of Service Definitions Based on Average Delay............... 24 Table 6 Intersection Level of Service Results................................................................................. 26 Table 7 Queuing Analysis Summary.............................................................................................. 28 Table 8 Parking Demand ( Affordable Housing).............................................................................. 41 Table 9 Parking Requirement (Affordable Housing)....................................................................... 41 Table 10 Parking Demand ( Public Storage)..................................................................................... 42 List of Figures
Figure 1 Site Location and Study Intersections.................................................................................. 2 Figure2 Project Site Plan.................................................................................................................. 3 Figure 3 Existing Bicycle Facilities..................................................................................................... 8 Figure 4 Existing Transit Services..................................................................................................... 9 Figure 5 Personal Storage Locations............................................................................................... 12 Figure 6 Project Trip Distribution..................................................................................................... 16 Figure 7 Project Trip Assignment.................................................................................................... 17 Figure 8 Intersection Lane Configuration......................................................................................... 19 Figure 9 Existing Traffic Volume...................................................................................................... 20 Figure 10 Background Traffic Volume............................................................................................ 21 Figure 11 Background Plus Project Traffic Volume........................................................................ 22 Figure 12 Affordable Housing Ground Level Site Plan................................................................... 30 Figure 13 Affordable Housing Level 2 Site Plan............................................................................. 31 Figure 14 Affordable Housing Civil Site Plan.................................................................................. 32 Figure 15 Estimated Trips at Project Driveways............................................................................. 34 Figure 16 Public Storage Site Plan................................................................................................ 36 h"' A NEXA60N
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Figure 17 Public Storage Civil Site Plan......................................................................................... 37 Figure 18 Public Storage Civil Site Plan( cont.).............................................................................. 38 Figure 19 Proposed Intersection Improvements ( San Rafael and Terra Bella)............................... 45 Figure 20 Pedestrian Quality of Service Map................................................................................. 46 Figure 21 Bicycle Level of Traffic Stress........................................................................................ 49 h"' A NEXA60N
Resolution No. 18773

1020- 1040 Terra Bella Avenue Transportation Analysis January 23, 2023 Executive Summary
This report presents the results of the transportation analysis conducted for the proposed development at 1020 & 1040 Terra Bella Avenue in Mountain View, California. The existing project site contains approximately 77,418 square feet ( s.f.) of drive up storage lockers, a rental office, and a non -habitable single family home most recently used as an office. The project would redevelop the site by replacing the existing buildings on -site with 108 units of affordable housing and a 408, 964 s. f. Public Storage facility. Access to the affordable housing site would be provided via a driveway on Terra Bella Avenue and a driveway on San Rafael Avenue. Access to the public storage site would be provided via driveways on Linda Vista Avenue and on San Rafael Avenue.

Transportation Analysis Scope
The transportation analysis was prepared following the standards and methodologies set forth by the City of Mountain View, the Santa Clara Valley Transportation Authority ( VTA) Congestion Management Program' s Transportation Impact Guidelines ( October 2014), and by the California Environmental Quality Act ( CEQA).

CEQA Transportation Analysis Scope
The CEQA transportation analysis for the project consists of a project -level VMT impact analysis that is evaluated against the City of Mountain View' s Vehicle Miles Traveled ( VMT) Policy. The City of Mountain View' s VMT Policy describes screening criteria based on a project description, characteristics, and/ or locations of projects that would not exceed the CEQA thresholds of significance.

If a project meets the screening criteria, it is then presumed that the project would result in a less -than - significant VMT impact, and a VMT analysis is not required.

Multimodal Transportation Analysis Scope
The Multimodal Transportation Analysis ( MTA) includes an evaluation of weekday AM and PM peak hour operational issues ( queuing, signal operations, and potential multi -modal issues) at intersections in the general vicinity of the project site, an evaluation of the transit, bicycle, and pedestrian access and circulation, and a review of site access, on -site circulation, and parking. Operational deficiencies identified as part of the MTA are not considered impacts per CEQA guidelines.

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Resolution No. 18773

1020- 1040 Terra Bella Avenue Transportation Analysis January 23, 2023 CEQA VMT Analysis
Evaluation of Screening Criteria
The project consists of 108 units of affordable housing and a 408, 964 s.f. Public Storage facility. Since 100% of the residential units would be affordable, the residential portion of the project is presumed to result in a less -than -significant transportation impact, and a detailed VMT analysis is not required.

Project Level VMT Analysis
There are currently 13 similar personal storage facilities in Mountain View and Sunnyvale. The average distance of these facilities from the mid -point of Mountain View (assumed to be City Hall) is 2. 1 miles.

The distance between the project site and the mid - point of Mountain View is 1. 4 miles. Therefore, the project would reduce the average trip length for residents to access public storage facilities, and its impact to VMT would be less -than -significant.

Multimodal Transportation Analysis
Trip Generation
After applying the ITE trip rates and trip credits from existing uses, it is estimated that the project would generate 996 daily vehicle trips, with 68 trips ( 29 inbound and 39 outbound) occurring during the AM peak hour and 98 trips ( 52 inbound and 46 outbound) occurring during the PM peak hour.

Intersection Operations
The operations analysis shows that most of the study intersections are projected to operate at acceptable levels of service, under background conditions and background plus project conditions during both the AM and PM peak hours. The intersection of Shoreline Boulevard & US 101 Northbound Off-Ramp/ La Avenida Street currently operates at LOS F during both peak hours under background conditions, with and without the project. Since the project would not cause the critical movement delay to increase by 4 or more seconds, the project would not have an adverse effect at the intersection.

The intersection of Linda Vista Avenue & Middlefield Road operates at LOS E during the AM peak hour, with and without the project under background conditions, and would degrade from LOS D to LOS E during the PM peak hour. Under background conditions, the intersection would operate at a substandard level of service during the AM peak hour. Since the addition of project generated trips would not cause the critical delay to increase by 4 or more seconds, the project would not have an adverse effect at the intersection during the AM peak hour. The addition of project generated trips would degrade the operating level of service from LOS D to LOS E during the PM peak hour. The project proposes to implement a Transportation Demand Management ( TDM) plan for the affordable housing portion of the project. Based on the calculations described in the TDM plan, the implementation of a TDM program is estimated to reduce vehicle trips generated by the project by 15%. The multi - modal improvements proposed by the project would also encourage future residents to walk, bike, or use transit instead of driving. With the implementation of a TDM plan, the PM peak hour would no longer degrade to LOS E and would not have an adverse effect on traffic operations at this intersection.

Intersection Queuing Analysis
Shoreline Boulevard & Terra Bella Avenue
The existing southbound left -turn storage length is approximately 150 feet. As part of the mitigation measures for a previously approved project, the left -turn storage pocket will be extended to 350 feet u HIMON
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under background conditions. Under all scenarios, the Shoreline Boulevard & Terra Bella Avenue intersection was calculated to have insufficient storage for the southbound left -turn movement during the AM peak hour. The project would add 12 vehicles during the AM peak hour to the southbound left - turn movement. This equates to at most one vehicle during the heaviest cycles and would cause an adverse effect at the intersection. Based on the calculations described in the TDM plan, the implementation of a TDM program is estimated to reduce vehicle trips generated by the project by 15%. With this reduction, the project is estimated to add 10 vehicles during the AM peak hour to the southbound left -turn movement and would not extend the 951" percentile AM peak hour queue under background conditions.

Site Access and On -Site Circulation
Site access was evaluated to determine the adequacy of the site' s access points with regard to the following: traffic volume, delays, vehicle queues, geometric design, and corner sight distance. On -site vehicular circulation was reviewed in accordance with generally accepted traffic engineering standards and transportation planning principles.

Recommended Site Access and On -Site Circulation Improvements Affordable Housing Site
Approximately 25 feet of red curb should be painted on both sides of project driveways Parking spaces should be assigned because the garage has dead -ends with no place to turn around.

Trash bins would need to be wheeled out to the trash pick- up area on trash pick- up days Public Storage Site
Red curb should be painted in the cul- de- sac on Linda Vista Avenue.

Red curb should be painted along the project frontage at the San Rafael cul- de- sac Parking Supply
Vehicle Parking
Parking occupancy counts were conducted at similar affordable housing developments, which yielded an average parking demand of 1. 36 spaces per unit. The project would provide 10 units for individuals that are developmentally disabled and 27 units for rapid housing. The applicant has provided information based on similar projects, stating the parking ratios provided for these uses are . 85 spaces per unit for the individuals that are developmentally disabled and . 6 spaces per unit for rapid housing.

These ratios have been observed at similar developments from Alta Housing. The remaining 71 units would require 1. 36 parking spaces per unit, as found in the parking occupancy count study.

Based on the parking ratios provided by the applicant and the observed parking demand at similar affordable housing developments in the region, the affordable housing component of the project would be required to provide 123 parking spaces. The project proposes to implement a TDM program to reduce the parking demand generated by the project. Based on the TDM strategies that would reduce vehicle ownership rates, the TDM program is conservatively estimated to reduce parking demand by 15% with the possibility to reduce parking demand by up to 40%. Therefore, the affordable housing component of the project should provide a minimum of 74 parking spaces.

Parking counts also were conducted at similar storage facilities. These yielded an average parking demand of 0. 07 space per 1, 000 square feet. Based on the observed parking demand at similar Public HIMON
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Storage facilities in the region, the proposed project should provide 29 parking spaces for the Public Storage site.

The project proposes to provide 96 parking spaces within the two -level parking garage for the affordable housing site and 66 surface parking spaces within the Public Storage site. The affordable housing site would provide 27 fewer spaces than the recommended number of parking spaces based on the parking ratios provided by the applicant and the observed parking demand at similar affordable housing developments in the region. The project proposes to implement a TDM program that would conservatively reduce parking demand by 15% and up to 40%. With the implementation of the TDM program, the proposed 96 parking spaces for the affordable housing site is adequate. The Public Storage site would provide 37 more parking spaces than the demand observed at other Public Storage facilities.

Bicycle Parking
The affordable housing site would provide a total of 108 bicycle spaces for residents and 12 short-term bicycle parking spaces. The proposed number of bicycle parking spaces meets the requirements specified in the City of Mountain View municipal code.

Pedestrian, Bicycle, and Transit Analysis
The project proposes to upgrade the San Rafael Avenue/ Terra Bella Avenue intersection with a raised intersection and install "ladder' style crosswalks along all approaches. The project also proposes to construct a new curb ramp to serve the existing crosswalk near the cul- de- sac along Linda Vista Avenue. The crosswalk will be restriped to be a high -visibility "ladder" style crosswalk.

The project would generate a small number of pedestrian trips between the project site and pedestrian generators along Shoreline Boulevard. With the anticipated improvements related to the Shoreline Boulevard Bus Lane and Utility Improvement project, pedestrians would have a safe and continuous connection between the project site and Shoreline Boulevard.

The project would have an adverse effect on pedestrian operations because the project is expected to add vehicle trips to San Rafael Avenue, Linda Vista Avenue, Terra Bella Avenue, Middlefield Road, and Shoreline Boulevard, which have a PQOS score of 3 or more. As described above, it is assumed that the Shoreline Boulevard Bus Lane and Utility Improvements would upgrade existing pedestrian facilities along Shoreline Boulevard and at the intersection of Shoreline Boulevard/ Terra Bella Avenue.

Additionally, the project would install several improvement features within the project vicinity, including a raised intersection, upgraded curb ramps, and restriped crosswalks to high -visibility crosswalks. The planned improvements by the City of Mountain View and the proposed improvements from the project would increase pedestrian comfort and safety while improving the pedestrian quality of service and is consistent with the guidelines described in the City' s Comprehensive Modal Plan.

Based on the 2015 Bicycle Transportation Plan Update, the project is expected to generate between 2- 4 new bicycle trips during the AM and PM peak hours. The project would provide secure bicycle storage for residents on the ground level of the affordable housing building. Guest bicycle parking would be located along the frontages of the affordable housing building.

The project would create an adverse effect on bicycle operations because the project would add vehicle trips to Shoreline Boulevard, Middlefield Road, and Moffett Boulevard, which have a BLTS score of 3 or more. The 2015 Bicycle Transportation Plan proposes Class IV cycle tracks along Shoreline Boulevard and Moffett Boulevard and a Class II full time bike lane along Middlefield Road. The Shoreline Boulevard Bus Lane and Utility Improvements would upgrade the bicycle facilities along Shoreline Boulevard between US 101 and Montecito Avenue with protected bike lanes. The planned improvements by the City of Mountain View would increase bicyclist comfort and safety while improving u HIMON
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the Bicycle Level of Traffic Stress and is consistent with the guidelines described in the City' s Comprehensive Modal Plan.

The project is expected to generate between 2- 3 new transit riders during the AM and PM peak hours.

This new ridership generated by the project could be accommodated by existing services. Due to the small number of new vehicle trips generated by the project, the project would result in a minimal increase in vehicle delay at the study intersections and would not cause a noticeable change in transit travel time and vehicle delay for the bus routes in the study area. The completion of the Shoreline Boulevard Bus Lane and Utility Improvement project would decrease travel time and delay for transit in the peak direction.

Transportation Demand Management
The following design features and TDM measures would be implemented by the project as part of the TDM plan:

Transportation Management Association ( TMA) Membership On -Site Carshare
Bicycle Parking
Collaborative Workspace
Pedestrian -Oriented Site Design
Delivery -Supported Amenities ( Front Desk, Food Delivery Drop -Off Area, etc) Family TDM Amenities ( Ground Level Storage for strollers, carts, etc.) Shared Bicycles and Resource Center
Bike Repair and Wash Station
Bike Training and Workshops
TDM Coordinator and Mobility Concierge
Informational/ Promotional Materials
Pre -Tax Transportation Benefits
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1020- 1040 Terra Bella Avenue Transportation Analysis January 23, 2023

1. Introduction
This report presents the results of the transportation analysis conducted for the proposed development at 1020 & 1040 Terra Bella Avenue in Mountain View, California ( see Figure 1). The existing project sites contain approximately 77, 418 square feet ( s. f.) of drive up storage lockers, a rental office, and a non -habitable single family home most recently used as an office. The project would redevelop the sites by replacing the existing buildings on -site with 108 units of affordable housing and a 408, 964 s.f. Public Storage facility. Access to the affordable housing site would be provided via a driveway on Terra Bella Avenue and a driveway on San Rafael Avenue. Access to the public storage site would be provided via driveways on Linda Vista Avenue and on San Rafael Avenue. Figure 2 shows the project site plan for the proposed project.

Scope of Study
The purpose of the study is to identify potential transportation impacts related to the proposed development. Per California Senate Bill 743 ( SB743) and CEQA Guidelines, the study includes a vehicle miles traveled ( VMT) analysis. The study also includes a multimodal transportation analysis MTA) that evaluates potential transportation effects of the project in accordance with the standards and methodologies set forth by the City of Mountain View and the Santa Clara Valley Transportation Authority (VTA). The VTA administers the County Congestion Management Program ( CMP).

CEQA Transportation Analysis Scope
Vehicle Miles Traveled
The evaluation of VMT for this project is based on the City' s VMT Policy adopted on June 30, 2020.The City of Mountain View' s Vehicle Miles Traveled ( VMT) Policy describes screening criteria based on a project description, characteristics, and/ or locations of projects that would not exceed the CEQA thresholds of significance. If a project meets the screening criteria, it is then presumed that the project would result in a less -than - significant VMT impact, and a VMT analysis is not required.

The proposed project consists of affordable housing and a personal warehouse storage facility. The city' s VMT policy states that for mixed - use projects, each project component shall be evaluated independently by applying the most appropriate threshold of significance. The residential portion of the proposed project is 100% affordable and would meet the city' s screening criteria. The personal warehouse storage facility portion of the project is local -serving and would also meet the city' s screening criteria.

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Resolution No. 18773

1020- 1040 Terra Bella Avenue Transportation Analysis January 23, 2023 Transit Services
Significant impacts to transit service would occur if the project:

Creates demand for public transit services above the capacity that is provided or planned; or Disrupts existing transit services or facilities; or
Conflicts with an existing or planned transit facility; or Conflicts with transit policies adopted by the City of Mountain View, VTA, or Caltrans for their respective facilities in the study area.

Pedestrian and Bicycle Facilties
The Mountain View 2030 General Plan ( July 2012) describes related policies necessary to ensure pedestrian and bicycle facilities are safe and effective for City residents. Using the General Plan as a guide, significant impacts to these facilities would occur when a project or an element of the project:

Creates a hazardous condition that does not currently exist for pedestrians and bicyclists, or otherwise interferes with pedestrian accessibility to the site and adjoining areas; or Conflicts with an existing or planned pedestrian or bicycle facility; or Conflicts with policies related to bicycle and pedestrian activity adopted by the City of Mountain View, VTA, or Caltrans for their respective facilities in the study area.

Multimodal Transportation Analysis ( MTA) Scope
The MTA includes an analysis of the traffic operational effects of the project on the key intersections in the vicinity of the site, a freeway capacity and ramp analysis, an evaluation of the transit, bicycle, and pedestrian access and circulation, and a review of site access and on -site circulation.

The MTA includes the evaluation of operational issues ( queuing, signal operations, and potential multi - modal issues) at intersections in the general vicinity of the project site. The MTA is required by the City of Mountain View in order to assist city staff with identifying potential adverse effects on the transportation system. However, the operational deficiencies identified as part of the MTA are not considered impacts per CEQA guidelines.

Report Organization
The remainder of this report is divided into four chapters. Chapter 2 describes the existing transportation system including the existing roadway network, transit service, bicycle and pedestrian facilities. Chapter 3 describes the CEQA transportation analysis, including the VMT analysis methodology and applicable screening criteria. Chapter 4 describes the MTA including the method by which project traffic is estimated, intersection operations analysis methodology, any adverse intersection traffic effects caused by the project, signal warrant analysis, intersection vehicle queuing analysis, a parking analysis, a site access and on -site circulation review, and effects on bicycle, pedestrian, and transit facilities. Chapter 5 presents the conclusions of the transportation analysis.

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2. Existing Transportation Setting
This chapter describes the existing conditions of the transportation system within the study area of the project. It describes transportation facilities in the vicinity of the project site, including the roadway network, transit services, and pedestrian and bicycle facilities.

Existing Roadway Network
Regional access to the project site is provided by US 101 and SR 85. Local access to the project site is provided via Shoreline Boulevard, Middlefield Road, Moffett Boulevard, Terra Bella Avenue, San Rafael Avenue, and Linda Vista Avenue. For the purposes of this study, US 101 and all parallel streets are considered to run east -west, and cross streets, such as Shoreline Boulevard, are considered to run north - south.

US 101 is a freeway that extends through and beyond the Bay Area, connecting San Francisco to San Jose. US 101 is eight lanes wide with three mixed -flow lanes and one high -occupancy vehicle ( HOV) lane in each direction in the vicinity of the project site. US 101 provides access to the study area via a full interchange at Shoreline Boulevard.

SR 85 is a freeway that begins at US 101, east of N. Shoreline Boulevard, extends south towards San Jose, and terminates at US 101 east of the Silicon Valley Boulevard/Bernal Road interchange. SR 85 is six lanes wide ( two mixed -flow lanes and one HOV lane in each direction) in the vicinity of the project site. SR 85 provides access to the project study area via an interchange at Moffett Boulevard.

Shoreline Boulevard is a north -south four -lane arterial in the vicinity of the project site. It begins near Shoreline Lake in the north and extends to El Camino Real in the south, where it becomes Miramonte Avenue. In the project vicinity, Shoreline Boulevard has a posted speed limit of 35 mph. Shoreline Boulevard has left -turn pockets at intersections and has bike lanes and sidewalks on both sides of the street. Access to the project site from Shoreline Boulevard is provided via Terra Bella Avenue.

Middlefield Road is an east -west four -lane arterial that runs parallel to US 101. It begins at the intersection of Central Expressway in Mountain View and traverses westward through Redwood City.

Middlefield Road has landscaped medians with left -turn pockets at signalized intersections and has bike lanes and sidewalks on both sides of the street except one section on the south side of Middlefield Road over SR 85. Middlefield Road has a posted speed limit of 35 mph. Access to the project site from Middlefield Road is via Shoreline Boulevard and Linda Vista Avenue.

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1020- 1040 Terra Bella Avenue Transportation Analysis January 23, 2023 Moffett Boulevard is a north -south four -lane arterial in the vicinity of the project site. It begins from R T Jones Road in the north and extends to Central Expressway in the south, where it becomes Castro Street. Moffett Boulevard has landscaped medians with left -turn pockets at signalized intersections and has sidewalks on both sides of the street. Bike lanes are present from SR 85 to just north of Leong Drive. Moffett Boulevard has a posted speed limit of 40 mph. Access to the project site from Moffett Boulevard is via Middlefield Road.

Terra Bella Avenue is a two- lane east -west roadway in the vicinity of the project site. Terra Bella Avenue has sidewalks and on -street parking on both sides of the street. Terra Bella Avenue has a posted speed limit of 25 mph. A driveway along Terra Bella Avenue would provide access to the parking garage for the affordable housing site.

San Rafael Avenue is a two- lane north -south roadway in the vicinity of the project site. San Rafael has sidewalks and on -street parking on both sides of the street. San Rafael Avenue has a posted speed limit of 25 mph. A driveway would provide access to the second level parking of the affordable housing site. A driveway at the end of San Rafael Avenue provides access to the existing and proposed public storage facility.

Linda Vista Avenue is a two- lane north -south roadway in the vicinity of the project site. Linda Vista Avenue has sidewalks and on -street parking on both sides of the street. Linda Vista Avenue has a posted speed limit of 25 mph. A driveway at the end of Linda Vista Avenue provides access to the existing and proposed public storage facility.

Existing Pedestrian, Bicycle and Transit Facilities
The existing bicycle, pedestrian, and transit facilities in the study area are described below.

Existing Pedestrian Facilities
Pedestrian facilities in the study area consist of sidewalks along all the surrounding streets, including the project frontages along Terra Bella Avenue, Linda Vista Avenue, and San Rafael Avenue.

Crosswalks and pedestrian signal heads are present along the following legs at study intersections:

North, west, and east legs of the Shoreline Boulevard/ US 101 Northbound Off-Ramp/ La Avenida Street intersection
West leg of the Shoreline Boulevard/ US 101 Southbound Ramps intersection All legs of the Shoreline Boulevard/ Terra Bella Avenue intersection Additionally, crosswalks are provided at all legs of the Linda Vista Avenue/Terra Bella Avenue intersection and the north leg of the Linda Vista Avenue/ Middlefield Road intersection. ADA- compliant curb ramps are located at most intersections within the project vicinity, with the exception of the northwest, southwest, and southeast corners of the Shoreline Boulevard/ Terra Bella Avenue intersection.

Pedestrian generators in the project vicinity include office buildings and bus stops along Shoreline Boulevard and Middlefield Road. Continuous sidewalks along Terra Bella Avenue and Shoreline Boulevard provide access to major pedestrian generators in the project vicinity.

Existing Bicycle Facilities
There are several bicycle facilities in the vicinity of the project site. The existing bicycle facilities are shown in Figure 3.

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Resolution No. 18773

1020- 1040 Terra Bella Avenue Transportation Analysis January 23, 2023 Class II Bikeways ( Bike Lanes). Class II bikeways are striped bike lanes on roadways that are marked by signage and pavement markings. Within the vicinity of the project site, striped bike lanes are present on the following roadway segments.

Shoreline Boulevard, southern terminus to Charleston Road Middlefield Road ( part- time, open during the daytime and peak hours), within the Mountain View city limits
Stevens Creek Trail
The Stevens Creek multi -use trail system runs through the City of Mountain View and is shared between pedestrians and bicyclists and separated from motor vehicle traffic. The Stevens Creek trail in the City of Mountain View is a five -mile continuous Class I bikeway from Shoreline at Mountain View in the north to Dale/ Heatherstone in the south. This trail system can be accessed via a trailhead on Middlefield Road, approximately 1- mile walking distance southeast of the project site.

Existing Transit Service
Existing transit services in the study area are provided by the Valley Transportation Authority VTA and the Mountain View Transportation Management Association ( MTMA). The closest bus stops serviced by the VTA and the MTMA are located along Shoreline Boulevard, approximately 1, 100 feet walking distance from the project site. Figure 4 shows the existing transit services.

The project area is served by one VTA bus line and one MTMA "MVgo" shuttle. The routes that operate along Shoreline Boulevard in the project vicinity are listed in Table 1, including their route descriptions and commute hour headways.

Table 1
Existing Bus Service Near the Project Site
VTA Local Route 40
Foothill College - Mountain View Transit Center via
North Bayshore
Mvgo Shuttle Route B Shoreline, La Avenida, Crittenden
6: 15 am - 10: 30 pm
6: 30 am - 10: 30 am and
3: 30 pm - 8: 00 pm
30 mins
30 mins
Notes:

Appro) amate headways during peakcommute periods. I
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1020- 1040 Terra Bella Avenue Transportation Analysis
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3. CEQA Transportation Analysis
This chapter describes the CEQA transportation analysis, including the VMT analysis methodology, significance criteria, and potential project impacts on VMT.

CEQA Transportation Analysis Screening Criteria
The City of Mountain View' s adopted VMT policy identifies screening criteria that determine whether a CEQA transportation analysis would be required for development projects. The criteria are based on the type of project, characteristics, and/ or location. If a project meets the City' s screening criteria, it is presumed that the project would result in a less -than -significant transportation impact and a detailed VMT analysis is not required. The type of development projects that may meet the screening criteria include the following:
1) small projects screening
2) map -based screening
3) transit screening
4) affordable housing screening
Additionally, projects that meet the following criteria would be exempt from a detailed VMT analysis:

Retail Land Use Proiects: A net increase in total VMT ( difference in total VMT in the area affected with and without the project) shall be presumed to cause a significant transportation impact. Depending on the local context, projects determined by the City to be local -serving retail are exempt from being required to conduct a detailed CEQA VMT analysis. Retail projects larger than 50, 000 square feet may be considered regional - serving and would be subject to the retail land -use threshold of significance.

Evaluation of Screening Criteria
The project consists of 108 units of affordable housing and a 408, 964 s. f. Public Storage facility. Since 100% of the residential units will be affordable, the residential portion of the project is presumed to result in a less -than -significant transportation impact, and a detailed VMT analysis is not required.

VMT Analysis Methodology
The effects of the Public Storage facility on VMT were evaluated against the adopted VMT policy for the City of Mountain View. Since personal storage facilities are not a common land use described in the city' s VMT policy, the city has provided their preferred analysis methodology for personal storage HIMON
1020- 1040 Terra Bella Avenue Transportation Analysis
Resolution No. 18773

January 23, 2023
facilities. The methodology assumes that demand for personal storage facilities is constant, and the addition of a new ( or redeveloping) self -storage site would redistribute existing personal storage -based trips within the City instead of creating new trips. The quantitative approach to evaluate the potential change in project -related VMT is as follows:
1) Determine the average personal storage trip length in the immediate area by measuring the distance between existing personal storage facilities and a common point near the geographical center of Mountain View ( assumed to be city hall)
2) Measure the trip length from the project site to common point ( city hall) 3) If the project trip length is less than the average personal storage trip length for existing personal storage facilities, than the project is presumed to reduce the average distance traveled for this type of use and is considered to have a less than significant VMT impact Project Level VMT Analysis
There are currently 13 similar personal storage facilities in the study area vicinity within a 3 mile radius of city hall. The average distance of these facilities and the Mountain View city hall is 2. 1 miles. The distance between the project site and city hall is 1. 4 miles. Therefore, the project is presumed to have a less -than -significant impact on VMT because the length of travel from city hall to the project site is less than the average distance to similar personal storage facilities. Table 2 shows the list of personal storage facilities and the distance from city hall. Figure 5 shows a map of personal storage facilities and the geographic common point (city hall).

Table 2
Vehicle Miles Traveled Estimate
1 Grape Avenue Self Storage
2 Devon Self Storage
3 Self Storage Selo of Pastoria
4 ULockStore
5 Storage Corner
6 Evelyn Ave Self Storage
7 Public Storage
8 Public Storage
9 Public Storage
10 Stoway Mini - Storage
11 Independence Storage
12 ABC Self Storage
13 Peninsula Storage Center
Project
690Grape Avenue, Sunnyvale, CA 2. 0
818 W El Camino Real, Sunnyvale, CA 2. 5
833 W EI Camino Real, Sunnyvale, CA 2. 5
131 S Taffee Street, Sunnyvale, CA 2. 8
922 W Evelyn Avenue, Sunnyvale, CA 2. 2
938 W Evelyn Avenue, Sunnyvale, CA 2. 2
1909Old Middlefield Way, Mountain View, CA 1. 7
1987Old Middlefield Way, Mountain View, CA 1. 8
830 N Rengstorff Avenue, Mountain View, CA 1. 9
2172 Wyandotte Street, Mountain View, CA 2. 0
877Independence Avenue, Mountain View, CA 2. 0
2496 Wyandotte Street, Mountain View, CA 2. 1
2409 Leghorn Street, Mountain View, CA 2. 2
Average ( All sites within 3 miles of City Hall): 2. 1
1040Terra Bella Avenue, Mountain View, CA 1. 4
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Resolution No. 18773

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1020- 1040 Terra Bella Avenue Transportation Analysis
Resolution No. 18773

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4. Multimodal Transportation Analysis
The MTA includes an analysis of the traffic operational effects of the project on the key intersections in the vicinity of the site, an evaluation of the transit, bicycle, and pedestrian access and circulation, and a review of site access, on -site circulation, and parking.

The MTA includes the evaluation of weekday AM and PM peak hour operational issues ( queuing, signal operations, and potential multi -modal issues) at intersections in the general vicinity of the project site.

The MTA is required by the City of Mountain View in order to assist city staff with identifying potential adverse effects on the transportation system. However, the operational deficiencies identified as part of the MTA are not considered impacts per CEQA guidelines.

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

Trip Generation
Proposed Project Trips
Through empirical research, data have been collected that indicate the amount of traffic that can be expected to be generated by common land uses. Project trip generation was estimated by applying to the size and uses of the development the appropriate trip generation rates. The average trip generation rates for Mini -Warehouse ( Land Use 151) and Affordable Housing ( Land Use 223) as published in the Institute of Transportation Engineers ( ITE) Trip Generation Manual, 11`" Edition ( 2021) were applied to the size of the Public Storage facility and the proposed number of affordable housing units. Based on the trip generation rates and the project size, it is estimated that, prior to any trip reductions, the proposed development would generate 1, 117 daily trips with 76 trips ( 33 inbound and 43 outbound) occurring during the AM peak -hour and 111 trips ( 59 inbound and 52 outbound) occurring during the PM peak -hour.

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1020- 1040 Terra Bella Avenue Transportation Analysis
Resolution No. 18773

January 23, 2023
Trip credits were taken for the existing 77,418 s.f. of personal storage warehousing and the singlefamily home on the project site.

Net Project Trips
After applying the ITE trip rates and trip credits from existing uses, it is estimated that the project would generate 996 new daily vehicle trips, with 68 new trips ( 29 inbound and 39 outbound) occurring during the AM peak hour and 98 new trips ( 52 inbound and 46 outbound) occurring during the PM peak hour.

The project trip generation estimates are presented in Table 3.

Trip Distribution and Trip Assignment
The trip distribution pattern for the project was developed based on existing travel patterns on the surrounding roadway system and the locations of complementary land uses. The peak -hour vehicle trips generated by the project were assigned to the roadway network in accordance with the trip distribution pattern. Figure 6 shows the trip distribution pattern, and Figure 7 shows the net trip assignment of project traffic on the local transportation network.

Intersection Operations Methodology
This section presents the methods used to evaluate traffic operations at the study intersections. It includes descriptions of the data requirements, the analysis methodologies, the applicable level of service standards, and the criteria defining adverse effects at the study intersections.

The intersection operations analysis is intended to quantify the operations of intersections and to identify potential negative effects due to the addition of project traffic. However, a potential adverse effect on a study intersection is not considered a CEQA impact metric.

Study Intersections
The study includes an analysis of AM and PM peak -hour traffic conditions for three signalized intersections and two unsignalized intersections within the City of Mountain View. Intersections were selected in coordination with city staff.

The following study intersections were selected for analysis:

1. Shoreline Boulevard & La Avenida Street/US 101 Northbound Off -ramp

2. Shoreline Boulevard & US 101 Southbound Ramps

3. Shoreline Bouelvard & Terra Bella Avenue

4. Linda Vista Avenue & Terra Bella Avenue ( unsignalized)

5. Linda Vista Avenue & Middlefield Road ( unsignalized) Data Requirements
The data required for the analysis were obtained from recent traffic studies, new traffic counts, the City of Mountain View, and field observations. The following data were collected from these sources:
existing traffic volumes
existing lane configurations
signal timing and phasing
approved roadway improvements
approved project trips
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Resolution No. 18773

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1020- 1040 Terra Bella Avenue Transportation Analysis
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Resolution No. 18773

1020- 1040 Terra Bella Avenue Transportation Analysis
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Resolution No. 18773

1020- 1040 Terra Bella Avenue Transportation Analysis January 23, 2023 Lane Configurations
The existing lane configurations at the study intersections were determined by observations in the field and are shown on Figure 8. The following roadway improvements are assumed to be completed under background and background plus project conditions:

Shoreline Boulevard Bus Lane Improvement Project. The project would include a reversible transit -only lane on N. Shoreline Boulevard that extends northward from Middlefield Road to Pear Avenue. The single lane would operate northbound on weekday mornings and southbound in the afternoon. On N. Shoreline Boulevard between Middlefield Road and Terra Bella Avenue, the transit lane would occupy the existing center left -turn lane. All vehicles currently using the center turn lane would perform a U- turn at either the Middlefield Road or Terra Bella Avenue intersections. The left -turn lane that provides access to the southbound SR 85 on -ramp from northbound Shoreline Boulevard would be removed and replaced with the reversible bus lane.

Traffic bound for southbound SR 85 is expected to divert to the SR 85/ Moffett Boulevard interchange. The bus lane along Shoreline Boulevard would occupy the existing landscaped medians between Pear Avenue and Terra Bella Avenue.
o N. Shoreline Boulevard and US 101 Southbound Off -Ramp: The northbound left -turn lane onto the southbound SR 85 on -ramp and the associated signal phase would be removed.
o N. Shoreline Boulevard and Terra Bella Avenue: The signal phasing for the eastbound and westbound approaches is expected to be modified from permitted to split phase.

Split phase operation would increase the total intersection lost time and the cycle length.

Traffic Volumes
Existing Conditions
Existing peak hour traffic volumes at all signalized study intersections were obtained from previous transportation studies in the area. For intersections where count data was more than two years old, a compounded growth factor of 1% per year was applied. At locations where count data was unavailable, counts were conducted and at adjacent intersections where count data is available. The new turning movement counts were then compared to existing counts and factored to represent pre- COVID traffic volumes. The existing peak -hour intersection volumes are shown on Figure 9. Intersection turning - movement counts conducted for this analysis are presented in Appendix A.

Future Conditions
Background traffic volumes for the study intersections ( see Figure 10) were estimated by adding to the existing traffic volumes ( 1) the trips generated by nearby approved projects that have not been constructed or occupied and ( 2) the reassigned traffic resulting from the Shoreline Boulevard bus lane improvement project. Project trips were added to background traffic volumes to obtain background plus project traffic volumes ( see Figure 11).

A list of approved projects was obtained from the City of Mountain View. Hexagon considered both the location and size of the approved projects in order to eliminate those that were too far away or too small to affect traffic conditions of the study intersections. The approved projects considered for the study are listed in Appendix B. Vehicle trips from the approved projects were obtained from the project' s TIA or environmental document (initial study or EIR), if available. For projects without a traffic study, trip estimates were developed using rates published in the Trip Generation Manual. The estimated trips were assigned to the study intersections according to distributions identified in the development traffic studies, if available, or knowledge of the study area.

HIMON
Resolution No. 18773

1020- 1040 Terra Bella Avenue Transportation Analysis
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Resolution No. 18773

1020- 1040 Terra Bella Avenue Transportation Analysis
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Resolution No. 18773

1020- 1040 Terra Bella Avenue Transportation Analysis
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Resolution No. 18773

1020- 1040 Terra Bella Avenue Transportation Analysis
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Resolution No. 18773

1020- 1040 Terra Bella Avenue Transportation Analysis January 23, 2023 The Shoreline Boulevard bus lane improvement project identifies the removal of the northbound left - turn lane at the intersection of N. Shoreline Boulevard and the on -ramp to southbound US 101/ SR 85.

The closure of this lane would require all vehicles bound for SR 85 to use Middlefield Road to access the Moffett Boulevard/ SR 85 interchange. Therefore, all existing vehicles that are utilizing the left -turn lane were rerouted to the Moffett interchange. The proposed center transit lane would occupy the existing center turn lane on N. Shoreline Boulevard between Middlefield Road and Terra Bella Avenue.

All vehicles currently using the center turn lane would perform a U- turn at either the Middlefield Road or Terra Bella Avenue intersections. Potential traffic reduction as a result of bus lane project was not considered in the background traffic volumes.

Traffic volumes under all scenarios are tabulated in Appendix C.

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

Sianalized Intersection Level of Service
For signalized intersections, the level of service method evaluates intersection operations on the basis of average control delay time for all vehicles at the intersection based on the methodology described the 2000 Highway Capacity Manual (HCM). Table 4 presents the level of service definitions for signalized intersections.

This study utilizes TRAFFIX software to determine intersection levels of service based on the 2000 HCM methodology. Since TRAFFIX is approved by VTA as the level of service analysis software for CMP signalized intersections, the City of Mountain View employs the CMP defaults values for the analysis parameters. TRAFFIX software was used to analyze intersection operations and intersection impacts base on the increases in critical - movement delay and the volume -to -capacity ratio ( v/ c) between no -project and project scenarios.

According to the 2030 General Plan Action Items ( MOB 8. 1. 3), until adoption of new significance thresholds of performance indicators occurs, the City of Mountain View has interim level of service LOS) standards based on the 1992 General Plan. The interim standard for signalized intersections is LOS D, except for CMP intersections and intersections in the Downtown and San Antonio Center planning areas, where the standard is LOS E.

Unsignalized Intersection Level of Service
Level of service analysis at unsignalized intersections is generally used to determine the need for modification in the type of intersection control ( i. e., all -way stop or signalization). As part of the evaluation, traffic volumes, delays, and traffic signal warrants are evaluated to determine if the existing intersection control is appropriate.

For unsignalized intersections, level of service depends on the average delay experienced by vehicles on the stop -controlled approaches. For side street stop -controlled intersections ( two- way or Tintersections), operations are defined by the average control delay experienced by vehicles entering the intersection from the stop -controlled approaches on minor streets or from left -turn approaches on major streets. For side street stop -controlled intersections, the level of service is reported based on the average delay for the worst approach. The level of service definitions for unsignalized intersections is shown in Table 5. This study utilizes TRAFFIX software to determine intersection levels of service based on the 2000 HCM methodology for unsignalized intersection.

HIMON
1020- 1040 Terra Bella Avenue Transportation Analysis
Resolution No. 18773

January 23, 2023
Table 4
Signalized Intersection Level of Service Definitions Based on Control Delay Signal progression is extremely fawrable. Most vehicles arrive during the A green phase and do not stop at all. Short cycle lengths may also contribute 10. 0 or less to the very low vehicle delay.

Operations characterized by good signal progression and/ or short cycle B lengths. More vehicles stop than with LOS A, causing higher levels of 10. 1 to 20. 0 average vehicle delay.

Higher delays may result from fair signal progression and/ or longer cycle C
lengths. Individual cycle failures may begin to appear at this level. The 20. 1 to 35. 0 number of vehicles stopping is significant, though some vehicles may still pass through the intersection without stopping.

The influence of congestion becomes more noticeable. Longer delays may D
result from some combination of unfawrable signal progression, long cycle 35. 1 to 55. 0 lengths, or high wlume- to- capacity ( V/ C) ratios. Many vehicles stop and individual cycle failures are noticeable.

This is considered to be the limit of acceptable delay. These high delay E values generally indicate poor signal progression, long cycle lengths, and 55. 1 to 80. 0 high wlume- to- capacity ( V/ C) ratios. Individual cycle failures occur frequently.

This level of delay is considered unacceptable by most drivers. This condition F
often occurs with oversaturation, that is, when arrival flow rates exceed the greater than 80. 0
capacity of the intersection. Poor progression and long cycle lengths may also be major contributing causes of such delay levels.

Source: Transportation Research Board, 2010 Highway Capacity Manual ( Washington, D. C., 2010) Table 5
Unsignalized Intersection Level of Service Definitions Based on Average Delay of Service
Little
Description
or no traffic delay
A
D

10. 0 or less
B Short traffic delays 10. 1 to 15. 0
C Average traffic delays 15. 1 to 25. 0
D Long traffic delays 25. 1 to 35.0
E Very long traffic delays 35. 1 to 50.0
F Extreme traffic delays greater than 50. 0
Source: Transportation Research Board, 2010 Highway Capacity Manual ( Washington, D. C., 2000) HIMON
Resolution No. 18773

1020- 1040 Terra Bella Avenue Transportation Analysis January 23, 2023 Definition of Adverse Intersection Operations Effects
Adverse operations effects on signalized intersections are based on the City of Mountain View and CMP level of service standards. The City of Mountain View has applied adverse effect criteria for unsignalized intersections. Adverse intersection operation effects are described below.

According to the City of Mountain View and CMP level of service standards, a development is said to create an adverse operations effect on traffic conditions at a study intersection if for either peak hour, either of the following conditions occurs:

1. The level of service at the intersection drops below its respective level of service standard ( LOS D or better for local intersections and LOS E or better for CMP intersections) when project traffic is added, or

2. An intersection that operates below its level of service standard under no -project conditions experiences an increase in critical - movement delay of four ( 4) or more seconds, and an increase in critical volume -to -capacity ratio ( v/ c) of one percent ( 0. 01) or more when project traffic is added.

The exception to this threshold is when the addition of project traffic reduces the amount of average control delay for critical movements, i. e., the change in average control delay for critical movements are negative. In this case, the threshold is when the project increases the critical v/ c value by 0. 01 or more.

An adverse operations effect is said to be satisfactorily mitigated when measures are implemented that would restore intersection conditions to its acceptable level of service or to an average delay that is better than no -project conditions.

Intersection Operations Analysis Results
The intersection level of service analysis is summarized in Table 6. The level of service calculation sheets are included in Appendix D.

Existing Intersection Operation Conditions
Intersection levels of service were evaluated against applicable City of Mountain View operations standards. The results of the level of service analysis show most study intersections currently operate at an acceptable LOS D or better during both the AM and PM peak hours. Based on prior field observations at the intersection of Shoreline Boulevard & US 101 Northbound Off-Ramp/ La Avenida Street, both peak hours often require vehicles to wait more than one signal cycle. The field observations indicate that the intersection currently operates at LOS F during both peak hours.

Future Intersection Operation Conditions
The operations analysis shows that most of the study intersections are projected to operate at acceptable levels of service, under background conditions and background plus project conditions during both the AM and PM peak hours. The intersection of Shoreline Boulevard & US 101 Northbound Off-Ramp/ La Avenida Street will operate at LOS F during both peak hours under background conditions, with and without the project. Since the project would not cause the critical movement delay to increase by 4 or more seconds, the project would not have an adverse effect at the intersection.

The intersection of Linda Vista Avenue & Middlefield Road operates at LOS E during the AM peak hour, with and without the project and would degrade from LOS D to LOS E during the PM peak hour. During the AM peak hour, the driveway ( south leg) of the intersection experiences the most delay. The north leg ( to which project would add trips) would also operate at LOS E with the project during the AM peak HIMON
Resolution No. 18773

1020- 1040 Terra Bella Avenue Transportation Analysis January 23, 2023 hour). During the PM peak hour, the north leg of the intersection experiences the most delay. Under background conditions, the intersection would operate at a substandard level of service during the AM peak hour. Since the addition of project generated trips would not cause the critical delay to increase by 4 or more seconds, the project would not have an adverse effect at the intersection during the AM peak hour. The addition of project generated trips would degrade the operating level of service from LOS D to LOS E during the PM peak hour. The project proposes to implement a Transportation Demand Management (TDM) plan for the affordable housing portion of the project. Based on the calculations described in the TDM plan, the implementation of a TDM program is estimated to reduce vehicle trips generated by the project by 15%. The multi -modal improvements proposed by the project would also encourage future residents to walk, bike, or use transit instead of driving. With the implementation of a TDM plan, the PM peak hour would no longer degrade to LOS E and would not have an adverse effect on traffic operations at this intersection.

Table 6
Intersection Level of Service Results
Shoreline Boulevard & US 101 Northbound Off- AM 80+ F2 80+ Fz 80+ Fz 0. 1 0. 000 1 Ramp/ La Avenida Street PM 80+ Fz 80+ F2 80+ Fz 0. 0 0. 001 AM 22. 3 C 20. 9 C 21. 0 C 0. 2 0. 006
2 Shoreline Boulevard & US 101 Southbound Ramps
PM 22. 3 C 19. 4 B 19. 6 B 0. 3 0. 008
3 Shoreline Boulevard & Terra Bella Avenue
AM 20.

16. 9
9 C
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34. 31.
2 5
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0.006
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9. 9
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9. 9
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3 8

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5 Linda Vista Avenue & Middlefield Road
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23. 34. 3
4 C
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6 6

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TDM Plan mitigation ( 45% affordable housing trips)
PM 34. 4 D 0. 5 0. 100
Bold indicates a substandard level of service.

Note:
1 Denotes two- way stop -controlled intersection. The worst leg delay is reported. 2 The calculated LOS does not reflect the unmet vehicle demand that cannot get through the intersection during the peak hour. Prior field observations indicate that the intersection operates at LOS F with 80+ seconds of average delay during one or both peak hours.

Signal Warrant Analysis
The need for signalization of an unsignalized intersection is assessed based on the Peak Hour Volume Warrant ( Warrant 3) described in the California Manual on Uniform Traffic Control Devices for Streets and Highways ( CA MUTCD), Part 4, Highway Traffic Signals, 2014. This method makes no evaluation of intersection level of service, but simply provides an indication whether vehicular peak hour traffic volumes are, or would be, sufficient to justify installation of a traffic signal. Intersections that meet the peak hour warrant are subject to further analysis before determining that a traffic signal is necessary.

Additional analysis may include unsignalized level of service analysis and/ or operational analysis such as evaluating vehicle queuing and delay. Other options such as traffic control devices, signage, or geometric changes may be preferable based on existing field conditions.

HIMON
1020- 1040 Terra Bella Avenue Transportation Analysis
Resolution No. 18773

January 23, 2023
In order to meet the peak -hour traffic signal warrant, minor streets must have a volume of at least 100 vehicles per hour. Since the minor streets at both unsignalized intersections do not meet the 100 vehicle per hour threshold, it can be concluded that neither unsignalized intersection meets the peak hour traffic warrant.

Intersection Queuing Analysis
The analysis of intersection operations was supplemented with a vehicle queuing analysis at intersections where the project would add a substantial number of trips to left -turn movements. The queuing analysis is presented for informational purposes only, since the City of Mountain View has not defined a policy related to queuing. Vehicle queues were estimated using a Poisson probability distribution, which estimates the probability of "n" vehicles for a vehicle movement using the following formula:

P ( x= n) = Xn e
n!
Where:

P ( x= n) = probability of "n" vehicles in queue per lane n = number of vehicles in the queue per lane
X = average # of vehicles in the queue per lane ( vehicles per hr per lane/ signal cycles per hr) The basis of the analysis is as follows: ( 1) the Poisson probability distribution is used to estimate the 95t" percentile maximum number of queued vehicles for a particular left -turn movement; ( 2) the estimated maximum number of vehicles in the queue is translated into a queue length, assuming 25 feet per vehicle; and ( 3) the estimated maximum queue length is compared to the existing or planned available storage capacity for the left -turn movement. This analysis thus provides a basis for estimating future turn pocket storage requirements at intersections.

For signalized intersections, the 951" percentile queue length value indicates that during the peak hour, a queue of this length or less would occur on 95 percent of the signal cycles, or, a queue length larger than the 951" percentile queue would only occur on 5 percent of the signal cycles ( about 3 cycles during the peak hour for a signal with a 60- second cycle length). Thus, turn pocket storage designs based on the 95t" percentile queue length would ensure that storage space would be exceeded only 5 percent of the time for a signalized movement. Vehicle queuing at unsignalized intersections are evaluated based on the delay experienced at the specific study turn movement. The operations analysis is based on vehicle queuing for high -demand movements at intersections ( see Table 7).

The proposed project would add a substantial number of trips ( 10 or more) to left -turn movements at one study intersection, as described below. As shown in Table 7, the queue for the southbound left turn would exceed the storage length under existing, background conditions, and background plus project conditions.

Shoreline Boulevard & Terra Bella Avenue
The existing southbound left -turn storage length is approximately 150 feet. As part of the mitigation measures for a previously approved project, the left -turn storage pocket will be extended to 350 feet under background conditions. Under all scenarios, the Shoreline Boulevard & Terra Bella Avenue intersection was calculated to have insufficient storage for the southbound left -turn movement during the AM peak hour. The project would add 12 vehicles during the AM peak hour to the southbound left - turn movement. This equates to at most one vehicle during the heaviest cycles and would cause an adverse effect at the intersection. Based on the calculations described in the TDM plan, the implementation of a TDM program is estimated to reduce vehicle trips generated by the project by HIMON
1020- 1040 Terra Bella Avenue Transportation Analysis
Resolution No. 18773

January 23, 2023
15%. With this reduction, the project is estimated to add 10 vehicles during the AM peak hour to the southbound left -turn movement and would not extend the 951" percentile AM peak hour queue under background conditions.

Table 7
Queuing Analysis Summary
Existing
Cycle/ Delay' ( sec) 150 145 150 145
Volume ( vphpl) 232 44 232 44
95th %. Queue ( veh/ In.) 15 4 15 4
95th %. Queue ( ft./ In) 2 375 100 375 100
Storage ( ft./ In.) 150 150 150 150
Adequate ( Y/ N) N Y N Y
Background
Cycle/ Delay' ( sec) 160 165 160 165
Volume ( vphpl) 269 100 269 100
95th %. Queue ( veh/ In.) 18 8 18 8
95th %. Queue ( ft./ In) 2 450 200 450 200
Storage ( ft./ In.) 350 350 350 350
Adequate ( Y/ N) N Y N Y
Background Plus Project
Cycle/ Delay' ( sec) 160 165 160 165
Volume ( vphpl) 281 124 279 121
95th %. Queue ( veh/ In.) 19 10 18 10
95th %. Queue ( ft./ In) 2 475 250 450 250
Storage ( ft./ In.) 350 350 350 350
Adequate ( Y/ N) N Y N Y
Notes:

SBL = southbound left movement
Vehicle queue calculations based on cycle length.
2 Assumes 25 Feet Per Vehicle Queued.

Site Access and On -Site Circulation
Site access was evaluated to determine the adequacy of the site' s access points with regard to the following: traffic volume, delays, vehicle queues, geometric design, and corner sight distance. On -site vehicular circulation was reviewed in accordance with generally accepted traffic engineering standards and transportation planning principles.

HIMON
Resolution No. 18773

1020- 1040 Terra Bella Avenue Transportation Analysis January 23, 2023 Affordable Housing Building
The evaluation of site access and circulation for the affordable housing building is based on the September 2022 site plan prepared by Van Mater Williams Pollack. The ground level site plan is shown on Figure 12. The second -floor site plan is shown on Figure 13.

Project Driveway Design
Vehicular access to the ground level parking garage would be provided via a full access driveway on Terra Bella Avenue. Vehicular access to the second level parking garage would be provided via a full access driveway on San Rafael Avenue. The driveway on Terra Bella Avenue would measure approximately 22 feet in width. The driveway on San Rafael Avenue would measure 20 feet in width.

These widths are adequate for a two-way driveway, as described in the City of Mountain View' s Zoning Ordinance, Section 36. 32. 80( e).

Sight Distance at Project Driveways
The project driveways should be free and clear of any obstructions to optimize sight distance per the City' s Standard Details A-22, thereby ensuring the exiting vehicles can see pedestrians coming from either direction on the sidewalk and other vehicles or bicycles traveling on the street. Any landscaping and signage within the pedestrian triangle and vehicle triangle at the driveway should be no taller than 3 feet and in such a way to ensure an unobstructed view for drivers exiting the site. Tree canopies should be maintained so that they are at least 6 feet off of the ground. The posted speed limit along Terra Bella Avenue and San Rafael Avenue is 25 mph. According to the City' s Standard Detail A-22, the stopping sight distance for a 25- mph roadway is 150 feet.

The project' s civil site plan ( see Figure 14) shows the clear sight triangles per the City' s Standard Detail A- 22. There are no roadway curvatures on Terra Bella Avenue and San Rafael Avenue that would obstruct the vision of exiting drivers at either driveway. The project site plan shows trees that would be planted along both streets. The canopies of the trees should be maintained so that they do not block the vision of exiting drivers. Both streets permit on -street parking that could obstruct the vision of exiting drivers if there were cars parked next to the driveways. Approximately 25 feet of red curb should be painted on both sides of the driveways along Terra Bella Avenue and San Rafael Avenue. Providing red curb adjacent to a driveway would allow drivers to see along the traveled way. If red curb is not provided, a large vehicle could potentially block the line of sight along the roadway. Sight distance exhibits at the project driveways are provided in Appendix E.

Recommendation: Approximately 25 feet of red curb should be painted on both sides of the project driveways
HIMON
1020- 1040 Terra Bella Avenue Transportation Analvsis

TERRA BELLA AVENUE
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1020- 1040 Terra Bella Avenue Transportation Analvsis
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1020- 1040 Terra Bella Avenue Transportation Analvsis
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Resolution No. 18773

1020- 1040 Terra Bella Avenue Transportation Analysis January 23, 2023 Project Driveway Operations
Based on the number of parking spaces provided on the first and second levels, approximately 60% of vehicles would be parked at ground level, utilizing the Terra Bella Avenue driveway, and the remaining 40% would be parked on the second level, utilizing the San Rafael Avenue driveway. The estimated number of trips at each project driveway is shown on Figure 15.

The trips that are estimated to occur at the Terra Bella Avenue driveway are 18 inbound trips and 24 outbound trips in the AM peak hour and 31 inbound trips and 28 outbound trips during the PM peak hour. The trips that are estimated to occur at the San Rafael Avenue driveway are 11 inbound trips and 15 outbound trips in the AM peak hour and 21 inbound trips and 18 outbound trips during the PM peak hour. Due to the relatively low traffic volume along both streets, significant operational issues related to vehicle queueing and vehicle delay for inbound and outbound traffic are not expected to occur at the driveways. Vehicles turning left into the project site from either street may block the travel lane momentarily due to vehicles slowing down to turn into the driveway, but this would not have a significant effect on traffic operations. Given the small number of estimated outbound trips at each driveway, the probability of two or more outbound vehicles exiting the site at the same time would be low. The maximum queue is not expected to affect the on -site circulation.

Vehicle On -Site Circulation
The project would provide 90- degree uniform parking stalls throughout the garage areas. The project proposes an internal drive aisle of at least 26 feet width within the garage areas, which is adequate to allow vehicles to maneuver in and out of 90- degree parking spaces.

According to City's Standard Details A- 24, transition slopes should be provided at the two ends of the ramps with a minimum length of 10 feet to avoid vehicles bottoming out. The city also requires a car length ( 20 feet) of flat area approaching surface lots at garage exits. The slope of the parking garage ramp to the second level parking area is shown to be 20 percent with 10 percent transition slopes on either end. A minimum 20-foot flat area would be provided approaching the ground level. Therefore, the proposed parking garage ramp is adequate for vehicle access.

On -site vehicle circulation was also evaluated to identify whether there are dead- end aisles within the garage areas. Dead- end aisles are undesirable because drivers can enter the aisle, and upon discovering that there is no available parking, must back out or conduct three- point turns. Since the parking areas on both levels consist of a single drive aisle, dead ends are present at the ends of each level. Parking spaces should be assigned so that residents do not have to look for a space and turn around if there is not a space available at the end.

The project site plan shows several mechanical vehicle puzzle stackers on the ground level parking garage. Since the mechanical vehicle stackers will require knowledge of how to use them, residents assigned a space in the parking stackers should be provided instructions on how to use the lifts.

Additionally, clear signage and instructions should be posted outside of each stacker with guidance on how to operate the mechanical stackers.

Recommendation: Parking spaces should be assigned so that residents do not have to look for a space and turn around if there is not a space available at the end of the aisle.

HIMON
1020- 1040 Terra Bella Avenue

TERRA BELLA AVENUE
LEGEND
XX( XX) = AM( PM) Driveway Trips
HIXA60N
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Figure 15
Estimated Trips at Project Driveways
1NORTH
mS I,
Resolution No. 18773

1020- 1040 Terra Bella Avenue Transportation Analysis January 23, 2023 Parking Stall Dimensions
Parking spaces are shown to be 18 feet long by 8. 5 feet wide for standard parking spaces and 18 feet long by 9 feet wide for accessible parking spaces. According to the City of Mountain View Zoning Code all standard parking stalls should be at least 8. 5 feet in width by 17 feet in length. The proposed parking space dimensions would meet the City requirements.

Truck, Garbage, and Emergency Vehicle Access
Emergency vehicle access would be provided along Terra Bella Avenue and San Rafael Avenue. The site plan shows a loading space on the first level of the parking garage. This space measures 18 feet long by 9 feet wide. Since the drive aisle measures 26 feet, this space is only adequate for normal size vehicles. Large vehicles, such as delivery trucks, would have trouble accessing the garage.

The site plan shows a trash room on the ground level: one adjacent to the parking area and one located near the garage entrance on San Rafael Avenue. The site plan shows a trash pick- up staging area along San Rafael Avenue. Trash bins would need to be wheeled out to the loading zone on trash pickup days.

Recommendation: Trash bins would need to be wheeled out to the trash pick- up area on trash pick- up days.

Public Storage Site
The evaluation of site access and circulation for the Public Storage is based on the September 2022 site plan prepared by Ware Malcomb. The project site plan is shown on Figure 16.

Project Driveway Design
Vehicular access to the project site would be provided via a full access driveway along Linda Vista Avenue and a full access driveway along San Rafael Avenue. The driveway to Linda Vista Avenue is existing, and the driveway to San Rafael Avenue would be new. Both driveways are located at the culde- sac of their respective streets, and both driveways would measure 26 feet in width. These widths are adequate for a two-way driveway, as described in the City of Mountain View' s Zoning Ordinance, Section 36. 32. 80( e).

Sight Distance at Project Driveways
The project driveways should be free and clear of any obstructions to optimize sight distance per the City' s Standard Details A- 22, thereby ensuring the exiting vehicles can see pedestrians coming from either direction on the sidewalk and other vehicles or bicycles traveling on the street. Any landscaping and signage within the pedestrian triangle and vehicle triangle at the driveway should be no taller than 3 feet and in such a way to ensure an unobstructed view for drivers exiting the site. Tree canopies should be maintained so that they are at least 6 feet off of the ground. The posted speed limit along Linda Vista Avenue and San Rafael Avenue is 25 mph. According to the City' s Standard Detail A- 22, the stopping sight distance for a 25- mph roadway is 150 feet.

The project' s civil site plan ( see Figure 17 and 18) shows the clear sight triangles per the City' s Standard Detail A- 22. There are no roadway curvatures on Linda Vista Avenue and San Rafael Avenue that would obstruct the vision of exiting drivers at either driveway. As previously mentioned, both driveways are located at the cul- de- sac of both streets. A clear line of sight should be provided between a vehicle exiting the driveway and the traveled way. The project site plan shows trees that would be planted along both streets. The canopies of the trees should be maintained so that they do not block the vision of exiting drivers. Both streets permit on -street parking and could obstruct the vision of exiting drivers if there
HIMON
F
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Resolution No. 18773

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Resolution No. 18773

1020- 1040 Terra Bella Avenue Transportation Analysis January 23, 2023 were cars parked next to the driveways. The entire cul- de- sac at the end of Linda Vista Avenue should be painted with red curb to ensure parked vehicles do not obstruct the vision of exiting drivers.

Similarly, half of the cul- de-sac along the project frontage on San Rafael Avenue should be painted with red curb to ensure parked vehicles do not obstruct the vision of exiting drivers. Providing red curb adjacent to a driveway would allow drivers to see along the traveled way. If red curb is not provided, a large vehicle could potentially block the line of sight along the roadway.

Recommendation: Red curb should be painted in the cul- de- sac on Linda Vista Avenue Recommendation: Red curb should be painted along the project frontage at the San Rafael cul- de- sac Project Driveway Operations
Since the leasing office would be located near the Linda Vista Avenue driveway, it is presumed most trips would occur at this driveway. In a worst -case scenario where all vehicle trips utilize one driveway, the trips that are estimated to occur are 11 inbound trips and 18 outbound trips in the AM peak hour and 30 inbound trips and 20 outbound trips during the PM peak hour. Due to the relatively low traffic volume along both streets, significant operational issues related to vehicle queueing and vehicle delay for inbound and outbound traffic are not expected to occur at either driveway. Vehicles turning into the project site from either street may block the travel lane momentarily due to vehicles slowing down to turn into the driveway, but this would not have a significant effect on traffic operations. Given the small number of estimated outbound trips at each driveway, the probability of two or more outbound vehicles exiting the site at the same time would be low. The maximum queue is not expected to affect the on - site circulation.

Vehicle On -Site Circulation
The project would provide mostly 90-degree uniform parking stalls throughout the project site. Parking spaces would be located perpendicular to buildings and the northern project boundary. The project proposes internal drive aisles of at least 26 feet in width throughout the parking areas, which is adequate to allow vehicles to maneuver in and out of 90- degree parking spaces.

On -site vehicle circulation was also evaluated to identify whether there are dead- end aisles within the parking areas. There would be one dead- end within the project site located near the rear of Building 2.

The site plan shows a gate that prevents entry to the dead- end fire access road.

Parking Stall Dimensions
Parking spaces are shown to be 18 feet long by 9 feet wide for standard parking spaces. According to the City of Mountain View Zoning Code all standard parking stalls should be at least 8. 5 feet in width by 17 feet in length. The proposed parking space dimensions would meet the City requirements.

Truck, Garbage, and Emergency Vehicle Access
Emergency vehicle access would be provided along Linda Vista Avenue and San Rafael Avenue. The site plan provides adequate circulation for trucks and emergency vehicles. The site plan shows a trash enclosure within the parking area located near Building 1. Trash collection vehicles can access the enclosure area via either project driveway.

HIMON
Resolution No. 18773

1020- 1040 Terra Bella Avenue Transportation Analysis January 23, 2023 Parking Supply
Vehicular Parking
The vehicular parking requirements for the project were calculated based on the City of Mountain View municipal code ( Chapter 36. 32. 50). The city' s municipal code does not specifically address requirements for affordable housing. Based on the standard rate for multi -family residential developments, parking is required at a rate of 1. 5 spaces per studio or one -bedroom unit under 650 s. f. and two spaces per one -bedroom over 650 s.f. and two -or -more bedroom units. Based on the proposed unit mix of 2 studios, 49 one - bedroom, 29 two -bedroom, and 28 three - bedroom units, the affordable housing building would be required to provide 191 parking spaces.

The Public Storage portion of the project is required to provide parking at 1 space per 2, 000 s. f. of gross floor area and 2 spaces for any resident manager. The project proposes an option to have an on - site facility manager. Based on the proposed 408, 964 s.f. of floor space for the Public Storage, the project would be required to provide 206 parking spaces (204 for the floor space and 2 for an on -site resident manager).

Parking Demand Analysis
Since residents of an affordable housing development are less likely to own multiple vehicles, a parking analysis was conducted to determine the number of spaces an affordable housing development should provide. The analysis included parking occupancy counts on a typical weekday and a Saturday at two affordable housing developments in the area. The peak parking demand for residential uses are typically in the middle of the night. Therefore, parking occupancy counts were conducted between 2: 00 and 3: 00 AM.

Since parking demand at a personal storage facility is expected to be less than the requirements of the City' s municipal code, a parking analysis of similar Public Storage facilities was conducted to determine parking demand. The parking analysis included parking occupancy counts at two similar Public Storage facilities on a typical weekday and a Saturday. Parking occupancy counts at the Public Storage facilities were conducted every 15 minutes from 6:00 AM — 9: 00 PM. Additionally, previous parking occupancy counts for a personal storage facility were used for the analysis.

The following sites were counted for the parking analysis:

Affordable Housing:

1. Evelyn Family Apartments ( 779 E. Evelyn Avenue, Mountain View, CA)

2. Parkview Family Apartments ( 360 Meridian Avenue, San Jose, CA)* Site contains 44 closed garages. It is assumed all 44 garages contained one parked vehicle
Public Storage:

1. Public Storage ( 1040 Terra Bella Avenue, Mountain View, CA)

2. Public Storage ( 1060 Stewart Drive, Sunnyvale, CA)

3. Public Storage ( 875 E Arques Avenue, Sunnyvale, CA) ( Prior Parking Study in 2019)

4. Public Storage ( 317 Weddell Drive, Sunnyvale, CA) ( Prior Parking Study in 2019)

5. Public Storage ( 5679 Santa Teresa Boulevard, San Jose, CA) ( Prior Parking Study in 2019)
The parking occupancy counts can be found in Appendix E.

HIMON
Resolution No. 18773

1020- 1040 Terra Bella Avenue Transportation Analysis January 23, 2023 Table 8 shows the results of the parking occupancy counts of similar affordable housing developments on a typical weekday and a Saturday. The results show that similar affordable housing developments in the region have an average of 1. 36 parked vehicles per unit and . 83 parked vehicles per bedroom on a typical weekday and 1. 31 parked vehicles per unit and . 80 parked vehicles per bedroom on a Saturday.

Table 8
Parkina Demand ( Affordable Housi
1 779 E. Evelyn Avenue 116 191 194 184 178
2 360 Meridian Avenue' 90 148 106 96 92
Weighted Average

1. 586 0. 963 1. 534 0. 932

1. 067 0. 648 1. 022 0. 621

1. 36 0. 83 1. 31 0. 80
Notes:

1. Bedroom Count is unavailable. It is assumed this site would have a similar ratio of units to bedrooms.

The project would provide 10 units for individuals that are developmentally disabled and 27 units for rapid housing. The applicant has provided information based on similar projects, stating the parking ratios provided for these uses are . 85 spaces per unit for the individuals that are developmentally disabled and . 6 spaces per unit for rapid housing. These ratios have been observed at similar developments from Alta Housing. The remaining 71 units would require 1. 36 parking spaces per unit, as found in the parking occupancy count study.

Based on the parking ratios provided by the applicant and the observed parking demand at similar affordable housing developments in the region, the affordable housing component of the project would be required to provide 123 parking spaces ( see Table 9). The project proposes to implement a TDM program to reduce the parking demand generated by the project. Based on the TDM strategies that would reduce vehicle ownership rates, the TDM program is conservatively estimated to reduce parking demand by 15% with the possibility to reduce parking demand by up to 40%. Therefore, the affordable housing component of the project should provide a minimum of 74 parking spaces.

Table 9
Parking Requirement ( Affordable Housing)
Individuals with Different Mental Abilities 0. 85 per unit 10 9 Rapid Housing 0. 60 per bedoom 27 17
Affordable Units 1. 36 per unit 71 97
Total 108 123
Transportation Demand Management ( 40016) 49
Total Parking Reauired 74
Table 10 shows the results of the parking occupancy counts of Public Storage facilities on a typical weekday and a Saturday. The results show that Public Storage facilities in the region have an average peak parking demand of .07 parked vehicles per 1, 000 s. f. on a typical weekday and on a Saturday.

The highest facility had a maximum demand of .17 parked vehicles per 1, 000 s.f. and . 15 parked vehicles per 1, 000 s.f. on a typical weekday and a Saturday, respectively. It is recommended that the average parked vehicle rate be used to calculate the peak parking demand instead of the maximum parking demand rate to eliminate potential outliers. Based on the average peak parking demand rate for HIMON
1020- 1040 Terra Bella Avenue Transportation Analysis
Resolution No. 18773

January 23, 2023
Public Storage facilities, the Public Storage site should provide a minimum of 29 parking spaces (. 07 parking spaces X 408, 964 s.f.).

Table 10
Demand ( Public Stora
1040 Terra Bella Ave, Mt. view 52, 610
1060 Stewart Dr, Sunnyvale 293, 455
875 E. Arques Ave, Sunnyvale 216, 607
317 Weddell Dr, Sunnyvale 47, 796
5 5679 Santa Teresa Blvd, San Jose 70, 278
Project Parking
9 8 0. 171 0. 152
12 15 0. 041 0. 051
13 14 0. 060 0. 065
4 4 0. 084 0. 084
7 6 0. 100 0. 085
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The project proposes to provide 96 parking spaces within the two -level parking garage for the affordable housing site and 66 surface parking spaces within the Public Storage site. The affordable housing site would provide 27 fewer spaces than the recommended number of parking spaces based on the parking ratios provided by the applicant and the observed parking demand at similar affordable housing developments in the region. The project proposes to implement a TDM program that would conservatively reduce parking demand by 15% and up to 40%.With the implementation of the TDM program, the proposed 96 parking spaces for the affordable housing site is adequate. The Public Storage site would provide 37 more parking spaces than the demand observed at other Public Storage facilities.

Bicycle Parking
The bicycle parking requirements for the project were calculated based on the City of Mountain View municipal code. Since parking requirements for affordable housing are not specifically addressed, it is assumed bicycle parking is required at the same rate as multi -family dwellings. According to the City' s Bicycle Parking Standards ( Chapter 36. 32. 50), bicycle parking for the proposed project is required at a rate of one secure bicycle parking space per unit for residents and one short-term space per 10 units for guests. The City' s Bicycle Parking Standards do not require any bicycle parking spaces for personal storage facilities.

Based on the City's bicycle parking requirements, the project would be required to provide a total of 108 secure bicycle parking spaces and 11 short-term bicycle parking spaces for guests. The City' s definition of long- term and short- term bicycle parking is described below.

The affordable housing site would provide a total of 108 bicycle spaces for residents and 12 short-term bicycle parking spaces. The site plan for the public storage facility shows two short- term bike racks near the leasing office. The project meets the required number of short-term and long-term bicycle parking spaces. The site plan shows a secure bicycle storage room and bike repair station on the ground level of the residential building. Short-term bike racks for guests are shown near the entrance to the lobby and near the entrance to the bicycle storage room.

City of Mountain View Classification of Bicycle Parking Facilities Class I facilities. Intended for long- term parking ( e. g., for employees); protects against theft of entire bicycle and of its components and accessories. The facility shall also protect the bicycles from HIMON
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inclement weather, including wind -driven rain. Three ( 3) design alternatives for Class I facilities are as follows:
a) Bicycle locker. A fully enclosed, weather -resistant space accessible only by the owner or operator of the bicycle. Bicycle lockers may be premanufactured or designed for individual sites.

All bicycle lockers shall be fitted with key locking mechanisms. This is the preferred Class I facility;
b) Restricted access. Class III bicycle parking facilities located within an interior locked room or locked enclosure accessible by key only to the owners or operators of the bicycles parked within. The maximum capacity of each restricted room or enclosure shall be ten ( 10) bicycles; and
c) Enclosed cages. An exterior enclosure for individual bicycles, where contents are visible from the sides but the top is covered, and which can be securely locked by a user -provided lock. This type of facility is only to be used for retail and service uses and multiple - family development. d) Other. Class I facilities other than lockers, restricted access rooms or enclosed cages, but providing the same level of security, may be approved by the zoning administrator. A written building management policy of permitting bicycles to be stored in private offices or multi -family dwellings ( including apartments, townhomes and condominiums), or in designated areas within the structure where adequate security is provided, may be approved by the zoning administrator as an alternative to Class I facilities.

Class II and Class III facilities. Intended for short term parking ( e. g., for shoppers, visitors). A stationary object to which the user can lock the frame and both wheels. Should be protected from weather whenever possible. The zoning administrator may require either a Class II or Class III facility depending on where the facilities are to be located.
a) Class II. Class II facilities are designed so that the lock is protected from physical assault and therefore the facility need not be within constant visual range. A Class II rack shall accept padlocks and high security, U- shaped locks.
b) Class III. Class III facilities are less secure and, therefore, shall be within constant visual range of persons within the adjacent structure or located in well -traveled pedestrian areas.

Pedestrian, Bicycle, and Transit Facility Assessment
The following describes the existing and future transit, pedestrian and bicycle facilities that serve the site and evaluates whether appropriate bicycle and pedestrian access and transit service are provided between the site and nearby destinations.

Pedestrian Transportation
Pedestrian Access and Circulation
Pedestrian access to the project site is provided via sidewalks on Terra Bella Avenue, San Rafael Avenue and Linda Vista Avenue. The affordable housing building would reconstruct the sidewalks along the project frontage and provide walkways and a pedestrian plaza to and from the sidewalk to building entrances. Similarly, the public storage facility would reconstruct the sidewalks along its frontage and provide walkways throughout the project site. The project proposes to upgrade the San Rafael Avenue/ Terra Bella Avenue intersection with a raised intersection and install " ladder' style HIMON
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crosswalks along all approaches ( see Figure 19). A raised crosswalk would reduce vehicle speeds approaching the intersection, decreasing the likelihood of vehicle and pedestrian collisions. A new curb ramp is proposed at the northwest corner in front of the proposed project. Curb ramps at the remaining three corners would be reconstructed to accommodate the new raised intersection. The project also proposes to construct a new curb ramp to serve the existing crosswalk near the cul- de- sac along Linda Vista Avenue. The crosswalk will be restriped to be a high -visibility " ladder" style crosswalk.

Pedestrian Infrastructure, Safety, and User Experience
Pedestrian facilities in the study area consist of sidewalks and crosswalks. A complete network of sidewalks is present along all of the surrounding streets. Crosswalks with pedestrian signal heads are located at all of the signalized study intersections in the study area.

According to the 2015 General Plan, a neighborhood is walkable when people can travel comfortably and safely on foot to many destinations. Convenient walking distance is considered to be a half mile to a mile, a walk that would take 10 to 20 minutes. Within a mile of the project site, there are a few restaurants and a grocery store ( along Shoreline Boulevard at Montecito Avenue) and bus stops along Shoreline Boulevard and Middlefield Road. Other pedestrian generators include San Veron Park and the Stevens Creek multi -use trail.

As part of the Shoreline Boulevard Bus Lane and Utility Improvements, the Shoreline Boulevard/ Middlefield Road intersection will be upgraded to include a protected intersection design, which will include a pedestrian refuge area that is highly visible to drivers and will reduce the crossing distance across the wide major arterials of Shoreline Boulevard and Middlefield Road. Additionally, the sidewalks and curb ramps at the Shoreline Boulevard/ Terra Bella Avenue intersection will be reconstructed and new bus stops added at the intersection servicing the dedicated bus lane.

ADA Access
ADA curb ramps are present at the Linda Vista Avenue/ Terra Bella Avenue intersection, which connect the project sites to pedestrian generators along Shoreline Boulevard. As previously described in Chapter 2, ADA curb ramps are missing along the northwest, southwest, and southeast corners of the Shoreline Boulevard/ Terra Bella Avenue intersection and the northwest, southwest, and southeast corners of the Shoreline Boulevard/ Middlefield Road intersection. It is assumed that the Shoreline Boulevard Bus Lane and Utility Improvements will reconstruct the curb ramps described above to be ADA- compliant curb ramps. With these improvements continuous ADA- compliant pedestrian facilities would connect the project sites to pedestrian generators along Shoreline Boulevard.

Pedestrian Quality of Service
Pedestrian quality of service (PQOS) identifies the level of comfort for pedestrians on any given roadway. Mountain View' s Comprehensive Modal Plan ( AccessMV), published in May 2021, includes a PQOS map ( see Figure 20) that shows continuity or gaps in the pedestrian facilities as indicated with a PQOS score ranging from 1 to 5. A higher PQOS score indicates a low quality of service. The PQOS metric in the AccessMV document covers the following factors:

Proximity to a variety of destinations and amenities
Street connectivity and directness of routes to destinations Presence of a continuous network of pedestrian facilities Motor vehicle traffic speed; and
Street width and intersection conditions
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Based on the PQOS map, the following streets in the project vicinity have a PQOS greater than 2, which is not desirable:

Terra Bella Avenue ( PQOS 3)
Linda Vista Avenue ( north of San Ardo Way) ( PQOS 3)
Linda Vista Avenue (south of San Ardo Way ( PQOS 5)
San Rafael Avenue ( PQOS 4)
Middlefield Road ( between Shoreline Boulevard and Moffett Boulevard) ( PQOS 4& 5) Shoreline Boulevard ( north of Middlefield Road ( PQOS 5) The project would have an adverse effect on pedestrian operations because the project is expected to add vehicle trips to San Rafael Avenue, Linda Vista Avenue, Terra Bella Avenue, Middlefield Road, and Shoreline Boulevard, which have a PQOS score of 3 or more. As described above, it is assumed that the Shoreline Boulevard Bus Lane and Utility Improvements would upgrade existing pedestrian facilities along Shoreline Boulevard and at the intersection of Shoreline Boulevard/ Terra Bella Avenue.

Additionally, the project would install several improvement features within the project vicinity, including a raised intersection, upgraded curb ramps, and restriped crosswalks to high -visibility crosswalks. The planned improvements by the City of Mountain View and the proposed improvements from the project would increase pedestrian comfort and safety while improving the pedestrian quality of service and are consistent with the guidelines described in the City' s Comprehensive Modal Plan.

Bicycle Assessment
Bicycle Access and Circulation
Bicycle access to the project site is via Shoreline Boulevard and Terra Bella Avenue. There are bike lanes on Shoreline Boulevard that connect bicyclists from the North Bayshore area and downtown Mountain View to Terra Bella Avenue and the project area. Terra Bella Avenue carries low traffic, which is conducive to bicycle riders. Part- time bike lanes along Middlefield Road connect the project area to the Whisman area.

As part of the Shoreline Boulevard Bus Lane and Utility Improvements, the Shoreline Boulevard/ Middlefield Road intersection will be upgraded to include a protected intersection design, which will include a refuge area that is highly visible to drivers and provides a dedicated crosswalk for bicyclists. Additionally, the bike lanes along Shoreline Boulevard, between Middlefield Road and the US 101 Overcrossing, will be upgraded to a protected bike lane with a 2- foot buffer between the bike lanes and vehicular traffic. The North Bayshore Precise Plan also identifies a bicycle/ pedestrian overcrossing along Shoreline Boulevard over US 101. The overcrossing would provide a safe connection for bicyclists between the project site and the North Bayshore area.

The project would provide secure bicycle storage for residents on the ground level of the affordable housing building. A locked access door located along Terra Bella Avenue would provide direct access to the bicycle storage room. Additionally, short-term bicycle parking spaces for guests would be located on the project frontage along Terra Bella Avenue. The public storage site would provide two short- term bike racks near the leasing office.

Bicycle Infrastructure, Safety, and User Experience
The 2015 Bicycle Transportation Plan Update evaluates the quality of the bicycle network in the City in terms of connectivity gaps and low stress gaps. The plan identifies spot gaps and quality gaps along Middlefield Road. Spot gaps refer to point -specific locations lacking dedicated bicycle facilities or other treatments to accommodate safe and comfortable bicycle travel; while quality gaps are links of an existing bikeway that are deficient or have operational shortcomings. The plan also identifies the low HIMON
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1020- 1040 Terra Bella Avenue Transportation Analysis January 23, 2023 stress bicycle network. Low stress segments include Class I separated paths and streets with low traffic volumes, low traffic speeds, and bike facilities such as a protected bike lane or a bike boulevard. These are facilities where people feel most comfortable biking because they typically have the least interaction with motor -vehicles. The planned bicycle improvements along Shoreline Boulevard would increase bicyclist comfort.

It is expected that residents of the affordable housing would generate some bicycle trips, which could utilize the existing bike lanes and proposed upgraded protected bike lanes along Shoreline Boulevard and Middlefield Road to get to Downtown Mountain View, the Mountain View Transit Center, and corporate campuses in the North Bayshore and Whisman areas. According to the 2015 Bicycle Transportation Plan Update, the proportion of Mountain View residents that bicycle to work is about 6. 5 percent, which equates to 2- 4 new bicycle trips during the AM and PM peak hours for the project.

Bicycle Level of Traffic Stress
The City' s AccessMV report includes a bicycle level of traffic stress ( BLTS) map ( see Figure 21) to identify the perceived comfort and safety of existing roads and bikeway facilities from the perspective of cyclists, as indicated with a BLTS score ranging from 1 to 4. A higher BLTS score indicates that the bikeway is comfortable for a more confident adult. A BLTS score of 1 is comfortable for all ages and abilities, a BLTS score of 2 is comfortable for an average adult, while a BLTS score of 4 indicates that the streets are comfortable only for highly confident riders. The metric (ranging from 1 to 4) in the AccessMV document covers the following factors:

Number of through lanes or street width
Posted speed limit or prevailing vehicle speed
Presence and type of bicycle facilities
Presence of traffic signals
Based on the BLTS map, the following streets in the project vicinity have a BLTS greater than 2, which is undesirable:

Shoreline Boulevard ( BLTS 3)
Middlefield Road ( BLTS 3)
Moffett Boulevard ( BLTS 4)
The project would create an adverse effect on bicycle operations because the project would add vehicle trips to Shoreline Boulevard, Middlefield Road, and Moffett Boulevard, which have a BLTS score of 3 or more. The 2015 Bicycle Transportation Plan proposes Class IV cycle tracks along Shoreline Boulevard and Moffett Boulevard and a Class II full time bike lane along Middlefield Road. The Shoreline Boulevard Bus Lane and Utility Improvements would upgrade the bicycle facilities along Shoreline Boulevard, between US 101 and Montecito Avenue with protected bike lanes. The planned improvements by the City of Mountain View would increase bicyclist comfort and safety while improving the Bicycle Level of Traffic Stress and are consistent with the guidelines described in the City' s Comprehensive Modal Plan.

The AccessMV report also includes a BLTS map considering the planned bicycle facilities listed in the Caltrans District 4 Bike Plan ( 2018), the VTA Countywide Bicycle Plan ( 2018), the City of Mountain View Bicycle Transportation Plan ( 2015), the Caltrain Bicycle Access and Parking Plan ( 2008), and several area precise plans. With the planned improvements identified in these documents, Middlefield Road is expected to continue to have a BLTS score of 3. All other streets in the project area would have a BLTS score of 2 or lower.

HIMON
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1020- 1040 Terra Bella Avenue Transportation Analysis January 23, 2023 Pedestrian and Bicycle Access to Schools
The project site is located within the boundary of Theuerkauf Elementary School, Crittenden Middle School, and Mountain View High School, which are about 0. 8 mile southwest, 0. 6 mile west, and 4. 3 miles south of the project site, respectively. Some elementary and middle school students may wish to walk or bike to school. Walking and Biking Suggested Routes to School Maps for these schools can be found in Appendix F. Pedestrians and bicyclists could walk or bike from the project site to the elementary school via Shoreline Boulevard and Montecito Avenue. Pedestrians could walk from the project site to the middle school via Terra Bella Avenue. Bicyclists from the project site could utilize bike lanes along Shoreline Boulevard and Middlefield Road to reach the middle school.

Transit Assessment
Transit Facilities, Service, and Access
The project site is served by VTA Route 40 and MvGo Shuttle B with bus stops located along Shoreline Boulevard, approximately'/ 4 - mile west of the project site.

As part of the Shoreline Boulevard Bus Lane and Utility Improvements, sidewalks and curb ramps at the Shoreline Boulevard/ Terra Bella Avenue intersection will be reconstructed, and four new bus stops will be constructed at the intersection servicing the dedicated bus lane. Transit operations at the Shoreline Boulevard/ Terra Bella Avenue stops will be improved in the peak hour direction since buses will utilize the dedicated bus lane and bus stops.

Transit Operations
It is expected that the residents of the affordable housing would generate some transit trips to get to the North Bayshore area, the downtown area, or to other destinations. According to the 2015 Bicycle Transportation Plan Update, approximately 5. 1 percent of Mountain View residents use public transit to get to work. Applying the 5. 1 percent transit mode share equates to 2- 3 new transit riders during the AM and PM peak hours. This new ridership generated by the project could be accommodated by existing services.

Due to the small number of new vehicle trips generated by the project, the project would result in a minimal increase in vehicle delay at the study intersections and would not cause a noticeable change in transit travel time and vehicle delay for the bus routes in the study area. The completion of the Shoreline Boulevard Bus Lane and Utility Improvement project will decrease travel time and delay for transit in the peak direction.

Transportation Demand Management
The project would implement a Transportation Demand Management ( TDM) program that is estimated to reduce vehicle trips generated by the project by 15%. The project also proposes multi -modal infrastructure improvements that could encourage the use of alternative transportation and reduce vehicle trips. These improvements include restriping crosswalks, installing a raised intersection, and installing accessible bicycle storage from the project' s frontage along Terra Bella Avenue. The proposed TDM measures and design features would encourage use of alternative transportation modes walking, bicycle, and transit) and reduce the likelihood of vehicle ownership. A TDM plan was prepared in September 2022 by Nelson\ Nygaard Consulting Associates. The following design features and TDM measures would be implemented as part of the TDM plan:

Transportation Management Association ( TMA) Membership On -Site Carshare
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Bicycle Parking
Collaborative Workspace
Pedestrian -Oriented Site Design
Delivery -Supported Amenities ( Front Desk, Food Delivery Drop -Off Area, etc) Family TDM Amenities ( Ground Level Storage for strollers, carts, etc.) Shared Bicycles and Resource Center
Bike Repair and Wash Station
Bike Training and Workshops
TDM Coordinator and Mobility Concierge
Informational/ Promotional Materials
Pre -Tax Transportation Benefits
k'k] d HIMON
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5. Conclusions
The transportation analysis of the project was evaluated following the standards and methodologies set forth by the City of Mountain View, the Santa Clara Valley Transportation Authority (VTA) Congestion Management Program' s Transportation Impact Guidelines ( October 2014), and by the California Environmental Quality Act (CEQA).

CEQA VMT Analysis
Evaluation of Screening Criteria
The project consists of 108 units of affordable housing and a 408, 964 s. f. Public Storage facility. Since 100% of the residential units would be affordable, the residential portion of the project is presumed to result in a less -than - significant transportation impact, and a detailed VMT analysis is not required.

Project Level VMT Analysis
There are currently 13 similar personal storage facilities in Mountain View and Sunnyvale. The average distance of these facilities from the mid -point of Mountain View (assumed to be City Hall) is 2. 1 miles.

The distance between the project site and the mid -point of Mountain View is 1. 4 miles. Therefore, the project would reduce the average trip length for residents to access public storage facilities, and its impact to VMT would be less -than -significant.

Multimodal Transportation Analysis
Trip Generation
After applying the ITE trip rates and trip credits from existing uses, it is estimated that the project would generate 996 daily vehicle trips, with 68 trips ( 29 inbound and 39 outbound) occurring during the AM peak hour and 98 trips ( 52 inbound and 46 outbound) occurring during the PM peak hour.

Intersection Operations
The operations analysis shows that most of the study intersections are projected to operate at acceptable levels of service, under background conditions and background plus project conditions during both the AM and PM peak hours. The intersection of Shoreline Boulevard & US 101 Northbound Off-Ramp/ La Avenida Street currently operates at LOS F during both peak hours under background HIMON
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conditions, with and without the project. Since the project would not cause the critical movement delay to increase by 4 or more seconds, the project would not have an adverse effect at the intersection.

The intersection of Linda Vista Avenue & Middlefield Road operates at LOS E during the AM peak hour, with and without the project under background conditions, and would degrade from LOS D to LOS E during the PM peak hour. Under background conditions, the intersection would operate at a substandard level of service during the AM peak hour. Since the addition of project generated trips would not cause the critical delay to increase by 4 or more seconds, the project would not have an adverse effect at the intersection during the AM peak hour. The addition of project generated trips would degrade the operating level of service from LOS D to LOS E during the PM peak hour. The project proposes to implement a Transportation Demand Management (TDM) plan for the affordable housing portion of the project. Based on the calculations described in the TDM plan, the implementation of a TDM program is estimated to reduce vehicle trips generated by the project by 15%. The multi - modal improvements proposed by the project would also encourage future residents to walk, bike, or use transit instead of driving. With the implementation of a TDM plan, the PM peak hour would no longer degrade to LOS E and would not have an adverse effect on traffic operations at this intersection.

Intersection Queuing Analysis
Shoreline Boulevard & Terra Bella Avenue
The existing southbound left -turn storage length is approximately 150 feet. As part of the mitigation measures for a previously approved project, the left -turn storage pocket will be extended to 350 feet under background conditions. Under all scenarios, the Shoreline Boulevard & Terra Bella Avenue intersection was calculated to have insufficient storage for the southbound left -turn movement during the AM peak hour. The project would add 12 vehicles during the AM peak hour to the southbound left - turn movement. This equates to at most one vehicle during the heaviest cycles and would cause an adverse effect at the intersection. Based on the calculations described in the TDM plan, the implementation of a TDM program is estimated to reduce vehicle trips generated by the project by 15%. With this reduction, the project is estimated to add 10 vehicles during the AM peak hour to the southbound left -turn movement and would not extend the 95t" percentile AM peak hour queue under background conditions.

Site Access and On -Site Circulation
Site access was evaluated to determine the adequacy of the site' s access points with regard to the following: traffic volume, delays, vehicle queues, geometric design, and corner sight distance. On -site vehicular circulation was reviewed in accordance with generally accepted traffic engineering standards and transportation planning principles.

Recommended Site Access and On -Site Circulation Improvements Affordable Housing Site
Approximately 25 feet of red curb should be painted on both sides of project driveways Parking spaces should be assigned because the garage has dead -ends with no place to turn around.

Trash bins would need to be wheeled out to the trash pick- up area on trash pick- up days Public Storage Site
Red curb should be painted in the cul- de- sac on Linda Vista Avenue.

Red curb should be painted along the project frontage at the San Rafael cul- de- sac HIMON
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1020- 1040 Terra Bella Avenue Transportation Analysis January 23, 2023 Parking Supply
Vehicle Parking
Parking occupancy counts were conducted at similar affordable housing developments, which yielded an average parking demand of 1. 36 spaces per unit. The project would provide 10 units for individuals that are developmentally disabled and 27 units for rapid housing. The applicant has provided information based on similar projects, stating the parking ratios provided for these uses are . 85 spaces per unit for the individuals that are developmentally disabled and . 6 spaces per unit for rapid housing.

These ratios have been observed at similar developments from Alta Housing. The remaining 71 units would require 1. 36 parking spaces per unit, as found in the parking occupancy count study.

Based on the parking ratios provided by the applicant and the observed parking demand at similar affordable housing developments in the region, the affordable housing component of the project would be required to provide 123 parking spaces. The project proposes to implement a TDM program to reduce the parking demand generated by the project. Based on the TDM strategies that would reduce vehicle ownership rates, the TDM program is conservatively estimated to reduce parking demand by 15% with the possibility to reduce parking demand by up to 40%. Therefore, the affordable housing component of the project should provide a minimum of 74 parking spaces.

Parking counts also were conducted at similar storage facilities. These yielded an average parking demand of 0. 07 space per 1, 000 square feet. Based on the observed parking demand at similar Public Storage facilities in the region, the proposed project should provide 29 parking spaces for the Public Storage site.

The project proposes to provide 96 parking spaces within the two -level parking garage for the affordable housing site and 66 surface parking spaces within the Public Storage site. The affordable housing site would provide 27 fewer spaces than the recommended number of parking spaces based on the parking ratios provided by the applicant and the observed parking demand at similar affordable housing developments in the region. The project proposes to implement a TDM program that would conservatively reduce parking demand by 15% and up to 40%.With the implementation of the TDM program, the proposed 96 parking spaces for the affordable housing site is adequate. The Public Storage site would provide 37 more parking spaces than the demand observed at other Public Storage facilities.

Bicycle Parking
The affordable housing site would provide a total of 108 bicycle spaces for residents and 12 short- term bicycle parking spaces. The proposed number of bicycle parking spaces meets the requirements specified in the City of Mountain View municipal code.

Pedestrian, Bicycle, and Transit Analysis
The project proposes to upgrade the San Rafael Avenue/Terra Bella Avenue intersection with a raised intersection and install " ladder" style crosswalks along all approaches. The project also proposes to construct a new curb ramp to serve the existing crosswalk near the cul- de- sac along Linda Vista Avenue. The crosswalk will be restriped to be a high -visibility " ladder" style crosswalk.

The project would generate a small number of pedestrian trips between the project site and pedestrian generators along Shoreline Boulevard. With the anticipated improvements related to the Shoreline Boulevard Bus Lane and Utility Improvement project, pedestrians would have a safe and continuous connection between the project site and Shoreline Boulevard.

The project would have an adverse effect on pedestrian operations because the project is expected to add vehicle trips to San Rafael Avenue, Linda Vista Avenue, Terra Bella Avenue, Middlefield Road, and HIMON
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1020- 1040 Terra Bella Avenue Transportation Analysis January 23, 2023 Shoreline Boulevard, which have a PQOS score of 3 or more. As described above, it is assumed that the Shoreline Boulevard Bus Lane and Utility Improvements would upgrade existing pedestrian facilities along Shoreline Boulevard and at the intersection of Shoreline Boulevard/ Terra Bella Avenue.

Additionally, the project would install several improvement features within the project vicinity, including a raised intersection, upgraded curb ramps, and restriped crosswalks to high -visibility crosswalks. The planned improvements by the City of Mountain View and the proposed improvements from the project would increase pedestrian comfort and safety while improving the pedestrian quality of service and is consistent with the guidelines described in the City' s Comprehensive Modal Plan.

Based on the 2015 Bicycle Transportation Plan Update, the project is expected to generate between 2 4 new bicycle trips during the AM and PM peak hours. The project would provide secure bicycle storage for residents on the ground level of the affordable housing building. Guest bicycle parking would be located along the frontages of the affordable housing building.

The project would create an adverse effect on bicycle operations because the project would add vehicle trips to Shoreline Boulevard, Middlefield Road, and Moffett Boulevard, which have a BLTS score of 3 or more. The 2015 Bicycle Transportation Plan proposes Class IV cycle tracks along Shoreline Boulevard and Moffett Boulevard and a Class II full time bike lane along Middlefield Road. The Shoreline Boulevard Bus Lane and Utility Improvements would upgrade the bicycle facilities along Shoreline Boulevard between US 101 and Montecito Avenue with protected bike lanes. The planned improvements by the City of Mountain View would increase bicyclist comfort and safety while improving the Bicycle Level of Traffic Stress and is consistent with the guidelines described in the City' s Comprehensive Modal Plan.

The project is expected to generate between 2- 3 new transit riders during the AM and PM peak hours.

This new ridership generated by the project could be accommodated by existing services. Due to the small number of new vehicle trips generated by the project, the project would result in a minimal increase in vehicle delay at the study intersections and would not cause a noticeable change in transit travel time and vehicle delay for the bus routes in the study area. The completion of the Shoreline Boulevard Bus Lane and Utility Improvement project would decrease travel time and delay for transit in the peak direction.

Transportation Demand Management
The following design features and TDM measures would be implemented by the project as part of the TDM plan:

Transportation Management Association ( TMA) Membership On -Site Carshare
Bicycle Parking
Collaborative Workspace
Pedestrian -Oriented Site Design
Delivery -Supported Amenities ( Front Desk, Food Delivery Drop -Off Area, etc) Family TDM Amenities ( Ground Level Storage for strollers, carts, etc.) Shared Bicycles and Resource Center
Bike Repair and Wash Station
Bike Training and Workshops
TDM Coordinator and Mobility Concierge
Informational/ Promotional Materials
Pre -Tax Transportation Benefits
HIMON
Resolution No. 18773

1020- 1040 Terra Bella Avenue
Transportation Analysis
Technical Appendices
Resolution No. 18773

Appendix A
Turning Movement Counts
Resolution No. 18773

Location: 1 N SHORELINE BLVD & TERRA BELLA AVE AM
c—tA—A Date: Wednesday, June 1, 2022

ALL TRAFFIC DATA SERVICES
Peak Hour: 07: 45 AM - 08:45 AM
303) 216- 2439
www. alltrafficdata. net Peak 15- Minutes: 08: 15 AM - 08: 30 AM Peaks Hour - Motorized Vehicles Peaks Hour - Bicycles Peaks Hour - Pedestrians 2,016) 787 0. 91 931 ( 2,494)
N SHORELINE BLVD *-- 2 4
m ry 0

TERRA BELLA AVE
6 4- 10 8-
J O1 w
o 0 0 0 ~~ 0L
460)
0 L 89 (
308)
193
43 , J
N 41- 15
4— 124 t
0 j
N ` 1 I
1 1

0. 88 W 0. 96 E 0. 89
ti
1- JW 1
a
W
E 24
y r 20 r
2 176)
2 °
69 -
11, 24
S*
y 153 1 Sw
ry 1 "
1 r ( 402)
1 ° 11 ° ' 1 i r 1 ! 5 ! o
w TERRA BELLA AVE o 0 m °
4-- 2 3 N
SHORELINE BLVD 1
1 1,
453) 548 0. 97 845 ( 2, 309) 4- 0 0--# Note:

Total study counts contained inparentheses. Traffic
Counts Motorized Vehicles TERRA
BELLA AVE TERRA BELLA AVE N SHORELINE BLVD N SHORELINE BLVD Interval Eastbound Westbound Northbound Southbound Rolling Pedestrian Crossings Start Time U- Turn Left Thru Right U- Turn Left Thru Right U- Turn Left Thru Right U-Turn Left Thru Right Total Hour West East South North 700 AM 0 3 2 1 0 4 2 13 0 4 91 5 1 12 81 25 244 1, 268 0 0 0 0 7:
15 AM 0 3 1 0 0 3 1 16 0 1 117 5 0 14 91 14 266 1, 485 2 2 1 1 730 AM 0 4 1 2 0 4 0 14 0 0 134 8 1 16 109 15 308 1, 692 0 3 1 1 7:
45 AM 0 9 6 1 0 6 2 20 1 0 2 180 8 0 15 155 46 450 1, 825 2 1 0 1 800 AM 0 9 5 0 0 7 5 23 0 2 194 8 0 24 141 43 461 1, 822 2 1 1 11 0 4 5 23 0 2 220 8 0 21 121 46 473 1, 799 1 830
AM 10 8: 5 1 0 3 3 23 0 5 202 14 3 31 109 32 441 1, 747 3 5 1 2 jl0 45 AM 0 8 5 3 0 5 2 18 0 9 219 7 2 21 115 33 447 1, 790 2 1 0 2 900 AM 0 12 4 2 0 5 3 13 0 3 227 9 2 16 106 36 438 1, 719 1 3 4 0 9:
15 AM 0 7 4 5 0 6 2 17 0 4 187 12 1 19 119 38 421 1 2 2 1 930 AM 0 11 3 5 0 7 4 22 0 5 220 14 1 35 124 33 484 1 3 0 0 9:
45 AM 1 13 4 3 0 8 3 12 0 4 171 8 3 24 97 25 376 0 1 0 2 Peak Rolling Hour Flow Rates Eastbound
Westbound Northbound Southbound Vehicle
Type U- Turn Left Thru Right U- Turn Left Thru Right U- Turn Left Thru Right U- Turn Left Thru Right Total Articulated Trucks 0 0 0 0 0 0 0 0 0 0 5 0 0 0 1 0 6 Lights
0 42 24 2 0 20 14 89 0 11 786 38 3 91 516 167 1, 803 Mediums 0 1 0 0 0 0 1 0 0 0 5 0 0 0 9 0 16 Total
0 43 24 2 0 20 15 89 0 11 796 38 3 91 526 167 1, 825
c*%ALL TRAFFIC DATAdSERVICES
303) 216- 2439
www. aIItrafficclata. net
Location: 2 LINDA VISTA AVE & TERRA BELLA AVE AM
Date: Wednesday, June 1, 2022
Peak Hour: 07: 30 AM - 08:30 AM
Peak 15- Minutes: 08: 00 AM - 08: 15 AM
Peaks Hour - Motorized Vehicles
7) 1 0. 63 24 ( 66)

LINDA VISTA AVE

TERRA BELLA AVE I
196)
o o o
L
2 L 0 (
137)
94 72
11 , j
N 67

0. 71
45 5
W 0. 89 E 0. 82
72 ~ S *
1-
65 219)
14 n + 1 1
470 203)
o
w No

TERRA BELLA AVE

LINDAVISTAAVE I
48) 20 0. 75 58 ( 150)
Note: Total study counts contained in parentheses.

Traffic Counts - Motorized Vehicles
Peaks Hour - Bicycles
4-- 0 0
0 0
1 N
U`
0 0
1 0 0
0 1-) WE 3
0 3y S
i2
0 0
0 0
n n 1 r
o
o
0 F 4.- 0 0-*
Resolution No. 18773

Peaks Hour - Pedestrians

TERRA BELLA AVE TERRA BELLA AVE LINDA VISTA AVE LINDA VISTA AVE Interval Eastbound Westbound Northbound Southbound Rolling Pedestrian Crossings Start Time U- Turn Left Thru Right U- Turn Left Thru Right U- Turn Left Thru Right U- Turn Left Thru Right Total Hour West East South North 700 AM 2 4 4 5 0 0 4 0 0 5 2 4 0 0 0 0 30 162 0 0 0 1
7: 15 AM 0 0 10 3 0 2 12 0 0 4 2 1 0 0 1 0 35 189 0 0 1 0 730 AM 1 3 14 3 0 3 13 0 0 3 3 4 0 0 0 0 47 203 0 0 0 0 7: 45 AM 1 5 8 2 0 1 14 0 0 10 4 4 0 0 1 0 50 199 1 0 1 0 8: 15 AM 0 1 11 5 0 1 18 DIM 05 4 4 0 0 0 0 49 151 4 0 0 0 830 AM 0 3 17 3 0 1 13 1 0 0 5 0 0 0 0 0 43 155 4 0 0 0 8: 45 AM 0 2 6 0 0 0 6 0 0 0 3 0 0 0 0 0 17 170 1 0 2 0 900 AM 0 0 12 2 0 0 4 0 0 10 2 10 0 0 1 1 42 185 2 0 1 0 9: 15 AM 0 2 16 4 0 2 12 0 0 6 1 9 0 0 0 1 53 5 0 0 0
930 AM 0 8 22 1 0 0 8 0 0 10 3 4 0 0 0 2 58 6 0 2 0
9: 45 AM 0 2 16 3 0 0 0 0 0 2 2 7 0 0 0 0 32 2 1 2 5
Peak Rolling Hour Flow Rates
Eastbound Westbound Northbound Southbound
Vehicle Type U- Turn Left Thru Right U- Turn Left Thru Right U- Turn Left Thru Right U- Turn Left Thru Right Total Articulated Trucks 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1
Lights 2 11 45 14 0 5 66 0 0 25 13 19 0 0 1 0 201
Mediums 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1
Total 2 11 45 14 0 5 67 0 0 25 13 20 0 0 1 0 203
c*%ALL TRAFFIC DATAdSERVICES
303) 216- 2439
www. aIItrafficclata. net
Location: 3 LI N DA VISTA AVE & MIDDLEFIELD RD AM
Date: Wednesday, June 1, 2022
Peak Hour: 07: 45 AM - 08:45 AM
Peak 15- Minutes: 08: 00 AM - 08: 15 AM
Resolution No. 18773

Peaks Hour - Motorized Vehicles Peaks Hour - Bicycles Peaks Hour - Pedestrians 73) 35 0. 73 84 ( 217)
1 t
LINDA VISTAAVE 4-- 1
1 0
NL 4- 3 5- 0
MIDDLEFIELD RD m o io o * L
1, 535)
0 -' DJ j
L 59
396 (
1, 694)
0 j
N ` 2
1 1 1
680 728
25 , j .
0 652

0. 85 W 080 E 0. 78
N
O W32 W E o
y r
421 S 422 17- oS
0 0 0
892)
0 T t
17 (
909) 0
1 i 0
o
6 o N o o MIDDLEFIELD RD o 0 0 0 ~
4-- 2 4--*
LINDAVISTAAVE 1 F
0 0 0. 50 2 ( 2) 4-- 0 0-*
Note: Total study counts contained in parentheses.

Traffic Counts - Motorized Vehicles

MIDDLEFIELD RD MIDDLEFIELD RD LINDA VISTA AVE LINDA VISTA AVE Interval Eastbound Westbound Northbound Southbound Rolling Pedestrian Crossings Start Time U- Turn Left Thru Right U- Turn Left Thru Right U- Turn Left Thru Right U- Turn Left Thru Right Total Hour West East South North 700 AM 0 2 33 0 3 0 61 10 0 0 0 0 0 3 0 3 115 671 0 0 0 1 7: 15 AM 0 2 30 0 1 0 77 6 0 0 0 0 0 1 0 3 120 928 1 0 1 1 730 AM 0 2 49 0 6 0 80 13 0 0 0 0 0 2 0 1 153 1, 109 0 0 2 3 7: 45 AM 0 4 79 0 3 0 168 16 0 1 0 0 0 2 0 10 283 1, 186 0 0 2 3 218 0 0 0 T 0 6 372 1
8: 15 AM 0 7 121 0 6 0 144 14 0 0 0 0 0 4 0 5 301 991 0 0 1 3 830 AM 0 8 74 0 3 0 122 18 0 0 0 0 0 0 0 5 230 913 0 0 0 1 8: 45 AM 0 8 88 0 6 0 128 16 0 0 0 0 0 1 0 2 249 885 0 0 0 2 900 AM 0 3 62 0 4 0 116 23 0 0 0 0 0 0 0 3 211 838 0 0 0 6 9: 15 AM 0 1 71 0 3 0 125 14 0 0 0 0 0 5 0 4 223 0 0 1 4 930 AM 0 4 58 0 3 0 117 13 0 0 0 0 0 2 0 5 202 0 0 0 0
9: 45 AM 0 6 52 0 4 0 127 10 0 0 0 0 0 0 0 3 202 0 0 0 0 Peak Rolling Hour Flow Rates
Eastbound Westbound Northbound Southbound
Vehicle Type U- Turn Left Thru Right U- Turn Left Thru Right U- Turn Left Thru Right U- Turn Left Thru Right Total Articulated Trucks 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1
Lights 0 24 394 0 17 0 650 58 0 2 0 0 0 9 0 26 1, 180
Mediums 0 1 2 0 0 0 2 0 0 0 0 0 0 0 0 0 5
Total 0 25 396 0 17 0 652 59 0 2 0 0 0 9 0 26 1, 186
Resolution No. 18773

Location: 1 N SHORELINE BLVD & TERRA BELLA AVE PM
c—tA—A Date: Wednesday, June 1, 2022

ALL TRAFFIC DATA SERVICES
Peak Hour: 04: 45 PM - 05: 45 PM
303) 216- 2439
www. alltrafficclata. net Peak 15- Minutes: 05: 15 PM - 05:30 PM Peaks Hour - Motorized Vehicles Peaks Hour - Bicycles Peaks Hour - Pedestrians 2,458) 937 0. 94 900 ( 2,444)
N SHORELINE BLVD 4- 0 0
TERRA BELLA AVE . "'' M ---,
o 0 0 0 2
116)
0 - 45 L 136 (
471)
t
0 jN 0 * o
43 179 1 1
154 , j
N 41- 10

0. 85 W 0. 98 E 0. 80
0 W E0
a
W E a
207 - 11,
9 ~
S
r 33
73 1 / S / r 1
w
545)
44 '
1" t 1
0 (
199) 1
5- 1
tl '1 t r 1 ! 3
1 o m ry TERRA BELLA AVE o 0 o
a 4- 1 2--*
N SHORELINE BLVD 1 i
2, 451) 939 0. 92 632 ( 1, 736) 4-- 2 0
Note: Total study counts contained in parentheses.

Traffic Counts - Motorized Vehicles

TERRA BELLA AVE TERRA BELLA AVE N SHORELINE BLVD N SHORELINE BLVD Interval Eastbound Westbound Northbound Southbound Rolling Pedestrian Crossings Start Time U- Turn Left Thru Right U- Turn Left Thru Right U- Turn Left Thru Right U- Turn Left Thru Right Total Hour West East South North 400 PM 0 40 0 5 0 12 2 39 0 4 138 8 1 10 151 3 413 1, 731 1 0 0 0 4: 15 PM 0 30 1 5 0 7 1 21 0 3 148 5 1 6 176 8 412 1, 791 1 0 1 0 4: 30 PM 0 58 2 7 0 9 0 24 0 0 129 6 2 4 174 3 418 1, 877 0 0 0 1 4: 45 PM 0 31 2 10 0 7* 1 28 0 1 162 8 1 11 216 10 488 1, 955 0 0 0 0 5, 00 PM 0 45 4 13 0 5 2 37 0 0 152 4 2 13 191 5 473 1, 912 0 2 1 1 515 I' M 0 45 1 10 A 011 0 4 142 4 3 6 235 7 498 1, 860 2jilff j0 5:
30 PM 0 33 2 11 0 10 0 2 148 5 0 13 220 4 496 1, 765 3 1 1 1 5:
45 PM 0 35 0 12 0 8 3 32 0 1 107 6 1 10 227 3 445 1, 673 1 1 1 0 6:
00 PM 0 24 1 6 0 6 3 31 0 1 150 5 0 7 184 3 421 1, 567 1 1 0 0 6:
15 PM 0 46 2 4 0 4 2 25 0 2 145 5 0 5 149 14 403 3 0 0 1 6:
30 PM 0 26 1 2 0 9 4 19 0 0 136 7 1 10 182 7 404 3 0 0 0 6:
45 PM 0 24 0 7 0 12 0 19 0 2 92 4 0 21 154 4 339 0 1 1 2 Peak Rolling Hour Flow Rates Eastbound
Westbound Northbound Southbound Vehicle
Type U- Turn Left Thru Right U- Turn Left Thru Right U- Turn Left Thru Right U- Turn Left Thru Right Total Articulated Trucks 0 0 0 0 0 0 0 2 0 0 0 0 0 1 1 0 4 Lights
0 154 9 44 0 33 10 132 0 7 598 20 6 42 858 26 1, 939 Mediums 0 0 0 0 0 0 0 2 0 0 6 1 0 0 3 0 12 Total
0 154 9 44 0 33 10 136 0 7 604 21 6 43 862 26 1, 955
Resolution No. 18773
c—tA—A

Location: 2 LINDA VISTA AVE& TERRA BELLA AVE PM
Date: Wednesday, June 1, 2022

ALL TRAFFIC DATA SERVICES
Peak Hour: 05: 00 PM - 06: 00 PM
303) 216- 2439
www. alltrafficclata. net Peak 15- Minutes: 05: 30 PM - 05:45 PM Peaks Hour - Motorized Vehicles Peaks Hour - Bicycles Peaks Hour - Pedestrians 45) 18 0. 67 5 ( 39)
LINDA VISTA AVE 4-- 0 0

TERRA BELLA AVE I
A "' 0
0L i
o 0 0 0 2
282)
2 L 0 (
223)
t * t
114 4- 1 4- 94 1
0 1
N L O 1
0 o

0. 81 W 0. 90 E 0. 84 O- j W G bE*.-
1 o W E
0 58
43 y/
S
r 8
49 _ 4- oS
r 2 0
161)
11 117 '
1 1 1
0 (
110) 1
1 T r
0 t r+ 0
o N w in 7AVE 4- 0 0

LINDAVISTAAVE
71) 22 0. 55 20 ( 73) 4-- 0 1
Note: Total study counts contained in parentheses.

Traffic Counts - Motorized Vehicles

TERRA BELLA AVE TERRA BELLA AVE LINDA VISTA AVE LINDA VISTA AVE Interval Eastbound Westbound Northbound Southbound Rolling Pedestrian Crossings Start Time U- Turn Left Thru Right U- Turn Left Thru Right U- Turn Left Thru Right U- Turn Left Thru Right Total Hour West East South North 400 PM 0 1 8 6 0 1 26 0 0 5 2 0 0 1 0 1 51 151 0 0 4 0
4: 15 PM 0 2 5 2 0 0 13 0 0 2 3 1 0 0 0 0 28 151 0 0 0 0 4: 30 PM 0 2 7 6 0 0 6 1 0 5 0 1 0 0 3 2 33 166 0 1 2 2 4: 45 PM 0 1 6 5 0 0 18 0 0 4 0 3 0 0 0 2 39 186 0 0 0 0 5: 00 PM 0 1 13 4 0 1 21 2 0 0 0 2 51 190 0 0 0 1 5:
15 PM 2 0 8 1 0 3 17 0 1 0 0 1 8 43 178 0 1 5:
45 PM 0 0 9 5 0 2 18 0 0 5 1 0 0 1 1 1 43 161 0 0 0 0 6:
00 PM 0 1 6 2 0 1 16 0 0 1 1 3 0 0 2 6 39 161 0 0 0 0 6:
15 PM 0 4 4 3 0 4 16 0 0 4 8 2 0 0 0 2 47 0 0 0 0 6:
30 PM 0 5 3 4 0 1 12 0 0 0 1 0 0 0 0 6 32 0 1 0 0 6:
45 PM 0 2 10 8 0 0 14 0 0 6 0 1 0 0 1 1 43 0 0 1 0 Peak Rolling Hour Flow Rates Eastbound
Westbound Northbound Southbound Vehicle
Type U- Turn Left Thru Right U- Turn Left Thru Right U- Turn Left Thru Right U- Turn Left Thru Right Total Articulated Trucks 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 2 Lights
2 2 43 10 0 8 85 0 0 12 3 5 0 1 3 13 187 Mediums
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 Total
2 2 43 11 0 8 86 0 0 12 3 5 0 1 3 14 190
atd— ALL TRAFFIC DATA SERVICES
303) 216- 2439
www. aIItrafficclata. net
Location: 3 LINDAVISTAAVE & MIDDLEFIELD RD PM
Date: Wednesday, June 1, 2022
Peak Hour: 04: 45 PM - 05: 45 PM
Peak 15- Minutes: 05: 30 PM - 05:45 PM
Peaks Hour - Motorized Vehicles Peaks Hour - Bicycles
117) 40 0. 64 43 ( 151)
LINDA VISTA AVE *- 0 2
2 MIDDLEFIELD RD w o ry o
1, 103)
1 . L 16 (
11167)
t
1 U
391 4- 1
27 ... J
N 372
4- 411 1
0 N L0 t

0. 92 W 0. 90 E 0. 87 I ti
0- jW E~ 18
0 659
631
y S
r
0 y
678 ti 15 —
o / 5
r 0 0
1,
626) 0 '
1 1 r 23 (
1,
659) 1
0 In '
1 i r` 0
1 o
0 o ry MIDDLEFIELD RD o 0 0 0 LINDAVISTAAVE
1)
0 0. 50 2 ( 4) 4-- 0 0--+ Resolution
No. 18773 Page
313 of 414 Peaks
Hour - Pedestrians 4--
4 4--* L
tN
t o
WxE o
I
S ! 2
4-
0 2 Note:

Total study counts contained inparentheses. Traffic
Counts Motorized Vehicles MIDDLEFIELD
RD MIDDLEFIELD RD LINDA VISTA AVE LINDA VISTA AVE Interval Eastbound Westbound Northbound Southbound Rolling Pedestrian Crossings Start Time U- Turn Left Thru Right U- Turn Left Thru Right U- Turn Left Thru Right U-Turn Left Thru Right Total Hour West East South North 400 PM 0 9 108 0 7 0 89 8 0 1 0 0 0 5 0 4 231 981 1 1 0 6 4:
15 PM 1 4 131 0 7 0 81 9 0 0 0 0 0 2 0 4 239 1, 019 0 0 0 0 4:
30 PM 1 9 112 0 10 0 85 3 0 0 0 0 0 11 0 9 240 1, 042 0 0 0 5 4:
45 PM 0 12 147 0 6 0 95 3 0 0 0 0 0 5 0 3 271 1, 112 0 0 0 0 5:
00 PM 0 6 146 0 7 0 89 4 0 0 0 1 0 7 0 9 269 1, 108 0 0 0 4 5:
15 PM 1 - 0 5 0 80 3 0 Q 0 0 5 0 2 262 1, 091 0 0 2 2 0 108 5:
45 PM 0 7 162 0 2 0 85 1 0 0 0 0 0 7 0 3 267 891 0 0 1 4 6:
00 PM 0 6 135 1 6 0 90 7 0 0 0 0 0 2 0 5 252 825 0 0 2 4 6:
15 PM 0 10 97 0 7 0 84 11 0 0 0 0 0 3 0 5 217 0 0 3 2 6:
30 PM 0 9 64 0 3 0 74 2 0 0 0 0 0 3 0 0 155 0 0 1 4 6:
45 PM 0 10 91 0 1 0 81 3 0 0 0 1 0 4 0 10 201 0 0 2 1 Peak Rolling Hour Flow Rates Eastbound Westbound Northbound Southbound Vehicle
Type U- Turn Left Thru Right U- Turn Left Thru Right U- Turn Left Thru Right U- Turn Left Thru Right Total Articulated Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Lights
1 27 631 0 23 0 370 16 0 0 0 2 0 22 0 18 1, 110 Mediums 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 2 Total
1 27 631 0 23 0 372 16 0 0 0 2 0 22 0 18 1, 112
Resolution No. 18773

Appendix B
City of Mountain View Approved Project List
Ugm§ on Na 18773

7 z w w G) u 4 w e
0 70 0 E o » 0)
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7 27
A
Resolution No. 18773

Appendix C
Tabulated Traffic Volumes
Resolution No. 18773

1020 1040 Terra Bella Avenue - AM Conditions
Intersection Number: 1
Traffx Node Number: 1
Intersection Name: Shoreline Blvd La Avenida Avenue/ US 101 NB Off -Ramp Peak Hour: AM Date of Analysis: 08/ 05/ 22
Count Date: 09/ 25/ 18
Movements
North Approach East Approach South Approach Southeast Approach Scenario: RT TH LT RT TH LT RT TH LT RT TH LT Total
Existing Conditions' 0 408 0 12 47 114 0 1219 0 1327 14 416 3557 Approved Project Trips
1255 Pear Avenue 0 76 0 0 12 19 0 75 0 91 0 0 273
1100 La Avenida Street 0 0 0 0 12 18 0 5 0 5 0 0 40
555 W Middlefield Road 0 2 0 0 0 0 0 5 0 0 0 0 7
Charleston East 0 44 0 0 0 0 0 23 0 312 0 0 379
1001 N Shoreline Boulevard 0 7 0 0 0 0 0 10 0 0 0 6 23
777 W Middlefield Road 0 2 0 0 0 0 0 6 0 0 0 8 16
1555 W Middlefield Road 0 0 0 0 0 0 0 0 0 0 0 3 3
Google Landings 0 8 0 0 0 0 0 51 0 80 0 0 139
2600 Marine Way 0 4 0 0 0 0 0 16 0 16 0 0 36
Hope Street Lots ( City Lots 4 and 8) 0 0 0 0 0 0 0 0 0 0 0 0 0 Total Approved Trips 0 143 0 0 24 37 0 191 0 504 0 17 273 Shoreline Bus Lane Improvement Project 0 0 0 0 0 0 0 0 0 0 0 0 0 Background Conditions 0 551 0 12 71 151 0 1410 0 1831 14 433 4473 Project Trips 0 3 0 0 0 0 0 4 0 0 0 4 11
Existing + Project 0 411 0 12 47 114 0 1223 0 1327 14 420 3568 Background + Project 0 554 0 12 71 151 0 1414 0 1831 14 437 4484 Existing Volumes include a 1% year growth rate from Count Date to Year 2022.

Intersection Number: 2
Traffx Node Number: 2
Intersection Name: Shoreline Blvd US 101 SB Off -Ramp
Peak Hour: AM Date of Analysis: 08/ 05/ 22
Count Date: 09/ 25/ 18
Movements
North Approach East Approach South Approach West Approach Scenario: RT TH LT RT TH LT RT TH LT RT TH LT Total
Existing Conditions' 0 651 0 0 0 0 0 1402 29 376 0 256 2714 Approved Project Trips
1255 Pear Avenue 0 19 0 0 0 0 0 23 0 0 0 52 94
1100 La Avenida Street 0 4 0 0 0 0 0 1 0 0 0 4 9
555 W Middlefield Road 0 2 0 0 0 0 0 5 0 0 0 0 7
Charleston East 0 3 0 0 0 0 0 23 0 0 0 0 26
1001 N Shoreline Boulevard 0 12 0 0 0 0 0 29 0 10 0 0 51 777 W Middlefield Road 0 11 0 0 0 0 0 28 0 8 0 0 47
1555 W Middlefield Road 0 3 0 0 0 0 0 0 0 0 0 0 3
Google Landings 0 2 0 0 0 0 0 27 0 0 0 24 53
2600 Marine Way 0 2 0 0 0 0 0 16 0 0 0 0 18
Hope Street Lots ( City Lots 4 and 8) 0 0 0 0 0 0 0 5 0 11 0 0 16 Total Approved Trips 0 58 0 0 0 0 0 157 0 29 0 80 94
Shoreline Bus Lane Improvement Project 0 0 0 0 0 0 0 0 29 0 0 0 29 Background Conditions 0 709 0 0 0 0 0 1559 0 405 0 336 3009 Project Trips 0 7 0 0 0 0 0 13 0 5 0 0 25
Existing + Project 0 658 0 0 0 0 0 1415 29 381 0 256 2739 Background + Project 0 716 0 0 0 0 0 1572 0 410 0 336 3034 Existing Volumes include a 1% year growth rate from Count Date to Year 2022.

Hexagon Transportation Consultants, Inc. AM
8/29/ 2022 1040 Terra Bella Avenue Volumes
Resolution No. 18773

1020 1040 Terra Bella Avenue - AM Conditions
Intersection Number: 3
Traffx Node Number: 3
Intersection Name: Shoreline Blvd Terra Bella Avenue
Peak Hour: AM Date of Analysis: 08/ 05/ 22
Count Date: 09/ 25/ 18
Movements
North Approach East Approach South Approach West Approach Scenario: RT TH LT RT TH LT RT TH LT RT TH LT Total
Existing Conditions' 188 576 232 155 20 26 27 1389 4 6 15 62 2700 Approved Project Trips
1255 Pear Avenue 0 19 0 0 0 0 0 23 0 0 0 0 42
1100 La Avenida Street 0 4 0 0 0 0 0 1 0 0 0 0 5
555 W Middlefield Road 0 2 0 0 0 0 0 5 0 0 0 0 7
Charleston East 0 3 0 0 0 0 0 23 0 0 0 0 26
1001 N Shoreline Boulevard 0 15 37 86 4 90 82 28 0 0 3 0 259 777 W Middlefield Road 0 19 0 0 0 0 0 38 1 0 0 0 58
1555 W Middlefield Road 0 3 0 0 0 0 0 7 0 0 0 0 10
Google Landings 0 2 0 0 0 0 0 27 0 0 0 0 29
2600 Marine Way 0 2 0 0 0 0 0 16 0 0 0 0 18
Hope Street Lots ( City Lots 4 and 8) 0 11 0 0 0 0 0 5 0 0 0 0 16 Total Approved Trips 0 50 37 86 4 90 82 117 1 0 3 0 42
Shoreline Bus Lane Improvement Project 0 0 0 12 0 12 0 12 12 5 0 5 0 Background Conditions 188 626 269 229 24 128 109 1494 17 11 18 57 3170 Project Trips 0 0 12 20 0 6 4 0 0 0 0 0 42
Existing + Project 188 576 244 175 20 32 31 1389 4 6 15 62 2742 Background + Project 188 626 281 249 24 134 113 1494 17 11 18 57 3212 Existing Volumes include a 1% year growth rate from Count Date to Year 2022.

Intersection Number: 4
Traffx Node Number: 4
Intersection Name: Linda Vista Avenue Terra Bella Avenue Peak Hour: AM Date of Analysis: 08/ 05/ 22
Count Date: 06/ 01/ 22
Movements
North Approach East Approach South Approach West Approach Scenario: RT TH LT RT TH LT RT TH LT RT TH LT Total
Existing Conditions' 0 1 0 0 99 7 30 19 37 21 67 19 300 Approved Project Trips
1255 Pear Avenue 0 0 0 0 0 0 0 0 0 0 0 0 0
1100 La Avenida Street 0 0 0 0 0 0 0 0 0 0 0 0 0
555 W Middlefield Road 0 0 0 0 0 0 0 0 0 0 0 0 0
Charleston East 0 0 0 0 0 0 0 0 0 0 0 0 0
1001 N Shoreline Boulevard 0 0 0 0 0 0 0 0 0 0 0 0 0
777 W Middlefield Road 0 0 0 0 0 0 0 0 0 0 0 0 0
1555 W Middlefield Road 0 0 0 0 0 0 0 0 0 0 0 0 0
Google Landings 0 0 0 0 0 0 0 0 0 0 0 0 0
2600 Marine Way 0 0 0 0 0 0 0 0 0 0 0 0 0
Hope Street Lots ( City Lots 4 and 8) 0 0 0 0 0 0 0 0 0 0 0 0 0 Total Approved Trips 0 0 0 0 0 0 0 0 0 0 0 0 0
Shoreline Bus Lane Improvement Project 0 0 0 0 0 0 0 0 0 0 0 0 0 Background Conditions 0 1 0 0 99 7 30 19 37 21 67 19 300 Project Trips 3 3 0 0 23 11 8 5 0 0 12 5 70
Existing + Project 3 4 0 0 122 18 38 24 37 21 79 24 370 Background + Project 3 4 0 0 122 18 38 24 37 21 79 24 370 Existing Volumes include a 1% year growth rate from Count Date to Year 2022.

Hexagon Transportation Consultants, Inc. AM
8/29/ 2022 1040 Terra Bella Avenue Volumes
Resolution No. 18773

1020 1040 Terra Bella Avenue - AM Conditions
Intersection Number: 5
Traffx Node Number: 5
Intersection Name: Linda Vista Avenue Middlefield Road
Peak Hour: AM Date of Analysis: 08/ 05/ 22
Count Date: 06/ 01/ 22
Movements
North Approach East Approach South Approach West Approach Scenario: RT TH LT RT TH LT RT TH LT RT TH LT Total
Existing Conditions' 38 0 13 87 965 25 0 0 3 0 586 37 1754 Approved Project Trips
1255 Pear Avenue 0 0 0 0 0 0 0 0 0 0 0 0 0
1100 La Avenida Street 0 0 0 0 0 0 0 0 0 0 0 0 0
555 W Middlefield Road 0 0 0 0 11 0 0 0 0 0 5 0 16
Charleston East 0 0 0 0 7 0 0 0 0 0 1 0 8
1001 N Shoreline Boulevard 0 0 0 0 0 0 0 0 0 0 12 0 12
777 W Middlefield Road 0 0 0 0 5 0 0 0 0 0 12 0 17
1555 W Middlefield Road 0 0 0 0 2 0 0 0 0 0 5 0 7
Google Landings 0 0 0 0 5 0 0 0 0 0 0 0 5
2600 Marine Way 0 0 0 0 0 0 0 0 0 0 0 0 0
Hope Street Lots ( City Lots 4 and 8) 0 0 0 0 0 0 0 0 0 0 0 0 0 Total Approved Trips 0 0 0 0 30 0 0 0 0 0 35 0 0
Shoreline Bus Lane Improvement Project 0 0 0 0 0 0 0 0 0 0 62 0 62 Background Conditions 38 0 13 87 995 25 0 0 3 0 683 37 1881 Project Trips 5 0 9 8 0 0 0 0 0 0 0 5 27
Existing + Project 43 0 22 95 965 25 0 0 3 0 586 42 1781 Background + Project 43 0 22 95 995 25 0 0 3 0 683 42 1908 Existing Volumes include a 1% year growth rate from Count Date to Year 2022.

Hexagon Transportation Consultants, Inc. AM
8/29/ 2022 1040 Terra Bella Avenue Volumes
Resolution No. 18773

1020 1040 Terra Bella Avenue - PM Conditions
Intersection Number: 1
Traffx Node Number: 1
Intersection Name: Shoreline Blvd La Avenida Avenue/ US 101 NB Off -Ramp Peak Hour: PM Date of Analysis: 08/ 05/ 22
Count Date: 09/ 25/ 18
Movements
North Approach East Approach South Approach Southeast Approach Scenario: RT TH LT RT TH LT RT TH LT RT TH LT Total
Existing Conditions' 0 2040 0 7 79 204 0 300 0 301 0 439 3370 Approved Project Trips
1255 Pear Avenue 0 61 0 0 33 53 0 69 0 84 0 0 300
1100 La Avenida Street 0 0 0 0 7 11 0 16 0 15 0 0 49
555 W Middlefield Road 0 5 0 0 0 0 0 4 0 0 0 0 9
Charleston East 0 302 0 0 0 0 0 5 0 64 0 0 371
1001 N Shoreline Boulevard 0 7 0 0 0 0 0 5 0 0 0 24 36
777 W Middlefield Road 0 6 0 0 0 0 0 4 0 0 0 21 31
1555 W Middlefield Road 0 0 0 0 0 0 0 0 0 0 0 9 9
Google Landings 0 74 0 0 0 0 0 1 0 2 0 0 77
2600 Marine Way 0 29 0 0 0 0 0 3 0 3 0 0 35
Hope Street Lots ( City Lots 4 and 8) 0 0 0 0 0 0 0 0 0 0 0 0 0 Total Approved Trips 0 484 0 0 40 64 0 107 0 168 0 54 300 Shoreline Bus Lane Improvement Project 0 0 0 0 0 0 0 0 0 0 0 0 0 Background Conditions 0 2524 0 7 119 268 0 407 0 469 0 493 4287 Project Trips 0 5 0 0 0 0 0 5 0 0 0 8 18
Existing + Project 0 2045 0 7 79 204 0 305 0 301 0 447 3388 Background + Project 0 2529 0 7 119 268 0 412 0 469 0 501 4305 Existing Volumes include a 1% year growth rate from Count Date to Year 2022.

Intersection Number: 2
Traffx Node Number: 2
Intersection Name: Shoreline Blvd US 101 SB Off -Ramp
Peak Hour: PM Date of Analysis: 08/ 05/ 22
Count Date: 09/ 25/ 18
Movements
North Approach East Approach South Approach West Approach Scenario: RT TH LT RT TH LT RT TH LT RT TH LT Total
Existing Conditions' 0 1307 0 0 0 0 0 548 74 378 0 82 2389 Approved Project Trips
1255 Pear Avenue 0 27 0 0 0 0 0 21 0 0 0 48 96
1100 La Avenida Street 0 2 0 0 0 0 0 4 0 0 0 12 18
555 W Middlefield Road 0 5 0 0 0 0 0 4 0 0 0 0 9
Charleston East 0 20 0 0 0 0 0 5 0 0 0 0 25
1001 N Shoreline Boulevard 0 31 0 0 0 0 0 15 0 16 0 0 62 777 W Middlefield Road 0 28 0 0 0 0 0 19 0 21 0 0 68
1555 W Middlefield Road 0 9 0 0 0 0 0 0 0 0 0 0 9
Google Landings 0 19 0 0 0 0 0 1 0 0 0 2 22
2600 Marine Way 0 14 0 0 0 0 0 3 0 0 0 0 17
Hope Street Lots ( City Lots 4 and 8) 0 0 0 0 0 0 0 11 0 7 0 0 18 Total Approved Trips 0 155 0 0 0 0 0 83 0 44 0 62 96
Shoreline Bus Lane Improvement Project 0 0 0 0 0 0 0 0 74 0 0 0 74 Background Conditions 0 1462 0 0 0 0 0 631 0 422 0 144 2659 Project Trips 0 13 0 0 0 0 0 13 0 11 0 0 37
Existing + Project 0 1320 0 0 0 0 0 561 74 389 0 82 2426 Background + Project 0 1475 0 0 0 0 0 644 0 433 0 144 2696 Existing Volumes include a 1% year growth rate from Count Date to Year 2022.

Hexagon Transportation Consultants, Inc. PM
8/29/ 2022 1040 Terra Bella Avenue Volumes
Resolution No. 18773

1020 1040 Terra Bella Avenue - PM Conditions
Intersection Number: 3
Traffx Node Number: 3
Intersection Name: Shoreline Blvd Terra Bella Avenue
Peak Hour: PM Date of Analysis: 08/ 05/ 22
Count Date: 09/ 25/ 18
Movements
North Approach East Approach South Approach West Approach Scenario: RT TH LT RT TH LT RT TH LT RT TH LT Total
Existing Conditions' 53 1533 44 131 15 56 31 565 6 50 22 151 2657 Approved Project Trips
1255 Pear Avenue 0 27 0 0 0 0 0 21 0 0 0 0 48
1100 La Avenida Street 0 2 0 0 0 0 0 4 0 0 0 0 6
555 W Middlefield Road 0 5 0 0 0 0 0 4 0 0 0 0 9
Charleston East 0 20 0 0 0 0 0 5 0 0 0 0 25
1001 N Shoreline Boulevard 0 9 56 36 2 40 35 5 0 0 2 0 157 777 W Middlefield Road 0 49 0 0 0 0 0 26 1 1 0 0 77
1555 W Middlefield Road 0 9 0 0 0 0 0 5 0 0 0 0 14
Google Landings 0 19 0 0 0 0 0 1 0 0 0 0 20
2600 Marine Way 0 14 0 0 0 0 0 3 0 0 0 0 17
Hope Street Lots ( City Lots 4 and 8) 0 7 0 0 0 0 0 11 0 0 0 0 18 Total Approved Trips 0 143 56 36 2 40 35 75 1 1 2 0 48
Shoreline Bus Lane Improvement Project 0 0 0 6 0 6 0 47 47 13 0 13 0 Background Conditions 53 1676 100 161 17 102 66 593 54 64 24 138 3048 Project Trips 0 0 24 20 0 9 7 0 0 0 0 0 60
Existing + Project 53 1533 68 151 15 65 38 565 6 50 22 151 2717 Background + Project 53 1676 124 181 17 111 73 593 54 64 24 138 3108 Existing Volumes include a 1% year growth rate from Count Date to Year 2022.

Intersection Number: 4
Traffx Node Number: 4
Intersection Name: Linda Vista Avenue Terra Bella Avenue Peak Hour: PM Date of Analysis: 08/ 05/ 22
Count Date: 06/ 01/ 22
Movements
North Approach East Approach South Approach West Approach Scenario: RT TH LT RT TH LT RT TH LT RT TH LT Total
Existing Conditions' 19 4 1 0 117 11 7 4 16 15 58 5 257 Approved Project Trips
1255 Pear Avenue 0 0 0 0 0 0 0 0 0 0 0 0 0
1100 La Avenida Street 0 0 0 0 0 0 0 0 0 0 0 0 0
555 W Middlefield Road 0 0 0 0 0 0 0 0 0 0 0 0 0
Charleston East 0 0 0 0 0 0 0 0 0 0 0 0 0
1001 N Shoreline Boulevard 0 0 0 0 0 0 0 0 0 0 0 0 0
777 W Middlefield Road 0 0 0 0 0 0 0 0 0 0 0 0 0
1555 W Middlefield Road 0 0 0 0 0 0 0 0 0 0 0 0 0
Google Landings 0 0 0 0 0 0 0 0 0 0 0 0 0
2600 Marine Way 0 0 0 0 0 0 0 0 0 0 0 0 0
Hope Street Lots ( City Lots 4 and 8) 0 0 0 0 0 0 0 0 0 0 0 0 0 Total Approved Trips 0 0 0 0 0 0 0 0 0 0 0 0 0
Shoreline Bus Lane Improvement Project 0 0 0 0 0 0 0 0 0 0 0 0 0 Background Conditions 19 4 1 0 117 11 7 4 16 15 58 5 257 Project Trips 7 6 0 0 21 12 16 6 0 0 25 6 99
Existing + Project 26 10 1 0 138 23 23 10 16 15 83 11 356 Background + Project 26 10 1 0 138 23 23 10 16 15 83 11 356 Existing Volumes include a 1% year growth rate from Count Date to Year 2022.

Hexagon Transportation Consultants, Inc. PM
8/29/ 2022 1040 Terra Bella Avenue Volumes
Resolution No. 18773

1020 1040 Terra Bella Avenue - PM Conditions
Intersection Number: 5
Traffx Node Number: 5
Intersection Name: Linda Vista Avenue Middlefield Road
Peak Hour: PM Date of Analysis: 08/ 05/ 22
Count Date: 06/ 01/ 22
Movements
North Approach East Approach South Approach West Approach Scenario: RT TH LT RT TH LT RT TH LT RT TH LT Total
Existing Conditions' 24 0 30 22 506 31 3 0 0 0 858 38 1512 Approved Project Trips
1255 Pear Avenue 0 0 0 0 0 0 0 0 0 0 0 0 0
1100 La Avenida Street 0 0 0 0 0 0 0 0 0 0 0 0 0
555 W Middlefield Road 0 0 0 0 8 0 0 0 0 0 15 0 23
Charleston East 0 0 0 0 1 0 0 0 0 0 6 0 7
1001 N Shoreline Boulevard 0 0 0 0 0 0 0 0 0 0 6 0 6
777 W Middlefield Road 0 0 0 0 12 0 0 0 0 0 30 0 42
1555 W Middlefield Road 0 0 0 0 6 0 0 0 0 0 4 0 10
Google Landings 0 0 0 0 0 0 0 0 0 0 4 0 4
2600 Marine Way 0 0 0 0 0 0 0 0 0 0 0 0 0
Hope Street Lots ( City Lots 4 and 8) 0 0 0 0 0 0 0 0 0 0 0 0 0 Total Approved Trips 0 0 0 0 27 0 0 0 0 0 65 0 0
Shoreline Bus Lane Improvement Project 0 0 0 0 0 0 0 0 0 0 134 0 134 Background Conditions 24 0 30 22 533 31 3 0 0 0 1057 38 1738 Project Trips 6 0 12 13 0 0 0 0 0 0 0 9 40
Existing + Project 30 0 42 35 506 31 3 0 0 0 858 47 1552 Background + Project 30 0 42 35 533 31 3 0 0 0 1057 47 1778 Existing Volumes include a 1% year growth rate from Count Date to Year 2022.

Hexagon Transportation Consultants, Inc. PM
8/29/ 2022 1040 Terra Bella Avenue Volumes
Resolution No. 18773

Appendix D
Level of Service Calculations
Resolution No. 18773

Existing AM Thu Aug 25, 2022 16: 41: 14 Page 1- 1
Scenario Report
Scenario: Existing AM
Command:

Volume:

Geometry:

Impact Fee:

Trip Generation:

Trip Distribution:

Paths:

Routes:

Configuration:

Default Command
Existing AM
Existing AM
Default Impact Fee
No Trip Generation
Distribution
Default Path
Default Route
Default Configuration
Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Existing AM Thu Aug 25, 2022 16: 41: 14 Page 2- 1
Level Of Service Computation Report
2000 HCM Operations Method ( Future Volume Alternative) Intersection # 1 Shoreline Blvd & US 101 NB Ramp/ La Avenida St Cycle ( sec): 160 Critical Vol./ Cap.( X): 0. 848
Loss Time ( sec): 9 Average Delay ( sec/ veh): 42. 6
Optimal Cycle: 93 Level Of Service: D
Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
I--------------- 11--------------- II--------------- II --------------- I Control: Protected Protected Split Phase Split Phase
Rights: Ignore Ignore Include Include
Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0
Y+ R: 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 Lanes: 0 0 2 0 0 0 0 2 1 0 1 1 0 1 1 1 1 0 0 2

I--------------- II--------------- II--------------- II --------------- I Volume Module:

Base Vol: 0 1219 0 0 408 0 416 14 1327 114 47 12
Growth Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Initial Bse: 0 1219 0 0 408 0 416 14 1327 114 47 12
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 0 1219 0 0 408 0 416 14 1327 114 47 12
User Adj: 1. 00 1. 00 0. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Adj: 1. 00 1. 00 0. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Volume: 0 1219 0 0 408 0 416 14 1327 114 47 12
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 0 1219 0 0 408 0 416 14 1327 114 47 12
PCE Adj: 1. 00 1. 00 0. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 MLF Adj: 1. 00 1. 00 0. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 FinalVolume: 0 1219 0 0 408 0 416 14 1327 114 47 12
Saturation Flow Module:

Sat/ Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0. 92 1. 00 0. 92 0. 92 1. 00 0. 92 0. 81 0. 88 0. 81 0. 89 0. 97 0. 70 Lanes: 0. 00 2. 00 0. 00 0. 00 3. 00 0. 00 1. 94 0. 06 2. 00 1. 45 0. 55 2. 00 Final Sat.: 0 3800 0 0 5700 0 2975 100 3067 2450 1010 2677 I --------------- 11--------------- 11--------------- 11--------------- I Capacity Analysis Module:

Vol/ Sat: 0. 00 0. 32 0. 00 0. 00 0. 07 0. 00 0. 14 0. 14 0. 43 0. 05 0. 05 0. 00 Crit Moves• **** **** **** ****
Green/ Cycle: 0. 00 0. 38 0. 00 0. 00 0. 38 0. 00 0. 51 0. 51 0. 51 0. 05 0. 05 0. 05 Volume/ Cap: 0. 00 0. 85 0. 00 0. 00 0. 19 0. 00 0. 27 0. 27 0. 85 0. 85 0. 85 0. 08 Uniform Del: 0. 0 45. 5 0. 0 0. 0 33. 3 0. 0 22. 3 22. 3 33. 8 74. 9 74. 9 71. 8 IncremntDel: 0. 0 4. 9 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 3. 5 28. 2 28. 2 0. 2 InitQueuDel: 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 Delay Adj: 0. 00 1. 00 0. 00 0. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Delay/ Veh: 0. 0 50. 4 0. 0 0. 0 33. 3 0. 0 22. 3 22. 3 37. 3 103. 2 103 72. 0 User DelAdj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Adj Del/ Veh: 0. 0 50. 4 0. 0 0. 0 33. 3 0. 0 22. 3 22. 3 37. 3 103. 2 103 72. 0 LOS by Move: A D A A C A C C D F F E
HCM2kAvgQ: 0 29 0 0 4 0 6 6 32 6 6 0
Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Existing AM Thu Aug 25, 2022 16: 41: 14 Page 2- 2
Note: Queue reported is the number of cars per lane.

Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Existing AM Thu Aug 25, 2022 16: 41: 14 Page 3- 1
Level Of Service Computation Report
2000 HCM Operations Method ( Future Volume Alternative) Intersection # 2 Shoreline Blvd & US 101 SB Ramp
Cycle ( sec): 150 Critical Vol./ Cap.( X): 0. 411
Loss Time ( sec): 9 Average Delay ( sec/ veh): 22. 3
Optimal Cycle: 30 Level Of Service: C
Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
I--------------- 11--------------- II--------------- II --------------- I Control: Protected Protected Split Phase Split Phase
Rights: Include Ignore Include Include
Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0
Y+ R: 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 Lanes: 1 0 3 0 0 0 0 1 1 0 2 0 0 0 2 0 0 0 0 0

I--------------- II--------------- II--------------- II --------------- I Volume Module:

Base Vol: 29 1402 0 0 651 0 256 0 376 0 0 0
Growth Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Initial Bse: 29 1402 0 0 651 0 256 0 376 0 0 0
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 29 1402 0 0 651 0 256 0 376 0 0 0
User Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Volume: 29 1402 0 0 651 0 256 0 376 0 0 0
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 29 1402 0 0 651 0 256 0 376 0 0 0
PCE Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 MLF Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 FinalVolume: 29 1402 0 0 651 0 256 0 376 0 0 0
Saturation Flow Module:

Sat/ Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0. 88 1. 00 0. 92 0. 92 1. 00 0. 92 0. 79 1. 00 0. 70 0. 92 1. 00 0. 92 Lanes: 1. 00 3. 00 0. 00 0. 00 2. 00 0. 00 2. 00 0. 00 2. 00 0. 00 0. 00 0. 00 Final Sat.: 1663 5700 0 0 3800 0 2992 0 2677 0 0 0
I --------------- 11--------------- 11--------------- 11--------------- I Capacity Analysis Module:

Vol/ Sat: 0. 02 0. 25 0. 00 0. 00 0. 17 0. 00 0. 09 0. 00 0. 14 0. 00 0. 00 0. 00 Crit Moves: **** **** ****
Green/ Cycle: 0. 06 0. 60 0. 00 0. 00 0. 54 0. 00 0. 34 0. 00 0. 34 0. 00 0. 00 0. 00 Volume/ Cap: 0. 32 0. 41 0. 00 0. 00 0. 32 0. 00 0. 25 0. 00 0. 41 0. 00 0. 00 0. 00 Uniform Del: 68. 1 16. 0 0. 0 0. 0 18. 9 0. 0 35. 6 0. 0 37. 8 0. 0 0. 0 0. 0 IncremntDel: 2. 0 0. 1 0. 0 0. 0 0. 1 0. 0 0. 1 0. 0 0. 3 0. 0 0. 0 0. 0 InitQueuDel: 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 Delay Adj: 1. 00 1. 00 0. 00 0. 00 1. 00 0. 00 1. 00 0. 00 1. 00 0. 00 0. 00 0. 00 Delay/ Veh: 70. 1 16. 1 0. 0 0. 0 19. 0 0. 0 35. 7 0. 0 38. 1 0. 0 0. 0 0. 0 User DelAdj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Adj Del/ Veh: 70. 1 16. 1 0. 0 0. 0 19. 0 0. 0 35. 7 0. 0 38. 1 0. 0 0. 0 0. 0 LOS by Move: E B A A B A D A D A A A
HCM2kAvgQ: 2 11 0 0 8 0 5 0 8 0 0 0
Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Existing AM Thu Aug 25, 2022 16: 41: 14 Page 3- 2
Note: Queue reported is the number of cars per lane.

Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Existing AM Thu Aug 25, 2022 16: 41: 14 Page 4- 1
Level Of Service Computation Report
2000 HCM Operations Method ( Future Volume Alternative) Intersection # 3 Shoreline Blvd & Terra Bella Avenue
Cycle ( sec): 150 Critical Vol./ Cap.( X): 0. 613
Loss Time ( sec): 9 Average Delay ( sec/ veh): 20. 9
Optimal Cycle: 44 Level Of Service: C
Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
Control: Protected Protected Permitted Permitted
Rights: Include Include Ovl Ovl
Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0
Y+ R: 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 Lanes: 1 0 1 1 0 1 0 1 1 0 0 1 0 0 1 0 1 0 0 1

I--------------- II--------------- II--------------- II--------------- Volume Module:

Base Vol: 4 1389 27 232 576 188 62 15 6 26 20 155
Growth Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Initial Bse: 4 1389 27 232 576 188 62 15 6 26 20 155
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 4 1389 27 232 576 188 62 15 6 26 20 155
User Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Volume: 4 1389 27 232 576 188 62 15 6 26 20 155
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 4 1389 27 232 576 188 62 15 6 26 20 155
PCE Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 MLF Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 FinalVolume: 4 1389 27 232 576 188 62 15 6 26 20 155
Saturation Flow Module:

Sat/ Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0. 88 1. 00 0. 92 0. 88 0. 96 0. 89 0. 64 0. 70 0. 78 0. 73 0. 79 0. 78 Lanes: 1. 00 1. 96 0. 04 1. 00 1. 48 0. 52 0. 82 0. 18 1. 00 0. 59 0. 41 1. 00 Final Sat.: 1663 3710 72 1663 2702 882 1000 242 1488 809 622 1488 I --------------- 11--------------- 11--------------- 11--------------- I Capacity Analysis Module:

Vol/ Sat: 0. 00 0. 37 0. 37 0. 14 0. 21 0. 21 0. 06 0. 06 0. 00 0. 03 0. 03 0. 10 Crit Moves: **** **** ****
Green/ Cycle: 0. 01 0. 61 0. 61 0. 23 0. 83 0. 83 0. 10 0. 10 0. 11 0. 10 0. 10 0. 33 Volume/ Cap: 0. 26 0. 61 0. 61 0. 61 0. 26 0. 26 0. 61 0. 61 0. 04 0. 32 0. 32 0. 32 Uniform Del: 73. 8 18. 1 18. 1 52. 0 2. 8 2. 8 64. 6 64. 6 59. 6 62. 6 62. 6 37. 7 IncremntDel: 8. 6 0. 5 0. 5 3. 0 0. 0 0. 0 8. 6 8. 6 0. 1 1. 3 1. 3 0. 4 InitQueuDel: 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 Delay Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Delay/ Veh: 82. 4 18. 6 18. 6 54. 9 2. 8 2. 8 73. 2 73. 2 59. 7 63. 9 63. 9 38. 1 User DelAdj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Adj Del/ Veh: 82. 4 18. 6 18. 6 54. 9 2. 8 2. 8 73. 2 73. 2 59. 7 63. 9 63. 9 38. 1 LOS by Move: F B B D A A E E E E E D
HCM2kAvgQ: 0 20 20 11 4 4 5 5 0 2 2 6
Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Existing AM Thu Aug 25, 2022 16: 41: 14 Page 4- 2
Note: Queue reported is the number of cars per lane.

Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Existing AM Thu Aug 25, 2022 16: 41: 14 Page 5- 1
Level Of Service Computation Report
2000 HCM Unsignalized Method ( Future Volume Alternative) Intersection # 4 Linda Vista Avenue & Terra Bella Avenue Average Delay ( sec/ veh): 3. 6 Worst Case Level Of Service: B[ 10. 5] Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
I--------------- 11--------------- 11--------------- 11--------------- I Control: Stop Sign Stop Sign Uncontrolled Uncontrolled
Rights: Include Include Include Include
Lanes: 0 0 1! 0 0 0 0 1 0 0 0 0 1! 0 0 0 1 0 0 0
I--------------- 11--------------- 11--------------- 11--------------- I Volume Module:

Base Vol: 37 19 30 0 1 0 19 67 21 7 99 0
Growth Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Initial Bse: 37 19 30 0 1 0 19 67 21 7 99 0
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 37 19 30 0 1 0 19 67 21 7 99 0
User Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Volume: 37 19 30 0 1 0 19 67 21 7 99 0
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
FinalVolume: 37 19 30 0 1 0 19 67 21 7 99 0
I--------------- 11--------------- 11--------------- 11--------------- I Critical Gap Module:

Critical Gp: 7. 1 6. 5 6. 2 xxxxx 6. 5 xxxxx 4. 1 xxxx xxxxx 4. 1 xxxx xxxxx FollowUpTim: 3. 5 4. 0 3. 3 xxxxx 4. 0 xxxxx 2. 2 xxxx xxxxx 2. 2 xxxx xxxxx

I--------------- II--------------- II--------------- II --------------- I Capacity Module:

Cnflict Vol: 229 229 78 xxxx 239 xxxxx 99 xxxx xxxxx 88 xxxx xxxxx Potent Cap.: 730 675 989 xxxx 666 xxxxx 1507 xxxx xxxxx 1520 xxxx xxxxx Move Cap.: 720 663 989 xxxx 654 xxxxx 1507 xxxx xxxxx 1520 xxxx xxxxx Volume/ Cap: 0. 05 0. 03 0. 03 xxxx 0. 00 xxxx 0. 01 xxxx xxxx 0. 00 xxxx xxxx

I--------------- II--------------- II--------------- II--------------- I Level Of Service Module:
2Way95thQ: xxxx xxxx xxxxx xxxx 0. 0 xxxxx 0. 0 xxxx xxxxx 0. 0 xxxx xxxxx Control Del: xxxxx xxxx xxxxx xxxxx 10. 5 xxxxx 7. 4 xxxx xxxxx 7. 4 xxxx xxxxx LOS by Move: * * * * B * A * * A
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx 779 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx SharedQueue: xxxxx 0. 4 xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx 0. 0 xxxx xxxxx Shrd ConDel: xxxxx 10. 2 xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx 7. 4 xxxx xxxxx Shared LOS: * B * * * * * * * A
ApproachDel: 10. 2 10. 5 xxxxxx xxxxxx
ApproachLOS: B B
Note: Queue reported is the number of cars per lane.

Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Existing AM Thu Aug 25, 2022 16: 41: 14 Page 6- 1
Level Of Service Computation Report
2000 HCM Unsignalized Method ( Future Volume Alternative) Intersection # 5 Linda Vista Avenue & Middlefield Road
Average Delay ( sec/ veh): 1. 1 Worst Case Level Of Service: D[ 34. 3] Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
I--------------- II--------------- 11--------------- 11--------------- I Control: Stop Sign Stop Sign Uncontrolled Uncontrolled
Rights: Include Include Include Include
Lanes: 1 0 0 0 0 0 0 1! 0 0 0 1 0 1 0 1 0 1 1 0
I--------------- 11--------------- 11--------------- 11--------------- I Volume Module:

Base Vol: 3 0 0 13 0 38 37 586 0 25 965 87
Growth Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Initial Bse: 3 0 0 13 0 38 37 586 0 25 965 87
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 3 0 0 13 0 38 37 586 0 25 965 87
User Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Volume: 3 0 0 13 0 38 37 586 0 25 965 87
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
FinalVolume: 3 0 0 13 0 38 37 586 0 25 965 87
I--------------- 11--------------- 11--------------- 11--------------- I Critical Gap Module:

Critical Gp: 7. 5 xxxx xxxxx 7. 5 6. 5 6. 9 4. 1 xxxx xxxxx 4. 1 xxxx xxxxx FollowUpTim: 3. 5 xxxx xxxxx 3. 5 4. 0 3. 3 2. 2 xxxx xxxxx 2. 2 xxxx xxxxx

I--------------- II--------------- II--------------- II --------------- I Capacity Module:

Cnflict Vol: 1193 xxxx xxxxx 1426 1719 526 1052 xxxx xxxxx 586 xxxx xxxxx Potent Cap.: 145 xxxx xxxxx 98 91 502 669 xxxx xxxxx 999 xxxx xxxxx Move Cap.: 126 xxxx xxxxx 92 83 502 669 xxxx xxxxx 999 xxxx xxxxx Volume/ Cap: 0. 02 xxxx xxxx 0. 14 0. 00 0. 08 0. 06 xxxx xxxx 0. 03 xxxx xxxx

I--------------- II--------------- II--------------- II--------------- I Level Of Service Module:
2Way95thQ: 0. 1 xxxx xxxxx xxxx xxxx xxxxx 0. 2 xxxx xxxxx 0. 1 xxxx xxxxx Control Del: 34. 3 xxxx xxxxx xxxxx xxxx xxxxx 10. 7 xxxx xxxxx 8. 7 xxxx xxxxx LOS by Move: D * * * * * B * * A
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx 234 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx SharedQueue: xxxxx xxxx xxxxx xxxxx 0. 8 xxxxx 0. 2 xxxx xxxxx xxxxx xxxx xxxxx Shrd ConDel: xxxxx xxxx xxxxx xxxxx 24. 6 xxxxx 10. 7 xxxx xxxxx xxxxx xxxx xxxxx Shared LOS: * * * * C * B
ApproachDel: 34. 3 24. 6 xxxxxx xxxxxx
ApproachLOS: D C
Note: Queue reported is the number of cars per lane.

Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Existing PM Thu Aug 25, 2022 16: 41: 18 Page 1- 1
Scenario Report
Scenario: Existing PM
Command:

Volume:

Geometry:

Impact Fee:

Trip Generation:

Trip Distribution:

Paths:

Routes:

Configuration:

Default Command
Existing PM
Existing PM
Default Impact Fee
No Trip Generation
Distribution
Default Path
Default Route
Default Configuration
Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Existing PM Thu Aug 25, 2022 16: 41: 18 Page 2- 1
Level Of Service Computation Report
2000 HCM Operations Method ( Future Volume Alternative) Intersection # 1 Shoreline Blvd & US 101 NB Ramp/ La Avenida St Cycle ( sec): 140 Critical Vol./ Cap.( X): 0. 627
Loss Time ( sec): 9 Average Delay ( sec/ veh): 29. 5
Optimal Cycle: 45 Level Of Service: C
Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
I--------------- 11--------------- II--------------- II --------------- I Control: Protected Protected Split Phase Split Phase
Rights: Ignore Ignore Include Include
Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0
Y+ R: 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 Lanes: 0 0 2 0 0 0 0 2 1 0 2 0 0 0 2 1 1 0 0 1

I--------------- II--------------- II--------------- II --------------- I Volume Module:

Base Vol: 0 300 0 0 2040 0 439 0 301 204 79 7
Growth Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Initial Bse: 0 300 0 0 2040 0 439 0 301 204 79 7
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 0 300 0 0 2040 0 439 0 301 204 79 7
User Adj: 1. 00 1. 00 0. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Adj: 1. 00 1. 00 0. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Volume: 0 300 0 0 2040 0 439 0 301 204 79 7
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 0 300 0 0 2040 0 439 0 301 204 79 7
PCE Adj: 1. 00 1. 00 0. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 MLF Adj: 1. 00 1. 00 0. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 FinalVolume: 0 300 0 0 2040 0 439 0 301 204 79 7
Saturation Flow Module:

Sat/ Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0. 92 1. 00 0. 92 0. 92 1. 00 0. 92 0. 79 1. 00 0. 70 0. 89 0. 97 0. 78 Lanes: 0. 00 2. 00 0. 00 0. 00 3. 00 0. 00 2. 00 0. 00 2. 00 1. 47 0. 53 1. 00 Final Sat.: 0 3800 0 0 5700 0 2992 0 2677 2490 964 1488 I --------------- 11--------------- 11--------------- 11--------------- I Capacity Analysis Module:

Vol/ Sat: 0. 00 0. 08 0. 00 0. 00 0. 36 0. 00 0. 15 0. 00 0. 11 0. 08 0. 08 0. 00 Crit Moves• **** **** **** ****
Green/ Cycle: 0. 00 0. 57 0. 00 0. 00 0. 57 0. 00 0. 23 0. 00 0. 23 0. 13 0. 13 0. 13 Volume/ Cap: 0. 00 0. 14 0. 00 0. 00 0. 63 0. 00 0. 63 0. 00 0. 48 0. 63 0. 63 0. 04 Uniform Del: 0. 0 14. 0 0. 0 0. 0 20. 1 0. 0 48. 1 0. 0 46. 3 57. 6 57. 6 53. 1 IncremntDel: 0. 0 0. 0 0. 0 0. 0 0. 4 0. 0 1. 8 0. 0 0. 6 2. 8 2. 8 0. 1 InitQueuDel: 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 Delay Adj: 0. 00 1. 00 0. 00 0. 00 1. 00 0. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 Delay/ Veh: 0. 0 14. 0 0. 0 0. 0 20. 5 0. 0 49. 9 0. 0 46. 9 60. 4 60. 4 53. 2 User DelAdj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Adj Del/ Veh: 0. 0 14. 0 0. 0 0. 0 20. 5 0. 0 49. 9 0. 0 46. 9 60. 4 60. 4 53. 2 LOS by Move: A B A A C A D A D E E D
HCM2kAvgQ: 0 3 0 0 19 0 11 0 7 7 7 0
Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Existing PM Thu Aug 25, 2022 16: 41: 18 Page 2- 2
Note: Queue reported is the number of cars per lane.

Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Existing PM Thu Aug 25, 2022 16: 41: 18 Page 3- 1
Level Of Service Computation Report
2000 HCM Operations Method ( Future Volume Alternative) Intersection # 2 Shoreline Blvd & US 101 SB Ramp
Cycle ( sec): 145 Critical Vol./ Cap.( X): 0. 565
Loss Time ( sec): 9 Average Delay ( sec/ veh): 22. 5
Optimal Cycle: 40 Level Of Service: C
Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
Control: Protected Protected Protected Protected
Rights: Include Ignore Include Include
Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0
Y+ R: 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 Lanes: 1 0 3 0 0 0 0 1 1 0 2 0 0 0 2 0 0 0 0 0

I--------------- II--------------- II--------------- II--------------- Volume Module:

Base Vol: 74 548 0 0 1307 0 82 0 378 0 0 0
Growth Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Initial Bse: 74 548 0 0 1307 0 82 0 378 0 0 0
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 74 548 0 0 1307 0 82 0 378 0 0 0
User Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Volume: 74 548 0 0 1307 0 82 0 378 0 0 0
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 74 548 0 0 1307 0 82 0 378 0 0 0
PCE Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 MLF Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 FinalVolume: 74 548 0 0 1307 0 82 0 378 0 0 0
Saturation Flow Module:

Sat/ Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0. 88 1. 00 0. 92 0. 92 1. 00 0. 92 0. 79 1. 00 0. 70 0. 92 1. 00 0. 92 Lanes: 1. 00 3. 00 0. 00 0. 00 2. 00 0. 00 2. 00 0. 00 2. 00 0. 00 0. 00 0. 00 Final Sat.: 1663 5700 0 0 3800 0 2992 0 2677 0 0 0
I --------------- 11--------------- 11--------------- 11--------------- I Capacity Analysis Module:

Vol/ Sat: 0. 04 0. 10 0. 00 0. 00 0. 34 0. 00 0. 03 0. 00 0. 14 0. 00 0. 00 0. 00 Crit Moves: **** **** ****
Green/ Cycle: 0. 08 0. 69 0. 00 0. 00 0. 61 0. 00 0. 25 0. 00 0. 25 0. 00 0. 00 0. 00 Volume/ Cap: 0. 56 0. 14 0. 00 0. 00 0. 56 0. 00 0. 11 0. 00 0. 56 0. 00 0. 00 0. 00 Uniform Del: 64. 4 7. 8 0. 0 0. 0 16. 9 0. 0 41. 9 0. 0 47. 5 0. 0 0. 0 0. 0 IncremntDel: 5. 6 0. 0 0. 0 0. 0 0. 3 0. 0 0. 1 0. 0 1. 1 0. 0 0. 0 0. 0 InitQueuDel: 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 Delay Adj: 1. 00 1. 00 0. 00 0. 00 1. 00 0. 00 1. 00 0. 00 1. 00 0. 00 0. 00 0. 00 Delay/ Veh: 70. 0 7. 8 0. 0 0. 0 17. 2 0. 0 42. 0 0. 0 48. 6 0. 0 0. 0 0. 0 User DelAdj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Adj Del/ Veh: 70. 0 7. 8 0. 0 0. 0 17. 2 0. 0 42. 0 0. 0 48. 6 0. 0 0. 0 0. 0 LOS by Move: E A A A B A D A D A A A
HCM2kAvgQ: 4 3 0 0 17 0 2 0 9 0 0 0
Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Existing PM Thu Aug 25, 2022 16: 41: 18 Page 3- 2
Note: Queue reported is the number of cars per lane.

Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Existing PM Thu Aug 25, 2022 16: 41: 18 Page 4- 1
Level Of Service Computation Report
2000 HCM Operations Method ( Future Volume Alternative) Intersection # 3 Shoreline Blvd & Terra Bella Avenue
Cycle ( sec): 125 Critical Vol./ Cap.( X): 0. 614
Loss Time ( sec): 9 Average Delay ( sec/ veh): 16. 9
Optimal Cycle: 43 Level Of Service: B
Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
Control: Protected Protected Permitted Permitted
Rights: Include Include Ovl Ovl
Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0
Y+ R: 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 Lanes: 1 0 1 1 0 1 0 1 1 0 0 1 0 0 1 0 1 0 0 1

I--------------- II--------------- II--------------- II--------------- Volume Module:

Base Vol: 6 565 31 44 1533 53 151 22 50 56 15 131
Growth Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Initial Bse: 6 565 31 44 1533 53 151 22 50 56 15 131
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 6 565 31 44 1533 53 151 22 50 56 15 131
User Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Volume: 6 565 31 44 1533 53 151 22 50 56 15 131
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 6 565 31 44 1533 53 151 22 50 56 15 131
PCE Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 MLF Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 FinalVolume: 6 565 31 44 1533 53 151 22 50 56 15 131
Saturation Flow Module:

Sat/ Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0. 88 0. 99 0. 91 0. 88 1. 00 0. 92 0. 62 0. 67 0. 78 0. 58 0. 63 0. 78 Lanes: 1. 00 1. 89 0. 11 1. 00 1. 93 0. 07 0. 88 0. 12 1. 00 0. 80 0. 20 1. 00 Final Sat.: 1663 3558 195 1663 3644 126 1038 151 1488 886 237 1488 I --------------- 11--------------- 11--------------- 11--------------- I Capacity Analysis Module:

Vol/ Sat: 0. 00 0. 16 0. 16 0. 03 0. 42 0. 42 0. 15 0. 15 0. 03 0. 06 0. 06 0. 09 Crit Moves: **** **** ****
Green/ Cycle: 0. 01 0. 59 0. 59 0. 10 0. 69 0. 69 0. 24 0. 24 0. 24 0. 24 0. 24 0. 34 Volume/ Cap: 0. 61 0. 27 0. 27 0. 27 0. 61 0. 61 0. 61 0. 61 0. 14 0. 27 0. 27 0. 26 Uniform Del: 62. 0 12. 3 12. 3 52. 1 10. 7 10. 7 42. 6 42. 6 37. 1 38. 9 38. 9 30. 3 IncremntDel: 80. 5 0. 1 0. 1 0. 9 0. 4 0. 4 4. 0 4. 0 0. 2 0. 5 0. 5 0. 3 InitQueuDel: 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 Delay Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Delay/ Veh: 142. 5 12. 4 12. 4 53. 0 11. 1 11. 1 46. 6 46. 6 37. 3 39. 4 39. 4 30. 5 User DelAdj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Adj Del/ Veh: 142. 5 12. 4 12. 4 53. 0 11. 1 11. 1 46. 6 46. 6 37. 3 39. 4 39. 4 30. 5 LOS by Move: F B B D B B D D D D D C
HCM2kAvgQ: 1 5 5 2 17 17 7 7 2 3 3 4
Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Existing PM Thu Aug 25, 2022 16: 41: 18 Page 4- 2
Note: Queue reported is the number of cars per lane.

Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Existing PM Thu Aug 25, 2022 16: 41: 18 Page 5- 1
Level Of Service Computation Report
2000 HCM Unsignalized Method ( Future Volume Alternative) Intersection # 4 Linda Vista Avenue & Terra Bella Avenue Average Delay ( sec/ veh): 2. 4 Worst Case Level Of Service: A[ 9. 9] Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
I--------------- 11--------------- 11--------------- 11--------------- I Control: Stop Sign Stop Sign Uncontrolled Uncontrolled
Rights: Include Include Include Include
Lanes: 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 0 1 0 0 0
I--------------- 11--------------- 11--------------- 11--------------- I Volume Module:

Base Vol: 16 4 7 1 4 19 5 58 15 11 117 0
Growth Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Initial Bse: 16 4 7 1 4 19 5 58 15 11 117 0
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 16 4 7 1 4 19 5 58 15 11 117 0
User Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Volume: 16 4 7 1 4 19 5 58 15 11 117 0
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
FinalVolume: 16 4 7 1 4 19 5 58 15 11 117 0
I--------------- 11--------------- 11--------------- II --------------- I Critical Gap Module:

Critical Gp: 7. 1 6. 5 6. 2 7. 1 6. 5 6. 2 4. 1 xxxx xxxxx 4. 1 xxxx xxxxx FollowUpTim: 3. 5 4. 0 3. 3 3. 5 4. 0 3. 3 2. 2 xxxx xxxxx 2. 2 xxxx xxxxx

I--------------- II--------------- II--------------- II --------------- I Capacity Module:

Cnflict Vol: 226 215 66 220 222 117 117 xxxx xxxxx 73 xxxx xxxxx Potent Cap.: 734 687 1004 740 680 941 1484 xxxx xxxxx 1540 xxxx xxxxx Move Cap.: 710 679 1004 726 673 941 1484 xxxx xxxxx 1540 xxxx xxxxx Volume/ Cap: 0. 02 0. 01 0. 01 0. 00 0. 01 0. 02 0. 00 xxxx xxxx 0. 01 xxxx xxxx

I--------------- II--------------- II--------------- II--------------- I Level Of Service Module:
2Way95thQ: xxxx xxxx xxxxx xxxx xxxx xxxxx 0. 0 xxxx xxxxx 0. 0 xxxx xxxxx Control Del: xxxxx xxxx xxxxx xxxxx xxxx xxxxx 7. 4 xxxx xxxxx 7. 4 xxxx xxxxx LOS by Move: * * * * * * A * * A
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx 763 xxxxx xxxx 872 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx SharedQueue: xxxxx 0. 1 xxxxx xxxxx 0. 1 xxxxx xxxxx xxxx xxxxx 0. 0 xxxx xxxxx Shrd ConDel: xxxxx 9. 9 xxxxx xxxxx 9. 2 xxxxx xxxxx xxxx xxxxx 7. 4 xxxx xxxxx Shared LOS: * A * * A * * * * A
ApproachDel: 9. 9 9. 2 xxxxxx xxxxxx
ApproachLOS: A A
Note: Queue reported is the number of cars per lane.

Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Existing PM Thu Aug 25, 2022 16: 41: 18 Page 6- 1
Level Of Service Computation Report
2000 HCM Unsignalized Method ( Future Volume Alternative) Intersection # 5 Linda Vista Avenue & Middlefield Road
Average Delay ( sec/ veh): 1. 3 Worst Case Level Of Service: C[ 23. 4] Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
I--------------- 11--------------- 11--------------- 11--------------- I Control: Stop Sign Stop Sign Uncontrolled Uncontrolled
Rights: Include Include Include Include
Lanes: 0 0 0 0 1 0 0 1! 0 0 0 1 0 1 0 1 0 1 1 0
I--------------- 11--------------- 11--------------- 11--------------- I Volume Module:

Base Vol: 0 0 3 30 0 24 38 858 0 31 506 22
Growth Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Initial Bse: 0 0 3 30 0 24 38 858 0 31 506 22
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 0 0 3 30 0 24 38 858 0 31 506 22
User Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Volume: 0 0 3 30 0 24 38 858 0 31 506 22
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
FinalVolume: 0 0 3 30 0 24 38 858 0 31 506 22
I--------------- 11--------------- 11--------------- 11--------------- I Critical Gap Module:

Critical Gp: xxxxx xxxx 6. 9 7. 5 6. 5 6. 9 4. 1 xxxx xxxxx 4. 1 xxxx xxxxx FollowUpTim: xxxxx xxxx 3. 3 3. 5 4. 0 3. 3 2. 2 xxxx xxxxx 2. 2 xxxx xxxxx

I--------------- II--------------- II--------------- II--------------- I Capacity Module:

Cnflict Vol: xxxx xxxx 429 1084 1513 264 528 xxxx xxxxx 858 xxxx xxxxx Potent Cap.: xxxx xxxx 580 174 121 741 1049 xxxx xxxxx 791 xxxx xxxxx Move Cap.: xxxx xxxx 580 163 112 741 1049 xxxx xxxxx 791 xxxx xxxxx Volume/ Cap: xxxx xxxx 0. 01 0. 18 0. 00 0. 03 0. 04 xxxx xxxx 0. 04 xxxx xxxx

I--------------- II--------------- II--------------- II--------------- I Level Of Service Module:
2Way95thQ: xxxx xxxx 0. 0 xxxx xxxx xxxxx 0. 1 xxxx xxxxx 0. 1 xxxx xxxxx Control Del: xxxxx xxxx 11. 2 xxxxx xxxx xxxxx 8. 6 xxxx xxxxx 9. 7 xxxx xxxxx LOS by Move: * * B * * * A * * A
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx 250 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx SharedQueue: xxxxx xxxx xxxxx xxxxx 0. 8 xxxxx 0. 1 xxxx xxxxx xxxxx xxxx xxxxx Shrd ConDel: xxxxx xxxx xxxxx xxxxx 23. 4 xxxxx 8. 6 xxxx xxxxx xxxxx xxxx xxxxx Shared LOS: * * * * C * A
ApproachDel: 11. 2 23. 4 xxxxxx xxxxxx
ApproachLOS: B C
Note: Queue reported is the number of cars per lane.

Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Background AM Thu Aug 25, 2022 16: 41: 22 Page 1- 1
Scenario Report
Scenario: Background AM
Command:

Volume:

Geometry:

Impact Fee:

Trip Generation:

Trip Distribution:

Paths:

Routes:

Configuration:

Default Command
Background AM
Background AM
Default Impact Fee
No Trip Generation
Distribution
Default Path
Default Route
Default Configuration
Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Background AM Thu Aug 25, 2022 16: 41: 22 Page 2- 1
Level Of Service Computation Report
2000 HCM Operations Method ( Future Volume Alternative) Intersection # 1 Shoreline Blvd & US 101 NB Ramp/ La Avenida St Cycle ( sec): 160 Critical Vol./ Cap.( X): 1. 097
Loss Time ( sec): 9 Average Delay ( sec/ veh): 85. 7
Optimal Cycle: 180 Level Of Service: F
Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
I--------------- 11--------------- II--------------- II --------------- I Control: Protected Protected Split Phase Split Phase
Rights: Ignore Ignore Include Include
Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0
Y+ R: 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 Lanes: 0 0 2 0 0 0 0 2 1 0 1 1 0 1 1 1 1 0 0 1

I--------------- II--------------- II--------------- II --------------- I Volume Module:

Base Vol: 0 1410 0 0 551 0 433 14 1831 151 71 12
Growth Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Initial Bse: 0 1410 0 0 551 0 433 14 1831 151 71 12
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 0 1410 0 0 551 0 433 14 1831 151 71 12
User Adj: 1. 00 1. 00 0. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Adj: 1. 00 1. 00 0. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Volume: 0 1410 0 0 551 0 433 14 1831 151 71 12
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 0 1410 0 0 551 0 433 14 1831 151 71 12
PCE Adj: 1. 00 1. 00 0. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 MLF Adj: 1. 00 1. 00 0. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 FinalVolume: 0 1410 0 0 551 0 433 14 1831 151 71 12
Saturation Flow Module:

Sat/ Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0. 92 1. 00 0. 92 0. 92 1. 00 0. 92 0. 80 0. 87 0. 80 0. 89 0. 97 0. 78 Lanes: 0. 00 2. 00 0. 00 0. 00 3. 00 0. 00 1. 94 0. 06 2. 00 1. 40 0. 60 1. 00 Final Sat.: 0 3800 0 0 5700 0 2961 96 3049 2362 1110 1488 I --------------- 11--------------- 11--------------- 11--------------- I Capacity Analysis Module:

Vol/ Sat: 0. 00 0. 37 0. 00 0. 00 0. 10 0. 00 0. 15 0. 15 0. 60 0. 06 0. 06 0. 01 Crit Moves **** **** **** ****
Green/ Cycle: 0. 00 0. 34 0. 00 0. 00 0. 34 0. 00 0. 55 0. 55 0. 55 0. 06 0. 06 0. 06 Volume/ Cap: 0. 00 1. 10 0. 00 0. 00 0. 29 0. 00 0. 27 0. 27 1. 10 1. 10 1. 10 0. 14 Uniform Del: 0. 0 52. 9 0. 0 0. 0 38. 8 0. 0 19. 2 19. 2 36. 2 75. 3 75. 3 71. 5 IncremntDel: 0. 0 56. 1 0. 0 0. 0 0. 1 0. 0 0. 0 0. 0 52. 0 91. 7 91. 7 0. 7 InitQueuDel: 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 Delay Adj: 0. 00 1. 00 0. 00 0. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Delay/ Veh: 0. 0 109 0. 0 0. 0 38. 9 0. 0 19. 2 19. 2 88. 2 167. 0 167 72. 3 User DelAdj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Adj Del/ Veh: 0. 0 109 0. 0 0. 0 38. 9 0. 0 19. 2 19. 2 88. 2 167. 0 167 72. 3 LOS by Move: A F A A D A B B F F F E
HCM2kAvgQ: 0 45 0 0 6 0 6 6 62 10 10 1
Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Background AM Thu Aug 25, 2022 16: 41: 22 Page 2- 2
Note: Queue reported is the number of cars per lane.

Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Background AM Thu Aug 25, 2022 16: 41: 22 Page 3- 1
Level Of Service Computation Report
2000 HCM Operations Method ( Future Volume Alternative) Intersection # 2 Shoreline Blvd & US 101 SB Ramp
Cycle ( sec): 150 Critical Vol./ Cap.( X): 0. 597
Loss Time ( sec): 9 Average Delay ( sec/ veh): 20. 9
Optimal Cycle: 42 Level Of Service: C
Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
Control: Protected Protected Protected Protected
Rights: Include Ignore Include Include
Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0
Y+ R: 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 Lanes: 0 0 2 0 0 0 0 2 0 0 2 0 0 0 2 0 0 0 0 0

I--------------- II--------------- II--------------- II--------------- Volume Module:

Base Vol: 0 1559 0 0 709 0 336 0 405 0 0 0
Growth Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Initial Bse: 0 1559 0 0 709 0 336 0 405 0 0 0
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 0 1559 0 0 709 0 336 0 405 0 0 0
User Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Volume: 0 1559 0 0 709 0 336 0 405 0 0 0
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 0 1559 0 0 709 0 336 0 405 0 0 0
PCE Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 MLF Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 FinalVolume: 0 1559 0 0 709 0 336 0 405 0 0 0
Saturation Flow Module:

Sat/ Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0. 92 1. 00 0. 92 0. 92 1. 00 0. 92 0. 79 1. 00 0. 70 0. 92 1. 00 0. 92 Lanes: 0. 00 2. 00 0. 00 0. 00 2. 00 0. 00 2. 00 0. 00 2. 00 0. 00 0. 00 0. 00 Final Sat.: 0 3800 0 0 3800 0 2992 0 2677 0 0 0
I --------------- 11--------------- 11--------------- 11--------------- I Capacity Analysis Module:

Vol/ Sat: 0. 00 0. 41 0. 00 0. 00 0. 19 0. 00 0. 11 0. 00 0. 15 0. 00 0. 00 0. 00 Crit Moves: **** **** ****
Green/ Cycle: 0. 00 0. 69 0. 00 0. 00 0. 69 0. 00 0. 25 0. 00 0. 25 0. 00 0. 00 0. 00 Volume/ Cap: 0. 00 0. 60 0. 00 0. 00 0. 27 0. 00 0. 44 0. 00 0. 60 0. 00 0. 00 0. 00 Uniform Del: 0. 0 12. 5 0. 0 0. 0 9. 0 0. 0 47. 1 0. 0 49. 3 0. 0 0. 0 0. 0 IncremntDel: 0. 0 0. 4 0. 0 0. 0 0. 1 0. 0 0. 4 0. 0 1. 5 0. 0 0. 0 0. 0 InitQueuDel: 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 Delay Adj: 0. 00 1. 00 0. 00 0. 00 1. 00 0. 00 1. 00 0. 00 1. 00 0. 00 0. 00 0. 00 Delay/ Veh: 0. 0 12. 9 0. 0 0. 0 9. 1 0. 0 47. 5 0. 0 50. 7 0. 0 0. 0 0. 0 User DelAdj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Adj Del/ Veh: 0. 0 12. 9 0. 0 0. 0 9. 1 0. 0 47. 5 0. 0 50. 7 0. 0 0. 0 0. 0 LOS by Move: A B A A A A D A D A A A
HCM2kAvgQ: 0 19 0 0 6 0 8 0 10 0 0 0
Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Background AM Thu Aug 25, 2022 16: 41: 22 Page 3- 2
Note: Queue reported is the number of cars per lane.

Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Background AM Thu Aug 25, 2022 16: 41: 22 Page 4- 1
Level Of Service Computation Report
2000 HCM Operations Method ( Future Volume Alternative) Intersection # 3 Shoreline Blvd & Terra Bella Avenue
Cycle ( sec): 160 Critical Vol./ Cap.( X): 0. 782
Loss Time ( sec): 12 Average Delay ( sec/ veh): 34. 2
Optimal Cycle: 82 Level Of Service: C
Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
I--------------- 11--------------- II--------------- II --------------- I Control: Protected Protected Split Phase Split Phase
Rights: Include Include Ovl Ovl
Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0
Y+ R: 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 Lanes: 1 0 1 1 0 1 0 1 1 0 0 1 0 0 1 0 1 0 0 1

I--------------- II--------------- II--------------- II --------------- I Volume Module:

Base Vol: 17 1494 109 269 626 188 57 18 11 128 24 229
Growth Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Initial Bse: 17 1494 109 269 626 188 57 18 11 128 24 229 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 17 1494 109 269 626 188 57 18 11 128 24 229 User Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Volume: 17 1494 109 269 626 188 57 18 11 128 24 229 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 17 1494 109 269 626 188 57 18 11 128 24 229 PCE Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 MLF Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 FinalVolume: 17 1494 109 269 626 188 57 18 11 128 24 229 Saturation Flow Module:

Sat/ Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0. 88 0. 99 0. 91 0. 88 0. 97 0. 89 0. 89 0. 96 0. 78 0. 88 0. 96 0. 78 Lanes: 1. 00 1. 85 0. 15 1. 00 1. 51 0. 49 0. 77 0. 23 1. 00 0. 85 0. 15 1. 00 Final Sat.: 1663 3486 254 1663 2765 830 1306 412 1488 1433 269 1488 I --------------- 11--------------- 11--------------- 11--------------- I Capacity Analysis Module:

Vol/ Sat: 0. 01 0. 43 0. 43 0. 16 0. 23 0. 23 0. 04 0. 04 0. 01 0. 09 0. 09 0. 15 Crit Moves **** **** **** ****
Green/ Cycle: 0. 03 0. 55 0. 55 0. 21 0. 72 0. 72 0. 06 0. 06 0. 09 0. 11 0. 11 0. 32 Volume/ Cap: 0. 31 0. 78 0. 78 0. 78 0. 31 0. 31 0. 78 0. 78 0. 08 0. 78 0. 78 0. 48 Uniform Del: 75. 6 28. 6 28. 6 60. 0 8. 0 8. 0 74. 6 74. 6 67. 0 68. 9 68. 9 43. 6 IncremntDel: 3. 3 2. 0 2. 0 11. 1 0. 1 0. 1 33. 0 33. 0 0. 3 18. 3 18. 3 0. 8 InitQueuDel: 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 Delay Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Delay/ Veh: 78. 9 30. 6 30. 6 71. 1 8. 0 8. 0 107. 6 108 67. 2 87. 3 87. 3 44. 3 User DelAdj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Adj Del/ Veh: 78. 9 30. 6 30. 6 71. 1 8. 0 8. 0 107. 6 108 67. 2 87. 3 87. 3 44. 3 LOS by Move: E C C E A A F F E F F D
HCM2kAvgQ: 1 32 32 15 7 7 6 6 1 10 10 10
Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Background AM Thu Aug 25, 2022 16: 41: 22 Page 4- 2
Note: Queue reported is the number of cars per lane.

Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Background AM Thu Aug 25, 2022 16: 41: 22 Page 5- 1
Level Of Service Computation Report
2000 HCM Unsignalized Method ( Future Volume Alternative) Intersection # 4 Linda Vista Avenue & Terra Bella Avenue Average Delay ( sec/ veh): 3. 6 Worst Case Level Of Service: B[ 10. 5] Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
I--------------- 11--------------- 11--------------- 11--------------- I Control: Stop Sign Stop Sign Uncontrolled Uncontrolled
Rights: Include Include Include Include
Lanes: 0 0 1! 0 0 0 0 1 0 0 0 0 1! 0 0 0 1 0 0 0
I--------------- 11--------------- 11--------------- 11--------------- I Volume Module:

Base Vol: 37 19 30 0 1 0 19 67 21 7 99 0
Growth Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Initial Bse: 37 19 30 0 1 0 19 67 21 7 99 0
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 37 19 30 0 1 0 19 67 21 7 99 0
User Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Volume: 37 19 30 0 1 0 19 67 21 7 99 0
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
FinalVolume: 37 19 30 0 1 0 19 67 21 7 99 0
I--------------- 11--------------- 11--------------- 11--------------- I Critical Gap Module:

Critical Gp: 7. 1 6. 5 6. 2 xxxxx 6. 5 xxxxx 4. 1 xxxx xxxxx 4. 1 xxxx xxxxx FollowUpTim: 3. 5 4. 0 3. 3 xxxxx 4. 0 xxxxx 2. 2 xxxx xxxxx 2. 2 xxxx xxxxx

I--------------- II--------------- II--------------- II --------------- I Capacity Module:

Cnflict Vol: 229 229 78 xxxx 239 xxxxx 99 xxxx xxxxx 88 xxxx xxxxx Potent Cap.: 730 675 989 xxxx 666 xxxxx 1507 xxxx xxxxx 1520 xxxx xxxxx Move Cap.: 720 663 989 xxxx 654 xxxxx 1507 xxxx xxxxx 1520 xxxx xxxxx Volume/ Cap: 0. 05 0. 03 0. 03 xxxx 0. 00 xxxx 0. 01 xxxx xxxx 0. 00 xxxx xxxx

I--------------- II--------------- II--------------- II--------------- I Level Of Service Module:
2Way95thQ: xxxx xxxx xxxxx xxxx 0. 0 xxxxx 0. 0 xxxx xxxxx 0. 0 xxxx xxxxx Control Del: xxxxx xxxx xxxxx xxxxx 10. 5 xxxxx 7. 4 xxxx xxxxx 7. 4 xxxx xxxxx LOS by Move: * * * * B * A * * A
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx 779 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx SharedQueue: xxxxx 0. 4 xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx 0. 0 xxxx xxxxx Shrd ConDel: xxxxx 10. 2 xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx 7. 4 xxxx xxxxx Shared LOS: * B * * * * * * * A
ApproachDel: 10. 2 10. 5 xxxxxx xxxxxx
ApproachLOS: B B
Note: Queue reported is the number of cars per lane.

Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Background AM Thu Aug 25, 2022 16: 41: 22 Page 6- 1
Level Of Service Computation Report
2000 HCM Unsignalized Method ( Future Volume Alternative) Intersection # 5 Linda Vista Avenue & Middlefield Road
Average Delay ( sec/ veh): 1. 1 Worst Case Level Of Service: E[ 40. 8] Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
I--------------- 11--------------- 11--------------- 11--------------- I Control: Stop Sign Stop Sign Uncontrolled Uncontrolled
Rights: Include Include Include Include
Lanes: 1 0 0 0 0 0 0 1! 0 0 0 1 1 0 0 1 0 1 1 0
I--------------- 11--------------- 11--------------- 11--------------- I Volume Module:

Base Vol: 3 0 0 13 0 38 37 683 0 25 995 87
Growth Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Initial Bse: 3 0 0 13 0 38 37 683 0 25 995 87
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 3 0 0 13 0 38 37 683 0 25 995 87
User Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Volume: 3 0 0 13 0 38 37 683 0 25 995 87
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
FinalVolume: 3 0 0 13 0 38 37 683 0 25 995 87
I--------------- 11--------------- 11--------------- 11--------------- I Critical Gap Module:

Critical Gp: 7. 5 xxxx xxxxx 7. 5 6. 5 6. 9 4. 1 xxxx xxxxx 4. 1 xxxx xxxxx FollowUpTim: 3. 5 xxxx xxxxx 3. 5 4. 0 3. 3 2. 2 xxxx xxxxx 2. 2 xxxx xxxxx

I--------------- II--------------- II--------------- II --------------- I Capacity Module:

Cnflict Vol: 1305 xxxx xxxxx 1504 1846 541 1082 xxxx xxxxx 683 xxxx xxxxx Potent Cap.: 120 xxxx xxxxx 85 76 491 652 xxxx xxxxx 919 xxxx xxxxx Move Cap.: 103 xxxx xxxxx 80 69 491 652 xxxx xxxxx 919 xxxx xxxxx Volume/ Cap: 0. 03 xxxx xxxx 0. 16 0. 00 0. 08 0. 06 xxxx xxxx 0. 03 xxxx xxxx

I--------------- II--------------- II--------------- II--------------- I Level Of Service Module:
2Way95thQ: 0. 1 xxxx xxxxx xxxx xxxx xxxxx 0. 2 xxxx xxxxx 0. 1 xxxx xxxxx Control Del: 40. 8 xxxx xxxxx xxxxx xxxx xxxxx 10. 9 xxxx xxxxx 9. 0 xxxx xxxxx LOS by Move: E * * * * * B * * A
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx 212 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx SharedQueue: xxxxx xxxx xxxxx xxxxx 0. 9 xxxxx 0. 2 xxxx xxxxx xxxxx xxxx xxxxx Shrd ConDel: xxxxx xxxx xxxxx xxxxx 27. 2 xxxxx 10. 9 xxxx xxxxx xxxxx xxxx xxxxx Shared LOS: * * * * D * B
ApproachDel: 40. 8 27. 2 xxxxxx xxxxxx
ApproachLOS: E D
Note: Queue reported is the number of cars per lane.

Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Background PM Thu Aug 25, 2022 16: 41: 26 Page 1- 1
Scenario Report
Scenario: Background PM
Command:

Volume:

Geometry:

Impact Fee:

Trip Generation:

Trip Distribution:

Paths:

Routes:

Configuration:

Default Command
Background PM
Background PM
Default Impact Fee
No Trip Generation
Distribution
Default Path
Default Route
Default Configuration
Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Background PM Thu Aug 25, 2022 16: 41: 26 Page 2- 1
Level Of Service Computation Report
2000 HCM Operations Method ( Future Volume Alternative) Intersection # 1 Shoreline Blvd & US 101 NB Ramp/ La Avenida St Cycle ( sec): 140 Critical Vol./ Cap.( X): 0. 780
Loss Time ( sec): 9 Average Delay ( sec/ veh): 34. 5
Optimal Cycle: 69 Level Of Service: C
Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
I--------------- 11--------------- II--------------- II --------------- I Control: Protected Protected Split Phase Split Phase
Rights: Ignore Ignore Include Include
Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0
Y+ R: 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 Lanes: 0 0 2 0 0 0 0 2 1 0 2 0 0 0 2 1 1 0 0 1

I--------------- II--------------- II--------------- II --------------- I Volume Module:

Base Vol: 0 407 0 0 2524 0 493 0 469 268 119 7
Growth Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Initial Bse: 0 407 0 0 2524 0 493 0 469 268 119 7
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 0 407 0 0 2524 0 493 0 469 268 119 7
User Adj: 1. 00 1. 00 0. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Adj: 1. 00 1. 00 0. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Volume: 0 407 0 0 2524 0 493 0 469 268 119 7
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 0 407 0 0 2524 0 493 0 469 268 119 7
PCE Adj: 1. 00 1. 00 0. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 MLF Adj: 1. 00 1. 00 0. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 FinalVolume: 0 407 0 0 2524 0 493 0 469 268 119 7

I--------------- II--------------- II--------------- II --------------- I Saturation Flow Module:

Sat/ Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0. 92 1. 00 0. 92 0. 92 1. 00 0. 92 0. 79 1. 00 0. 70 0. 89 0. 97 0. 78 Lanes: 0. 00 2. 00 0. 00 0. 00 3. 00 0. 00 2. 00 0. 00 2. 00 1. 42 0. 58 1. 00 Final Sat.: 0 3800 0 0 5700 0 2992 0 2677 2402 1067 1488 I --------------- 11--------------- 11--------------- 11--------------- I Capacity Analysis Module:

Vol/ Sat: 0. 00 0. 11 0. 00 0. 00 0. 44 0. 00 0. 16 0. 00 0. 18 0. 11 0. 11 0. 00 Crit Moves• **** **** **** ****
Green/ Cycle: 0. 00 0. 57 0. 00 0. 00 0. 57 0. 00 0. 22 0. 00 0. 22 0. 14 0. 14 0. 14 Volume/ Cap: 0. 00 0. 19 0. 00 0. 00 0. 78 0. 00 0. 73 0. 00 0. 78 0. 78 0. 78 0. 03 Uniform Del: 0. 0 14. 6 0. 0 0. 0 23. 5 0. 0 50. 4 0. 0 51. 0 57. 9 57. 9 51. 6 IncremntDel: 0. 0 0. 0 0. 0 0. 0 1. 3 0. 0 4. 2 0. 0 6. 5 7. 8 7. 8 0. 1 InitQueuDel: 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 Delay Adj: 0. 00 1. 00 0. 00 0. 00 1. 00 0. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 Delay/ Veh: 0. 0 14. 7 0. 0 0. 0 24. 7 0. 0 54. 6 0. 0 57. 5 65. 6 65. 6 51. 7 User DelAdj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Adj Del/ Veh: 0. 0 14. 7 0. 0 0. 0 24. 7 0. 0 54. 6 0. 0 57. 5 65. 6 65. 6 51. 7 LOS by Move: A B A A C A D A E E E D
HCM2kAvgQ: 0 4 0 0 29 0 13 0 13 10 10 0
Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Background PM Thu Aug 25, 2022 16: 41: 26 Page 2- 2
Note: Queue reported is the number of cars per lane.

Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Background PM Thu Aug 25, 2022 16: 41: 26 Page 3- 1
Level Of Service Computation Report
2000 HCM Operations Method ( Future Volume Alternative) Intersection # 2 Shoreline Blvd & US 101 SB Ramp
Cycle ( sec): 145 Critical Vol./ Cap.( X): 0. 578
Loss Time ( sec): 9 Average Delay ( sec/ veh): 19. 4
Optimal Cycle: 41 Level Of Service: B
Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
Control: Protected Protected Protected Protected
Rights: Include Ignore Include Include
Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0
Y+ R: 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 Lanes: 0 0 2 0 0 0 0 2 0 0 2 0 0 0 2 0 0 0 0 0

I--------------- II--------------- II--------------- II--------------- Volume Module:

Base Vol: 0 631 0 0 1462 0 144 0 422 0 0 0
Growth Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Initial Bse: 0 631 0 0 1462 0 144 0 422 0 0 0
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 0 631 0 0 1462 0 144 0 422 0 0 0
User Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Volume: 0 631 0 0 1462 0 144 0 422 0 0 0
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 0 631 0 0 1462 0 144 0 422 0 0 0
PCE Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 MLF Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 FinalVolume: 0 631 0 0 1462 0 144 0 422 0 0 0
Saturation Flow Module:

Sat/ Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0. 92 1. 00 0. 92 0. 92 1. 00 0. 92 0. 79 1. 00 0. 70 0. 92 1. 00 0. 92 Lanes: 0. 00 2. 00 0. 00 0. 00 2. 00 0. 00 2. 00 0. 00 2. 00 0. 00 0. 00 0. 00 Final Sat.: 0 3800 0 0 3800 0 2992 0 2677 0 0 0
I --------------- 11--------------- 11--------------- 11--------------- I Capacity Analysis Module:

Vol/ Sat: 0. 00 0. 17 0. 00 0. 00 0. 38 0. 00 0. 05 0. 00 0. 16 0. 00 0. 00 0. 00 Crit Moves: **** **** ****
Green/ Cycle: 0. 00 0. 67 0. 00 0. 00 0. 67 0. 00 0. 27 0. 00 0. 27 0. 00 0. 00 0. 00 Volume/ Cap: 0. 00 0. 25 0. 00 0. 00 0. 58 0. 00 0. 18 0. 00 0. 58 0. 00 0. 00 0. 00 Uniform Del: 0. 0 9. 7 0. 0 0. 0 13. 2 0. 0 40. 3 0. 0 45. 5 0. 0 0. 0 0. 0 IncremntDel: 0. 0 0. 1 0. 0 0. 0 0. 3 0. 0 0. 1 0. 0 1. 2 0. 0 0. 0 0. 0 InitQueuDel: 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 Delay Adj: 0. 00 1. 00 0. 00 0. 00 1. 00 0. 00 1. 00 0. 00 1. 00 0. 00 0. 00 0. 00 Delay/ Veh: 0. 0 9. 8 0. 0 0. 0 13. 5 0. 0 40. 4 0. 0 46. 7 0. 0 0. 0 0. 0 User DelAdj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Adj Del/ Veh: 0. 0 9. 8 0. 0 0. 0 13. 5 0. 0 40. 4 0. 0 46. 7 0. 0 0. 0 0. 0 LOS by Move: A A A A B A D A D A A A
HCM2kAvgQ: 0 5 0 0 17 0 3 0 10 0 0 0
Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Background PM Thu Aug 25, 2022 16: 41: 26 Page 3- 2
Note: Queue reported is the number of cars per lane.

Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Background PM Thu Aug 25, 2022 16: 41: 26 Page 4- 1
Level Of Service Computation Report
2000 HCM Operations Method ( Future Volume Alternative) Intersection # 3 Shoreline Blvd & Terra Bella Avenue
Cycle ( sec): 165 Critical Vol./ Cap.( X): 0. 708
Loss Time ( sec): 12 Average Delay ( sec/ veh): 31. 5
Optimal Cycle: 66 Level Of Service: C
Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
I--------------- 11--------------- II--------------- II --------------- I Control: Protected Protected Split Phase Split Phase
Rights: Include Include Ovl Ovl
Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0
Y+ R: 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 Lanes: 1 0 1 1 0 1 0 1 1 0 0 1 0 0 1 0 1 0 0 1

I--------------- II--------------- II--------------- II --------------- I Volume Module:

Base Vol: 54 593 66 100 1676 53 138 24 64 102 17 161
Growth Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Initial Bse: 54 593 66 100 1676 53 138 24 64 102 17 161 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 54 593 66 100 1676 53 138 24 64 102 17 161 User Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Volume: 54 593 66 100 1676 53 138 24 64 102 17 161
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 54 593 66 100 1676 53 138 24 64 102 17 161 PCE Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 MLF Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 FinalVolume: 54 593 66 100 1676 53 138 24 64 102 17 161 Saturation Flow Module:

Sat/ Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0. 88 0. 99 0. 91 0. 88 1. 00 0. 92 0. 88 0. 96 0. 78 0. 88 0. 96 0. 78 Lanes: 1. 00 1. 78 0. 22 1. 00 1. 93 0. 07 0. 86 0. 14 1. 00 0. 87 0. 13 1. 00 Final Sat.: 1663 3339 372 1663 3655 116 1447 252 1488 1455 242 1488 I --------------- 11--------------- 11--------------- 11--------------- I Capacity Analysis Module:

Vol/ Sat: 0. 03 0. 18 0. 18 0. 06 0. 46 0. 46 0. 10 0. 10 0. 04 0. 07 0. 07 0. 11 Crit Moves• **** **** **** ****
Green/ Cycle: 0. 05 0. 52 0. 52 0. 18 0. 65 0. 65 0. 13 0. 13 0. 18 0. 10 0. 10 0. 27 Volume/ Cap: 0. 71 0. 34 0. 34 0. 34 0. 71 0. 71 0. 71 0. 71 0. 24 0. 71 0. 71 0. 39 Uniform Del: 77. 6 23. 3 23. 3 59. 7 18. 9 18. 9 68. 3 68. 3 57. 9 72. 0 72. 0 48. 7 IncremntDel: 26. 3 0. 1 0. 1 0. 7 1. 0 1. 0 9. 8 9. 8 0. 5 13. 0 13. 0 0. 6 InitQueuDel: 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 Delay Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Delay/ Veh: 103. 9 23. 4 23. 4 60. 4 19. 9 19. 9 78. 1 78. 1 58. 3 85. 0 85. 0 49. 3 User DelAdj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Adj Del/ Veh: 103. 9 23. 4 23. 4 60. 4 19. 9 19. 9 78. 1 78. 1 58. 3 85. 0 85. 0 49. 3 LOS by Move: F C C E B B E E E F F D
HCM2kAvgQ: 4 9 9 5 28 28 10 10 3 8 8 7
Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Background PM Thu Aug 25, 2022 16: 41: 26 Page 4- 2
Note: Queue reported is the number of cars per lane.

Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Background PM Thu Aug 25, 2022 16: 41: 26 Page 5- 1
Level Of Service Computation Report
2000 HCM Unsignalized Method ( Future Volume Alternative) Intersection # 4 Linda Vista Avenue & Terra Bella Avenue Average Delay ( sec/ veh): 2. 4 Worst Case Level Of Service: A[ 9. 9] Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
I--------------- 11--------------- 11--------------- 11--------------- I Control: Stop Sign Stop Sign Uncontrolled Uncontrolled
Rights: Include Include Include Include
Lanes: 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 0 1 0 0 0
I--------------- 11--------------- 11--------------- 11--------------- I Volume Module:

Base Vol: 16 4 7 1 4 19 5 58 15 11 117 0
Growth Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Initial Bse: 16 4 7 1 4 19 5 58 15 11 117 0
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 16 4 7 1 4 19 5 58 15 11 117 0
User Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Volume: 16 4 7 1 4 19 5 58 15 11 117 0
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
FinalVolume: 16 4 7 1 4 19 5 58 15 11 117 0
I--------------- 11--------------- 11--------------- 11--------------- I Critical Gap Module:

Critical Gp: 7. 1 6. 5 6. 2 7. 1 6. 5 6. 2 4. 1 xxxx xxxxx 4. 1 xxxx xxxxx FollowUpTim: 3. 5 4. 0 3. 3 3. 5 4. 0 3. 3 2. 2 xxxx xxxxx 2. 2 xxxx xxxxx

I--------------- II--------------- II--------------- II --------------- I Capacity Module:

Cnflict Vol: 226 215 66 220 222 117 117 xxxx xxxxx 73 xxxx xxxxx Potent Cap.: 734 687 1004 740 680 941 1484 xxxx xxxxx 1540 xxxx xxxxx Move Cap.: 710 679 1004 726 673 941 1484 xxxx xxxxx 1540 xxxx xxxxx Volume/ Cap: 0. 02 0. 01 0. 01 0. 00 0. 01 0. 02 0. 00 xxxx xxxx 0. 01 xxxx xxxx

I--------------- II--------------- II--------------- II--------------- I Level Of Service Module:
2Way95thQ: xxxx xxxx xxxxx xxxx xxxx xxxxx 0. 0 xxxx xxxxx 0. 0 xxxx xxxxx Control Del: xxxxx xxxx xxxxx xxxxx xxxx xxxxx 7. 4 xxxx xxxxx 7. 4 xxxx xxxxx LOS by Move: * * * * * * A * * A
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx 763 xxxxx xxxx 872 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx SharedQueue: xxxxx 0. 1 xxxxx xxxxx 0. 1 xxxxx xxxxx xxxx xxxxx 0. 0 xxxx xxxxx Shrd ConDel: xxxxx 9. 9 xxxxx xxxxx 9. 2 xxxxx xxxxx xxxx xxxxx 7. 4 xxxx xxxxx Shared LOS: * A * * A * * * * A
ApproachDel: 9. 9 9. 2 xxxxxx xxxxxx
ApproachLOS: A A
Note: Queue reported is the number of cars per lane.

Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Background PM Thu Aug 25, 2022 16: 41: 26 Page 6- 1
Level Of Service Computation Report
2000 HCM Unsignalized Method ( Future Volume Alternative) Intersection # 5 Linda Vista Avenue & Middlefield Road
Average Delay ( sec/ veh): 1. 3 Worst Case Level Of Service: D[ 28. 6] Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
I--------------- 11--------------- 11--------------- 11--------------- I Control: Stop Sign Stop Sign Uncontrolled Uncontrolled
Rights: Include Include Include Include
Lanes: 0 0 0 0 1 0 0 1! 0 0 0 1 0 1 0 1 0 1 1 0
I--------------- 11--------------- 11--------------- 11--------------- I Volume Module:

Base Vol: 0 0 3 30 0 24 38 1057 0 31 533 22
Growth Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Initial Bse: 0 0 3 30 0 24 38 1057 0 31 533 22
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 0 0 3 30 0 24 38 1057 0 31 533 22
User Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Volume: 0 0 3 30 0 24 38 1057 0 31 533 22
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
FinalVolume: 0 0 3 30 0 24 38 1057 0 31 533 22
I--------------- 11--------------- 11--------------- 11--------------- I Critical Gap Module:

Critical Gp: xxxxx xxxx 6. 9 7. 5 6. 5 6. 9 4. 1 xxxx xxxxx 4. 1 xxxx xxxxx FollowUpTim: xxxxx xxxx 3. 3 3. 5 4. 0 3. 3 2. 2 xxxx xxxxx 2. 2 xxxx xxxxx

I--------------- II--------------- II--------------- II--------------- I Capacity Module:

Cnflict Vol: xxxx xxxx 529 1211 1739 278 555 xxxx xxxxx 1057 xxxx xxxxx Potent Cap.: xxxx xxxx 500 141 88 726 1026 xxxx xxxxx 667 xxxx xxxxx Move Cap.: xxxx xxxx 500 131 81 726 1026 xxxx xxxxx 667 xxxx xxxxx Volume/ Cap: xxxx xxxx 0. 01 0. 23 0. 00 0. 03 0. 04 xxxx xxxx 0. 05 xxxx xxxx

I--------------- II--------------- II--------------- II--------------- I Level Of Service Module:
2Way95thQ: xxxx xxxx 0. 0 xxxx xxxx xxxxx 0. 1 xxxx xxxxx 0. 1 xxxx xxxxx Control Del: xxxxx xxxx 12. 2 xxxxx xxxx xxxxx 8. 6 xxxx xxxxx 10. 7 xxxx xxxxx LOS by Move: * * B * * * A * * B
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx 206 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx SharedQueue: xxxxx xxxx xxxxx xxxxx 1. 0 xxxxx 0. 1 xxxx xxxxx xxxxx xxxx xxxxx Shrd ConDel: xxxxx xxxx xxxxx xxxxx 28. 6 xxxxx 8. 6 xxxx xxxxx xxxxx xxxx xxxxx Shared LOS: * * * * D * A
ApproachDel: 12. 2 28. 6 xxxxxx xxxxxx
ApproachLOS: B D
Note: Queue reported is the number of cars per lane.

Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Background+ P AM Thu Aug 25, 2022 16: 41: 30 Page 1- 1
Scenario Report
Scenario: Background+ P AM
Command:

Volume:

Geometry:

Impact Fee:

Trip Generation:

Trip Distribution:

Paths:

Routes:

Configuration:

Default Command
Background AM
Background AM
Default Impact Fee
Project AM
Distribution
Default Path
Default Route
Default Configuration
Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Background+ P AM Thu Aug 25, 2022 16: 41: 30 Page 2- 1
Level Of Service Computation Report
2000 HCM Operations Method ( Future Volume Alternative) Intersection # 1 Shoreline Blvd & US 101 NB Ramp/ La Avenida St Cycle ( sec): 160 Critical Vol./ Cap.( X): 1. 098
Loss Time ( sec): 9 Average Delay ( sec/ veh): 85. 7
Optimal Cycle: 180 Level Of Service: F
Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
I--------------- 11--------------- II--------------- II --------------- I Control: Protected Protected Split Phase Split Phase
Rights: Ignore Ignore Include Include
Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0
Y+ R: 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 Lanes: 0 0 2 0 0 0 0 2 1 0 1 1 0 1 1 1 1 0 0 1

I--------------- II--------------- II--------------- II --------------- I Volume Module:

Base Vol: 0 1410 0 0 551 0 433 14 1831 151 71 12
Growth Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Initial Bse: 0 1410 0 0 551 0 433 14 1831 151 71 12
Added Vol: 0 4 0 0 3 0 4 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 0 1414 0 0 554 0 437 14 1831 151 71 12
User Adj: 1. 00 1. 00 0. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Adj: 1. 00 1. 00 0. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Volume: 0 1414 0 0 554 0 437 14 1831 151 71 12
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 0 1414 0 0 554 0 437 14 1831 151 71 12
PCE Adj: 1. 00 1. 00 0. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 MLF Adj: 1. 00 1. 00 0. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 FinalVolume: 0 1414 0 0 554 0 437 14 1831 151 71 12
Saturation Flow Module:

Sat/ Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0. 92 1. 00 0. 92 0. 92 1. 00 0. 92 0. 80 0. 87 0. 80 0. 89 0. 97 0. 78 Lanes: 0. 00 2. 00 0. 00 0. 00 3. 00 0. 00 1. 94 0. 06 2. 00 1. 40 0. 60 1. 00 Final Sat.: 0 3800 0 0 5700 0 2965 95 3052 2362 1110 1488 I --------------- 11--------------- 11--------------- 11--------------- I Capacity Analysis Module:

Vol/ Sat: 0. 00 0. 37 0. 00 0. 00 0. 10 0. 00 0. 15 0. 15 0. 60 0. 06 0. 06 0. 01 Crit Moves **** **** **** ****
Green/ Cycle: 0. 00 0. 34 0. 00 0. 00 0. 34 0. 00 0. 55 0. 55 0. 55 0. 06 0. 06 0. 06 Volume/ Cap: 0. 00 1. 10 0. 00 0. 00 0. 29 0. 00 0. 27 0. 27 1. 10 1. 10 1. 10 0. 14 Uniform Del: 0. 0 52. 9 0. 0 0. 0 38. 7 0. 0 19. 3 19. 3 36. 3 75. 3 75. 3 71. 5 IncremntDel: 0. 0 56. 2 0. 0 0. 0 0. 1 0. 0 0. 0 0. 0 52. 2 91. 8 91. 8 0. 7 InitQueuDel: 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 Delay Adj: 0. 00 1. 00 0. 00 0. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Delay/ Veh: 0. 0 109 0. 0 0. 0 38. 8 0. 0 19. 3 19. 3 88. 4 167. 2 167 72. 3 User DelAdj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Adj Del/ Veh: 0. 0 109 0. 0 0. 0 38. 8 0. 0 19. 3 19. 3 88. 4 167. 2 167 72. 3 LOS by Move: A F A A D A B B F F F E
HCM2kAvgQ: 0 46 0 0 6 0 6 6 62 10 10 1
Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Background+ P AM Thu Aug 25, 2022 16: 41: 30 Page 2- 2
Note: Queue reported is the number of cars per lane.

Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Background+ P AM Thu Aug 25, 2022 16: 41: 30 Page 3- 1
Level Of Service Computation Report
2000 HCM Operations Method ( Future Volume Alternative) Intersection # 2 Shoreline Blvd & US 101 SB Ramp
Cycle ( sec): 150 Critical Vol./ Cap.( X): 0. 603
Loss Time ( sec): 9 Average Delay ( sec/ veh): 21. 0
Optimal Cycle: 43 Level Of Service: C
Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
Control: Protected Protected Protected Protected
Rights: Include Ignore Include Include
Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0
Y+ R: 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 Lanes: 0 0 2 0 0 0 0 2 0 0 2 0 0 0 2 0 0 0 0 0

I--------------- II--------------- II--------------- II--------------- Volume Module:

Base Vol: 0 1559 0 0 709 0 336 0 405 0 0 0
Growth Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Initial Bse: 0 1559 0 0 709 0 336 0 405 0 0 0
Added Vol: 0 13 0 0 7 0 0 0 5 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 0 1572 0 0 716 0 336 0 410 0 0 0
User Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Volume: 0 1572 0 0 716 0 336 0 410 0 0 0
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 0 1572 0 0 716 0 336 0 410 0 0 0
PCE Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 MLF Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 FinalVolume: 0 1572 0 0 716 0 336 0 410 0 0 0
Saturation Flow Module:

Sat/ Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0. 92 1. 00 0. 92 0. 92 1. 00 0. 92 0. 79 1. 00 0. 70 0. 92 1. 00 0. 92 Lanes: 0. 00 2. 00 0. 00 0. 00 2. 00 0. 00 2. 00 0. 00 2. 00 0. 00 0. 00 0. 00 Final Sat.: 0 3800 0 0 3800 0 2992 0 2677 0 0 0
I --------------- 11--------------- 11--------------- 11--------------- I Capacity Analysis Module:

Vol/ Sat: 0. 00 0. 41 0. 00 0. 00 0. 19 0. 00 0. 11 0. 00 0. 15 0. 00 0. 00 0. 00 Crit Moves: **** **** ****
Green/ Cycle: 0. 00 0. 69 0. 00 0. 00 0. 69 0. 00 0. 25 0. 00 0. 25 0. 00 0. 00 0. 00 Volume/ Cap: 0. 00 0. 60 0. 00 0. 00 0. 27 0. 00 0. 44 0. 00 0. 60 0. 00 0. 00 0. 00 Uniform Del: 0. 0 12. 6 0. 0 0. 0 9. 1 0. 0 47. 0 0. 0 49. 3 0. 0 0. 0 0. 0 IncremntDel: 0. 0 0. 4 0. 0 0. 0 0. 1 0. 0 0. 4 0. 0 1. 5 0. 0 0. 0 0. 0 InitQueuDel: 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 Delay Adj: 0. 00 1. 00 0. 00 0. 00 1. 00 0. 00 1. 00 0. 00 1. 00 0. 00 0. 00 0. 00 Delay/ Veh: 0. 0 13. 0 0. 0 0. 0 9. 2 0. 0 47. 4 0. 0 50. 8 0. 0 0. 0 0. 0 User DelAdj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Adj Del/ Veh: 0. 0 13. 0 0. 0 0. 0 9. 2 0. 0 47. 4 0. 0 50. 8 0. 0 0. 0 0. 0 LOS by Move: A B A A A A D A D A A A
HCM2kAvgQ: 0 19 0 0 6 0 8 0 10 0 0 0
Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Background+ P AM Thu Aug 25, 2022 16: 41: 31 Page 3- 2
Note: Queue reported is the number of cars per lane.

Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Background+ P AM Thu Aug 25, 2022 16: 41: 31 Page 4- 1
Level Of Service Computation Report
2000 HCM Operations Method ( Future Volume Alternative) Intersection # 3 Shoreline Blvd & Terra Bella Avenue
Cycle ( sec): 160 Critical Vol./ Cap.( X): 0. 795
Loss Time ( sec): 12 Average Delay ( sec/ veh): 35. 3
Optimal Cycle: 86 Level Of Service: D
Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
I--------------- 11--------------- II--------------- II --------------- I Control: Protected Protected Split Phase Split Phase
Rights: Include Include Ovl Ovl
Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0
Y+ R: 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 Lanes: 1 0 1 1 0 1 0 1 1 0 0 1 0 0 1 0 1 0 0 1

I--------------- II--------------- II--------------- II --------------- I Volume Module:

Base Vol: 17 1494 109 269 626 188 57 18 11 128 24 229
Growth Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Initial Bse: 17 1494 109 269 626 188 57 18 11 128 24 229 Added Vol: 0 0 4 12 0 0 0 0 0 6 0 20
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 17 1494 113 281 626 188 57 18 11 134 24 249 User Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Volume: 17 1494 113 281 626 188 57 18 11 134 24 249 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 17 1494 113 281 626 188 57 18 11 134 24 249 PCE Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 MLF Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 FinalVolume: 17 1494 113 281 626 188 57 18 11 134 24 249 Saturation Flow Module:

Sat/ Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0. 88 0. 99 0. 91 0. 88 0. 97 0. 89 0. 89 0. 96 0. 78 0. 88 0. 96 0. 78 Lanes: 1. 00 1. 85 0. 15 1. 00 1. 51 0. 49 0. 77 0. 23 1. 00 0. 86 0. 14 1. 00 Final Sat.: 1663 3477 263 1663 2765 830 1306 412 1488 1441 258 1488 I --------------- 11--------------- II--------------- 11--------------- I Capacity Analysis Module:

Vol/ Sat: 0. 01 0. 43 0. 43 0. 17 0. 23 0. 23 0. 04 0. 04 0. 01 0. 09 0. 09 0. 17 Crit Moves **** **** **** ****
Green/ Cycle: 0. 03 0. 54 0. 54 0. 21 0. 72 0. 72 0. 05 0. 05 0. 09 0. 12 0. 12 0. 33 Volume/ Cap: 0. 31 0. 80 0. 80 0. 80 0. 31 0. 31 0. 80 0. 80 0. 08 0. 80 0. 80 0. 51 Uniform Del: 75. 7 29. 6 29. 6 59. 7 8. 1 8. 1 74. 7 74. 7 67. 1 68. 8 68. 8 43. 2 IncremntDel: 3. 3 2. 3 2. 3 11. 8 0. 1 0. 1 35. 9 35. 9 0. 3 19. 5 19. 5 0. 9 InitQueuDel: 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 Delay Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Delay/ Veh: 79. 0 31. 9 31. 9 71. 5 8. 1 8. 1 110. 6 111 67. 4 88. 3 88. 3 44. 1 User DelAdj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Adj Del/ Veh: 79. 0 31. 9 31. 9 71. 5 8. 1 8. 1 110. 6 111 67. 4 88. 3 88. 3 44. 1 LOS by Move: E C C E A A F F E F F D
HCM2kAvgQ: 1 32 32 16 7 7 6 6 1 10 10 11
Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Background+ P AM Thu Aug 25, 2022 16: 41: 31 Page 4- 2
Note: Queue reported is the number of cars per lane.

Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Background+ P AM Thu Aug 25, 2022 16: 41: 31 Page 5- 1
Level Of Service Computation Report
2000 HCM Unsignalized Method ( Future Volume Alternative) Intersection # 4 Linda Vista Avenue & Terra Bella Avenue Average Delay ( sec/ veh): 3. 9 Worst Case Level Of Service: B[ 10. 8] Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
I--------------- 11--------------- 11--------------- 11--------------- I Control: Stop Sign Stop Sign Uncontrolled Uncontrolled
Rights: Include Include Include Include
Lanes: 0 0 1! 0 0 0 0 0 1 0 0 0 1! 0 0 0 1 0 0 0
I--------------- 11--------------- 11--------------- 11--------------- I Volume Module:

Base Vol: 37 19 30 0 1 0 19 67 21 7 99 0
Growth Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Initial Bse: 37 19 30 0 1 0 19 67 21 7 99 0
Added Vol: 0 5 8 0 3 3 5 12 0 11 23 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 37 24 38 0 4 3 24 79 21 18 122 0
User Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Volume: 37 24 38 0 4 3 24 79 21 18 122 0
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
FinalVolume: 37 24 38 0 4 3 24 79 21 18 122 0
I--------------- 11--------------- 11--------------- 11--------------- I Critical Gap Module:

Critical Gp: 7. 1 6. 5 6. 2 xxxxx 6. 5 6. 2 4. 1 xxxx xxxxx 4. 1 xxxx xxxxx FollowUpTim: 3. 5 4. 0 3. 3 xxxxx 4. 0 3. 3 2. 2 xxxx xxxxx 2. 2 xxxx xxxxx

I--------------- II--------------- II--------------- II --------------- I Capacity Module:

Cnflict Vol: 299 296 90 xxxx 306 122 122 xxxx xxxxx 100 xxxx xxxxx Potent Cap.: 657 619 974 xxxx 611 935 1478 xxxx xxxxx 1505 xxxx xxxxx Move Cap.: 638 602 974 xxxx 594 935 1478 xxxx xxxxx 1505 xxxx xxxxx Volume/ Cap: 0. 06 0. 04 0. 04 xxxx 0. 01 0. 00 0. 02 xxxx xxxx 0. 01 xxxx xxxx I --------------- 11--------------- II--------------- II --------------- I Level Of Service Module:
2Way95thQ: xxxx xxxx xxxxx xxxx xxxx xxxxx 0. 0 xxxx xxxxx 0. 0 xxxx xxxxx Control Del: xxxxx xxxx xxxxx xxxxx xxxx xxxxx 7. 5 xxxx xxxxx 7. 4 xxxx xxxxx LOS by Move: * * * * * * A * * A
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx 723 xxxxx xxxx xxxx 704 xxxx xxxx xxxxx xxxx xxxx xxxxx SharedQueue: xxxxx 0. 5 xxxxx xxxxx xxxx 0. 0 xxxxx xxxx xxxxx 0. 0 xxxx xxxxx Shrd ConDel: xxxxx 10. 8 xxxxx xxxxx xxxx 10. 2 xxxxx xxxx xxxxx 7. 4 xxxx xxxxx Shared LOS: * B * * * B * * * A
ApproachDel: 10. 8 10. 2 xxxxxx xxxxxx
ApproachLOS: B B
Note: Queue reported is the number of cars per lane.

Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Background+ P AM Thu Aug 25, 2022 16: 41: 31 Page 6- 1
Level Of Service Computation Report
2000 HCM Unsignalized Method ( Future Volume Alternative) Intersection # 5 Linda Vista Avenue & Middlefield Road
Average Delay ( sec/ veh): 1. 7 Worst Case Level Of Service: E[ 42. 2] Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
I--------------- 11--------------- 11--------------- 11--------------- I Control: Stop Sign Stop Sign Uncontrolled Uncontrolled
Rights: Include Include Include Include
Lanes: 1 0 0 0 0 0 0 1! 0 0 0 1 1 0 0 1 0 1 1 0
I--------------- 11--------------- 11--------------- 11--------------- I Volume Module:

Base Vol: 3 0 0 13 0 38 37 683 0 25 995 87
Growth Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Initial Bse: 3 0 0 13 0 38 37 683 0 25 995 87
Added Vol: 0 0 0 9 0 5 5 0 0 0 0 8
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 3 0 0 22 0 43 42 683 0 25 995 95
User Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Volume: 3 0 0 22 0 43 42 683 0 25 995 95
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
FinalVolume: 3 0 0 22 0 43 42 683 0 25 995 95
I--------------- 11--------------- 11--------------- 11--------------- I Critical Gap Module:

Critical Gp: 7. 5 xxxx xxxxx 7. 5 6. 5 6. 9 4. 1 xxxx xxxxx 4. 1 xxxx xxxxx FollowUpTim: 3. 5 xxxx xxxxx 3. 5 4. 0 3. 3 2. 2 xxxx xxxxx 2. 2 xxxx xxxxx

I--------------- II--------------- II--------------- II --------------- I Capacity Module:

Cnflict Vol: 1315 xxxx xxxxx 1518 1860 545 1090 xxxx xxxxx 683 xxxx xxxxx Potent Cap.: 118 xxxx xxxxx 83 74 488 648 xxxx xxxxx 919 xxxx xxxxx Move Cap.: 100 xxxx xxxxx 77 67 488 648 xxxx xxxxx 919 xxxx xxxxx Volume/ Cap: 0. 03 xxxx xxxx 0. 28 0. 00 0. 09 0. 06 xxxx xxxx 0. 03 xxxx xxxx

I--------------- II--------------- II--------------- II--------------- I Level Of Service Module:
2Way95thQ: 0. 1 xxxx xxxxx xxxx xxxx xxxxx 0. 2 xxxx xxxxx 0. 1 xxxx xxxxx Control Del: 42. 2 xxxx xxxxx xxxxx xxxx xxxxx 10. 9 xxxx xxxxx 9. 0 xxxx xxxxx LOS by Move: E * * * * * B * * A
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx 175 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx SharedQueue: xxxxx xxxx xxxxx xxxxx 1. 6 xxxxx 0. 2 xxxx xxxxx xxxxx xxxx xxxxx Shrd ConDel: xxxxx xxxx xxxxx xxxxx 37. 4 xxxxx 10. 9 xxxx xxxxx xxxxx xxxx xxxxx Shared LOS: * * * * E * B
ApproachDel: 42. 2 37. 4 xxxxxx xxxxxx
ApproachLOS: E E
Note: Queue reported is the number of cars per lane.

Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Background+ P PM Thu Aug 25, 2022 16: 41: 34 Page 1- 1
Scenario Report
Scenario: Background+ P PM
Command:

Volume:

Geometry:

Impact Fee:

Trip Generation:

Trip Distribution:

Paths:

Routes:

Configuration:

Default Command
Background PM
Background PM
Default Impact Fee
Project PM
Distribution
Default Path
Default Route
Default Configuration
Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Background+ P PM Thu Aug 25, 2022 16: 41: 35 Page 2- 1
Level Of Service Computation Report
2000 HCM Operations Method ( Future Volume Alternative) Intersection # 1 Shoreline Blvd & US 101 NB Ramp/ La Avenida St Cycle ( sec): 140 Critical Vol./ Cap.( X): 0. 781
Loss Time ( sec): 9 Average Delay ( sec/ veh): 34. 6
Optimal Cycle: 69 Level Of Service: C
Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
I--------------- 11--------------- II--------------- II --------------- I Control: Protected Protected Split Phase Split Phase
Rights: Ignore Ignore Include Include
Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0
Y+ R: 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 Lanes: 0 0 2 0 0 0 0 2 1 0 2 0 0 0 2 1 1 0 0 1

I--------------- II--------------- II--------------- II --------------- I Volume Module:

Base Vol: 0 407 0 0 2524 0 493 0 469 268 119 7
Growth Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Initial Bse: 0 407 0 0 2524 0 493 0 469 268 119 7
Added Vol: 0 5 0 0 5 0 8 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 0 412 0 0 2529 0 501 0 469 268 119 7
User Adj: 1. 00 1. 00 0. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Adj: 1. 00 1. 00 0. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Volume: 0 412 0 0 2529 0 501 0 469 268 119 7
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 0 412 0 0 2529 0 501 0 469 268 119 7
PCE Adj: 1. 00 1. 00 0. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 MLF Adj: 1. 00 1. 00 0. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 FinalVolume: 0 412 0 0 2529 0 501 0 469 268 119 7

I--------------- II--------------- II--------------- II --------------- I Saturation Flow Module:

Sat/ Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0. 92 1. 00 0. 92 0. 92 1. 00 0. 92 0. 79 1. 00 0. 70 0. 89 0. 97 0. 78 Lanes: 0. 00 2. 00 0. 00 0. 00 3. 00 0. 00 2. 00 0. 00 2. 00 1. 42 0. 58 1. 00 Final Sat.: 0 3800 0 0 5700 0 2992 0 2677 2402 1067 1488 I --------------- 11--------------- 11--------------- 11--------------- I Capacity Analysis Module:

Vol/ Sat: 0. 00 0. 11 0. 00 0. 00 0. 44 0. 00 0. 17 0. 00 0. 18 0. 11 0. 11 0. 00 Crit Moves• **** **** **** ****
Green/ Cycle: 0. 00 0. 57 0. 00 0. 00 0. 57 0. 00 0. 22 0. 00 0. 22 0. 14 0. 14 0. 14 Volume/ Cap: 0. 00 0. 19 0. 00 0. 00 0. 78 0. 00 0. 75 0. 00 0. 78 0. 78 0. 78 0. 03 Uniform Del: 0. 0 14. 6 0. 0 0. 0 23. 4 0. 0 50. 6 0. 0 51. 1 57. 9 57. 9 51. 7 IncremntDel: 0. 0 0. 0 0. 0 0. 0 1. 3 0. 0 4. 6 0. 0 6. 5 7. 8 7. 8 0. 1 InitQueuDel: 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 Delay Adj: 0. 00 1. 00 0. 00 0. 00 1. 00 0. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 Delay/ Veh: 0. 0 14. 7 0. 0 0. 0 24. 7 0. 0 55. 2 0. 0 57. 6 65. 7 65. 7 51. 7 User DelAdj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Adj Del/ Veh: 0. 0 14. 7 0. 0 0. 0 24. 7 0. 0 55. 2 0. 0 57. 6 65. 7 65. 7 51. 7 LOS by Move: A B A A C A E A E E E D
HCM2kAvgQ: 0 4 0 0 29 0 13 0 13 10 10 0
Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Background+ P PM Thu Aug 25, 2022 16: 41: 35 Page 2- 2
Note: Queue reported is the number of cars per lane.

Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Background+ P PM Thu Aug 25, 2022 16: 41: 35 Page 3- 1
Level Of Service Computation Report
2000 HCM Operations Method ( Future Volume Alternative) Intersection # 2 Shoreline Blvd & US 101 SB Ramp
Cycle ( sec): 145 Critical Vol./ Cap.( X): 0. 586
Loss Time ( sec): 9 Average Delay ( sec/ veh): 19. 6
Optimal Cycle: 41 Level Of Service: B
Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
Control: Protected Protected Protected Protected
Rights: Include Ignore Include Include
Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0
Y+ R: 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 Lanes: 0 0 2 0 0 0 0 2 0 0 2 0 0 0 2 0 0 0 0 0

I--------------- II--------------- II--------------- II--------------- Volume Module:

Base Vol: 0 631 0 0 1462 0 144 0 422 0 0 0
Growth Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Initial Bse: 0 631 0 0 1462 0 144 0 422 0 0 0
Added Vol: 0 13 0 0 13 0 0 0 11 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 0 644 0 0 1475 0 144 0 433 0 0 0
User Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Volume: 0 644 0 0 1475 0 144 0 433 0 0 0
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 0 644 0 0 1475 0 144 0 433 0 0 0
PCE Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 MLF Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 0. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 FinalVolume: 0 644 0 0 1475 0 144 0 433 0 0 0
Saturation Flow Module:

Sat/ Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0. 92 1. 00 0. 92 0. 92 1. 00 0. 92 0. 79 1. 00 0. 70 0. 92 1. 00 0. 92 Lanes: 0. 00 2. 00 0. 00 0. 00 2. 00 0. 00 2. 00 0. 00 2. 00 0. 00 0. 00 0. 00 Final Sat.: 0 3800 0 0 3800 0 2992 0 2677 0 0 0
I --------------- 11--------------- 11--------------- 11--------------- I Capacity Analysis Module:

Vol/ Sat: 0. 00 0. 17 0. 00 0. 00 0. 39 0. 00 0. 05 0. 00 0. 16 0. 00 0. 00 0. 00 Crit Moves: **** **** ****
Green/ Cycle: 0. 00 0. 66 0. 00 0. 00 0. 66 0. 00 0. 28 0. 00 0. 28 0. 00 0. 00 0. 00 Volume/ Cap: 0. 00 0. 26 0. 00 0. 00 0. 59 0. 00 0. 17 0. 00 0. 59 0. 00 0. 00 0. 00 Uniform Del: 0. 0 10. 0 0. 0 0. 0 13. 5 0. 0 39. 9 0. 0 45. 4 0. 0 0. 0 0. 0 IncremntDel: 0. 0 0. 1 0. 0 0. 0 0. 4 0. 0 0. 1 0. 0 1. 2 0. 0 0. 0 0. 0 InitQueuDel: 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 Delay Adj: 0. 00 1. 00 0. 00 0. 00 1. 00 0. 00 1. 00 0. 00 1. 00 0. 00 0. 00 0. 00 Delay/ Veh: 0. 0 10. 0 0. 0 0. 0 13. 9 0. 0 40. 0 0. 0 46. 6 0. 0 0. 0 0. 0 User DelAdj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Adj Del/ Veh: 0. 0 10. 0 0. 0 0. 0 13. 9 0. 0 40. 0 0. 0 46. 6 0. 0 0. 0 0. 0 LOS by Move: A B A A B A D A D A A A
HCM2kAvgQ: 0 6 0 0 18 0 3 0 10 0 0 0
Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Background+ P PM Thu Aug 25, 2022 16: 41: 35 Page 3- 2
Note: Queue reported is the number of cars per lane.

Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Background+ P PM Thu Aug 25, 2022 16: 41: 35 Page 4- 1
Level Of Service Computation Report
2000 HCM Operations Method ( Future Volume Alternative) Intersection # 3 Shoreline Blvd & Terra Bella Avenue
Cycle ( sec): 165 Critical Vol./ Cap.( X): 0. 714
Loss Time ( sec): 12 Average Delay ( sec/ veh): 32. 7
Optimal Cycle: 67 Level Of Service: C
Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
I--------------- 11--------------- II--------------- II --------------- I Control: Protected Protected Split Phase Split Phase
Rights: Include Include Ovl Ovl
Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0
Y+ R: 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 4. 0 Lanes: 1 0 1 1 0 1 0 1 1 0 0 1 0 0 1 0 1 0 0 1

I--------------- II--------------- II--------------- II --------------- I Volume Module:

Base Vol: 54 593 66 100 1676 53 138 24 64 102 17 161
Growth Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Initial Bse: 54 593 66 100 1676 53 138 24 64 102 17 161 Added Vol: 0 0 7 24 0 0 0 0 0 9 0 20
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 54 593 73 124 1676 53 138 24 64 111 17 181 User Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Volume: 54 593 73 124 1676 53 138 24 64 111 17 181
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 54 593 73 124 1676 53 138 24 64 111 17 181 PCE Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 MLF Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 FinalVolume: 54 593 73 124 1676 53 138 24 64 111 17 181 Saturation Flow Module:

Sat/ Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0. 88 0. 98 0. 91 0. 88 1. 00 0. 92 0. 88 0. 96 0. 78 0. 88 0. 96 0. 78 Lanes: 1. 00 1. 76 0. 24 1. 00 1. 93 0. 07 0. 86 0. 14 1. 00 0. 88 0. 12 1. 00 Final Sat.: 1663 3298 406 1663 3655 116 1447 252 1488 1469 225 1488 I --------------- 11--------------- 11--------------- 11--------------- I Capacity Analysis Module:

Vol/ Sat: 0. 03 0. 18 0. 18 0. 07 0. 46 0. 46 0. 10 0. 10 0. 04 0. 08 0. 08 0. 12 Crit Moves• **** **** **** ****
Green/ Cycle: 0. 05 0. 49 0. 49 0. 20 0. 64 0. 64 0. 13 0. 13 0. 18 0. 11 0. 11 0. 31 Volume/ Cap: 0. 71 0. 37 0. 37 0. 37 0. 71 0. 71 0. 71 0. 71 0. 24 0. 71 0. 71 0. 40 Uniform Del: 77. 7 26. 6 26. 6 56. 8 19. 5 19. 5 68. 5 68. 5 58. 1 71. 4 71. 4 45. 0 IncremntDel: 27. 4 0. 1 0. 1 0. 7 1. 0 1. 0 10. 3 10. 3 0. 5 12. 7 12. 7 0. 6 InitQueuDel: 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 0. 0 Delay Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Delay/ Veh: 105. 1 26. 7 26. 7 57. 5 20. 5 20. 5 78. 7 78. 7 58. 6 84. 1 84. 1 45. 6 User DelAdj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Adj Del/ Veh: 105. 1 26. 7 26. 7 57. 5 20. 5 20. 5 78. 7 78. 7 58. 6 84. 1 84. 1 45. 6 LOS by Move: F C C E C C E E E F F D
HCM2kAvgQ: 4 10 10 6 29 29 10 10 3 8 8 8
Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Background+ P PM Thu Aug 25, 2022 16: 41: 35 Page 4- 2
Note: Queue reported is the number of cars per lane.

Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Background+ P PM Thu Aug 25, 2022 16: 41: 35 Page 5- 1
Level Of Service Computation Report
2000 HCM Unsignalized Method ( Future Volume Alternative) Intersection # 4 Linda Vista Avenue & Terra Bella Avenue Average Delay ( sec/ veh): 3. 1 Worst Case Level Of Service: B[ 10. 2] Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
I--------------- 11--------------- 11--------------- 11--------------- I Control: Stop Sign Stop Sign Uncontrolled Uncontrolled
Rights: Include Include Include Include
Lanes: 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 0 1 0 0 0
I--------------- 11--------------- 11--------------- 11--------------- I Volume Module:

Base Vol: 16 4 7 1 4 19 5 58 15 11 117 0
Growth Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Initial Bse: 16 4 7 1 4 19 5 58 15 11 117 0
Added Vol: 0 6 16 0 6 7 6 25 0 12 21 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 16 10 23 1 10 26 11 83 15 23 138 0
User Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Volume: 16 10 23 1 10 26 11 83 15 23 138 0
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
FinalVolume: 16 10 23 1 10 26 11 83 15 23 138 0
I--------------- 11--------------- 11--------------- 11--------------- I Critical Gap Module:

Critical Gp: 7. 1 6. 5 6. 2 7. 1 6. 5 6. 2 4. 1 xxxx xxxxx 4. 1 xxxx xxxxx FollowUpTim: 3. 5 4. 0 3. 3 3. 5 4. 0 3. 3 2. 2 xxxx xxxxx 2. 2 xxxx xxxxx

I--------------- II--------------- II--------------- II --------------- I Capacity Module:

Cnflict Vol: 315 297 91 313 304 138 138 xxxx xxxxx 98 xxxx xxxxx Potent Cap.: 642 618 973 643 613 916 1458 xxxx xxxxx 1508 xxxx xxxxx Move Cap.: 605 604 973 610 599 916 1458 xxxx xxxxx 1508 xxxx xxxxx Volume/ Cap: 0. 03 0. 02 0. 02 0. 00 0. 02 0. 03 0. 01 xxxx xxxx 0. 02 xxxx xxxx

I--------------- II--------------- II--------------- II--------------- I Level Of Service Module:
2Way95thQ: xxxx xxxx xxxxx xxxx xxxx xxxxx 0. 0 xxxx xxxxx 0. 0 xxxx xxxxx Control Del: xxxxx xxxx xxxxx xxxxx xxxx xxxxx 7. 5 xxxx xxxxx 7. 4 xxxx xxxxx LOS by Move: * * * * * * A * * A
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx 735 xxxxx xxxx 792 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx SharedQueue: xxxxx 0. 2 xxxxx xxxxx 0. 1 xxxxx xxxxx xxxx xxxxx 0. 0 xxxx xxxxx Shrd ConDel: xxxxx 10. 2 xxxxx xxxxx 9. 8 xxxxx xxxxx xxxx xxxxx 7. 4 xxxx xxxxx Shared LOS: * B * * A * * * * A
ApproachDel: 10. 2 9. 8 xxxxxx xxxxxx
ApproachLOS: B A
Note: Queue reported is the number of cars per lane.

Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Background+ P PM Thu Aug 25, 2022 16: 41: 35 Page 6- 1
Level Of Service Computation Report
2000 HCM Unsignalized Method ( Future Volume Alternative) Intersection # 5 Linda Vista Avenue & Middlefield Road
Average Delay ( sec/ veh): 1. 9 Worst Case Level Of Service: E[ 35. 1] Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
I--------------- 11--------------- 11--------------- 11--------------- I Control: Stop Sign Stop Sign Uncontrolled Uncontrolled
Rights: Include Include Include Include
Lanes: 0 0 0 0 1 0 0 1! 0 0 0 1 0 1 0 1 0 1 1 0
I--------------- 11--------------- 11--------------- 11--------------- I Volume Module:

Base Vol: 0 0 3 30 0 24 38 1057 0 31 533 22
Growth Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 Initial Bse: 0 0 3 30 0 24 38 1057 0 31 533 22
Added Vol: 0 0 0 12 0 6 9 0 0 0 0 13
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 0 0 3 42 0 30 47 1057 0 31 533 35
User Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Adj: 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 1. 00 PHF Volume: 0 0 3 42 0 30 47 1057 0 31 533 35
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
FinalVolume: 0 0 3 42 0 30 47 1057 0 31 533 35
I--------------- 11--------------- 11--------------- 11--------------- I Critical Gap Module:

Critical Gp: xxxxx xxxx 6. 9 7. 5 6. 5 6. 9 4. 1 xxxx xxxxx 4. 1 xxxx xxxxx FollowUpTim: xxxxx xxxx 3. 3 3. 5 4. 0 3. 3 2. 2 xxxx xxxxx 2. 2 xxxx xxxxx

I--------------- II--------------- II--------------- II--------------- I Capacity Module:

Cnflict Vol: xxxx xxxx 529 1235 1764 284 568 xxxx xxxxx 1057 xxxx xxxxx Potent Cap.: xxxx xxxx 500 135 85 719 1014 xxxx xxxxx 667 xxxx xxxxx Move Cap.: xxxx xxxx 500 125 77 719 1014 xxxx xxxxx 667 xxxx xxxxx Volume/ Cap: xxxx xxxx 0. 01 0. 34 0. 00 0. 04 0. 05 xxxx xxxx 0. 05 xxxx xxxx

I--------------- II--------------- II--------------- II--------------- I Level Of Service Module:
2Way95thQ: xxxx xxxx 0. 0 xxxx xxxx xxxxx 0. 1 xxxx xxxxx 0. 1 xxxx xxxxx Control Del: xxxxx xxxx 12. 2 xxxxx xxxx xxxxx 8. 7 xxxx xxxxx 10. 7 xxxx xxxxx LOS by Move: * * B * * * A * * B
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx 190 xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx SharedQueue: xxxxx xxxx xxxxx xxxxx 1. 6 xxxxx 0. 1 xxxx xxxxx xxxxx xxxx xxxxx Shrd ConDel: xxxxx xxxx xxxxx xxxxx 35. 1 xxxxx 8. 7 xxxx xxxxx xxxxx xxxx xxxxx Shared LOS: * * * * E * A
ApproachDel: 12. 2 35. 1 xxxxxx xxxxxx
ApproachLOS: B E
Note: Queue reported is the number of cars per lane.

Traffix 8. 0. 0715 ( c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Resolution No. 18773

Appendix E
Parking Occupancy Counts
Resolution No. 18773

Parking Occupancy Counts- 22DC05 ( MV, SV, SJ)
Date:

Counter:

Intersection Name:

Weather:
7/ 16/ 2022
Kathy, Matt, Jo, Mike
PS and Family View Apts.

Fair
Aura CENSUS
Traffic Monitoring andAnalysis 7536
Lighthouse Drive Stockton,
CA 95219 Phone:
408- 533- 3398 Stewart
Terra Bella Sat.
7/
23/ 22 Tues.
7/
26/ 22 Sat.
7/
30/ 22 Thurs.
7/
28/ 22 6:
00 am 0 1 0 0 6:
15 am 0 0 0 1 6:
30am 1 2 0 0 6:
45am 1 1 2 0 0 7:
00 am 2 4 1 2 7:
15 am 1 2 1 0 4 7:
30 am 4 4 1 5 7:
45am 5 5 0 6 8:
00 am 9 6 1 2 8:
15 am 6 9 1 3 8:
30am 1 9 9 3 4 8:
45 am 8 7 1 5 9:
00am 10 6 2 6 9:
15am 9 5 4 7 9:
30am 11 8 5 6 9:
45am 11 9 5 7 10:
00am 12 9 6 9 10:
15am 1 12 9 6 8 10:
30 am 10 11 5 9 10:
45 am 11 10 6 9 11:
00am 10 6 1 5 3 11:
15am 9 5 5 6 11:
30am 10 4 8 7 11:
45am 14 5 7 1 6 12:
00 pm 1 15 6 7 1 12:
15pm 14 6 4 3 12:
30 pm 14 7 4 3 12:
45 pm 13 10 3 6 1:
00 pm 12 11 3 8 1:
15 pm 9 12 5 7 1:
30 pm 9 12 3 8 1:
45 pm 1 11 11 3 6 2:
00 pm 13 10 3 6 2:
15pm 15 8 3 7 2:
30 pm 14 7 1 4 6 2:
45 pm 13 7 6 5 3:
00 pm 9 4 7 4 3:
15pm 10 4 4 6 3:
30 pm 9 6 4 5 3:
45 pm 1 10 3 2 4 4:
00 pm 8 4 2 1 4:
15 pm 11 9 1 3 3 4:
30 pm 7 11 3 2 4:
45 pm 6 8 7 3 5:
00 pm 2 7 3 2 5:
15 pm 1 6 2 1 5:
30 pm 0
4 3 1 5:
45 pm 1 0
3 4 1 6:
00 pm 0 2 1 2
1 6:
15 pm 0 2 1 2 6:
30 pm 0 0 1 2 6:
45 pm 0
0 1 1 7:
00 pm 0 0 1 0 7:
15pm 0 0 2 0 7:
30 pm 1 0 0 2 1 7:
45 pm 0 0 1 2 1 8:
00 pm 0
0 1 0 8:
15 pm 0 0 1 1 8:
30 pm 0 0 0 1 8:
45 pm 0 0 0 0 9:
00 pm 0 0 0 0 Park
View Family Apartments
Sunday
8/
14/ 22 Thursday
1 8/ 16/ 22 Total
Spaces 62 Total
Gara es 44 Occupacy
48 1 52 Evelyn
Family Apartments
Sunday
Thursday 8/
10/ 22 1 8/ 14/ 22 Total
Spaces 194 Occupacy
178 1 184
Resolution No. 18773

Parking Occupancy - Weekday Counts
Date: January 16. 22
Counter: Matt, Jo, Kilbee
Job Name: PS Self -Storage Facilities
Location: San lose/ Sunnyvale
87S E. Arques Avenue, Sunnyvale 317 Weddell Drive, Sunnyvale 5679 Santa Teresa BI, San lose Thursday, January 17 Wednesday, January 16 Tuesday, January 22 Lot Cut-Thru Bikes Lot On -Street Bikes Inside Lot Outside Lot Bikes 6: OOAM 3 0 0 0 0 0 4 0 0
6: 15AM 3 0 0 0 0 0 4 0 0
6:30AM 3 2 0 0 0 0 4 0 0
6:45AM 2 0 0 0 0 0 4 0 0
7: OOAM 4 1 0 0 0 0 4 0 0
7: 15AM 3 1 0 0 0 0 5 0 0
7: 30AM 4 0 0 0 0 0 5 0 0

7.45 AM 3 0 0 0 0 0 4 0 0
8: 00 AM 3 0 0 0 1 0 4 0 0
8: 15AM 4 4 0 0 1 0 4 0 0
8: 30AM 3 0 0 0 1 0 3 0 0
8:45 AM 2 2 0 0 1 0 3 0 0
9: 00 AM 2 0 0 0 1 0 4 0 0
9: 15AM 2 0 0 0 1 0 3 0 0
9: 30 AM 3 0 0 0 1 0 2 0 0
9:45 AM 2 1 0 1 1 0 2 0 0
10:00 AM 2 0 0 1 1 0 2 0 0
10:15AM 3 1 0 2 1 0 2 0 0
10:30 AM 4 0 0 3 1 0 2 0 0
10: 45 AM 4 1 0 3 1 0 2 0 0
11:00 AM 4 3 0 2 1 0 3 0 0
11:15AM 5 0 0 1 1 0 2 0 0
11:30 AM 4 0 0 1 1 0 2 0 0
11:45 AM 6 0 0 1 1 0 3 0 0
12: 00 PM 5 0 0 1 1 0 2 0 0
12: 15PM 10 2 0 1 1 0 3 0 0
12: 30 PM 13 0 1 0 1 0 5 0 0
12A5 PM 1 9 0 0 0 1 0 4 0 0
1: 00 PM 8 0 0 0 0 0 5 0 0
1: 15PM 8 0 0 0 0 0 5 0 0
1: 30PM 6 0 0 1 0 0 4 0 0

1.45PM 5 4 0 1 0 0 3 0 0
2: 00 PM 5 0 0 1 0 0 3 0 0
2: 15PM 9 0 0 1 0 0 3 0 0
2: 30 PM 8 0 0 2 0 0 3 0 0

2.45PM 6 0 0 1 0 0 3 0 0
3: 00PM 6 0 0 1 0 0 3 0 0
3: 25 PM 5 0 0 2 0 0 3 0 0
3: 30 PM 7 1 0 1 0 0 3 0 0

3.45PM 5 0 0 3 0 0 3 0 0
4:00PM 4 0 0 1 0 0 3 0 0
4:15PM 5 0 0 1 0 0 3 0 0
4:30 PM 4 0 0 1 0 0 3 1 0
4: 45PM 6 0 0 3 0 0 3 1 0
5: 00PM 7 0 0 4 0 0 4 0 0
5: 15PM 7 0 0 1 0 0 5 0 0
5: 30 PM 7 0 0 0 0 0 6 0 0
5: 45PM 7 0 0 0 0 0 5 0 0
6:00PM 6 0 0 0 0 0 6 0 0
6: 15PM 7 0 0 0 0 0 7 0 0
6: 30 PM 6 0 0 0 0 0 5 0 0
6: 45 PM 8 0 0 0 0 0 4 0 0
7: 00PM 3 0 0 0 0 0 4 0 0
7: 15PM 3 0 0 0 0 0 4 0 0
7: 30 PM 5 0 0 0 0 0 4 0 0

7.45 PM 4 1 0 0 0 0 3 0 0
8:00PM 4 0 0 0 0 0 3 0 0
8: 15PM 5 0 0 0 0 0 3 0 0
8: 30 PM 6 0 0 0 0 0 3 0 0
8: 45 PM 5 0 0 0 0 0 4 0 0
9: 00PM 3 0 0 0 0 0 3 0 0
Resolution No. 18773

Parking Occupancy - Saturday Counts
Dates: January 19 - 26
Counter: Matt, Jo, Kilbee
Job Name: PS Self -Storage Facilities
Location: San Jose/ Sunnyvale
875 E. Arques Avenue, Sunnyvale 317 Weddell Drive, Sunnyvale 5679 Santa Teresa BI, San Jose Saturday, January 19th Saturday, January 19th Saturday, January 26th Lot Cut-Thru Bikes Lot On -Street Bikes Inside Lot Outside Lot Bikes 6:OOAM 3 0 0 0 0 0 3 2 0
6: 15AM 4 0 0 0 0 0 3 2 0
6:30AM 4 0 0 0 0 0 3 2 0
6ASAM 4 0 0 0 0 0 3 2 0
7: OOAM 4 0 0 0 0 0 3 2 0
7: 15AM 4 0 0 0 0 0 3 2 0
7: 30AM 4 1 0 0 0 0 3 2 0
7:45 AM 4 0 0 0 0 0 3 2 0
8:00 AM 4 0 0 0 0 0 3 2 0
8: 15AM 4 0 0 0 0 0 4 2 0
8:30 AM 3 0 1 0 0 0 4 2 0
8:45 AM 4 0 0 0 0 0 3 2 0
9:00 AM 5 0 0 1 0 0 3 2 0
9: 15AM 3 0 0 1 0 0 3 2 0
9: 30 AM 5 0 0 1 0 0 3 3 0
9:45 AM 7 0 0 1 0 0 3 2 0
10: 00 AM 8 0 0 1 0 0 4 2 0
10: 15AM 6 0 0 2 0 0 4 2 0
10: 30 AM 7 0 0 1 0 0 4 2 0
10: 45 AM 10 0 0 1 0 0 5 2 0
11: 00 AM 10 0 0 1 0 0 4 2 0
11: 15AM 8 0 0 2 0 0 5 2 0
11: 30 AM 11 0 0 2 0 0 6 3 0
11: 45 AM 10 0 0 1 0 0 6 3 0
12:00 PM 11 0 0 1 0 0 5 3 0
12: 15PM 7 0 0 0 0 0 5 3 0
12: 30 PM 7 0 0 0 0 0 6 3 0
12:45 PM 6 0 0 1 0 0 5 3 0
1: 00 PM 8 0 0 2 0 0 6 3 0
1: 15PM 7 1 0 2 0 0 5 4 0
1: 30PM 6 0 0 3 0 0 4 4 0
1: 45 PM 8 0 0 3 0 0 4 4 0
2: 00PM 11 0 0 2 0 0 3 2 0
2: 15PM 13 0 0 2 0 0 3 1 0
2: 30 PM 8 0 0 2 0 0 3 1 0
2: 45PM 1 9 0 0 3 0 0 4 1 0
3: 00 PM 8 0 0 4 0 0 4 1 0
3: 15PM 8 0 0 3 0 0 5 2 0
3: 30PM 9 0 0 3 0 0 3 2 0
3: 45 PM 12 0 0 4 0 0 3 3 0
4: 00PM 10 0 0 4 0 0 5 2 0
4: 15PM 14 0 0 4 0 0 5 2 0
4: 30PM 13 0 0 3 0 0 5 2 0
4:45PM 13 0 0 4 0 0 6 2 0
5: 00 PM 11 0 0 3 0 0 5 2 0
5: 15PM 11 0 0 3 0 0 6 0 0
5: 30 PM SO 0 0 0 0 0 5 0 0
5: 45 PM 8 0 0 0 0 0 5 0 0
6: 00PM 8 0 0 0 0 0 6 0 0
6: 15PM 8 0 0 0 0 0 4 0 0
6: 30 PM 8 0 0 0 0 0 4 0 0
6:45PM 8 0 0 0 0 0 3 1 0
7: 00PM 8 0 0 0 0 0 3 1 0
7: 15PM 10 0 0 0 0 0 3 0 0
7: 30 PM 10 0 0 0 0 0 4 0 0
7:45 PM 8 0 0 0 0 0 4 0 0
8:00PM 8 0 0 0 0 0 3 0 0
8: 15PM 8 0 0 0 0 0 3 1 0
8:30PM 6 0 0 0 0 1 0 2 1 0
8:45PM 4 0 0 0 0 0 2 1 0
9: 00 PM 4 0 10 0 0 0 2 0 0
Resolution No. 18773

Appendix F
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Resolution No. 18773

Appendix L Appendix L has been REPLACED with the following:
176
1871 The Alameda, Suite 200 • San Jose, CA 95126 • Tel: ( 408) 248- 3500 • Fax: ( 408) 248- 9641 • www. davidjpowers. com Resolution No. 18773

Alta Housing
Terra Bella TDM Plan
January 2023
NELSON

NYGAARD
Terra Bella
Resolution No. 18773

TDM PLAN]
Table of Contents
Page
1 Project Background..........................................................................................................3 ProjectDescription.......................................................................................................................................... 3 Proximity to Transit Services....................................................................................................................... 3 Proximity to Active Transportation Facilities......................................................................................... 5 Proximity to Daily Needs & Amenities.................................................................................................... 6 2 Proposed TDM Plan.......................................................................................................... 7 TMAMembership............................................................................................................................................ 7 SitePlan Strategies......................................................................................................................................... 7 OperationalTDM Strategies........................................................................................................................ 9 ParkingRationale........................................................................................................................................... 11 TDMMonitoring & Results........................................................................................................................ 17 3 Appendix: Summary of Parking Data from Alta Housing Sites................................. 18 Figures and Tables
Table 1 Bus route near Terra Bella..........................................................................................................3 Table 2 Bicycle Parking Standards for Multifamily Housing ( EWPP, pg. 90)........................... 8 Table 3 Recommended Baseline Parking Demand Ratios........................................................... 12 Table 4 TDM Strategies in the Proposed Terra Bella TDM Plan................................................14 Table 5 TDM Functional Categories..................................................................................................... 16 Table 6 Total and By -Category Parking Reduction Estimates.................................................... 16 Client Logo or Client Name]
Resolution No. 18773

TERRA BELLA TDM PLAN
Alta Housing
This TDM Plan is presented to satisfy the Residential TDM Standards, as outlined in Section 3. 9.2. of the East Whisman Precise Plan ( EWPP). Accordingly, it is organized as follows:

Project Background — An overview of the project and its surrounding development and transportation context.

Proposed TDM Plan — As proposed for the project, organized according to the requirements presented in the EWPP, as follows:

TMA Requirement — As a new residential development of at least 100 units, the property will comply with the requirement to establish and maintain membership with the Mountain View Transportation TMA.

Site Plan Requirements — Site Design TDM strategies, as required and as proposed for the development.

TDM Plan Operational Requirements — Operational TDM strategies, as required and as proposed for the development
Parking Rationale — Demonstration of how the TDM Plan will ensure that the parking provided at Terra Bella will be sufficient to meet all the parking needs of the development.

TDM Monitoring & Results — A statement on commitment to comply with all monitoring and results related requirements.

Nelson\ Nygaard Consulting Associates, Inc. 12
Resolution No. 18773

TERRA BELLA TDM PLAN
Alta Housing
1 PROJECT BACKGROUND
Project Description
Terra Bella, an affordable housing development proposed by Alta Housing, will be in the City of Mountain View at 1020 Terra Bella Avenue -- south of US- 101 and west of SR- 85. The project will have 108 apartments, including a combination of 30% and 60% Area Median Income ( AMI) units for persons with disabilities ( I/ DD), and Rapid Rehousing. To meet the City' s Conditions of Approval, Alta Housing submits the following Draft Transportation Demand Management ( TDM) Plan. Additionally, this TDM Plan includes a set of TDM strategies selected to reduce on -site parking demand to align with the proposed parking supply of 96 spaces.

Proximity to Transit Services
Valley Transportation Authority
Fixed -Route Service
Table 1 Bus route near Terra Bella
Valley Transportation Authority ( VTA) operates a fixed -route local bus service throughout the City of Mountain View. Terra Bella is 0. 3 miles ( 5- minute walk) from VTA' s Route 40 northbound and southbound bus stops. The route runs seven days a week at 30- minute frequencies on weekdays and 50- minute frequencies on weekends. The Mountain View Transit Center is a 15- minute bus ride, connecting riders to other local routes and regional transportation options, including Caltrain.' A single ride is $ 2. 50.

Paratransit Service
VTA ACCESS paratransit service is available to eligible individuals with disabilities who cannot use conventional fixed -route and light -rail services due to physical, visual, or cognitive disabilities. 1 Valley Transportation Authority ( 2022). Foothill College — Mountain View Transit Center via North Bayshore. Retrieved from https:// www.vta.org/ go/ routes/ 40
Nelson\ Nygaard Consulting Associates, Inc. 13
Resolution No. 18773

TERRA BELLA TDM PLAN
Alta Housing
Eligible riders can reserve trips up to three days in advance. One- way standard trips are $ 4.00, premium trips ( outside the service area) are $ 16, and same -day trips are $ 16. z MVgo Shuttles
Mountain View' s MVGo Shuttles are fare -free public service that provides a first and last -mile transit connections from the Mountain View Transit Center to various locations throughout the city. Terra Bella is on Route B which will provide future residents direct access to amenities along Shoreline Boulevard, looping through the transit center and traveling along Moffet Boulevard and W.

Middlefield Road. The Shuttle is two blocks from the site and runs every 30- minutes between 6: 30 a. m. and 10: 30 a. m. and then in the afternoons, between 4:00 p. m. and 7:00 p. m. MVgo shuttle buses are wheelchair accessible and equipped with bike racks and real- time tracking equipment to provide riders with shuttle arrival predictions. 3
Bus route near Terra Bella ( Map)
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In addition to MVgo shuttles, the Mountain View Transportation Management Association ( MTMA), in partnership with the City, runs the Mountain View Community Shuttle. The Community Shuttle fill z Valley Transportation Authority ( 2022). VTA Access Paratransit. Retrieved from https:// www. vta. orci/ go/ paratransit# accordion- fares 3 MVGo Shuttles ( 2022). Route B — Shoreline, La Avenida, Crittenden. Retrieved from https:// mvcio. org/ routes/ b Nelson\ Nygaard Consulting Associates, Inc. 14
Resolution No. 18773

TERRA BELLA TDM PLAN
Alta Housing
gaps in mid -day and evening service. There are two routes -- the red route ( clockwise) and grey route ( counterclockwise) — which both run seven day a week. Weekday service is every 30- minutes between 7 a. m. and 7 p. m. and weekend service is every 60- minutes between 10 a. m. and 10 p. m 4 Both routes are a 1- minute walk from the site at Middlefield Road and Shoreline Boulevard.

Proximity to Active Transportation Facilities
Bicycle Facilities
Terra Bella is within two blocks of a Class II bike lane along Shoreline Boulevard and is a 10- minute bike ride to the Stevens Creek Trail — a 20- mile Class I multi -use path that runs between Shoreline Park and Dale and Heatherstone. s
The City of Mountain View is planning Class IV protected bike lane improvements to the existing Class II bike lane on Shoreline Boulevard, between Middlefield Road and Terra Bella Avenue. A Class I multi -use path is also planned on Shoreline Boulevard, between Shorebird Way and Terra Bella Avenue.

As noted in the City of Mountain View' s Shoreline Boulevard Transportation Corridor Study and prioritized in the 2015 Bicycle Transportation Plan Update, the intersection of Shoreline Boulevard and Terra Bella Avenue will receive bicycle improvements, such as physical barriers to separate bicycles and vehicles, distinct high -visibility crosswalks, and pavement markings to clearly define the route.

Additional bike facility improvements include . 66 miles of Class I trail/ shared- use path improvements on Shoreline Boulevard, between Shorebird Way and Terra Bella Avenue. 67 Pedestrian Access
Terra Bella will be built in an industrial area that is adjacent to familiar technology firms and campuses, including Google. The nearest walk to a grocery store and pharmacy is a 15- minute walk along Shoreline Boulevard, a four -lane corridor. While Shoreline Boulevard has sidewalks and pedestrian - scaled lighting, there is room for improvement. The Shoreline Bus Lane project includes 4Mountain View Community Shuttle ( 2022). Retrieved from https:// mvcommunityshuttle. com/ s City of Mountain View ( 2015) Bicycle Transportation Plan Update. Retrieved form https:// www.mountainview. qov/ civicax/ filebank/ blobdload. aspx?BIobID= 18294 6 City of Mountain View and Nelson\ Nygaard ( 2014). Shoreline Boulevard Corridor Study. Retrieved from https:// www. mountainview. qov/ civicax/ filebank/ blobdload. aspx? BIobID= 15441 7 City of Mountain View ( 2015). Bicycle Transportation Plan Update. Retrieved from https:// www.mountainview. qov/ civicax/ filebank/ blobdload. aspx?BIobID= 18294 Nelson\ Nygaard Consulting Associates, Inc. 15
Resolution No. 18773

TERRA BELLA TDM PLAN
Alta Housing
plans to build protected intersections at Middlefield Road and Shoreline Boulevard and to add wider sidewalks between Plymouth Street and the Mountain View Transit Center.$ Proximity to Daily Needs & Amenities
The Terra Bella site is within a four -minute bike ride, 10- minute transit trip, or a 10 to 15- minute walk to many basic goods, services, and amenities, most of which are located along Shoreline Boulevard.

Nearby basic amenities include pharmacies, grocery stores, public vehicle charging stations, post - office, and banks.

The site also is located within a five- minute bike ride or 10 to 15- minute walk to various parks, trails, and recreation centers, including Stevens Creek Trail, Creekside Park, San Veron Park, Whisman Park, Crittenden sports fields, and the Whisman Sports Center. There are four schools near the site:

Stevenson Elementary, Theuerkauf Elementary, and Crittenden Middle. There are a variety of entertainment options and venues near the site for residents to enjoy. These include, but are not limited to, the Shoreline Amphitheater, Shoreline Park, Stevens Creek Trail, Century Cinema 16, the Pear Theatre, and Theatre You.
8 City of Mountain View ( 2022). City Project Highlights. Retrieved from https:// www. mountainview._ o
v/ depts/ pw/ projects/ hicihli_ h p
Nelson\ Nygaard Consulting Associates, Inc. 16
Resolution No. 18773