Agenda packet — Newark City Council, May 25, 2023 (part 9 of 10)

Within .25 miles of 5S/1W-06B
Packet Page 2221
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Well is located 178' North East of the Southern property boundary and 90' South East of the Western Property boundary. GPS coordinates are available in SWMS. 5S/1W-06B016
Freitas Family Properties
38370 Cedar Blvd.

Newark
510-366-7980
Active Chemical leak (monitoring)

2.000 in.

MW-9
38288-38594 Cedar Blvd.
2020346.297 N 6123556.443 E

18.0 ft.

Latitude/Longitude: 37° 32' 1.4516" N/ 122° 0' 39.5942" W Well No:

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5S/1W-06B017 Status:

FREITAS FAMILY PROPERTIES
38370 CEDAR BLVD.

NEWARK
510-366-7980
Active Chemical leak (monitoring)

4.000 in.

MW-10
2020272.007 N 6123745.140 E

18.0 ft.

Latitude/Longitude: 37° 32' 0.7473" N/ 122° 0' 37.2368" W Well No:

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Well is located at 38370 Cedar Blvd in NWK in a 12" round christy box on the north side of the property. See GPS coordinates 5S/1W-06B018

FREITAS FAMILY PROPERTIES
38370 CEDAR BLVD.,
NEWARK
Active Groundwater cleanup

6.000 in.

EW-1
38370 CEDAR BLVD, NEWARK, CA
2020299.693 N 6123647.909 E

35.0 ft.

Latitude/Longitude: 37° 32' 1.0055" N/ 122° 0' 38.4493" W Well No:

Owner:

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Well is located in a Christy Box at 38288 Cedar Blvd.
5S/1W-06B019

FREITAS FAMILY PROPERTIES
38370 CEDAR BLVD
NEWARK
510-366-7980
Active Vapor extraction
(monitoring)

0.250 in.

SV-46
2020395.402 N 6123573.023 E

7.5 ft.

Latitude/Longitude: 37° 32' 1.9397" N/ 122° 0' 39.3981" W Well No:

Owner:

Address:

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Well is located in a Christy Box at 38370 Cedar Blvd.
5S/1W-06B020

FREITAS FAMILY PROPERTIES
38370 CEDAR BLVD
NEWARK
510-366-7980
Active Vapor extraction
(monitoring)

0.250 in.

SV-47
2020323.422 N 6123675.939 E

7.5 ft.

Latitude/Longitude: 37° 32' 1.2445" N/ 122° 0' 38.1061" W This report is based on information in Alameda County Water District (ACWD) well records and is being furnished to the user for general information only. User understands that the information is furnished without any representation or warranty by ACWD that it is either complete or accurate or ACWD assumes no liability or responsibility for the use of the information.

Nearby Wells Report
5/6/2021 16:36

Page 10 of 17 ends

Within .25 miles of 5S/1W-06B
Packet Page 2222
Well No:

Owner:

Address:

City:

Phone:

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Casing Diameter:

Owner's Well No:

Well Address:

State Coordinates:

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Aquifer:

Status:

Well is located in a Christy Box at 38370 Cedar Blvd.
5S/1W-06B021

FREITAS FAMILY PROPERTIES
38370 CEDAR BLVD
NEWARK
510-366-7980
Active Vapor extraction
(monitoring)

0.250 in.

SV-48
2020321.040 N 6123759.974 E

7.5 ft.

Latitude/Longitude: 37° 32' 1.2344" N/ 122° 0' 37.0625" W Well No:

Owner:

Address:

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Well is located in a Christy Box at 38370 Cedar Blvd.
5S/1W-06B022

FREITAS FAMILY PROPERTIES
38370 CEDAR BLVD
NEWARK
510-366-7980
Active Vapor extraction
(monitoring)

0.250 in.

SV-49
2020267.250 N 6123743.345 E

7.5 ft.

Latitude/Longitude: 37° 32' 0.7000" N/ 122° 0' 37.2581" W Well No:

Owner:

Address:

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Well is located in a Christy Box at 38370 Cedar Blvd.
5S/1W-06B023

FREITAS FAMILY PROPERTIES
38370 CEDAR BLVD
NEWARK
510-366-7980
Active Vapor extraction
(monitoring)

0.250 in.

SV-50
2020212.154 N 6123715.151 E

7.5 ft.

Latitude/Longitude: 37° 32' 0.1508" N/ 122° 0' 37.5971" W Well No:

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Address:

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Well is located in a Christy Box at 38370 Cedar Blvd.
5S/1W-06B024

FREITAS FAMILY PROPERTIES
38370 CEDAR BLVD
NEWARK
510-366-7980
Destroyed Vapor extraction
(monitoring)

0.250 in.

SV-51
2020177.129 N 6123699.151 E

7.5 ft.

Latitude/Longitude: 37° 31' 59.8020" N/ 122° 0' 37.7887" W Well No:

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Well is located 18 ft. from the northeast side of the building and 83 ft. from the southeast fenceline. 5S/1W-06B025

FREITAS FAMILY PROPERTIES
38370 CEDAR BLVD
NEWARK
510-366-7980
Active Vapor extraction
(monitoring)

0.250 in.

SV-52
38424 Cedar Blvd., Newark, CA.

7.5 ft.

Latitude/Longitude:

This report is based on information in Alameda County Water District (ACWD) well records and is being furnished to the user for general information only. User understands that the information is furnished without any representation or warranty by ACWD that it is either complete or accurate or ACWD assumes no liability or responsibility for the use of the information.

Nearby Wells Report
5/6/2021 16:36

Page 11 of 17 ends

Within .25 miles of 5S/1W-06B
Packet Page 2223
Well No:

Owner:

Address:

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Owner's Well No:

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Aquifer:

Status:

Well is located in a Christy Box at 38594 Cedar Blvd.
5S/1W-06B026

FREITAS FAMILY PROPERTIES
38370 CEDAR BLVD
NEWARK
510-366-7980
Active Vapor extraction
(monitoring)

0.250 in.

SV-53
2020044.930 N 6124197.838 E

7.5 ft.

Latitude/Longitude: 37° 31' 58.5746" N/ 122° 0' 31.5716" W Well No:

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WELL LOCATED IN NORTH CENTRAL PIECE OF THE PROPERTY
5S/1W-06B027

FREITAS FAMILY PROPERTIES
38370 CEDAR BLVD.

NEWARK
510-366-7980
Active Chemical leak (monitoring)

4.000 in.

MW-11
38370 CEDAR BLVD. NEWARK, CA
2020196.274 N 6123710.911 E

20.0 ft.

Latitude/Longitude: 37° 31' 59.9931" N/ 122° 0' 37.6465" W Well No:

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WELL LOCATED IN SOUTH EAST CORNER OF PROPERTY. COVERED WITH WELL BOX. 5S/1W-06B028

FREITAS FAMILY PROPERTIES
38594 CEDAR BLVD.

NEWARK
510-366-7980
(Not assigned) Chemical leak (monitoring)

4.000 in.

MW-12
38594 CEDAR BLVD, NEWARK, CA
2020046.196 N 6124204.844 E

20.0 ft.

Latitude/Longitude: 37° 31' 58.5883" N/ 122° 0' 31.4849" W Well No:

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Address:

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5S/1W-06B029 Status:

FREITAS FAMILY PROPERTIES
38370 CEDAR BLVD.

NEWARK
510-366-7980
Active Vapor extraction
(monitoring)

0.250 in.

SV-54
2019869.255 N 6124030.363 E

7.5 ft.

Latitude/Longitude: 37° 31' 56.8112" N/ 122° 0' 33.6154" W Well No:

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5S/1W-06B030 Status:

FREITAS FAMILY PROPERTIES
38370 CEDAR BLVD
NEWARK
510-366-7980
Active Vapor extraction
(monitoring)

0.250 in.

SV-51B
2020179.796 N 6123706.086 E

7.5 ft.

Latitude/Longitude: 37° 31' 59.8295" N/ 122° 0' 37.7031" W This report is based on information in Alameda County Water District (ACWD) well records and is being furnished to the user for general information only. User understands that the information is furnished without any representation or warranty by ACWD that it is either complete or accurate or ACWD assumes no liability or responsibility for the use of the information.

Nearby Wells Report
5/6/2021 16:36

Page 12 of 17 ends

Within .25 miles of 5S/1W-06B
Packet Page 2224
Well No:

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0.5 MI. N.E. ON ROBERTSON AVE. FROM BIRCH, 200 FT. IN FROM ROBERTSON, IN TANKHOUSE. 5S/1W-06C001
ROSS, L.

Destroyed

7.000 in.

Willms #611

50.0 ft.

N
Latitude/Longitude:

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0.1 MI. N.E. ON ROBERTSON AVE. FROM BIRCH RD., 300 FT. IN FROM ROBERSON AVE. 5S/1W-06C002
Mc CONNELL, J.

Active Agriculture
in.

50.0 ft.

N
Latitude/Longitude:

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3850 FT. NORTH AND 2850 FT. WEST OF THE S.E. CORNER OF SEC. 6. 0.1 MI. N.E. OF INTERSC. OF ROBERTSON AVE. & BIRCH RD., 300 FT. IN FROM ROBERTSON AVE. BEHIND HOUSE & BESIDE OLD TANK HOUSE. PUMP ASSEMBLY STILL IN WELL, CAN BY MEASURED. 5S/1W-06C003

NORHTWOOD HOMES
39 CALIFORNIA AVE., #207

PLEASANTON
793-3529
Destroyed

8.000 in.

Willms #609
5860 ROBERTSON BLVD.

72.0 ft.

N
Latitude/Longitude:

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4100 FT. NORTH & 3450 FT. WEST OF S.E. CORNER OF SECTION 6. 100 FT. N.E. OF INTERSC. OF BIRCH RD. AND ROBERSON AVE. ON BIRCH RD. 200 FT. IN FROM BIRCH RD. IN BACK OF GARAGE BETWEEN 2 HEN HOUSES. INSIDE OLD TANK HOUSE IN PIT.
5S/1W-06C004
H. LECHTEN
297 BIRCH RD.

Abandoned Agriculture

6.000 in.

65.0 ft.

N
Latitude/Longitude:

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0.15 MI. ON BIRCH RD. FROM ROBERTSON AVE., 75 FT. FROM BIRCH RD. BETWEEN HOUSE & TANK HOUSE. 5S/1W-06C005

PEIXOTTO
Destroyed
in.
100.0 ft.

N
Latitude/Longitude:

Nearby Wells Report
5/6/2021 16:36

Page 13 of 17 ends

Within .25 miles of 5S/1W-06B
Packet Page 2225
Well No:

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37963 BIRCH STREET
5S/1W-06C006

FREMONT BANK
39150 FREMONT BLVD.

FREMONT
792-2300
Destroyed

6.000 in.

Willms #713
37963 BIRCH STREET

70.0 ft.

N
Latitude/Longitude:

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Location determined from Williams 1915 map.
5S/1W-06C007 Abandoned
in.

Willms #607
ft.

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Location determined from Williams 1915 map. Do not scale distances to determine wells location must use survey stationing information only. 5S/1W-06C008 Abandoned
in.

Willms #712
ft.

Latitude/Longitude:

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SMITH AVE. SCHOOL IN NEWARK
5S/1W-06F001

CITY OF NEWARK
Destroyed

10.000 in.

60.0 ft.

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0.3 MI. EAST ON BIRCH RD. FROM ROBERTSON AVE., 150 FT. S.W. OF BIRCH. 5S/1W-06F002
Mc NULTY, S.C.

Abandoned

8.000 in.
38145 Birch Street

92.0 ft.

N
Latitude/Longitude:

Nearby Wells Report
5/6/2021 16:36

Page 14 of 17 ends

Within .25 miles of 5S/1W-06B
Packet Page 2226
Well No:

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VALVEPOT IN GROUND LOCATED 120 FT. N.E. OF CENTERLINE OF BIRCH ST. AND 10 FT. N.W. OF N.W. EDGE OF ASPHALT ALONG ROBERTSON AVE.
5S/1W-06F003

CITY OF NEWARK

UNION SANITARY DISTRICT EASEMENT
Destroyed Geotechnical (monitoring)

2.000 in.

W-9

CORNER BIRCH & ROBERTSON

20.0 ft.

Latitude/Longitude:

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Location determined from Williams 1915 map.
5S/1W-06F004 Abandoned
in.

Willms #612
ft.

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2800 FT. NORTH & 2250 FT. WEST OF S.E. CORNER OF SEC. 6. 0.1 MI. S.E. OF INTERSC. OF BIRCH RD. AND SMITH AVE., 250 FT. S.W. OF RD. BY WATER TOWER.
5S/1W-06G001
L. MILANI
Destroyed Agriculture

8.000 in.
255.0 ft.

CF
Latitude/Longitude:

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5S/1W-06G002 Status:

EDMUNDSON CONSTRUCTION
34151 ZWISSIG WAY

UNION CITY
471-6302
Destroyed
in.

TRACT 4615
ft.

Latitude/Longitude:

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5S/1W-06G003 Status:

EDMUNDSON CONSTRUCTION
34151 ZWISSIG WAY

UNION CITY
471-6302
Destroyed Agriculture
in.

TRACT 4615
ft.

Latitude/Longitude:

Nearby Wells Report
5/6/2021 16:36

Page 15 of 17 ends

Within .25 miles of 5S/1W-06B
Packet Page 2227
Well No:

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38517 Birch Street
5S/1W-06G004 Destroyed

7.000 in.
38517 Birch Street
2018381.337 N 6123022.674 E
104.0 ft.

Latitude/Longitude: 37° 31' 41.9411" N/ 122° 0' 45.8260" W Well No:

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Status:
2700 FT. NORTH & 1100 FT. WEST OF S.E. CORNER OF SECTION 6. 0.2 MI. N.W. OF INTERSC. OF BIRCH ST. & MOWRY LANDING RD., 300 FT. N.E. OF ROAD IN PUMP HOUSE AT REAR OF RESIDENCE.
5S/1W-06H001
Sam L. Arnold
6222 Thornton Ave
Newark
Active Agriculture

10.000 in.
38832 BIRCH ST., NEWARK
2018125.290 N 6124140.418 E
267.0 ft.

CF
Latitude/Longitude: 37° 31' 39.5882" N/ 122° 0' 31.9002" W Well No:

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See GPS coordinates
5S/1W-06H002

SAN FRANCISCO PUBLIC UTILITIES COMM
1155 MARKET ST., 6TH FLOOR

SAN FRANCISCO
415-551-4541
Destroyed Geotechnical (monitoring)

2.000 in.
3-R-7
SFPUC R.O.W. nr.crk.xing&Moores Ave
2019111.237 N 6123787.075 E

30.0 ft.

Latitude/Longitude: 37° 31' 49.2788" N/ 122° 0' 36.4837" W Well No:

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0.2 MI. N.W. OF MOWRY RD. ON BIRCH, 200 FT. N.E. OF BIRCH RD. 5S/1W-06H003

GRACE, BOB
Abandoned Agriculture
in.
ft.

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APPROX. 340 FT. EAST OF INTERSC. OF BELLFLOWER DR. (DEAD END) AND SAN FRANCISCO (HETCH HETCHY) RIGHT-OF-WAY; WELL LOT ADJACENT TO A.C.F.C. ZONE 5 LINE B.
5S/1W-06H004

ALAMEDA COUNTY WATER DISTRICT
43885 South Grimmer Blvd
Fremont
510-659-1970
Active Municipal/Recreation

18.000 in.

Bellflower Well
5804 Bellflower Dr., Newark
2019156.864 N 6123865.036 E
279.0 ft.

CF
Latitude/Longitude: 37° 31' 49.7423" N/ 122° 0' 35.5251" W This report is based on information in Alameda County Water District (ACWD) well records and is being furnished to the user for general information only. User understands that the information is furnished without any representation or warranty by ACWD that it is either complete or accurate or ACWD assumes no liability or responsibility for the use of the information.

Nearby Wells Report
5/6/2021 16:36

Page 16 of 17 ends

Within .25 miles of 5S/1W-06B
Packet Page 2228
Well No:

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Aquifer:

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Location determined from Williams 1915 map.
5S/1W-06H005 Abandoned
in.

Willms #537
ft.

Latitude/Longitude:

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Status:
532 FT. S.W. OF S.W. CURB OF CEDAR BLVD., 117 FT. N.W. OF CENTERLINE OF MOORES AVE, AND 8 FT. S.E.OF FLOOD CONTROL CHANNEL FENCE 5S/1W-06H006
CITY SAN FRANCISCO / A.C.F.C.D.

Destroyed Geotechnical (monitoring)

2.000 in.

NEAR DICHONDRA PLACE

39.5 ft.

Latitude/Longitude:

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Status:
625 FT. S.W. OF S.W. CURB OF CEDAR BLVD., AND 296 FT. EAST OF CENTERLINE OF BELLFLOWER DR. 5S/1W-06H007
CITY SAN FRANCISCO / A.C.F.C.D.

Abandoned Geotechnical (monitoring)

2.000 in.

NEAR DICHONDRA PLACE

30.0 ft.

Latitude/Longitude:

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5S/1W-06H008 Status:

AMADOR ASSOC.

Destroyed Agriculture

6.000 in.

Willms #540

MOORE & BIRCH
ft.

Latitude/Longitude:

Nearby Wells Report
5/6/2021 16:36

Page 17 of 17 ends

Within .25 miles of 5S/1W-06B
Packet Page 2229

PHASE I ENVIRONMENTAL SITE ASSESSMENT
Ramboll

APPENDIX E

ENVIRONMENTAL LIEN SEARCH REPORT
Packet Page 2230
SCDC 38478 Cedar Boulevard
38478 Cedar Boulevard
Newark, CA 94560
Inquiry Number: 4296924.7
May 19, 2015
EDR Environmental Lien and AUL Search
6 Armstrong Road
Shelton, CT 06484
800.352.0050
Environmental Data Resources Inc vironmental Data Resources Inc www.edrnet.com Packet Page 2231
EDR Environmental Lien and AUL Search
The EDR Environmental Lien and AUL Search Report provides results from a search of available current land title records for environmental cleanup liens and other activity and use limitations, such as engineering controls and institutional controls.

A network of professional, trained researchers, following established procedures, uses client supplied address information to:
• search for parcel information and/or legal description; • search for ownership information;
• research official land title documents recorded at jurisdictional agencies such as recorders' offices, registries of deeds, county clerks' offices, etc.;
• access a copy of the deed;
• search for environmental encumbering instrument(s) associated with the deed; • provide a copy of any environmental encumbrance(s) based upon a review of key words in the instrument(s) (title, parties involved, and description); and • provide a copy of the deed or cite documents reviewed.

Thank you for your business.

Please contact EDR at 1-800-352-0050
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EDR Environmental Lien and AUL Search
TARGET __________PROPER _____________________ TY INFORMATION

ADDRESS
38478 Cedar Boulevard
SCDC 38478 Cedar Boulevard
Newark, CA 94560

RESEARCH SOURCE
Source 1:

Alameda Recorder
Alameda, CA

PROPERTY INFORMATION
Deed 1:

Type of Deed: deed
Title is vested in: Ellen M Lebron Francis Freitas Joseph Freitas Title received from: Ellen M Lebron
Deed Dated 9/10/2002
Deed Recorded: 9/12/2002
Book: NA
Page: na
Volume: na
Instrument: na
Docket: NA
Land Record Comments:

Miscellaneous Comments:

Legal Description: See Exhibit
Legal Current Owner: Ellen M Lebron Francis Freitas Joseph Freitas Parcel # / Property Identifier: 92A-2375-2-6, 92A-2375-22-1 Comments: See Exhibit

ENVIRONMENTAL LIEN
Environmental Lien: Found  Not Found 
OTHER ACTIVITY AND USE LIMITATIONS (AULs)
AULs: Found  Not Found 
4296924.7 Page 1
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Deed Exhibit 1
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PHASE I ENVIRONMENTAL SITE ASSESSMENT
Ramboll

APPENDIX F

QUALIFICATIONS OF ENVIRONMENTAL

PROFESSIONALS
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1/5 CV, ANNE W GATES
ANNE W GATES, P.E.

Senior Managing Consultant
Anne Gates has been a licensed professional engineer in California since 1987, with over 30 years of experience in consulting engineering related to environmental investigations, feasibility study analyses, civil/environmental design and remediation construction.

For both private- and public-sector clients, she provides overall technical management related to site investigation and remediation of contaminated property. She has prepared feasibility studies (FS), engineering evaluations/cost analysis (EE/CA) reports and remedial action plans (RAPs) to analyze and select alternatives for site remediation. The alternatives evaluated in these reports have included innovative technologies, risk management strategies and traditional remedies. For the past 10 years, Anne’s environmental engineering work has focused on decommissioning, closure and remediation of sites for the purposes of redevelopment. These projects have included preparation of detailed cost estimates for the design, construction and monitoring of environmental remediation alternatives. She has also provided expert testimony on projects involving environmental investigation, cost recovery and remediation.

YEARS IN RAMBOLL
25 EDUCATION
1988
MS, Civil Engineering (Oceans and Hydraulics)
University of California, Berkeley, California
1984
BS, Civil Engineering
Stanford University, Stanford, California

COURSES/CERTIFICATIONS
Professional Engineer - Washington
Professional Engineer - Hawaii
Professional Engineer - California
Professional Engineer - Alaska (retired status)

LITIGATION EXPERIENCE
Ms. Gates experience has provided litigation support in cases involving the responsibility, extent and remediation costs of soil and ground water contamination, consistency of remedial investigations and remedial/removal actions with the NCP, and Superfund cost allocation. Representative project examples are as follows:

CONTACT INFORMATION
Anne W Gates
[email protected]
+1 (510) 4202524
Ramboll Environ
2200 Powell Street
Suite 700
Emeryville, CA 94608
United States of America
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• Served as an expert witness (included deposition and trial testimony) for Valley Industrial Services in Ameripride Services, Inc. versus Valley Industrial Services, Inc., US District Court, Eastern District of California, 2011 to March 2012. The case involved an assessment of the source of impacts from a wastewater system operated by a former dry cleaner and industrial laundry. • Served as an expert witness (included deposition and trial testimony) for Chevron USA in Panetta versus Chevron USA, Superior Court of California, San Joaquin County, 2010 to present. The case involves an assessment of the source of hydrocarbon impacts to property owned by the Panetta family.
• Served as an expert witness (included deposition and pending trial testimony) for Chevron USA, in GCM Air Group versus Chevron USA, US District Court, Nevada, 2007 to present. The case involves an assessment of Chevron remediation activities at a site in Incline Village, Nevada. • Served as an expert witness (included deposition and pending trial testimony) for Universal Paragon Corp. versus Ingersoll-Rand- US District Court, Northern District, 2006 to present. The case involves environmental remediation costs related to redevelopment of property in San Francisco, California.
• Served as an expert witness (included deposition and trial testimony) for Bay Street Partners versus Kemper Surplus Lines- US District Court, Northern District in 2004. The case involved environmental remediation and cost allocation related to redevelopment of property in Emeryville, California.
• Prepared and evaluated the potential cost differentials related to the presence of residual contamination associated with a condemnation valuation of a property acquired by the NAPA County Flood Control District.
• Provided litigation support regarding the extent and source of petroleum releases at a site adjacent to San Diego Bay.
• Provided litigation support regarding the extent and source of contamination and the allocation of remedial costs among various PRPs at a former foundry and wood-stove manufacturing site in Alameda County, California
• Prepared a cost allocation analysis for litigation involving remediation of hydrocarbons at the San Francisco airport.
• Prepared a cost analysis of various cleanup alternatives for cadmium contaminated ground water at a State NPL site in South Carolina.

FEASIBILITY PROJECT EXAMPLES
Stringfellow Superfund Site
• Managed preparation of Supplemental Feasibility Study for the Stringfellow hazardous waste site a former Class I industrial waste disposal facility that operated for 16 years, from 1956 through 1972.

Remediation alternatives include landfill capping and groundwater containment (via extraction wells and trenches) for VOCs and perchlorate in groundwater.

Pearl Harbor NPL Site
• Prepared feasibility studies for various sites within Pearl Harbor which have involved evaluation/analysis of the following remediation alternatives:
– Excavation and treatment of contaminated soil (hydrocarbons, PCBs, metals); – Ground-water pump and treat systems (wells and trenches); – Dual phase extraction of ground-water and free-phase fuel hydrocarbons; – Vapor extraction for chlorinated VOCs and hydrocarbons; and – Landfill capping and containment systems.

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REUSE/REDEVELOPMENT/SITE CLOSURE PROJECT EXAMPLES
HGST, San Jose
• Since 2005, assisted HGST with closure and decommissioning of portions of their industrial facility.

Specifically, prepared the environmental documentation related to decommissioning and closure of 143 acres of former industrial property designated for mixed use redevelopment. Also provided oversight with regards to building demolition and remediation of contaminated soil and soil gas.

Confidential Client, Fremont
• Managed a preliminary study of facility closure alternatives for the roughly 130-acre New United Motors Manufacturing, Inc. (NUMMI) facility located 45500 Fremont Boulevard in Fremont, California (the “site” or the “facility”). Provided preliminary information on the relative costs and benefits of three different scenarios for closing the facility and preparing the property for sale. Also completed an analysis of local and state regulations regarding closure and decommissioning of industrial operations and the cost to comply with these regulations during industrial decommissioning/closure.

San Quentin Prison
• Assisted the State of California in preparation of a study of alternatives for redevelopment of the roughly 200-acre San Quentin Prison. Responsible for identifying the redevelopment issues and costs related to facility closure and decommissioning assuming different land use scenarios.

Bay Area Research and Extension Center (BAREC) in Santa Clara • Assisted the State of California in investigating and remediating a former pesticide research and testing facility in Santa Clara, California. The 17-acre parcel was slated for redevelopment into single- and multi- family homes and a small park. Responsibilities included preparation of a Site Characterization Report and Remedial Action Workplan to obtain site closure from DTSC.

Mission Bay in San Francisco
• Assisted with Catellus’s redevelopment of the one of the largest “Brownfields” developments in Northern California.
• Analyzed different remediation scenarios for petroleum hydrocarbons in soil and ground water and the potential impact of these remedies on future development activities. • In addition, provided technical assistance with respect to risk communication and environmental risk management procedures to be performed during site redevelopment and construction.

City of Emeryville, Emeryvillage Project
• Successfully negotiated site closure with the California RWQCB for a former industrial site that was contaminated with petroleum hydrocarbons and VOCs in soil and ground water. • Integral to negotiating this site closure was communication of potential environmental risks and risk management procedures to be followed during construction and redevelopment.

Bay Street, Emeryville
• Worked closely with a private developer, the City of Emeryville Redevelopment Agency and the California DTSC to negotiate closure and redevelopment of a 20-acre former industrial site contaminated with heavy metals, benzene and pesticides /PCBs. • Closure of the site was contingent upon implementation of deed restrictions and a risk management plan and Anne worked closely with the relevant agencies and the private developer to finalize the risk management plan and obtain site closure.
• Implemented the risk management plan during site construction and development activities.

Additional contamination was found during development and Anne worked closely with the developer and DTSC to ensure the additional contamination was remediated. She is currently working with the Packet Page 2241
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developer on several cost recovery actions with respect to the additional contamination that was identified during development.

VAPOR INTRUSION PROJECTS
• Completed design and installation of a vapor mitigation system under an existing building in South San Francisco.
• Provided vapor mitigation system plans and specifications for several new residential and commercial developments in Santa Clara County, Alameda County, Los Angeles County and Santa Ana.
• Prepared standard vapor mitigation plans and specifications for a developer for implementation at a Superfund site undergoing redevelopment in Sacramento, California. • Managed and provided technical oversight for a former dry cleaning facility in San Leandro, California. In response to a request from the California Department of Toxic Substances Control (DTSC), project involved determination of the nature and extent of impacts from former dry cleaning operation and an assessment of potential vapor intrusion risks. • Currently providing oversight on an investigation related to vapor intrusion risks to a residential home from a former dry cleaning facility in Santa Clara, California. • Completed an investigation to address releases from a former dry cleaning operation in Solano County, California.
• Managed the investigation and remediation of a large US Navy Laundry and dry cleaning site in Aiea, Hawaii that had been impacted by PCE and Stoddard solvent.

CAREER
1992-1998
Manager of feasibility studies, remediation and design engineering, Ogden Environmental and Energy Services Company, Honolulu and San Francisco offices.

Managed numerous hazardous waste and petroleum hydrocarbon investigation and remediation projects in California, Alaska, Hawaii and Guam.

Provided technical management for environmental engineering and remedial design projects on a $210 million dollar CLEAN Contract with the US Navy in Hawaii. 1988-1992
Senior Associate at ENVIRON International Corporation, Emeryville, California. 1984-1987
Associate Engineer, McGill-Martin-Self, Orinda, California.

Designed and managed land development projects. Performed hydraulic and hydrogeologic analysis of floods, landslides, and land development projects. Designed and implemented grading, drainage, and erosion control plans for various engineering projects. Conducted numerous investigations on the causes and remediation measures for seepage in hillsides and various types of engineering excavations.

Audited and assessed residential developments for compliance with building codes and other regulations.

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PUBLICATIONS
Comparison of Modeled to Estimated Emission Rates at Active Hazardous Waste Landfill (with D. Suder and C. Schmidt). 1990. Presented at the Air and Waste Management Association, annual conference.

Estimation of Hydraulic Conductivity for a Tidally-Influenced Unconfined Aquifer (with Jeff Cotter).

Presented at 1993 Joint CSCE–ASCE National Conference on Environmental Engineering, July, 1993.

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1/2 CV, JASON KANE

JASON KANE
Senior Managing Consultant
Jason Kane has ten years of experience in environmental engineering consulting related to site assessment, subsurface investigation, and remedial design and implementation. He has performed multiple due diligence site assessments and subsurface investigations at industrial and commercial facilities in order to assess the potential for environmental liabilities. Jason has implemented subsurface investigations, soil excavations, and soil characterization sampling in coordination with demolition and construction contractors at sites undergoing redevelopment. He is well versed in environmental sampling techniques including soil, soil gas, groundwater, and indoor air sampling and has a strong understanding of risk-based regulatory screening guidelines. Jason has also served as a design and field engineer for soil vapor extraction, groundwater extraction, and ozone injection treatment systems for the remediation of volatile organic compounds.

EDUCATION
2010
MS, Civil and Environmental Engineering
California Polytechnic State University, San Luis Obispo 2008
BS, Environmental Engineering
San Diego State University

CREDENTIALS
Registered Professional Civil Engineer, California, no. 86334 OSHA 40-hr HAZWOPER training

EXPERIENCE
• Conducted Phase I and Phase II environmental site assessments at various commercial, industrial, and residential properties to assess the potential for significant on-site and off-site liabilities that may be associated with past or current operations conducted at each site. Sites assessed include precision machining facilities, multi-tenant commercial properties, multi-tenant and single-home residential properties, and vacant properties historically operated as manufacturing facilities or fueling stations.

Phase II investigation activities include soil, soil gas, indoor air quality, and groundwater sampling.

Results of laboratory analyses were compared to applicable local, state, and federal regulatory screening criteria.
• Oversaw the excavation of soil impacted by metals and pesticides during the redevelopment of multiple former industrial and commercial sites in Santa Clara Valley. Activities included regular coordination with demolition and construction contractors, segregation and characterization of soil stockpiles for site reuse or landfill disposal according to applicable local, state, and federal regulatory screening criteria, and collection of confirmation samples. • Organized and conducted extensive subsurface investigation program at a large industrial facility in San Jose, California during and following the demolition of multiple buildings at the site that historically were used for manufacturing purposes. Activities included regular coordination with demolition and construction contractors, soil and soil gas sampling to investigation potential impacts from historical hazardous material use, and comparison of laboratory analytical results to applicable local, state, and federal regulatory screening criteria.

CONTACT INFORMATION
Jason Kane
[email protected]
+1 (510) 420-2547
Ramboll
2200 Powell Street
Suite 700
Emeryville, 94608
United States of America
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2/2 CV, JASON KANE
• Assisted in the design and installation of multiple sub-slab depressurization systems to mitigate potential vapor intrusion concerns at occupied warehouse and commercial properties. Oversaw the installation of horizontal wells directly under the foundation of existing warehouse and commercial buildings. In some instances, the sub-slab depressurization systems were converted to active soil vapor extraction (SVE) systems.
• Assisted in the design and installation of an ozone injection pilot study at site located in Los Angeles Basin impacted by volatile organic compound (VOC) contamination. Conducted system startup and weekly operation and maintenance activities, programmed and downloaded water quality data from down-well data loggers, and prepared quarterly status reports in compliance with Waste Discharge Requirements (WDR).
• Operated and maintained a SVE system at site of former metal plating facility. Responsible for weekly site visits to log operational data, monthly sampling of influent and effluent vapor streams, and preparation of quarterly reports to Department of Toxic Substances Control (DTSC). • Assisted in operation and maintenance of hydraulic containment system at a VOC-impacted fracturedbedrock site in Norco, California. Recorded system data, performed maintenance on down-well pneumatic groundwater extraction pumps, collected samples in compliance with National Pollution Discharge Elimination System (NPDES), and programed and downloaded down-well pressure head data loggers.
• Oversaw the excavation of a fast-food restaurant parking lot with residual subsurface soil contamination from a leaking underground fuel storage tank that was removed from the site. Soils were excavated using large-diameter hollow stem augers then screened in the field with a photo ionization detector (PID) to ensure compliance with local air quality monitoring district regulations. • Conducted aquifer testing at sites in Henderson, Nevada and Jurupa Valley, California to evaluate and optimize existing groundwater extraction well networks. Slug, step-drawdown, and recovery tests were performed and groundwater elevation data was collected simultaneously from multiple wells using data-logging pressure transducers.
• Tested multiple SVE pilots involving the setup, operation, and demobilization of SVE systems. Other responsibilities included the collection of operational data and vapor stream samples and assisting in reporting of pilot test results.
• Performed technical calculations and failure analysis for a litigation case involving a malfunctioning ventilation system at a material recovery facility near the City of Industry, California. • Conducted numerous site investigation activities including low-flow groundwater sampling, indoor air quality sampling, soil gas sampling, soil sampling, and well installation and development. • Prepared figures utilizing AutoCAD and ArcGIS.

PREVIOUS EXPERIENCE
2008-2010
Graduate Student Researcher, Cal Poly Corporation, San Luis Obispo • Constructed and operated a novel reciprocating biofilm reactor for the treatment of anaerobic dairy wastewater. Performed laboratory analysis on influent and effluent samples to determine nitrification and denitrification performance of system.
• Modeled sludge production of current and proposed systems and projected impacts of turf irrigation on local golf course using effluent wastewater as a member of the design team for low cost, low technology retrofit of serial pond wastewater treatment system in Avila Beach, CA. • Analyzed sequence batch reactor wastewater treatment system in Arroyo Grande, CA. Proposed changes to operational procedures in order to increase effluent water quality.

MEMBERSHIPS
American Society of Civil Engineers
WateReuse Association
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38594 Cedar Boulevard
Newark, CA

ENVIRONMENTAL NOISE ASSESSMENT
1 July 2022
Prepared for: Robson Homes, LLC
Dominic Boitano
2185 The Alameda, Suite 150
San Jose, CA 95126
[email protected]
Prepared by: Salter
Alex Salter, PE
Vice President
Salter Project 19-0529
APPENDIX 6
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INTRODUCTION
This report summarizes our environmental noise assessment for the 38594 Cedar Boulevard project in Newark, California. The project consists of up to 130 residences over a 7.75-acre site.

The purpose of this study is to address compliance with CEQA and City of Newark requirements as well as potential impact of the construction of the project and its operation on property-line noise levels.

Following is a summary of findings:
● Project traffic is not expected to significantly increase environmental noise to the surrounding residential and commercial properties.
● Noise and vibration impacts from construction and mechanical equipment will either have no impact or can be designed to provide a less-than-significant level as detailed in this report.

As part of the project development process, Salter has conducted various analyses for the project. This includes an environmental noise study addressing interior noise levels inside the proposed residences as well as inter-dwelling noise control for the duet product. Furthermore, the project will include a soundrated barrier along Interstate 880 to reduce highway noise levels at the proposed residences as well as existing residences on the southwest side of Cedar Boulevard. A summary of on-site measurement locations and measured noise levels is also included in the Appendix.

ACOUSTICAL CRITERIA
The City of Newark and State of California establish guidelines and policies designed to limit noise exposure at noise-sensitive land uses. In addition, the California Environmental Quality Act (CEQA) provides guidelines used to determine whether a project will have a significant impact on the environment. Details of these guidelines and policies are as follows:

Newark General Plan
The Environmental Hazards section of the Newark General Plan provides noise and land use compatibility guidelines for proposed developments as summarized below from the General Plan document (Table EH-2).

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In addition, the following policies and actions from the General Plan with regards to construction are included below.

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Newark Municipal Code
Section 17.24.100 of the Newark Municipal Code states the following.

17.24.100.A.2 Residential Property Noise Limits
No person shall produce or allow to be produced by human voice, machine, device, or any combination of same, on residential property, a noise level at any point outside of the property plane that exceeds 70 dBA between the hours of 7:00 a.m. and 9:00 p.m. or 60 dBA between the hours of 9:00 p.m. and 7:00 a.m.

17.24.100.A.3 Construction and Landscaping Activities.

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between the hours of 10:00 a.m. and 6:00 p.m. on Sundays and holidays, and 7:00 a.m. and 7:00 p.m. on other days, shall be subject to the following
No individual device or piece of equipment shall produce a noise level exceeding 83 dBA at a distance of twenty-five feet from the source. If the device or equipment is housed within a structure on the property, the measurement shall be made outside the structure at a distance as close as possible to twenty-five feet from the equipment.

The noise level at any point outside of the property plane shall not exceed 86 dBA. During all other times, the decibel levels set forth in Subsection 17.24.100.A.2, Noise Restriction by Decibel, control.

State CEQA Guidelines
The California Environmental Quality Act (CEQA) contains guidelines to evaluate the significance of noise attributable to a proposed project. This would include (but is not limited to) added traffic noise, mechanical equipment noise, and construction noise. CEQA asks the following applicable questions. Would the project result in:

1. Generation of a substantial temporary or permanent increase in ambient noise levels in the vicinity of the project in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies?

2. Generation of excessive groundborne vibration or groundborne noise levels?

3. For a project located within the vicinity of a private airstrip or an airport land use plan or, where such a plan has not been adopted, within two miles of a public airport or public-use airport, would the project expose people residing or working in the project area to excessive noise levels? CEQA does not define the noise level increase that is considered substantial. Typically, the local general plan would establish limits with respect to allowable noise and vibration increases as discussed later in this report (See Policy SN-8.6).

IMPACT DISCUSSION
Impact 1: Implementation of the proposed project could result in the generation of a substantial temporary or permanent increase in ambient noise levels in the vicinity of the project in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies.

Construction Noise
Construction activities would include use of heavy equipment for demolition and grading and other activities through completion of buildings and landscaping. Heavy trucks would travel to, from, and within the development areas to move soil, equipment, and building materials. Smaller equipment, such as jack hammers, pneumatic tools, and saws could also be used throughout each of the construction phases in various areas. The noise and vibration associated with these activities would be generated Packet Page 2250
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within the entire project area and at off-site locations near any infrastructure improvements, or other offsite work associated with the project.

The Project site is across Cedar Boulevard from several blocks of single family homes to the south and west, with a church that also housed the Kings Kids preschool directly across Cedar Boulevard from the Project site and an elementary school approximately 1,700 feet to the southwest. The Project site is separated from residences to the north by I-880. The closest residential receptors are located across Cedar Boulevard, an arterial street, approximately 120 feet from the project site boundary to the south. Based on the construction phases and equipment list, estimated construction noise levels generated are expected to be as shown in Table 3. Some activities could be located closer for shorter periods of time, such as for site infrastructure.

The following construction equipment and phasing provided to us by Robson Homes is shown in Table 1.

Noise levels generated by this equipment are also included in Table 2.

The demolition, site preparation, and grading phases are currently estimated to take place over the approximately 4 month period. Building construction, paving, and architectural coating will progress in phases and is estimated to take approximately 33 months. Therefore, the total construction is estimated to last approximately 780 working days.

Table 1 – Construction Phasing and Equipment List
Construction Phase Equipment Estimated Schedule
Duration
Demolition
Concrete/Industrial saws
Excavators
Rubber-tired dozers
30 days
Grading/Excavation
Excavators
Graders
Rubber-tired dozers
30 days
Foundation and Building Structure
Forklift
Pier Driller/Crane
Concrete trucks/pump
Generator
Tractors
Loaders
Backhoes
Welder
Air compressor and tools
134 weeks
Paving
Pavers
Rollers
Tractors
Loaders
Backhoes
4 days
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Table 2 – Typical Noise Levels Used for the Analysis1
Equipment Noise Level (dBA) @ 50 Feet Usage Factor (% time in use) Backhoe 80 20
Front Loader 80 40
Drill Rig 85 20
Excavator 85 40
Dozer 85 40
Graders 85 40
Tractor/Trucks 84 40
Concrete Pump 82 20
Crane 85 16
Concrete Saw 90 20
Pneumatic Tools 85 50
Concrete Mixer 85 40
Air compressor 80 40
Paver 85 50
Roller 85 20
Generator (<25 kVA) 70 50
Welder 73 40
Jackhammer 85 20
Based on the noise levels and usage factors from the above table we have estimated construction noise levels at various distances in accordance with the Federal Highway Administration Traffic and Construction Noise Handbook as shown below in Table 3.

Table 3 – Estimated Construction Noise Levels
Phase
Estimated Maximum
Instantaneous Lmax Noise
Level (dBA at 50-feet)
Estimated Maximum
Hourly Leq Noise Level
(dBA at 50 feet)
Estimated Maximum
Hourly Leq Noise Level
(dBA at 120 feet)
Demolition 90 83 75
Grading/Excavation 85 81 73
Foundation 85 81 73
Building Structure 85 82 74
Paving 85 82 74
1 Construction noise levels are calculated using the equipment noise levels and acoustical usage factors from Section 9 of the Federal Highway Administration Highway Traffic Noise Construction Noise Handbook.

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As indicated in Table 3 above, while it is possible that individual pieces of equipment could exceed 83 dBA at 25-ft, there are no noise-sensitive residential receivers located at this distance. The closest residential receivers are located approximately 120-ft outside the property plane across Cedar Boulevard. Additional residences are located even further across Interstate 880. Furthermore, construction noise levels are expected to be up to 75 dBA at residential receivers outside the property plane as indicated in Table 3, thereby satisfying the requirements of Municipal Code section 17.24.100.A.3 of not exceeding 86 dBA. It should be noted that the hourly Leq noise levels in the table above assume construction activities would be located in the same location for the entire hour, which is a conservative estimate. Actual construction noise levels will vary based on distance from the receiver and shielding from adjacent buildings and construction elements. Quieter noise levels would be expected for activity interior to the site.

Following is a list of measures that will be adopted by the contractor to further reduce construction noise levels:

1. Limit construction hours to those identified in Municipal Code section 17.24.100.A.3.

2. If complaints arise, investigate whether construction noise barriers would provide benefit such as along Cedar Boulevard to shield noise-sensitive receptors south of the project site in accordance General Plan Policy EH-6.7. The construction barrier should be constructed with two layers of ½-inch thick plywood (joints staggered), and K-rail or other support; or a limp mass barrier material weighing two pounds per square foot such as Kinetics KNM 200B or equivalent attached to a chain link fence.

3. Contractors shall utilize 'quiet' models of air compressors and other stationary noise sources where technology exists.

4. Internal combustion engine-driven equipment shall be equipped with mufflers which are in good condition and appropriate for the equipment.

5. Stationary noise-generating equipment, such as air compressors and portable power generators, shall be located as far away as possible from adjacent residences.

6. Staging areas and construction material areas shall be located as far away as feasible from adjacent residences.

7. All unnecessary idling of internal combustion engines will be prohibited.

8. The contractor will designate a "noise disturbance coordinator/superintendent" who will be responsible for tracking and responding to any complaints about construction noise. The noise disturbance coordinator/superintendent will determine the cause of the noise complaint (e.g. starting too early, bad muffler, etc.) and will require that reasonable measures are implemented to correct the problem. The telephone number for the noise disturbance coordinator/superintendent will be posted at the construction site and included in any construction notices sent to neighbors.

Project Mechanical Equipment Noise
It is anticipated that the residences will be fully air-conditioned and that heating, ventilating, and airconditioning units could be located in areas exposed to adjacent property lines. The following type of equipment may be included. Specific equipment will be confirmed during the design phase.

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● Outdoor condensing/heat pump units for residences
Typical condensing/heat pump units have a sound power rating of approximately 75 dBA, which corresponds to a noise level of approximately 62 dBA at 5 feet. Therefore, the individual pieces of equipment would be expected to meet the City of Newark Noise Ordinance for nighttime operation (60 dBA) at a distance of 7-ft from the equipment. Therefore, no significant impact is anticipated.

Traffic Noise
A transportation impact analysis (TIA) dated 2 December 2021 was prepared by Hexagon Transportation Consultants, Inc. This document provides traffic counts at 4 study intersection surrounding the site along Cedar Boulevard as follows.

Intersection 1 – Central Avenue and Cedar Boulevard
Intersection 2 – Smith Avenue and Cedar Boulevard
Intersection 3 – Moores Avenue and Cedar Boulevard
Intersection 4 – Mowry Avenue and Cedar Boulevard
At each intersection traffic counts are provided for AM and PM peak hour conditions for existing, existing plus project, cumulative, and cumulative plus project conditions. As shown in Appendix A, noise levels as a result of the project would increase less than 1 dBA. Furthermore, the traffic noise calculations indicate less than a 3 dBA cumulative increase. Therefore, the project would not be expected to result in any cumulative traffic noise impacts and would be considered a less than significant impact. Please refer to the 2 December 2021 TIA for detailed information on cumulative assumptions.

Impact 2: Implementation of the proposed project could result in the generation of excessive groundborne vibration or groundborne noise levels.

Primary vibration producing construction activities are likely to occur during demolition and site preparation with the use of dozers and possibly hydraulic breakers to clear the site and prepare the foundation of the buildings. Pile driving is not expected, however pier drilling is expected. As indicated in the criteria section above, General Plan Action EH-7.D refers to the Federal Transit Administration (FTA) vibration criteria for evaluating impacts. The following table provides criteria for building damage taken from the FTA Transit Noise and Vibration Impact Assessment Manual (2018).

For the purposes of this analysis, we have considered the nearby sensitive receptors to be Category III structures where damage may begin to occur at a limit of 0.2 in/sec PPV or 92 VdB for transient vibration events. For continuous vibration, human annoyance may begin to occur at a limit of 78 VdB according to T Packet Page 2254
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able 4.10-7 of the General Plan EIR. The nearest structures are located approximately 30-feet from the property line (adjacent storage facilities) with residences located approximately 120-ft away. The majority of the construction will occur setback from the property line. Table 4 below indicates potential construction vibration levels of various pieces of equipment. We have evaluated potential structural damage to industrial buildings immediately adjacent to the project as well as human annoyance at the sensitive receptors across Cedar Boulevard.

Table 4 – Estimated Construction Vibration Levels2
Equipment
Reference Vibration
Level at 25-ft
(in/sec PPV)
Vibration Level at 50-ft
(in/sec PPV – Structural
Damage)
Vibration Level at 120-ft
(VdB - Human
Annoyance)
Large Bulldozer .089 87 .068 67
Loaded Trucks .076 86 .058 66
Hoe Ram .089 87 .068 67
Jackhammer .035 79 .027 59
Caisson Drill Rig .089 87 .068 67
Vibratory Roller .210 94 .160 74
As indicated in Table 4, vibration levels are not expected to exceed the 78 VdB threshold for human annoyance, or the 0.2 in/sec PPV threshold for damage to category III buildings. At receptors further setback, vibration levels would be expected to be even lower. Groundborne noise would also not be expected to be significant at these vibration levels. Therefore, no additional mitigation measures are required.

Impact 3: Implementation of the proposed project could expose people residing or working in the project area to excessive noise levels within the vicinity of a private airstrip or an airport land use plan or, where such a plan has not been adopted, within two miles of a public airport or public-use airport.

The project site is not located in the vicinity of a private airstrip or airport land-use plan. Therefore, no additional mitigation measures are required.
2 Calculated using distance adjustment equations 7-2 and 7-3 of the FTA Transit Noise and Vibration Impact Assessment Manual (2018)
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Appendix A – Traffic Noise Data
Existing vs Existing Plus Project
Intersection Segment Existing
Existing
Plus
Project
Change in
Noise Level
(Ldn, dBA)
North AM 1513 1479 0
South AM 1373 1396 <1
East AM 1248 1198 0
1 – Central
and Cedar
West AM 912 919 <1
North AM 1455 1478 <1
South AM 1369 1392 <1
East AM 0 0 0
2 – Smith
and Cedar
West AM 216 216 0
North AM 1415 1464 <1
South AM 1354 1403 <1
East AM 0 0 0
3 – Moores
and Cedar
West AM 83 83 0
North AM 1668 1716 <1
South AM 1658 1665 <1
East AM 1721 1759 <1
4 – Mowry
and Cedar
West AM 1519 1522 <1
North PM 1388 1357 0
South PM 1299 1280 0
East PM 1489 1435 0
1 – Central
and Cedar
West PM 1092 1062 0
North PM 1327 1289 0
South PM 1224 1191 0
East PM 0 0 0
2 – Smith
and Cedar
West PM 149 142 0
North PM 1327 1308 0
South PM 1264 1249 0
East PM 1 1 0
3 – Moores
and Cedar
West PM 76 70 0
North PM 1499 1593 <1
South PM 1638 1684 <1
East PM 2230 2256 <1
4 – Mowry
and Cedar
West PM 1683 1771 <1
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Cumulative vs Cumulative Plus Project
Intersection Segment Cumulative Cumulative
Plus Project
Change in
Noise Level
(Ldn, dBA)
North AM 1897 1913 <1
South AM 2052 2075 <1
East AM 2210 2210 0
1 – Central
and Cedar
West AM 1755 1762 <1
North AM 2258 2281 <1
South AM 2117 2140 <1
East AM 0 0 0
2 – Smith
and Cedar
West AM 353 353 0
North AM 1927 1976 <1
South AM 1844 1893 <1
East AM 0 0 0
3 – Moores
and Cedar
West AM 113 113 0
North AM 1933 1981 <1
South AM 1819 1826 <1
East AM 1809 1847 <1
4 – Mowry
and Cedar
West AM 2107 2110 <1
North PM 1785 1705 0
South PM 2277 2306 <1
East PM 2952 2952 0
1 – Central
and Cedar
West PM 2392 2301 0
North PM 2177 2205 <1
South PM 2063 2091 <1
East PM 0 0 0
2 – Smith
and Cedar
West PM 170 170 0
North PM 1928 1988 <1
South PM 1836 1896 <1
East PM 2 2 0
3 – Moores
and Cedar
West PM 108 108 0
North PM 2319 2378 <1
South PM 2795 2804 <1
East PM 1875 1921 <1
4 – Mowry
and Cedar
West PM 2585 2589 <1
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Existing vs Cumulative vs Cumulative + Project
Intersection Segment Existing Cumulative Cumulative
with Project
Existing vs
Cumulative
Change in Noise
Level (Ldn, dBA)
Cumulative vs
Cumulative +
Project Change
in Noise Level
(Ldn, dBA)
Cumulative
Change in
Noise Level
(Ldn, dBA)
North AM 1513 1897 1913 <1 <1 1
South AM 1373 2052 2075 2 <1 2
East AM 1248 2210 2210 <3 0 <3
1 – Central
and Cedar
West AM 912 1755 1762 <3 <1 <3
North AM 1455 2258 2281 2 <1 2
South AM 1369 2117 2140 2 <1 2
East AM 0 0 0 0 0 0
2 – Smith
and Cedar
West AM 216 353 353 <3 0 <3
North AM 1415 1927 1976 1 <1 1
South AM 1354 1844 1893 1 <1 1
East AM 0 0 0 0 0 0
3 – Moores
and Cedar
West AM 83 113 113 1 0 1
North AM 1668 1933 1981 <1 <1 <1
South AM 1658 1819 1826 <1 <1 <1
East AM 1721 1809 1847 <1 <1 <1
4 – Mowry
and Cedar
West AM 1519 2107 2110 1 <1 1
North PM 1388 1785 1705 1 0 <1
South PM 1299 2277 2306 <3 <1 <3
East PM 1489 2952 2952 <3 0 <3
1 – Central
and Cedar
West PM 1092 2392 2301 3 0 3
North PM 1327 2177 2205 <3 <1 <3
South PM 1224 2063 2091 <3 <1 <3
East PM 0 0 0 0 0 0
2 – Smith
and Cedar
West PM 149 170 170 <1 0 <1
North PM 1327 1928 1988 2 <1 2
South PM 1264 1836 1896 2 <1 2
East PM 1 2 2 0 0 0
3 – Moores
and Cedar
West PM 76 108 108 2 0 2
North PM 1499 2319 2378 2 <1 <3
South PM 1638 2795 2804 <3 <1 <3
East PM 2230 1875 1921 0 <1 0
4 – Mowry
and Cedar
West PM 1683 2585 2589 2 <1 2
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MEMORANDUM
DATE: 16 September 2022
NAME: COMPANY: EMAIL:

Dominic Boitano Robson Homes, LLC [email protected] FROM: Nathan Sistek and Alex Salter, PE
SUBJECT: 38594 Cedar Boulevard
Environmental Noise Assessment – Additional Comments
PROJECT: 19-0529
As requested, this memorandum provides additional comments and clarification on our 1 July 2022 Environmental Noise Assessment for the project. Our comments are as follows.

1. The Environmental Noise Assessment references traffic volumes from the transportation impact analysis (TIA) dated 2 December 2021 by Hexagon Transportation Consultants, Inc. The relevant traffic volumes from the final TIA dated 5 July 2022 did not change. Therefore, the conclusions in our Environmental Noise Assessment are still applicable.

2. For purposes of clarification, Table 3 in the Environmental Noise Assessment includes estimated construction noise levels at distances of 50-ft and 120-ft. As noted in the report, while it is possible that individual pieces of equipment could exceed 83 dBA at 25-ft, there are no noise-sensitive residential receivers located at this distance. The closest residential receivers are located approximately 120-ft from the property plane. At this distance, construction noise levels are expected to be no louder than 75 dBA, thereby satisfying the requirements of Municipal Code section

17.24.100.A.3.

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Newark, CA
ENVIRONMENTAL NOISE STUDY
5 May 2021
Prepared for: Robson Homes
Attn: Dominic Boitano
2185 The Alameda, Suite 150
San Jose, CA 95126
[email protected]
Prepared by: Salter
Alex Salter, PE – Vice President
Nathan Sistek – Senior Consultant
asalter@salter‐inc.com
nsistek@salter‐inc.com
Salter Project 19‐0529
APPENDIX 6.A
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INTRODUCTION
This report summarizes our environmental noise study for the 38594 Cedar Boulevard residential project in Newark, California. The project is planned to include 130 three‐story residences, with a mix of single‐family detached and duets, along Interstate 880. The site is bordered by Cedar Boulevard to the southwest and existing commercial use to the northwest (storage facility) and southeast (construction equipment sales and service). The purpose of the study is to quantify the noise environment at the site, compare the measured data with applicable City standards, and propose noise reduction measures as necessary.

In summary, sound‐rated windows and exterior doors with sound insulation ratings of up to STC1 43 will
be required to meet the City interior noise level criteria. In order to meet the City’s Ldn 2 65 dB exterior
noise goal at the central outdoor‐use area, an 18‐ft tall sound wall will be required along I‐880.

PROJECT CRITERIA
The following criteria would apply to the project.

City of Newark Noise Standards
The Environmental Hazards section of the Newark General Plan includes land‐use compatibility guidelines for environmental noise in the community. Noise levels are characterized in terms of Day/Night Average Sound Level (Ldn). The guidelines for single‐family residences are summarized in below.

In addition, the General Plan includes specific policies for interior and exterior noise as follows summarized as follows:
1 STC (Sound Transmission Class) – A single‐number rating defined in ASTM E90 that quantifies the airborne sound insulating performance of a partition under laboratory conditions. Increasing STC ratings correspond to improved airborne sound insulation.
2 Ldn (Day‐Night Average Sound Level) – A descriptor for a 24‐hour A‐weighted average noise level. Ldn accounts for the increased acoustical sensitivity of people to noise during the nighttime hours. Ldn penalizes sound levels by 10 dB during the hours from 10 PM to 7 AM. For practical purposes, the DNL and CNEL are usually interchangeable. Ldn is sometimes written as DNL.

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State of California
The California Building Code (CBC) regulates exterior noise insulation for residential uses. Part 1 of the Supplement to the California Building Code, effective 1 July 2015, requires that the indoor noise level in residential units of multi‐family dwellings not exceed DNL 45 dB where the exterior noise level is greater than DNL 60 dB.

While this CBC requirement does not directly apply to the project’s single‐family dwellings, the Newark General Plan refers to the CBC as the standard as includes single‐family dwellings in Table EH‐2 (shown above).

NOISE ENVIRONMENT
The noise environment at the site is influenced mostly by traffic on I‐880, bordering the project to the northeast. Cedar Boulevard also contributes to the noise environment on the southwest side of the project.

To quantify the existing noise environment, we conducted multi‐day noise measurements at the site between 8 and 13 August 2019. A summary of the measurement locations and noise levels are shown in attached Figure 1.

Projected future traffic volumes for the roadways is not available, so a 1 dB increase in environmental noise has been assumed in the estimated future noise levels outlined below.

ANALYSIS AND RECOMMENDATIONS
Indoor Noise
In order to meet the Ldn 45 dB requirement, sound rated assemblies will be required, as shown in Figures 2 through 7. Assuming an 18‐ft tall sound wall along I‐880 providing shielding for the residences, we estimate window and exterior door sound insulation ratings of up to STC 43 will be needed to reduce exterior noise levels to the Ldn 45 dB interior noise requirement.

These estimates are based on the following:
● Site Plan dated 30 March 2021
● Preliminary Planning Submittal Drawings dated 2 April 2021 ● Tract Map dated 5 April 2021
● Barrier Line of Sight Exhibit dated 22 September 2020 ● 8‐ft to 9‐ft tall ceilings
● Bedrooms will have hard‐surfaced flooring
● Exterior walls will be a single stud assembly with the surface density of the exterior finish at least 4 psf (e.g., a 3‐coat stucco system)
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The recommended sound insulation ratings are for full window assemblies (glass and frame). Ratings should be based on laboratory test reports of similarly sized samples from an NVLAP accredited lab. We understand that depending on the window manufacturer selected, a base sound‐rated window and a second jockey sash window installed inboard of the base window may be incorporated to achieve the higher STC ratings required (e.g., above 38).

In order to achieve the required interior noise levels, windows would need to remain closed. An alternative method of supplying fresh air (e.g., mechanical ventilation) may be required and should be coordinated with the project mechanical engineer during the design. Outside air intake should be ducted back to the fan coil/furnace units with openings along the façade or roof that is opposite the highway.

A construction equipment sales and service company borders the project on the southeast side. Future residents should be made aware through disclosure documents of the potential for noise along this property line.

Outdoor Noise
The project includes centralized outdoor use areas, indicated as Lots E and G on the site plan. Estimated future noise levels at Lots E and G would be up to Ldn 65 dB due to noise from I‐880, based on the calculated noise reduction from the 18‐ft barrier. Based on the current measured noise levels, a barrier height of 30‐ft plus would be required to reduce noise levels to an Ldn of 60 dB per Policy EH‐7.4, which is not practical. Therefore, an Ldn of 65 dB could be considered acceptable by the City.

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Memorandum
Date: October 3, 2022
To: Dominic Boitano, Robson Homes
From: Gary Black
Daniel Choi
Subject: 38478 Cedar Boulevard Transportation Impact Analysis Hexagon Transportation Consultants, Inc. completed a transportation analysis dated July 5, 2022, for your proposed residential development at 38478 Cedar Boulevard in Newark. Since then, the city of Newark has requested additional analyses for the intersections of Cedar Boulevard/Smith Avenue and the Cedar Boulevard/Project Entrance. The city has requested that average delay and level of service be calculated under cumulative conditions with the signalization of Cedar Boulevard/Smith Avenue. Additionally, the 95th percentile queue lengths were analyzed for the leftturn pockets along Cedar Boulevard (at Smith Avenue and at the Project Entrance) to ensure that the proposed turn pockets are of adequate length.

Level of service and delay were calculated with Synchro software, which utilizes the Highway Capacity Manual (HCM) 6th Edition methodology. The 95th percentile queue for the northbound leftturn movement at Cedar Boulevard/Smith Avenue and the southbound left-turn movement at Cedar Boulevard/Project Entrance are reported from Synchro.

Traffic volumes for this supplementary analysis (see Figure 1) are the same as the cumulative plus project conditions described in the transportation analysis dated July 5, 2022. Through traffic volumes at the project driveway were interpolated using the traffic volumes at Cedar Boulevard/Smith Avenue. It should be noted that the project-scenario traffic estimates are based on the previously proposed 127-unit development. The newly proposed 118-unit site would result in a slightly smaller number of site-generated traffic. Therefore, similar to the results in the transportation analysis dated July 5, 2022, this analysis represents a conservative calculation for delay, level of service, and queueing.

Figure 1
Peak Hour Traffic Volume
APPENDIX 7
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Design Assumptions
The project proposes to construct a median along the project’s frontage on Cedar Boulevard. A 150-foot-long left-turn pocket is proposed for the southbound left-turn movement into the project site. Additionally, the project proposes a 160-foot-long left-turn pocket for the northbound left-turn movement at Cedar Boulevard/Smith Avenue. The project proposes to construct a traffic signal at the intersection of Cedar Boulevard/Smith Avenue. It is assumed that the signal cycle length would be 100 seconds during both peak hours.

Analysis
The results of the level of service calculation at Cedar Boulevard/Smith Avenue show that vehicles entering the intersection would experience an average delay of 13.7 seconds in the AM peak hour and 4.7 seconds in the PM peak hour (see Table 1) with the installation of a traffic signal. The intersection would operate at an acceptable level of service with the installation of a traffic signal.

Table 1
Level of Service and Delay
Queuing at the proposed left-turn pockets along Cedar Boulevard was calculated with Synchro software and reported below in Table 2. The average delay for the left-turning movements are reported for informational purposes. Since both left-turn pockets would service relatively low traffic, queues would be minimal at both turn-pockets. The proposed turn pockets on Cedar Boulevard along the project frontage would provide adequate length for queuing and would not disrupt traffic flow along Cedar Boulevard.

Table 2
95th Percentile Queue
Intersection LOS LOS
AM 120+ F 13.7 B
PM 48.1 E 4.7 A
Avg. Delay
(sec)
Avg. Delay
(sec)
Cedar Boulevard & Smith Avenue
Peak
Hour
Cumulative with Project
Stop Control Signal AM PM AM PM
Cumulative Plus Project
Cycle Length (sec) 100 100 n/a n/a
Average Delay (sec) 46.6 26.7 8.4 14.5
Volume (vphpl ) 20 22 3 20
95th %. Queue (ft/ln.) 39 0 31 4
95th %. Queue (veh/ln) 2 2 0 1 0
Storage (ft./ ln.) 160 160 150 150
Adequate (Y/N) Y Y Y Y
Notes:
1 2 Assumes 25 Feet Per Vehicle Queued.

NBL = northbound left movement, SBL = southbound left movement Vehicle queue calculations based on cycle length for signalized intersections and control delay for unsignalized intersections.

Cedar Boulevard & Smith
Avenue
Cedar Boulevard & Project
Entrance

NBL SBL
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Transportation Impact Analysis
Prepared for:

Robson Homes
July 5, 2022
Hexagon Transportation Consultants, Inc.

Hexagon Office: 100 Century Center Court, Suite 501
San Jose, CA 95112
Hexagon Job Number: 20DC14
Phone: 408.971.6100
Client Name: Robson Homes, LLC
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38478 Cedar Boulevard – Transportation Impact Analysis July 5, 2022 Table of Contents
Executive Summary.................................................................................................................................i

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

2. Existing Conditions ........................................................................................................................9

3. Vehicle Miles Traveled.................................................................................................................18

4. Existing Plus Project Conditions...................................................................................................20

5. Cumulative Conditions .................................................................................................................27

6. Other Transportation Issues.........................................................................................................31 Appendices
Appendix A Volume Adjustment Calculations
Appendix B Traffic Counts
Appendix C Level of Service Calculations
Appendix D ACTC VMT Reduction Calculator Tool Results
Appendix E Signal Warrant Analysis
Appendix F Signal Warrant Memo
List of Tables
Table ES-1 Intersection Level of Service Summary............................................................................. iii Table 1 Signalized Intersection Level of Service Definitions Based on Control Delay.................... 6 Table 2 Unsignalized Intersection Level of Service Definitions Based on Control Delay................ 7 Table 3 Existing Intersection Level of Service ............................................................................. 17 Table 4 Vehicle Miles Traveled per Capita .................................................................................. 19 Table 5 Vehicle Miles Traveled ................................................................................................... 19 Table 6 Project Trip Generation Estimates .................................................................................. 21 Table 7 Existing Plus Project Intersection Level of Service ......................................................... 24 Table 8 Cumulative Plus Project Intersection Level of Service .................................................... 28 Table 9 Queuing Analysis ........................................................................................................... 33 Table 10 Project Driveway Level of Service .................................................................................. 35 List of Figures
Figure 1 Site Location and Study Intersections............................................................................... 3 Figure 2 Site Plan........................................................................................................................... 4 Figure 3 Existing Bicycle Facilites ................................................................................................ 11 Figure 4 Existing Transit Services ................................................................................................ 13 Figure 5 Existing Lane Configuration............................................................................................ 14 Figure 6 Existing Traffic Volumes ................................................................................................. 15 Figure 7 Existing (Factored) Traffic Volumes................................................................................ 16 Figure 8 Trip Distribution .............................................................................................................. 22 Figure 9 Trip Assignment ............................................................................................................. 23 Figure 10 Existing Plus Project Traffic Volumes ............................................................................. 25 Figure 11 Existing (Factored) Plus Project Traffic Volumes ............................................................ 26 Figure 12 Cumulative Traffic Volumes............................................................................................ 29 Figure 13 Cumulative Plus Project Traffic Volumes ........................................................................ 30 Packet Page 2276
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Executive Summary
This study was conducted for the purpose of identifying the potential transportation impacts related to the proposed residential development at 38478 Cedar Boulevard in Newark, California. The project site is located along the north side of Cedar Boulevard, between Moores Avenue and Smith Avenue. The project proposes to construct 127 units of single-family homes and duplex homes. Currently, the project site is occupied by several businesses, including a cement contractor and several automobile repair shops. Access to the project site would be provided via two access roads along Cedar Boulevard.

The potential impacts of the project were evaluated in accordance with the standards set forth by the City of Newark, and the Alameda County Transportation Commission, the administering agency for the Congestion Management Program (CMP) of Alameda County. The traffic study includes an analysis of AM and PM peak hour traffic conditions for three (3) signalized intersections and one (1) unsignalized intersection in the vicinity of the project site. Vehicle Miles Traveled (VMT) per capita was reported and compared to the regional average. Potential impacts to pedestrians, bicycles, and transit were also considered.

Based on trip generation rates recommended by the Institute of Transportation Engineers (ITE), it is estimated that the proposed project would generate 819 net new daily trips, with 72 trips during the AM peak hour and 88 trips during the PM peak hour. Driveway counts were conducted to determine trip generation credits for the existing uses on-site.

The results of the intersection level of service analysis under existing and cumulative scenarios, with and without the project, are summarized in Table ES-1. Due to the ongoing COVID-19 pandemic, the intersection level of service analysis was analyzed with both new counts from September 2020, as well as escalated traffic volumes from pre-pandemic conditions using a 1.94% (AM peak hour) and 1.47% (PM peak hour) compounded growth factor. The results determined that under all scenarios with and without the project, most of the study intersections would operate in accordance with local standards during both AM and PM peak hours. The intersection of Cedar Boulevard/Smith Avenue would operate at LOS E and LOS F under cumulative conditions during the AM and PM peak hours, respectively.

However, the addition of project trips would not have a noticeable impact on traffic operations at the intersection.

The Alameda Countywide Travel Model reports the average daily VMT for the City of Newark to be 22.6 miles per resident for existing conditions and 20.4 miles per resident for Year 2040. Therefore, the target VMT for the proposed project should be 19.2 miles per resident (-15% under the existing VMT).

The Transportation Analysis Zone (TAZ) in which the project is located in is calculated to have an average daily VMT of 23.3 miles per resident. The Alameda County Transportation Commission (ACTC) has released a Mobility Management VMT Reduction Calculator Tool that calculates the change in VMT as a result of project design features and various Transportation Demand Management (TDM) strategies. After inputting the project information into the ACTC VMT reduction calculator tool, Packet Page 2277
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the project would reduce its VMT by 18.1% based on increasing the residential density of the project site. After applying an 18.1% reduction to existing VMT per resident, the project would be below the VMT target goal, and it can be concluded that the project would have a less than significant impact on VMT.

This report also makes the following conclusions and recommendations for the project:
• The project should coordinate with city staff to determine whether a signal should be installed at the intersection of Cedar Boulevard & Smith Avenue.
• Since the project would add trips to a left-turn pocket that already exceeds capacity during the heaviest cycles, the project should discuss with the City of Newark to determine if the southbound left-turn pocket at the intersection of Cedar Boulevard and Mowry Avenue should be extended.
• The project should coordinate with city staff to determine whether a left turn median refuge along Cedar Boulevard from the project driveway should be installed. • Signage stating “NO OUTLET”, or similar, should be provided at dead-end aisles.

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Table ES-1
Intersection Level of Service Summary
# Intersection LOS LOS LOS LOS LOS LOS
AM 31.4 C 31.5 C 0.0 0.005 33.8 C 33.9 C 0.2 0.005 51.8 D 52.6 D 0.5 0.005 PM 28.3 C 28.3 C 0.2 0.007 30.1 C 30.1 C 0.0 0.004 58.5 E 58.8 E 0.6 0.002 AM 10.6 B 10.7 B 0.0 0.001 34.7 D 35.7 E 0.0 0.008 120+ F 120+ F 1.1 0.040 PM 10.6 B 12.9 B 0.0 0.003 19.9 C 20.5 C 0.0 0.007 45.7 E 48.1 E 0.0 0.014 AM 10.0 A 9.0 A -0.8 0.012 3.2 A 3.1 A -0.1 0.012 3.5 A 3.4 A -0.1 0.012 PM 3.7 A 3.4 A -0.2 0.005 6.0 A 5.7 A -0.1 0.005 5.0 A 4.9 A 0.0 0.005 AM 22.8 C 23.5 C 1.0 0.021 27.2 C 27.3 C 0.4 0.020 26.2 C 26.3 C 0.1 0.002 PM 25.8 C 25.9 C 0.3 0.011 27.9 C 27.9 C 0.3 0.010 40.6 D 41.0 D 0.7 0.003 Bold indicates a substandard level of service.

Note:
1 2
3 4
Cumulative
No Project with Project
Incr. in
Critical
V/C
Avg. Delay
(sec)
Avg. Delay
(sec)
Incr. in
Critical
Delay (sec)
Incr. in
Critical
V/C
Avg. Delay
(sec)
Incr. in
Critical
Delay (sec)
Avg. Delay
(sec)
Cedar Boulevard & Moores Avenue
Existing Existing (Factored)
No Project with Project No Project with Project
1 Cedar Boulevard & Smith Avenue is a two-way stop-controlled intersection. The worst leg delay is reported.

Avg. Delay
(sec)
Avg. Delay
(sec)
Incr. in
Critical
Delay (sec)
Incr. in
Critical
V/C
Cedar Boulevard & Central Avenue
Cedar Boulevard & Smith Avenue1
Peak
Hour
Cedar Boulevard & Mowry Avenue
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1. Introduction
This report presents the results of the Transportation Impact Analysis (TIA) conducted for the proposed residential development located at 38478 Cedar Boulevard in Newark, California. The project site is located on the north side of Cedar Boulevard, between Moores Avenue and Smith Avenue. The project proposes to construct 127 units of single-family homes and duplex homes. Currently, the project site is occupied by several businesses, including a cement contractor and several automobile repair shops.

Access to the project site would be provided via two driveways along Cedar Boulevard.

Due to the ongoing COVID-19 pandemic, most offices and schools are closed, and people are working at home to the extent possible. As a result, current traffic volumes are a fraction of what they were prior to the virus outbreak. It is not known when traffic conditions will return to pre-pandemic levels. The level of service analyses in this report utilize new traffic counts from September 2020, as well as the most recent traffic counts (pre-pandemic).

Scope of Study
This study was conducted for the purpose of identifying the potential transportation impacts related to the proposed development. The potential impacts of the project were evaluated in accordance with the standards set forth by the City of Newark and the Alameda County Transportation Commission, the administering agency for the Congestion Management Program (CMP) of Alameda County. The estimated Vehicle Miles Traveled (VMT) from the proposed development was compared to the regional average. In addition, the traffic study includes an analysis of AM and PM peak hour traffic conditions for three (3) signalized intersections and one (1) unsignalized intersection in the vicinity of the project site.

Since the project is expected to generate fewer than 100 net PM peak hour trips, a CMP roadway segment analysis is not required. The study also includes a signal warrant analysis to determine the need for signalization at the study unsignalized intersection. An analysis of site access and on-site circulation, vehicle queuing, and transit, bicycle, and pedestrian access is also included.

Study Intersections

1. Cedar Boulevard & Central Avenue

2. Cedar Boulevard & Smith Avenue (unsignalized)

3. Cedar Boulevard & Moores Avenue

4. Cedar Boulevard & Mowry Avenue
Traffic conditions at the study intersections were analyzed for both the weekday AM and PM peak hours of adjacent street traffic. The AM peak hour typically occurs between 7:00 AM and 9:00 AM and the PM peak hour typically occurs between 4:00 PM and 6:00 PM on a regular weekday. These are the peak commute hours during which most traffic congestion occurs on the roadways.

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Traffic conditions were evaluated for the following scenarios:

Scenario 1: Existing Conditions. Existing traffic volumes at study intersections were based on traffic counts conducted in September 2020 and by escalating the most recent pre-pandemic traffic counts. A 1.94% (AM peak hour) and 1.47% (PM peak hour) compounded annual growth factor was used to escalate pre-pandemic traffic volumes to existing (Factored) conditions. These factors were derived by analyzing historical count data at intersections in Newark. Pre-pandemic traffic volumes were taken from the 2035 General Plan EIR, the Area 3 and 4 Specific Plan EIR, and the Newark Area 4 Specific Plan LOS Tune Up Update. The study intersections were evaluated with a level of service analysis using TRAFFIX software in accordance with the 2000 Highway Capacity Manual methodology.

Scenario 2: Existing plus Project Conditions. Existing traffic volumes with the project were estimated by adding to existing traffic volumes the additional traffic generated by the project. Existing plus project conditions were evaluated relative to existing conditions in order to determine the effects the project would have on the existing roadway network.

Scenario 3: Cumulative Conditions. Cumulative traffic volumes represent traffic growth through the year 2035. Cumulative traffic volumes were obtained from the 2035 Newark General Plan. For intersections not included in the general plan, traffic volumes were estimated using nearby intersections. Cumulative plus project conditions were evaluated relative to cumulative conditions to determine project effects.

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Fremont
Newark
1 2
3 4
880
Smith Ave
Moores Ave
Cedar Blvd
Central Ave
Cherry St
Blacow Rd
Farwell Dr
Birch St
Thornton Ave
Newark Blvd
X = Study Intersection
= Site Location
LEGEND
38478 Cedar Blvd
Figure 1
Site Location and Study Intersections
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38478 Cedar Blvd
Figure 2
Site Plan
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Methodology
This section presents the methods used to determine the traffic conditions for each scenario described above. It includes descriptions of the data requirements, the analysis methodologies, and the applicable level of service standards.

Data Requirements
The data required for the analysis were obtained from new traffic counts, driveway counts, local traffic studies and EIRs, and field observations. The following data were collected from these sources:
• existing peak-hour intersection turning-movement volumes • existing driveway counts
• lane configurations
• intersection signal timing and phasing
Vehicle Miles Traveled Standard and Analysis Methodology Senate Bill 743 (SB 743) was signed in 2013 and requires that, for land use projects, vehicle miles traveled (VMT) per capita, employee, or net VMT are to be used as metrics for transportation analysis.

In accordance with SB 743, average daily VMT per resident for the proposed project zone versus the average daily VMT per resident for the City of Newark were determined based on Alameda Countywide Travel Model. The average daily VMT per resident of the proposed project’s Transportation Analysis Zone (TAZ) will be reported from the tabulated VMT TAZ Tables found on the Alameda County Transportation Commission website.

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. The various analysis methods are described below.

Signalized Intersections
The City of Newark utilizes TRAFFIX software and the Highway Capacity Manual (HCM) methodology to evaluate intersection operations. The HCM method evaluates signalized intersection operations on the basis of average control delay time for all vehicles at the intersection. Control delay is the amount of delay that is attributed to the particular traffic control device at the intersection, and includes initial deceleration delay, queue move-up time, stopped delay, and final acceleration delay. The correlation between average delay and level of service is shown in Table 1. In the city of Newark, the level of service standard for signalized intersections is LOS D.

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Table 1
Signalized Intersection Level of Service Definitions Based on Control Delay Unsignalized Intersections
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.

The City of Newark does not have formal significance criteria to apply to unsignalized intersections.

Unlike signalized intersections, which typically represent constraint points for the roadway network, unsignalized intersections rarely limit the potential capacity of a roadway. In addition to the calculated movement and approach delays, the determination of appropriate improvements to unsignalized intersections typically includes traffic signal warrants, movement traffic volumes, availability of alternate routes, and intersection safety. For this reason, improvements to unsignalized intersections are frequently determined on the basis of professional engineering judgment.

Table 2 shows the level of service definitions for unsignalized intersections.

Source: Transportation Research Board, 2000 Highway Capacity Manual (Washington, D.C., 2000), p.10-16.

Level of
Service Description
Average Control
Delay Per
Vehicle (sec.)
Signal progression is extremely favorable. Most vehicles arrive during the green phase and do not stop at all. Short cycle lengths may also contribute to the very low vehicle delay.

A 10.0 or less
B
Operations characterized by good signal progression and/or short cycle lengths. More vehicles stop than with LOS A, causing higher levels of average vehicle delay.

10.1 to 20.0
Higher delays may result from fair signal progression and/or longer cycle lengths. Individual cycle failures may begin to appear at this level. The number of vehicles stopping is significant, though some vehicles may still pass through the intersection without stopping.

C 20.1 to 35.0
This level of delay is considered unacceptable by most drivers. This condition often occurs with oversaturation, that is, when arrival flow rates exceed the capacity of the intersection. Poor progression and long cycle lengths may also be major contributing causes of such delay levels.

F greater than 80.0
The influence of congestion becomes more noticeable. Longer delays may result from some combination of unfavorable signal progression, long cycle lengths, or high volume-to-capacity (V/C) ratios. Many vehicles stop and individual cycle failures are noticeable.

D 35.1 to 55.0
This is considered to be the limit of acceptable delay. These high delay values generally indicate poor signal progression, long cycle lengths, and high volume-to-capacity (V/C) ratios. Individual cycle failures occur frequently.

E 55.1 to 80.0
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Table 2
Unsignalized Intersection Level of Service Definitions Based on Control Delay Traffic Signal Warrant
The level of service calculations at the unsignalized intersection were supplemented with an assessment of the need for installation of a traffic signal, known as a signal warrant analysis. The need for signalization of unsignalized intersections in an urban or suburban context is typically 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. This method makes no evaluation of intersection level of service, but simply provides an indication whether vehicular peak hour volumes are, or would be, sufficiently high to justify installation of a traffic signal.

Intersection Operations
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 the left-turn movements or stop-controlled approaches. The queuing analysis is presented for informational purposes only, since the City of Newark has not defined a policy related to queuing. Vehicle queues were calculated using a Poisson probability distribution, which estimates the probability of “n” vehicles for a vehicle movement using the following formula:

P (x=n) = 
n e – ()
n!
Where:

P (x=n) = probability of “n” vehicles in queue per lane n = number of vehicles in the queue per lane
 = 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 95th percentile maximum number of queued vehicles per signal cycle for a particular 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 movement. This analysis thus provides a basis for estimating future turn pocket storage requirements at intersections.

A Little or no traffic delay 10.0 or less
B Short traffic delays 10.1 to 15.0
C Average traffic delays 15.1 to 25.0
D Long traffic delays 25.1 to 35.0
E Very long traffic delays 35.1 to 50.0
F Extreme traffic delays greater than 50.0
Source: Transportation Research Board, 2000 Highway Capacity Manual (Washington, D.C., 2000) p17-2.

Level of Service Description Average Delay Per Vehicle (Sec.) Packet Page 2286
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For signalized intersections, the 95th 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 longer than the 95th percentile queue would only occur on 5 percent of the signal cycles (about 1-2 cycles during the peak hour for a signal with a 120-second cycle length). Thus, turn pocket storage designs based on the 95th 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 is evaluated based on the delay experienced by the specific study turn movement.

Significant Impact Criteria
Since the City of Newark has not established standards regarding VMT, the Office of Planning and Research (OPR) recommends that new developments should utilize a threshold that is 15% below baseline (existing) conditions. Therefore, for the purposes of this report, a significant impact related to VMT is assumed to occur if the proposed project’s VMT is greater than 15% below the existing VMT within the City of Newark.

Adverse Operational Effects on Nearby Intersections
According to the City of Newark, adverse operational effects at signalized intersections occur when, for any peak hour:

1. The level of service at the intersection degrades from an acceptable LOS under no project conditions to an unacceptable LOS under project conditions; or

2. The level of service at the intersection is an unacceptable LOS under no project conditions and the addition of project trips causes the average delay at the intersection to increase by four (4) or more seconds.

An adverse operational effect can be addressed by the City of Newark standards if (1) measures are implemented that would restore an intersection’s level of service to its level of service standard or (2) return the intersection average delay to no project conditions or better.

Report Organization
The remainder of this report is divided into five chapters. Chapter 2 describes the existing roadway network, transit services, and pedestrian facilities. Chapter 3 presents a discussion on Vehicle Miles Traveled. Chapter 4 describes project conditions, adding estimated traffic from the proposed development to existing traffic. Chapter 5 describes the cumulative conditions, utilizing estimated traffic conditions from the 2035 Newark General Plan and analyzed with project traffic. Chapter 6 includes the analysis of signal warrants for the unsignalized intersections and project effects on other transportation issues including transit, bicycle and pedestrian facilities, on-site circulation, and vehicle queuing.

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2. Existing Conditions
This chapter describes the existing conditions for transportation facilities in the vicinity of the site, including the roadway network, transit service, and pedestrian and bicycle facilities.

Existing Roadway Network
Regional access to the project site is provided via I-880. Local access to the site is provided on Mowry Avenue, Central Avenue, Thornton Avenue, and Cedar Boulevard. These roadways are described below. Although all streets in the study area run at a diagonal compared to the ordinal directions, for the purposes of this study, I-880 and Cedar Boulevard are considered to run north-south, and cross streets are considered to run east-west.

I-880 is a north/south, eight-lane freeway in the vicinity of the site. I-880 extends northward towards Oakland and southward through San Jose. Access to and from the project study area is provided via full interchanges at Mowry Avenue and Thornton Avenue.

Mowry Avenue is an east/west arterial that extends from Mission Boulevard in the east to near the shore of the bay, where it terminates. Mowry Avenue provides access to I-880 and also connects Newark to the Central District of Fremont. Mowry Avenue varies in width from four- to six-lanes with left-turn pockets at the major intersections. The posted speed limit in the project area is 35 mph.

Sidewalks are present on both sides, and parking is prohibited along Mowry Avenue in the project vicinity. Access to the project site from Mowry Avenue is provided via Cedar Boulevard.

Central Avenue is an east/west arterial that extends from Willow Street in the west to Fremont Boulevard in the east. In the project area, Central Avenue is four-lanes with left-turn pockets at the major intersections. The posted speed limit in the project area is 35 mph. Sidewalks are present on both sides of Central Avenue. Bike lanes are present, and parking is prohibited along Central Avenue in the project vicinity. Access to the project site from Central Avenue is provided via Cedar Boulevard.

Thornton Avenue is an east/west arterial that extends from the SR-84 interchange in the west to Paseo Padre Parkway in the east, where it terminates. Thornton Avenue provides access to SR-84 and I-880. Thornton Avenue varies in width from four- to five-lanes and provides left-turn pockets at the major intersections. The posted speed limit in the project area is 35 mph. Sidewalks are present on both sides, and parking is prohibited along Thornton Avenue in the project vicinity. Access to the project site from Thornton Avenue is provided via Cedar Boulevard.

Cedar Boulevard is a north/south arterial that extends from Haley Street in the west to Paseo Stevenson Boulevard in the east, where it terminates. Along the project frontage, Cedar Boulevard is two lanes in each direction with a two-way left-turn lane median. The posted speed limit in the project Packet Page 2288
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area is 35 mph. Sidewalks are present on both sides of Cedar Boulevard. Bike lanes are present, and parking is prohibited along Cedar Boulevard in the project vicinity. The project proposes two driveways along Cedar Boulevard.

Existing Pedestrian and Bicycle Facilites
Existing Pedestrian Facilites
Pedestrian facilities consist of sidewalks, crosswalks, and pedestrian signals at signalized intersections.

In the vicinity of the project site, sidewalks exist along both sides of Cedar Boulevard. Near the project site, crosswalks with pedestrian signal heads and push buttons are provided on the south and west approaches of the Cedar Boulevard/Moores Avenue intersection. Crosswalks are provided along the north and west approaches of the unsignalized intersection of Cedar Boulevard and Smith Avenue.

Additionally, crosswalks with pedestrian signal heads and push buttons are provided along all approaches of the Cedar Boulevard/Mowry Avenue and Cedar Boulevard/Central Avenue intersections.

Existing Bicycle Facilites
Bicycle facilities in the vicinity of the project site include bike lanes. Bike lanes (Class II facilities) are lanes on roadways designated for use by bicycles with special lane markings, pavement legends, and signage. The existing bicycle facilities within the study area are described below and are shown on Figure 3.

North-South bicycle connections in the study area consist of a Class II bike lane along Cedar Boulevard. The bike lanes along Cedar Boulevard provide a connection to the project site from transit facilities and other points on interest in the area.

East-West bicycle connections in the study area consist of a Class II bike lane along Central Avenue, connecting the project site to central Newark and Fremont.

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Fremont
Newark
1 2
3 4
880
Smith Ave
Moores Ave
Cedar Blvd
Central Ave
Cherry St
Blacow Rd
Farwell Dr
Birch St
Thornton Ave
Newark Blvd
X = Study Intersection
= Site Location
LEGEND
= Existing Class II Bike Lanes
38478 Cedar Blvd
Figure 3
Existing Bicycle Facilities
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Existing Transit Service
Existing AC Transit bus stops are present along the project frontage. The closest bus stop is located at the intersection of Cedar Boulevard and Smith Avenue, near the northwest corner of the project site.

Additionally, there are bus stops just south of the intersection of Cedar Boulevard and Moores Avenue.

Routes 200 and 232 run along Cedar Boulevard in the project vicinity and provide service to nearby points of interest and regional transit connections. Transit services in the region are shown on Figure 4.

Route 200 provides service between the Fremont BART Station and the Union City BART Station via Mowry Avenue, Cedar Boulevard, central Newark, and Decoto Road. Route 200 operates every weekday between 6:00 AM and 12:30 AM with 20-minute headways during the AM and PM peak commute hours.

Route 232 provides service between the Fremont BART Station and New Park Mall via Mission Boulevard, Union City BART, Paseo Padre Parkway, and Cedar Boulevard. Route 232 operates every weekday between 7:00 AM and 9:00 PM with one-hour headways during the AM and PM peak commute hours.

Existing Intersection Lane Configurations and Traffic Volumes The existing lane configurations at the study intersections were determined by observations in the field and are shown on Figure 5. Existing traffic volumes were obtained from peak hour counts collected in September 2020. Existing (Factored) traffic volumes were obtained by escalating the most recent prepandemic traffic counts. A 1.94% (AM peak hour) and 1.47% (PM peak hour) compounded annual growth factor was used to escalate pre-pandemic traffic volumes to existing (Factored) conditions. The growth factor is obtained using the following formula:
f = 1 + (p)y
where: f = growth factor
p = growth rate (1.94% or 1.47%)
y = years
Calculations for existing (Factored) conditions can be found in Appendix A. Pre-pandemic traffic volumes were taken from the 2035 General Plan EIR, the Area 3 and 4 Specific Plan EIR, and the Newark Area 4 Specific Plan LOS Tune Up Update. The existing peak-hour intersection volumes are shown on Figure 6. The existing (factored) peak-hour intersection volumes are shown on Figure 7.

Intersection turning-movement counts conducted for this analysis are presented in Appendix B.

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200,
232
Fremont
Newark
880
Smith Ave
Moores Ave
Cedar Blvd
Central Ave
Cherry St
Blacow Rd
Farwell Dr
Birch St
Thornton Ave
Newark Blvd
= Site Location
LEGEND
= AC Transit Route 200
= AC Transit Route 232
= Bus Stop
38478 Cedar Blvd
Figure 4
Existing Transit Services
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Fremont
Newark
1 2
3 4
880
Smith Ave
Moores Ave
12 34 Cedar Blvd Cedar Blvd
Cedar
Blvd
Ave
Central
Ave
Smith
Ave
Moores
Ave
Mowry
Cedar
Blvd
Cedar Blvd
Central Ave
Cherry St
Blacow Rd
Farwell Dr
Birch St
Thornton Ave
Newark Blvd
= Site Location
LEGEND
X = Study Intersection
38478 Cedar Blvd
Figure 5
Existing Lane Configuration
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Fremont
Newark
1 2
3 4
880
Smith Ave
Moores Ave
12 34 Cedar Blvd Cedar Blvd
Cedar
Blvd
Ave
Central
Ave
Smith
Ave
Moores
Ave
Mowry
Cedar
Blvd
Cedar Blvd
Central Ave
Cherry St
Blacow Rd
Farwell Dr
Birch St
Thornton Ave
Newark Blvd 21(49)
111(274)
53(125)
30(74)154(251)78(149)
65(72)
130(219)
57(136)
52(66)
199(316)
26(51)
3(8)
134(414)
2(1)
8(30)235(335)5(0)
3(1)
5(3)
22(24)
5(5)
44(90)
52(251)46(144)
36(44)136(210)188(176)
69(219)
565(387)
104(242)
18(74)
407(592)
45(77)
9(15)
151(436)
22(36)251(339)
18(32)
6(19)
= Site Location
LEGEND
X = Study Intersection
XX(XX) = AM(PM) Peak-Hour Traffic Volumes
38478 Cedar Blvd
Figure 6
Existing Traffic Volumes
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Fremont
Newark
1 2
3 4
880
Smith Ave
Moores Ave
1 2 3 4 Cedar Blvd Cedar Blvd
Cedar
Blvd
Ave
Central
Ave
Smith
Ave
Moores
Ave
Mowry
Cedar
Blvd
Cedar Blvd
Central Ave
Cherry St
Blacow Rd
Farwell Dr
Birch St
Thornton Ave
Newark Blvd
30%
10%
15%
30%
10%
5%
71(76)
345(426)
75(163)
87(72)578(373)243(245)
185(139)
272(252)
135(139)
75(82)
288(497)
119(74)
3(2)
439(603)
30(36)904(580)0(1)
42(28)
8(4)
177(178)334(422)109(195)
112(47)668(354)391(219)
127(309)
618(415)
135(327)
28(116)
341(745)
243(166)
22(15)
421(622)
72(66)883(519)
79(54)
43(7)
= Site Location
LEGEND
X = Study Intersection
XX(XX) = AM(PM) Peak-Hour Traffic Volumes
38478 Cedar Blvd
Figure 7
Existing (Factored) Traffic Volumes
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Existing Intersection Levels of Service
The results of the analysis show that all of the study intersections operate at an acceptable level of service during both AM and PM peak hours (see Table 3). The intersection levels of service calculation sheets are included in Appendix C.

Table 3
Existing Intersection Level of Service
Study
Number Intersection
9/23/2020 AM 31.4 C 10/31/2012 AM 33.8 C
9/23/2020 PM 28.3 C 10/31/2012 PM 30.1 C
9/29/2020 AM 10.6 B - AM 34.7 D
9/23/2020 PM 10.6 B - PM 19.9 C
9/23/2020 AM 10.0 A 5/22/2007 AM 3.2 A
9/23/2020 PM 3.7 A 5/22/2007 PM 6.0 A
9/23/2020 AM 22.8 C 4/10/2018 AM 27.2 C
9/23/2020 PM 25.8 C 4/10/2018 PM 27.9 C
Note:

Cedar Boulevard & Central Avenue
Cedar Boulevard & Smith Avenue1,2
Cedar Boulevard & Moores Avenue
Cedar Boulevard & Mowry Avenue
2 Existing Conditions (Factored) Count Date is taken from the General Plan Housing Element Update Traffic Impact Analysis Report, Prepared by Omni Means Engineers & Planners, April 2009.
1 Cedar Boulevard & Smith Avenue is a two-way stop-controlled intersection. Worst leg delay is reported. 1 2
3 4
Avg. Delay
(sec) LOS
Peak
Hour
Existing Conditions Existing Conditions (Factored)
Count
Date
Count
Date
Avg. Delay
(sec)
Peak
Hour LOS
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3.Vehicle Miles Traveled
Senate Bill 743 (SB 743) was signed in 2013 and requires that, for land use projects, vehicle miles traveled (VMT) per capita, employee, or net VMT are to be used as metrics for transportation analysis.

SB 743 requires lead agencies to implement its guidelines, requiring them to select a VMT methodology, choose significance thresholds, and determine feasible mitigation measures. VMT should be reduced to minimize the transportation impact a development has on a community. The goal of SB 743 is to encourage development that reduces VMT. SB 743 required VMT to be used as metrics for transportation analysis by July 2020. Additionally, level of service (LOS) would no longer be considered California Environmental Quality Act (CEQA) impacts. To help guide lead agencies, the Office of Planning and Research (OPR) has published VMT-focused transportation impact guidelines in May 2020.

Since the City of Newark has not established standards regarding VMT, the Office of Planning and Research (OPR) recommends that new developments should utilize a threshold that is 15% below baseline (existing) conditions. For the purposes of analysis, it is assumed that the target threshold for new developments is 15% below baseline conditions within the City of Newark.

In accordance with SB 743, daily vehicle miles traveled (VMT) for the proposed project zone versus the average for the city of Newark were determined based on the Alameda Countywide Travel Model. The Alameda County Transportation Commission (ACTC) provides tabulated estimated calculations of VMT per resident in each Transportation Analysis Zone (TAZ) within the Alameda Countywide Travel Model.

The ACTC provides an online mapping tool that allows users to locate the Transportation Analysis Zone (TAZ) in which a project is located.1 The VMT calculations for the TAZ in which the project is located are considered to be representative of the project itself because the project (single family homes) is equivalent to the other residential development in the zone. Thus, there is no need to run the Alameda Countywide Travel Model for the project.

The project is located within TAZ 934 of the Alameda Countywide Travel Model. Table 4 shows a summary of Vehicle Miles Traveled per Capita, as reported from the VMT calculations using the Alameda Countywide Travel Model. The TAZ in which the project is located in is calculated to have an average daily VMT of 23.3 miles per resident for existing conditions (Year 2020) and 20.6 miles per resident for Year 2040.
1 The online mapping tool and the tabulation of VMT per resident in each TAZ can be found on the ACTC website: https://www.alamedactc.org/planning/sb743-vmt/ Packet Page 2297
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Table 4
Vehicle Miles Traveled per Capita
The Alameda Countywide Travel Model reports the average daily VMT for the City of Newark to be 22.6 miles per resident for existing conditions and 20.4 miles per resident for Year 2040. Therefore, the target VMT for the proposed project should be 19.2 miles per resident, which is 15% below existing conditions. The Alameda County Transportation Commission (ACTC) has released a Mobility Management VMT Reduction Calculator Tool that calculates the change in VMT as a result of project design features and various Transportation Demand Management (TDM) strategies. The project’s TAZ and relevant project information were input to the appropriate tabs in the ACTC VMT Reduction Calculator. After inputting the project information into the ACTC VMT reduction calculator tool, the tool calculates that the project VMT would be 19.1 per resident, which is 18.1% lower than the baseline.

The reason for the reduction is that the project would build homes at a higher density than typical in its area. A project that is designed with a higher density compared to average residential density results in shorter and fewer trips by single occupancy vehicles. The results of the ACTC VMT reduction calculator tool can be found in Appendix D. After applying an 18.1% reduction to existing VMT per resident, the project would be below the VMT target goal, and it can be concluded that the project would have a less than significant impact on VMT. Table 5 shows the summary of Vehicle Miles Traveled per Capita after applying the VMT reduction based on results from the ACTC VMT reduction calculator tool.

Table 5
Vehicle Miles Traveled
2020 2040
Project 23.3 20.6
Newark 22.6 20.4
Newark Target VMT (-15%) 19.2 17.3
VMT/Capita
2020
Newark 22.6
Newark Target VMT (-15%) 19.2
Project (Based on Location) 23.3
Project (-18.1%)119.1
Notes:
1 -18.1% reduction is based on results from the ACTC VMT Reduction Tool
VMT/Capita
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4. Existing Plus Project Conditions
This chapter describes traffic conditions with the project and includes: (1) the method by which project traffic is estimated and (2) a level of service summary. Existing plus project conditions are represented by existing traffic conditions with the addition of traffic generated by the project.

Roadway Network
It is assumed in this analysis that the transportation network under project conditions would be the same as the existing transportation network.

Project Trip Estimates
The magnitude of traffic produced by a new development and the locations where that traffic would appear were 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 traveling to and from the proposed mixed-use development was 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 were estimated. In the project trip assignment, the project trips were assigned to specific streets and intersections. These procedures are described below.

Trip Generation
Through empirical research, data have been collected that indicate the amount of traffic that can be expected to be generated by many types of land uses. The standard trip generation rates can be applied to predict the future traffic increases that would result from a new development. The standard trip generation rates come from the publication titled Institute of Transportation Engineers (ITE) Trip Generation, 10th Edition.

Project trip generation was estimated by applying to the size and uses of the development by the appropriate trip generation rates obtained from the ITE Trip Generation Manual, 10th Edition (2017).

The average trip generation rates for Single-Family Detached Housing (ITE Land Use 210) were applied to the project. Since the project consists of single-family homes and duplex townhomes, it is the most appropriate category.

Trips that are generated by the existing occupied buildings on the site were subtracted from the gross project trip generation estimates. Trip credits for the existing buildings were determined by driveway counts conducted on October 14, 2020. Some businesses were not open during the AM peak hour driveway counts. However, since it was observed that all of the business were open during the PM Packet Page 2299
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peak hour, it can be concluded that the driveway counts are an accurate estimate of vehicle traffic to and from the project site. However, due to the ongoing COVID-19 pandemic, these businesses operating at the existing site are likely to have reduced operations/customers. The existing driveway counts may be lower than that of pre-COVID conditions. However, the trip credits taken for the driveway counts conducted will serve as a conservative estimate of trips generated by the existing uses on-site.

Net Project Trips
Table 6 shows the trip generation estimates. After accounting for trip credits, the project is estimated to generate 819 new daily trips, with 72 net new trips (9 inbound and 63 outbound) during the AM peak hour and 88 net new trips (63 inbound and 25 outbound) during the PM peak hour.

Table 6
Project Trip Generation Estimates
Trip Distribution and Trip Assignment
The trip distribution pattern for the project was estimated based on existing travel patterns on the surrounding roadway system and the locations of complementary land uses. Since the local areas (non-freeway trips) north of the project site are more residential, and local areas to the south consist of more employment and retail uses, the trip distribution is skewed more towards the land uses south of the project area. The peak hour vehicle trips generated by the project were assigned to the roadway network in accordance with the trip distribution pattern. Given that the project site is located between two interchanges accessing I-880, it is assumed all traffic heading to/from southbound I-880 would utilize Mowry Avenue. It is assumed that 25% of traffic heading to/from northbound I-880 would utilize Mowry Avenue and 75% would utilize Thornton Avenue. Figure 8 shows the trip distribution pattern for the project site. Figure 9 shows the trip assignment.

ITE Land
Land Use Use Code Rate Trip Rate In Out Total Rate In Out Total Proposed Uses
Single Family and Duplex Homes1 210 127 Dwelling Units 9.44 1,199 0.74 24 70 94 0.99 79 47 126 Existing Uses
Various Uses2,3 (380) (15) (7) (22) (16) (22) (38)
Total Project Trip 819 9 63 72 63 25 88
Source: ITE Trip Generation Manual, 10th Edition 2017
Notes:
3 Existing Daily Trips are estimated to be 10 times the PM Peak Hour trips. 1 Single-Family Detached Housing (ITE Land Use Code 210) was selected for the proposed use. 2 Existing Trip Credits are based on driveway counts conducted on October 14, 2020.

AM Peak Hour PM Peak Hour
Daily Trip Trip
Size
Packet Page 2300
Fremont
Newark
1 2
3 4
880
Smith Ave
Moores Ave
Cedar Blvd
Central Ave
Cherry St
Blacow Rd
Farwell Dr
Birch St
Thornton Ave
Newark Blvd
30%
10%
15%
30%
10%
5%
X
= Trip Distribution
= Study Intersection
= Site Location
LEGEND
XX%
38478 Cedar Blvd
Figure 8
Trip Distribution
Packet Page 2301
Fremont
Newark
1 2
3 4
880
Smith Ave
Moores Ave
12 34 Cedar Blvd Cedar Blvd
Cedar
Blvd
Ave
Central
Ave
Smith
Ave
Moores
Ave
Mowry
Cedar
Blvd
Cedar Blvd
Central Ave
Cherry St
Blacow Rd
Farwell Dr
Birch St
Thornton Ave
Newark Blvd 6(3)
14(6)
2(14)
1(6)
20(8)
3(20)
6(43)
43(17)
1(6)
3(1)6(3)33(13)
5(33)
0(3)
X = Study Intersection
= Site Location
LEGEND
XX(XX) = AM(PM) Peak-Hour Trips
38478 Cedar Blvd
Figure 9
Trip Assignment
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Existing Plus Project Traffic Volumes
Project trips, as represented in the above project trip assignment, were added to existing traffic volumes to obtain existing plus project traffic volumes. The existing plus project traffic volumes are shown on Figure 10. The existing (factored) plus project traffic volumes are shown on Figure 11.

Existing Plus Project Intersection Analysis
Table 7 shows that all of the signalized study intersections would continue to operate at an acceptable level of service during both AM and PM peak hours. The intersection levels of service calculation sheets are included in Appendix B. Since the project would add trips to existing low-delay movements, there would be a decrease in overall average delay at some intersections. The worst leg delay at the unsignalized intersection of Cedar Boulevard & Smith Avenue would increase by 1 second during the AM peak hour and would degrade the level of service from LOS D to LOS E. The addition of projectgenerated trips would increase the average delay of the worst leg movement by 1 second. It should be noted that the City of Newark does not have a formal significance criterion for evaluating unsignalized intersections. Therefore, the level of service analysis for unsignalized intersections is presented for informational purposes only. Additional analyses (including a signal warrant analysis) for the unsignalized intersection are presented in Chapter 6.

Table 7
Existing Plus Project Intersection Level of Service
AM 31.4 C 31.5 C 0.0 33.8 C 33.9 C 0.2
PM 28.3 C 28.3 C 0.2 30.1 C 30.1 C 0.0
AM 10.6 B 10.7 B 0.0 34.7 D 35.7 E 0.0
PM 10.6 B 12.9 B 0.0 19.9 C 20.5 C 0.0
AM 10.0 A 9.0 A -0.8 3.2 A 3.1 A -0.1
PM 3.7 A 3.4 A -0.2 6.0 A 5.7 A -0.1
AM 22.8 C 23.5 C 1.0 27.2 C 27.3 C 0.4
PM 25.8 C 25.9 C 0.3 27.9 C 27.9 C 0.3
Bold indicates a substandard level of service.

Note:

Existing Conditions
Incr. in
Critical Delay
Avg. Delay
(sec)
Avg. Delay
(sec)
No Project With Project

LOS LOS
Peak
Hour
Cedar Boulevard & Smith Avenue1
3 Intersection
Cedar Boulevard & Moores Avenue
1 2
4 Cedar Boulevard & Mowry Avenue
1 Cedar Boulevard & Smith Avenue is a two-way stop-controlled intersection. The worst leg delay is reported.

Cedar Boulevard & Central Avenue
Study
Number
Existing Conditions
No Project With Project
Avg. Delay
(sec) LOS
Avg. Delay
(sec) LOS
Incr. in
Critical Delay
Packet Page 2303
Fremont
Newark
1 2
3 4
880
Smith Ave
Moores Ave
12 34 Cedar Blvd Cedar Blvd
Cedar
Blvd
Ave
Central
Ave
Smith
Ave
Moores
Ave
Mowry
Cedar
Blvd
Cedar Blvd
Central Ave
Cherry St
Blacow Rd
Farwell Dr
Birch St
Thornton Ave
Newark Blvd 27(52)
125(280)
53(125)
30(74)156(265)78(149)
65(72)
130(219)
57(136)
52(66)
199(316)
27(57)
3(8)
140(457)
2(1)
8(30)278(352)5(0)
3(1)
5(3)
22(24)
5(5)
44(90)
53(257)46(144)
39(45)142(213)221(189)
69(219)
565(387)
109(275)
18(77)
407(592)
45(77)
9(15)
171(444)
22(36)254(359)
18(32)
6(19)
= Site Location
LEGEND
X = Study Intersection
XX(XX) = AM(PM) Peak-Hour Traffic Volumes
38478 Cedar Blvd
Figure 10
Existing Plus Project Traffic Volumes
Packet Page 2304
Fremont
Newark
1 2
3 4
880
Smith Ave
Moores Ave
1 2 3 4 Cedar Blvd Cedar Blvd
Cedar
Blvd
Ave
Central
Ave
Smith
Ave
Moores
Ave
Mowry
Cedar
Blvd
Cedar Blvd
Central Ave
Cherry St
Blacow Rd
Farwell Dr
Birch St
Thornton Ave
Newark Blvd
30%
10%
15%
30%
10%
5%
77(79)
359(432)
75(163)
87(72)580(387)243(245)
185(139)
272(252)
135(139)
75(82)
288(497)
120(80)
3(2)
445(646)
30(36)947(597)0(1)
42(28)
8(4)
177(178)335(428)109(195)
115(48)674(357)424(232)
127(309)
618(415)
140(360)
28(119)
341(745)
243(166)
22(15)
441(630)
72(66)886(539)
79(54)
43(7)
= Site Location
LEGEND
X = Study Intersection
XX(XX) = AM(PM) Peak-Hour Traffic Volumes
38478 Cedar Blvd
Figure 11
Existing (Factored) Plus Project Traffic Volumes
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5. Cumulative Conditions
This chapter presents a summary of the traffic conditions that would occur under cumulative conditions with the proposed project. Cumulative conditions represent future traffic conditions with expected growth in the area. The expected future traffic volumes were obtained from the 2035 Newark General Plan traffic volumes.

Roadway Network and Traffic Volumes
The intersection lane configurations under cumulative conditions were assumed to be the same as described under existing conditions. Cumulative traffic volumes were taken from the 2035 General Plan traffic study. Traffic volume for the intersection of Cedar Boulevard & Moores Avenue is not included in the 2035 General Plan. Traffic volumes at this intersection were estimated by using the closest intersections. Based on the closest intersections, the intersection of Cedar Boulevard & Moores Avenue is calculated to have a growth factor of 1.36 and 1.54 for the AM and PM peak hours, respectively. The growth factors were calculated by comparing existing traffic volumes to cumulative scenario traffic volumes found in the 2035 General Plan. Calculations for estimating cumulative traffic volumes at the intersection of Cedar Boulevard & Moores Avenue can be found in Appendix A. Figure 12 shows the traffic volumes under cumulative conditions (no project). Figure 13 shows the traffic volumes under cumulative plus project conditions.

Intersection Levels of Service Analysis
The results of the level of service analysis under cumulative conditions show that most of the study intersections would operate at an acceptable level of service during both AM and PM peak hours (see Table 8). The intersection of Cedar Boulevard and Central Avenue would operate at LOS E during the PM peak hour. The addition of project trips would not adversely affect traffic operations at the intersection because these trips would not increase the average delay at the intersection by more than 5 seconds. The unsignalized intersection of Cedar Boulevard and Smith Avenue would operate at LOS F and LOS E, both with and without the project during the AM and PM peak hours, respectively. The City of Newark does not have operational standards for unsignalized intersections. The addition of project trips would not adversely affect traffic operations at the intersection because these trips would not increase average delay of the worst leg by more than 5 seconds. The proposed project would not add any trips to the stop-controlled leg of Smith Avenue and would add a small number of trips relative to projected traffic volumes along Cedar Boulevard. A signal warrant analysis is provided in Chapter 6 to determine whether the intersection should be evaluated for a change in traffic control. The intersection level of service calculation sheets are provided in Appendix B.

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Table 8
Cumulative Plus Project Intersection Level of Service
Peak Incr. In
Intersection Hour Crit. V/C
AM 51.8 D 52.6 D 0.5 0.005
PM 58.5 E 58.8 E 0.6 0.002
AM 120+ F 120+ F 1.1 0.040
PM 45.7 E 48.1 E 0.0 0.014
AM 3.5 A 3.4 A -0.1 0.012
PM 5.0 A 4.9 A 0.0 0.005
AM 26.2 C 26.3 C 0.1 0.002
PM 40.6 D 41.0 D 0.7 0.003
Bold indicates a substandard level of service.

Note:

Cumulative Conditions
No Project With Project
Study
Number
Avg. Delay
(sec)
Avg. Delay
(sec)
Incr. in
Critical Delay
LOS LOS (sec)
1 Cedar Boulevard & Central Avenue
2 Cedar Boulevard & Smith Avenue1
3 Cedar Boulevard & Moores Avenue
4 Cedar Boulevard & Mowry Avenue
1 Cedar Boulevard & Smith Avenue is a two-way stop-controlled intersection. The worst leg delay is reported.

Packet Page 2307
Fremont
Newark
1 2
3 4
880
Smith Ave
Moores Ave
1 2 3 4 Cedar Blvd Cedar Blvd
Cedar
Blvd
Ave
Central
Ave
Smith
Ave
Moores
Ave
Mowry
Cedar
Blvd
Cedar Blvd
Central Ave
Cherry St
Blacow Rd
Farwell Dr
Birch St
Thornton Ave
Newark Blvd
30%
10%
15%
30%
10%
5%
89(224)
328(546)156(716)
131(67)864(458)362(292)
344(164)
632(511)
148(135)
64(187)
568(1134)
271(169)
4(3)
598(931)
41(56)1231(896)0(2)
57(43)
11(6)
74(761)
86(1041)
73(151)
366(64)283(227)
106(211)
840(292)
115(206)
19(415)
392(788)
416(265)
20(22)
435(1420)
128(94)1576(615)
119(48)
86(6)
1064(366)
= Site Location
LEGEND
X = Study Intersection
XX(XX) = AM(PM) Peak-Hour Traffic Volumes
38478 Cedar Blvd
Figure 12
Cumulative Traffic Volumes
Packet Page 2308
Fremont
Newark
1 2
3 4
880
Smith Ave
Moores Ave
1 2 3 4 Cedar Blvd Cedar Blvd
Cedar
Blvd
Ave
Central
Ave
Smith
Ave
Moores
Ave
Mowry
Cedar
Blvd
Cedar Blvd
Central Ave
Cherry St
Blacow Rd
Farwell Dr
Birch St
Thornton Ave
Newark Blvd
30%
10%
15%
30%
10%
5%
95(227)
342(552)156(716)
131(67)866(472)362(292)
632(511)
344(164)
148(135)
64(187)
568(1134)
272(175)
4(3)
604(974)
41(56)1274(913)0(2)
57(43)
11(6)
74(761)
87(1047)
73(151)
369(65)1070(369)316(240)
106(211)
840(292)
120(239)
19(418)
392(788)
416(265)
20(22)
455(1428)
128(94)1579(635)
119(48)
86(6)
= Site Location
LEGEND
X = Study Intersection
XX(XX) = AM(PM) Peak-Hour Traffic Volumes
38478 Cedar Blvd
Figure 13
Cumulative Plus Project Traffic Volumes
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38478 Cedar Boulevard – Transportation Impact Analysis July 5, 2022 P a g e | 31

6. Other Transportation Issues
This chapter presents other transportation issues associated with the project. These include an analysis of:
• Signal warrants
• Intersection queuing analysis
• Site access and circulation
• Truck access and circulation
• Parking analysis
• Potential impacts to pedestrian, bicycle, and transit facilities The analyses in this chapter are based on professional judgement in accordance with the standards and methods employed by traffic engineering professionals. Although operational issues are not considered CEQA impacts, they do describe traffic conditions that are relevant to describing the effects of added project traffic.

Signal Warrant Analysis
A signal warrant check (MUTCD 2014 edition, Section 4C, Warrant 3) was conducted for the unsignalized study intersection of Cedar Boulevard and Smith Avenue based on the peak-hour traffic warrant. The minor street threshold is 100 vehicles for a single lane minor road.

For the signal warrant analysis, Cedar Boulevard was considered the major street, while Smith Avenue was considered the minor road. Additionally, the City has recently conducted a speed study along Cedar Boulevard that shows the average vehicle speed along Cedar Boulevard in the vicinity of the intersection is 44 mph. Therefore, 70% factor values were used for the evaluation of signal warrants.

The analysis revealed that the signal warrant is met under the Existing AM (Factored) and Cumulative AM peak hour scenarios. The project would not add any trips to the minor road approach and would add a small number of trips relative to the existing and estimated future volume along Cedar Boulevard.

The project would not change traffic operations at this intersection in any noticeable way. The peakhour signal warrant calculation sheets can be found in Appendix E.

Since the peak-hour signal warrant was met under the existing (factored) scenario, a supplemental signal warrant analysis was conducted in September 2021 to provide city staff with information to determine whether a signal should be installed. The following signal warrants were analyzed using data collected in September 2021:
• Warrant 1 – Eight-Hour Vehicular Volume
• Warrant 2 – Four-Hour Vehicular Volume
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• Warrant 3 – Peak Hour
• Warrant 4 – Pedestrian Volume
• Warrant 5 – School Crossing
• Warrant 7 – Crash Experience
The supplemental signal warrant analysis memo to City of Newark staff can be found in Appendix F.

The MUTCD notes that the satisfaction of a traffic signal warrant or warrants shall not itself require the installation of a traffic control signal. Therefore, the analysis presented in the signal warrant analyses is for informational purposes for City of Newark staff to determine whether a traffic signal should be installed at the intersection.

The results of the supplemental signal warrant analysis finds that the peak-hour warrant (Warrant 3) is met. Warrants 1, 2, 4, 5, and 7 are not met based on roadway volume data, peak-hour turning movement counts, and historical crash data. Since the peak-hour warrant is met, the installation of a traffic signal at the intersection should be considered.

Recommendation: The project should coordinate with city staff to determine whether a signal should be installed at the intersection of Cedar Boulevard & Smith Avenue.

Intersection Queueing Analysis
The operations analysis is based on vehicle queuing for turning movements where the project would add at least 10 new peak-hour trips (see Table 9). The following turn movements were examined as part of the queuing analysis for this project:
• Left turn from southbound Cedar Boulevard to eastbound Mowry Avenue (AM) • Right turn from westbound Mowry Avenue to northbound Cedar Boulevard (PM) Locations where the vehicular queues would be deficient are discussed below.

Cedar Boulevard and Mowry Avenue
Under all scenarios, the Cedar Boulevard and Mowry Avenue intersection was calculated to have insufficient storage for the southbound left turn movement during the AM peak hour. Since the southbound left turn movement exceeds the storage capacity during the heaviest cycles under existing conditions, the City of Newark should consider adding additional storage for the southbound left turn pocket at Cedar Boulevard and Mowry Avenue. A portion of the existing median could be removed to accommodate additional storage space.

Under existing and cumulative conditions, the project would add one vehicle to the southbound left turn maximum queue. The applicant should discuss with the City of Newark whether the left-turn pocket length should be extended.

Recommendation: Since the project would add trips to a left-turn pocket that already has insufficient storage capacity during the heaviest cycles, the project should discuss with the City of Newark whether the left turn pocket should be extended.

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38478 Cedar Boulevard – Transportation Impact Analysis July 5, 2022 P a g e | 33
Table 9
Queuing Analysis
Measurement AM PM
Existing
Cycle/Delay 1 (sec) 90 90
Volume (vphpl ) 188 242
95th %. Queue (veh/ln.) 9 10
95th %. Queue (ft./ln) 2 225 250
Storage (ft./ ln.) 200 600
Adequate (Y/N) N Y
Existing Plus Project
Cycle/Delay 1 (sec) 90 90
Volume (vphpl ) 221 275
95th %. Queue (veh/ln.) 10 11
95th %. Queue (ft./ln) 2 250 275
Storage (ft./ ln.) 200 600
Adequate (Y/N) N Y
Existing (Factored)
Cycle/Delay 1 (sec) 90 90
Volume (vphpl ) 391 327
95th %. Queue (veh/ln.) 15 13
95th %. Queue (ft./ln) 2 375 325
Storage (ft./ ln.) 200 600
Adequate (Y/N) N Y
Existing (Factored) Plus Project
Cycle/Delay 1 (sec) 90 90
Volume (vphpl ) 424 360
95th %. Queue (veh/ln.) 16 14
95th %. Queue (ft./ln) 2 400 350
Storage (ft./ ln.) 200 600
Adequate (Y/N) N Y
Cumulative
Cycle/Delay 1 (sec) 90 90
Volume (vphpl ) 283 206
95th %. Queue (veh/ln.) 12 13
95th %. Queue (ft./ln) 2 300 325
Storage (ft./ ln.) 200 600
Adequate (Y/N) N Y
Cumulative Plus Project
Cycle/Delay 1 (sec) 90 90
Volume (vphpl ) 316 239
95th %. Queue (veh/ln.) 13 13
95th %. Queue (ft./ln) 2 325 325
Storage (ft./ ln.) 200 600
Adequate (Y/N) N Y
Notes:
1 2 Assumes 25 Feet Per Vehicle Queued.

Cedar Boulevard
& Mowry Avenue
Cedar Boulevard
& Mowry Avenue
SBL = southbound left movement, WBR = westbound right movement.

SBL WBR
Vehicle queue calculations based on cycle length for signalized intersections and control delay for unsignalized intersections.

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Site Access and Circulation
The site access and on-site circulation evaluation is based on the July 29, 2021 site plan prepared by Ruggeri Jensen Azar. Site access was evaluated to determine the adequacy of the site’s driveways with regard to the following: traffic volume, delays, vehicle queues, geometric design, and sight distance. On-site vehicular circulation was reviewed in accordance with generally accepted traffic engineering standards and transportation planning principles.

Project Driveway Design
The proposed driveways measure approximately 28 to 29 feet in width, providing adequate width for a two-way driveway. The project plans do not show any entry control device. Therefore, it is unlikely there will be any queuing for inbound traffic. Some minor on-site vehicle queuing for exiting vehicles may occur due to the random occurrence of gaps in traffic along Cedar Boulevard.

Sight Distance
Sight distance was checked for the proposed driveways. Sight distance requirements vary depending on the roadway speeds. The posted speed limit along Cedar Boulevard is 35 mph. Therefore, the Caltrans stopping sight distance for both driveways is 300 feet (based on a design speed of 40 mph).

The project plans do not show any landscaping or signage that would impede the vision of exiting drivers. Since drivers would have adequate sight distance and there are no obstructions, it can be concluded that exiting drivers would have adequate sight distance.

Project Driveway Operations
The project-generated gross trips that are estimated to occur at the project driveways are 24 inbound, 70 outbound during the AM peak hour and 79 inbound, 47 outbound during the PM peak hour. In a worse-case scenario where all vehicles utilize one driveway, the 70 outbound trips in the AM peak hour is equivalent to approximately one vehicle exiting every 50 seconds. Because of the fairly low project trips at the driveways and moderate volume on Cedar Boulevard, vehicles will easily be able to exit the project driveways. Vehicles turning right onto the project site from Cedar Boulevard may block the travel lane momentarily due to vehicles slowing down to turn into the driveway, but this is unlikely to have a significant effect on traffic operations. The project proposes a southbound left-turn pocket in a newly constructed median along Cedar Boulevard. The proposed left-turn pocket is expected to provide enough storage space for inbound vehicles. Some minor queuing may occur due to the unpredictability of oncoming vehicles, but since there is an upstream signal at Cedar Boulevard and Moores Avenue, vehicles would be able to find a gap in traffic.

A level of service analysis was conducted for project driveway operations using Synchro software. The driveway would create an unsignalized intersection with Cedar Boulevard. It is assumed that the project driveway leg is controlled with a stop sign. Table 10 summarizes the delay and corresponding level of service of the project driveway and the proposed left-turn pocket along Cedar Boulevard. The results show that under cumulative conditions, exiting vehicles would experience an average delay of 37.9 seconds and 85.9 seconds during the AM and PM peak hours, respectively. However, since the exiting volume is relatively low, the 95th percentile queue length would be less than 2 vehicles during both peak hours. Additionally, if left-turning vehicles experience long delays, they have the option to make a rightturn onto Cedar Boulevard and a U-turn at Smith Avenue. Alternatively, the proposed median along Cedar Boulevard could be modified to provide a merging lane for left-turning vehicles from the project driveway onto southbound Cedar Boulevard. By providing a merging lane, vehicles would be able to make a left turn once there is a gap in northbound traffic.

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38478 Cedar Boulevard – Transportation Impact Analysis July 5, 2022 P a g e | 35
Table 10
Project Driveway Level of Service
Recommendation: The project should coordinate with city staff to determine whether a left turn median refuge along Cedar Boulevard from the project driveway should be installed.

Parking
The City of Newark Zoning Code (Chapter 17.23) requires single-unit dwellings and two-unit dwellings with two or more bedrooms to provide two parking spaces per unit. Since the project proposes a twocar garage on the ground level of each residence, the proposed parking is adequate. Additionally, the site plan shows 61 parking spaces for guests. The Zoning Code does not require guest parking for single-unit dwellings. The provided guest parking is compliant with the zoning code and would be beneficial for visitors and guests.

On-Site Circulation
On-site vehicular circulation was reviewed in accordance with the City of Newark Zoning Code and generally accepted traffic engineering standards. Generally, the proposed site plan would provide vehicle traffic with adequate connectivity through the parking areas. The preliminary site plan shows minimum 20-foot drive aisles throughout the project site. The site plan shows several dead-ends.

However, the dead ends lead to residents’ garages only. Signage should be posted at the entrance to dead-end aisles.

The project would provide parking within ground level garages in each residence. The site plan shows a two-car garage on the ground level of each residence. The project proposes 20-foot minimum drive aisles throughout the project site. Each residence also shows a 3 to 4-foot driveway in front of each garage. Therefore, residents should have adequate space to back out of their garages.

The site plan provides adequate pedestrian circulation throughout the site, as well as between the site and the surrounding pedestrian facilities. The site plan shows some pedestrian walkways leading to access roads.

Recommendation: Signage stating “NO OUTLET”, or similar, should be provided at dead-end aisles.

Truck Access and Circulation
Trash is to be stored adjacent to each unit in a fenced area. The trash pick-up plan shows that residents will wheel trash bins to designated locations in-front-of or behind their residences on trash pick-up days. Trash vehicles would need to back out of dead-end drive aisles on trash pick-up days.

The 20-foot access roads provide adequate circulation for trash and emergency vehicles.

Intersection LOS LOS LOS
AM 10.6 B 20.1 C 37.9 E
PM 14.4 B 19.5 C 85.9 F
Bold indicates a substandard level of service.

Note:

Cumulative
with Project
Avg. Delay
(sec)
Avg. Delay
(sec)
Existing Existing (Factored)
with Project with Project
Cedar Boulevard & Project Driveway is a two-way stop-controlled intersection. The worst leg delay is reported.

Avg. Delay
(sec)
Cedar Boulevard & Project Driveway
Peak
Hour
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The fire access plan provided by Ruggeri Jensen Azar shows that all buildings are within 150’ of a fire hydrant or a wharf hydrant. Additionally, the plan shows adequate access and turn radii for City of Newark fire trucks.

Pedestrian, Bicycle, and Transit Analysis
Pedestrian Facilites
Pedestrian facilities in the study area consist of sidewalks, crosswalks, and pedestrian signals at signalized intersections (see Chapter 2 for details). The project proposes to construct a new 5-foot wide sidewalk along its frontage on Cedar Boulevard. Additionally, the project proposes to work with the City of Newark for a new cross-section along Cedar Boulevard. Since a design has not been finalized, it is unknown as to whether any new pedestrian facilities will be constructed. The existing sidewalks and crosswalks provide adequate access to transit and nearby points of interest.

Bicycle Facilites
There are some bicycle facilities in the immediate vicinity of the project site (see Chapter 2 for details).

In the project vicinity, the City of Newark Pedestrian and Bicycle Master Plan proposes to construct Class III bicycle boulevards along Smith Avenue and Moores Avenue. The project would not remove any bicycle facilities, nor would it conflict with any adopted plans or policies for new bicycle facilities.

Any off-site modifications to the bike lanes along Cedar Boulevard would be restriped in a new crosssection design.

Transit Services
The project site is served by two local bus routes (see Chapter 2 for details). A bus stop for the two local bus routes is located along the project frontage. Since the project would reconstruct the sidewalk along its frontage, the existing bus stop should be replaced at a similar location. Assuming a conservative estimate of up to 10% of the total trips are made by transit, that translates to approximately 7-9 new transit riders during the peak hours. Route 200 runs on a 20-minute headway, and Route 232 runs on a one-hour headway during peak commute hours. If it is assumed each bus has approximately 50 seats per bus, this equates to 200 seats per hour in each direction, totaling 400 seats per hour. The conservative estimate of 9 new transit riders during the peak hour represents approximately a 2% increase in ridership-to-capacity.

The AC Transit website also provides live transit arrival times for each stop and the ridership-tocapacity expectations for each route. The three ridership-to-capacity expectations consists of low, moderate, and busy. For the two routes that serve the project site (Routes 200 and 232), all times were observed to have shown “low” ridership at all times during peak hours on weekdays. Due to the relatively low ridership indication, the existing bus service is expected to have sufficient capacity to accommodate new riders as a result of the project. The project would not remove any transit facilities, nor would it conflict with any adopted plans or policies associated with new transit facilities.

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38478 Cedar Boulevard
Technical Appendices
Packet Page 2316
Appendix A
Volume Adjustment Calculations
Packet Page 2317
Existing Volumes from previous counts - AM
Int # NBL NBT NBT SBL SBT SBR EBL EBT EBR WBL WBT WBR
Count
Year
Years to
Today (y)
Compounded
Growth Factor
(f)
1 61 296 64 208 496 75 64 247 102 159 233 116 2012 8 1.1662 2 18 341 0 0 715 58 64 0 35 0 0 0 2009 11 1.2354
3 2 342 0 0 704 23 33 0 6 0 0 0 2007 13 1.2837
4 170 321 105 376 643 108 27 328 234 122 595 130 2018 2 1.0392 Existing (Factored) Volumes - AM
Int # NBL NBT NBT SBL SBT SBR EBL EBT EBR WBL WBT WBR
1 71 345 75 243 578 87 75 288 119 185 272 135
2 22 421 0 0 883 72 79 0 43 0 0 0
3 3 439 0 0 904 30 42 0 8 0 0 0
4 177 334 109 391 668 112 28 341 243 127 618 135
Existing Volumes from previous counts - PM
Int # NBL NBT NBT SBL SBT SBR EBL EBT EBR WBL WBT WBR
Count
Year
Years to
Today (y)
Compounded
Growth Factor
(f)
1 68 379 145 218 332 64 73 442 66 124 224 124 2012 8 1.1662 2 13 530 0 0 442 56 46 0 6 0 0 0 2009 11 1.2354
3 2 499 0 1 480 30 23 0 3 0 0 0 2007 13 1.2837
4 173 410 189 213 344 46 113 724 161 300 403 318 2018 2 1.0392 Existing (Factored) Volumes - PM
Int # NBL NBT NBT SBL SBT SBR EBL EBT EBR WBL WBT WBR
1 79 442 169 254 387 75 85 515 77 145 261 145
2 16 655 0 0 546 69 57 0 7 0 0 0
3 3 641 0 1 616 39 30 0 4 0 0 0
4 180 426 196 221 357 48 117 752 167 312 419 330
Packet Page 2318
Cumulative Volumes General Plan - AM
Int # NBL NBT NBT SBL SBT SBR EBL EBT EBR WBL WBT WBR Total Existing
(Factored)
Total
Compounded
Growth Factor
(f)
2 20 435 0 0 1576 128 119 0 86 0 0 0 2364 1520 1.5553
4 74 86 73 283 1064 366 19 392 416 106 840 115 3834 3283 1.1678 Average: 1.3615
Existing (Factored) Volumes - AM
Int # NBL NBT NBT SBL SBT SBR EBL EBT EBR WBL WBT WBR
3 3 439 0 0 904 30 42 0 8 0 0 0
Cumulative Volumes (Calculated) - AM
Int # NBL NBT NBT SBL SBT SBR EBL EBT EBR WBL WBT WBR
3 4 598 0 0 1231 41 57 0 11 0 0 0
Cumulative Volumes General Plan - PM
Int # NBL NBT NBT SBL SBT SBR EBL EBT EBR WBL WBT WBR Total Existing
(Factored)
Total
Compounded
Growth Factor
(f)
2 22 1420 0 0 615 94 48 0 6 0 0 0 2205 1283 1.7186
4 761 1041 151 227 366 64 415 788 265 211 292 206 4787 3493 1.3705 Average: 1.5445
Existing (Factored) Volumes - PM
Int # NBL NBT NBT SBL SBT SBR EBL EBT EBR WBL WBT WBR
3 2 603 0 1 580 36 28 0 4 0 0 0
Cumulative Volumes (Calculated) - PM
Int # NBL NBT NBT SBL SBT SBR EBL EBT EBR WBL WBT WBR
3 3 931 0 2 896 56 43 0 6 0 0 0
Packet Page 2319
Appendix B
Traffic Counts
Packet Page 2320
www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Total
0 0
0 0
0 0
0 0
0 0 2 2 0 0 0 0 0
0 0
Peak Hr 2 0 7 12 21 0 0
Count Total 2 0 12 18 32 1 0 2 3 6 0 0
8:45 AM 0 0 1 2 3 0 0 0 0 0 0 0 0 0
1 1 0 0 0 0
0 8:30 AM 2 0 3 2 7 0 0 0
0 0 0 0 0 0
0 0
8:15 AM 0 0 2 2 4 0 0
0 0 1 1 0 0
0 0 0
8:00 AM 0 0 1 6 7 0
1 0 0 0 1 0
0 0 0
0 7:30 AM 0 0 2 1 3 0 0 1
0 0 0 0 0 0
0 0 0
EB WB NB SB Total East
7:45 AM 0 0 2 2 4
1 2 0
HV% - 11% - 0% - - 0% 5%
0 0
7:15 AM 0 0 1 3 4 0 0
0 1 0 1 0 0
West North South
7:00 AM 0 0 0
0 6 0 0 0 0 0 9 151 0 0 0 251
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
- - - - - - 4% 9% 5%
Peak
Hour
All 0 18 0
0 0 11 222 0 0
0 0 0 0 7 0 0 0 10 2 21 0
22 457 0
HV 0 2 0 0 0
Count Total 0 37 0 19 0 0 0 0 426 38 753 0
0 0 0 0 0 4 51 0 0 0 61 4 122 457
0 64 6 113 440
8:45 AM 0 1 0 1
0 0 0 35 0 0
115 418
8:30 AM 0 6 0 2 0 0 0
0 0 0 0 0 2 37 0 0 0 66 5
0 60 7 107 368
8:15 AM 0 4 0 1
0 0 3 28 0 0
105 296
8:00 AM 0 7 0 2 0 0 0
0 0 0 0 0 1 23 0 0 0 60 6
0 54 5 91 0
7:45 AM 0 8 0 7
0 0 0 25 0 0
65 0
7:30 AM 0 4 0 3 0 0 0
0 0 0 0 0 1 16 0 0 0 40 3
0 21 2 35 0
7:15 AM 0 4 0 1
7:00 AM 0 3 0 2 0 0 0 0 0 0 7 0 0
Rolling
One Hour Eastbound Westbound Northbound Southbound

UT LT TH RT
Interval
Start
Smith Ave n/a Cedar Blvd Cedar Blvd
15-min
Total

UT LT TH RT
SB 4.4% 0.96
TOTAL 4.6% 0.94

UT LT TH RT UT LT TH RT
WB - -
NB 4.4% 0.73
Peak Hour: 8:00 AM 9:00 AM
HV %: PHF
EB 8.3% 0.67
Date: 09/29/2020
Peak Hour Count Period: 7:00 AM 9:00 AM
0 0
0 2 0
0 0
0 0
0 N
Cedar Blvd
Smith Ave
Cedar Blvd
Cedar Blvd
Smith Ave
TEV: 457
PHF: 0.94
22251 273
169
0 151
9 257
160
0 6
18 24
31 0
Project Manager: (415) 310-6469
Packet Page 2321
[email protected]
www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.

Peak Hour 0 0 0 0 0 0 0 0 0 0 2 0 2 0
Count Total 0 0 1 0 0 0 0 2 0 0 3 0 6 0
0 0 0 0 0 0 2
1 3
8:45 AM 0 0 0 0 0 0 0
0 0 0 0 1 0
0 0 4
8:30 AM 0 0 0 0 0 0
8:15 AM 0 0 0 0 0 0 0 0 0 0 0
0 0 1 0 1 4
4 8:00 AM 0 0 0 0 0 0 0 0
0 0 0 0 0 1
2 0
7:45 AM 0 0 1 0 0 0 0
0 1 0 0 1 0
0 0 0
7:30 AM 0 0 0 0 0 0
0 0 0 0 0 0
0 0 1 0
7:15 AM 0 0 0 0 0
0 0 0 1 0 0

TH RT LT TH RT
7:00 AM 0 0 0 0
Westbound Northbound Southbound

LT TH RT LT TH RT LT
21 0
Interval
Start
Smith Ave n/a Cedar Blvd Cedar Blvd
15-min
Total
Rolling
One Hour Eastbound
0 0 0 0 0 0 7 0 0 0 10 2
0 16 2 32 0
Peak Hour 0 2 0 0
Count Total 0 2 0 0 0 0 0 0 0 0 12 0 0
0 0 0 0 0 0 1 0 0 0 0 2 3 21
0 2 0 7 22
8:45 AM 0 0 0 0
0 0 0 3 0 0
4 18
8:30 AM 0 2 0 0 0 0 0
0 0 0 0 0 0 2 0 0 0 2 0
0 6 0 7 18
8:15 AM 0 0 0 0
0 0 0 1 0 0
4 11
8:00 AM 0 0 0 0 0 0 0
0 0 0 0 0 0 2 0 0 0 2 0
0 1 0 3 0
7:45 AM 0 0 0 0
0 0 0 2 0 0
4 0
7:30 AM 0 0 0 0 0 0 0
0 0 0 0 0 0 1 0 0 0 3 0
0 0 0 0 0
7:15 AM 0 0 0 0
0 0 0 0 0 0
TH RT
7:00 AM 0 0 0 0 0 0 0

UT LT TH RT UT LT
Northbound Southbound

UT LT TH RT UT LT TH RT
Interval
Start
Smith Ave n/a Cedar Blvd Cedar Blvd
15-min
Total
Rolling
One Hour Eastbound Westbound
Project Manager: (415) 310-6469
Packet Page 2322
[email protected]
www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Total
1 0
0 3
1 1
0 1
7 3
WB - -
NB 1.3% 0.89
Peak Hour: 5:00 PM 6:00 PM
HV %: PHF
EB 2.0% 0.75
Date: 09/23/2020
Peak Hour Count Period: 4:00 PM 6:00 PM
SB 2.1% 0.85
TOTAL 1.7% 0.91

UT LT TH RT UT LT TH RT
Rolling
One Hour Eastbound Westbound Northbound Southbound

UT LT TH RT
Interval
Start
Smith Ave n/a Cedar Blvd Cedar Blvd
15-min
Total

UT LT TH RT
0 0 0 0 0 5
0 69 11 190 0
4:15 PM 0 8 0 1
4:00 PM 0 9 0 3 0 0 0 0 0 2 96 0 0
0 87 10 199 0
4:45 PM 0 9 0 10
0 0 3 88 0 0
176 0
4:30 PM 0 9 0 2 0 0 0
89 0 0 0 63 10
193 758
5:00 PM 0 9 0 8 0 0 0
0 0 0 0 0 5 85 0 0 0 75 9
0 0 0 0 1 2
0 86 12 241 809
5:15 PM 0 10 0 3
0 0 3 123 0 0
0 100 10 224 853
5:45 PM 0 5 0 2
0 0 3 97 0 0
195 828
5:30 PM 0 8 0 6 0 0 0
107 0 0 0 63 9
0 0 0 0 0 6 109 0 0 0 90 5 217 877
Count Total 0 67 0 35 0 0 0 0 633 76 1,635 0
Peak
Hour
All 0 32 0
0 1 29 794 0 0
0 0 0 0 6 0 0 0 8 0 15 0
36 877 0
HV 0 1 0 0 0 0
19 0 0 0 0 1 14 436 0 0 0 339
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
HV% - 3% - 0% - - - - 0% 0% 1% - - - 2% 0% 2%
0 0
4:15 PM 0 0 3 0 3 0 0
0 0 0 0 0 1
West North South
4:00 PM 0 0 2 3 5 0
EB WB NB SB Total East
4:45 PM 0 0 0 1 1
0 0 0 0 0 0
0 4:30 PM 0 0 2 1 3 0 0 0
0 0 0 0 0 0
0 0
5:15 PM 0 0 1 0 1 0 0
0 0 0 0 0 1
3 0 0
5:00 PM 0 0 1 3 4 0
0 0 0 0 0 0
5:45 PM 0 0 3 4 7
0 0 0 0 0 0
0 5:30 PM 1 0 1 1 3 0 0 0
0 0 0 0 1 0
0 0 0 0 0 0 1 0 0
0 0
Peak Hr 1 0 6 8 15 0 0
Count Total 1 0 13 13 27 0 0 0 0 0 0 7
0 0 0 0 3 0 0
0 0
0 0 0
0 0
0 3
0 N
Cedar Blvd
Smith Ave
Cedar Blvd
Cedar Blvd
Smith Ave
TEV: 877
PHF: 0.91
36 339 375
468
0 436
14 359
451
1 19
32 51
50 0
Project Manager: (415) 310-6469
Packet Page 2323
[email protected]
www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.

Northbound Southbound

UT LT TH RT UT LT TH RT
Interval
Start
Smith Ave n/a Cedar Blvd Cedar Blvd
15-min
Total
Rolling
One Hour Eastbound Westbound
0 3 0 5 0
4:15 PM 0 0 0 0
0 0 0 2 0 0
TH RT
4:00 PM 0 0 0 0 0 0 0

UT LT TH RT UT LT
3 0
4:30 PM 0 0 0 0 0 0 0
0 0 0 0 0 0 3 0 0 0 0 0
0 0 0 0 0 0
0 1 0 3 0
4:45 PM 0 0 0 0
0 0 0 2 0 0
0 3 0 4 11
5:15 PM 0 0 0 0
0 0 0 1 0 0
1 12
5:00 PM 0 0 0 0 0 0 0
0 0 0 0 1 0
1 9
5:30 PM 0 1 0 0 0 0 0
0 0 0 0 0 0 1 0 0 0 0 0
0 0 0 0 0 0
0 1 0 3 9
5:45 PM 0 0 0 0
0 0 0 1 0 0
3 0 0 0 4 0 7 15
0 13 0 27 0
Peak Hour 0 1 0 0
Count Total 0 1 0 0 0 0 0 0 0 0 13 0 0
Westbound Northbound Southbound

LT TH RT LT TH RT LT
15 0
Interval
Start
Smith Ave n/a Cedar Blvd Cedar Blvd
15-min
Total
Rolling
One Hour Eastbound
0 0 0 0 0 0 6 0 0 0 8 0
0 0 0 0
4:15 PM 0 0 0 0 0
0 0 0 0 0 0

TH RT LT TH RT
4:00 PM 0 0 0 0
0 0
4:45 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
4:30 PM 0 0 0 0 0 0
0 0 0 0 0 0
5:15 PM 0 0 0 0 0
0 0 0 0 0 0
0 5:00 PM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0
5:45 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
5:30 PM 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0 0 0 0 0
Count Total 0 0 0 0 0 0 0 0 0 0 0 0 0
Peak Hour 0 0 0 0 0 0 0 0 0 0 0 0 0 0
0 Project Manager: (415) 310-6469
Packet Page 2324
[email protected]
www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Total
0 0
0 1
0 0
0 1
2 1
Date: 09/23/2020
Peak Hour Count Period: 7:00 AM 9:00 AM
SB 5.2% 0.86
TOTAL 6.2% 0.85
TH RT
WB 50.0% 0.67
NB 6.5% 0.79
Peak Hour: 8:00 AM 9:00 AM
HV %: PHF
EB 0.0% 0.75

UT LT TH RT UT LT
Rolling
One Hour Eastbound Westbound Northbound Southbound

UT LT TH RT
Interval
Start
Moores Ave Driveway Cedar Blvd Cedar Blvd
15-min
Total

UT LT TH RT
0 0 0 0 0 0
1 30 0 47 0
7:15 AM 0 0 0 0
7:00 AM 0 4 0 0 0 0 0 0 0 0 12 0 0
1 47 1 69 0
7:45 AM 0 4 0 0
0 0 0 13 2 0
63 0
7:30 AM 0 5 0 0 0 0 0
18 0 0 0 44 1
91 270
8:00 AM 0 6 0 0 0 2 0
0 0 0 0 0 1 19 4 0 1 61 1
0 0 0 3 0 0
2 48 0 92 315
8:15 AM 0 5 0 1
0 0 0 33 1 0
1 65 3 124 402
8:45 AM 0 5 0 1
2 0 2 42 0 0
95 347
8:30 AM 0 6 0 3 0 0 0
28 1 0 1 53 3
0 1 0 0 0 1 31 0 0 1 69 2 111 422
Count Total 0 35 0 5 0 3 0 8 417 11 692 0
Peak
Hour
All 0 22 0
5 0 4 196 8 0
0 3 0 0 8 1 0 1 12 0 26 0
8 422 0
HV 0 0 0 0 0 1
5 0 3 0 5 0 3 134 2 0 5 235
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
HV% - 0% - 0% - 33% - 60% - 0% 6% 50% - 20% 5% 0% 6%
0 0
7:15 AM 0 0 0 4 4 0 0
0 0 0 0 0 0
West North South
7:00 AM 0 0 0 3 3 0
EB WB NB SB Total East
7:45 AM 0 0 3 2 5
0 0 0 0 0 0
0 7:30 AM 1 0 1 2 4 0 0 0
0 0 0 0 0 0
0 0
8:15 AM 0 2 1 1 4 0 0
0 0 0 0 0 0
1 0 0
8:00 AM 0 1 5 3 9 0
0 0 0 0 0 0
8:45 AM 0 0 1 6 7
0 0 0 0 0 0
0 8:30 AM 0 1 2 3 6 0 0 0
0 0 0 0 0 0
0 0 0 0 0 0 1 0 0
0 0
Peak Hour 0 4 9 13 26 0 0
Count Total 1 4 13 24 42 0 0 0 0 0 0 2
0 0 0 0 1 0 0
0 0
0 0
00 00
0 0
0 0
0 0
1 0
N
Cedar Blvd
Moores Ave
Driveway
Cedar Blvd
Moores Ave
Cedar Blvd
TEV: 422
PHF: 0.85
8 235
5 248
161
0 5
0 3
8 7
0 2
134
3 243
139
0 5
0 22
27 11
0 Project Manager: (415) 310-6469
Packet Page 2325
[email protected]
www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.

Eastbound Westbound Northbound Southbound
Northbound Southbound

UT LT TH RT UT LT TH RT
Interval
Start
Moores Ave Driveway Cedar Blvd Cedar Blvd
15-min
Total
Rolling
One Hour Eastbound Westbound
0 3 0 3 0
7:15 AM 0 0 0 0
0 0 0 0 0 0
TH RT
7:00 AM 0 0 0 0 0 0 0

UT LT TH RT UT LT
4 0
7:30 AM 0 1 0 0 0 0 0
0 0 0 0 0 0 0 0 0 0 4 0
0 0 0 0 0 0
0 2 0 4 0
7:45 AM 0 0 0 0
0 0 0 0 1 0
0 3 0 9 22
8:15 AM 0 0 0 0
0 0 0 4 1 0
5 16
8:00 AM 0 0 0 0 0 1 0
1 2 0 0 2 0
4 22
8:30 AM 0 0 0 0 0 0 0
0 0 0 2 0 0 1 0 0 0 1 0
0 0 0 0 0 0
1 2 0 6 24
8:45 AM 0 0 0 0
1 0 0 2 0 0
1 0 0 0 6 0 7 26
1 23 0 42 0
Peak Hour 0 0 0 0
Count Total 0 1 0 0 0 1 0 3 0 0 9 4 0
7:00 AM 0 0
RT
26 0
Interval
Start
Moores Ave Driveway Cedar Blvd Cedar Blvd
15-min
Total
Rolling
One Hour
0 1 0 3 0 0 8 1 0 1 12 0

LT TH RT RT LT TH RT
0 8:00 AM
0 0 0 0
0 0
7:45 AM
0 0 0 0
0 7:30 AM
7:15 AM 0 0 0 0 0 0 0 0
0 0
0 0 0
0 0
8:45 AM
0 0 0 0
0 8:30 AM
0 0 0 0 0 0 0
0 0
8:15 AM
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0 0 0 0 0 0 0
Peak Hour
Count Total 0 0
0 LT TH
0 0 0 0 0 0 0
0 0 0 0 0 0
0 0
0 0
0 0 0 0
0 0
0 0 0
0 LT TH
0 0 0 0 0 0 0 0
0 0 0
0 0
0 0 0
0 0 0
0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
0 0 0
0 0
0 0 0
0 0 0
Project Manager: (415) 310-6469
Packet Page 2326
[email protected]
www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Total
1 0
0 4
1 0
1 1
8 3
Date: 09/23/2020
Peak Hour Count Period: 4:00 PM 6:00 PM
SB 2.2% 0.86
TOTAL 1.7% 0.92
TH RT
WB 0.0% 0.33
NB 1.4% 0.91
Peak Hour: 5:00 PM 6:00 PM
HV %: PHF
EB 0.0% 0.81

UT LT TH RT UT LT
Rolling
One Hour Eastbound Westbound Northbound Southbound

UT LT TH RT
Interval
Start
Moores Ave Driveway Cedar Blvd Cedar Blvd
15-min
Total

UT LT TH RT
0 1 0 1 0 0
1 61 6 166 0
4:15 PM 0 8 0 0
4:00 PM 0 2 1 2 0 1 0 3 0 1 88 0 0
0 77 6 179 0
4:45 PM 0 4 0 1
0 0 2 86 1 0
166 0
4:30 PM 0 5 0 1 0 1 0
84 1 0 0 68 3
177 688
5:00 PM 0 7 0 1 0 1 0
0 0 0 3 0 1 81 0 0 0 80 7
0 0 0 0 0 3
0 87 10 224 746
5:15 PM 0 3 0 2
2 0 2 113 1 0
0 97 9 213 796
5:45 PM 0 8 0 1
0 0 2 98 0 0
182 762
5:30 PM 0 6 0 1 0 0 0
104 0 0 0 63 7
0 0 0 1 0 1 99 0 0 0 88 4 202 821
Count Total 0 43 1 9 0 4 0 1 621 52 1,509 0
Peak
Hour
All 0 24 0
10 0 12 753 3 0
0 0 0 0 6 0 0 0 8 0 14 0
30 821 0
HV 0 0 0 0 0 0
5 0 1 0 3 0 8 414 1 0 0 335
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
HV% - 0% - 0% - 0% - 0% - 0% 1% 0% - - 2% 0% 2%
0 0
4:15 PM 1 1 1 0 3 0 0
0 0 0 0 0 1
West North South
4:00 PM 0 1 2 4 7 0
EB WB NB SB Total East
4:45 PM 0 0 0 0 0
0 0 0 0 0 0
0 4:30 PM 0 0 2 1 3 0 0 0
0 0 0 0 0 0
1 0
5:15 PM 0 0 2 1 3 0 0
0 0 0 0 0 0
1 3 0
5:00 PM 0 0 1 4 5 0
0 0 0 0 0 0
5:45 PM 0 0 3 1 4
0 0 0 0 1 0
0 5:30 PM 0 0 0 2 2 0 0 0
0 0 0 0 0 0
0 0 0 0 0 0 0 1 0
6 0
Peak Hour 0 0 6 8 14 0 0
Count Total 1 2 11 13 27 0 0 0 0 0 0 2
0 0 0 0 0 3 0
0 0
0 0
00 00
0 0
0 0
3 0
0 0
N
Cedar Blvd
Moores Ave
Driveway
Cedar Blvd
Moores Ave
Cedar Blvd
TEV: 821
PHF: 0.92
30 335
0 365
441
0 3
0 1
4 1
0 1
414
8 341
423
0 5
0 24
29 38
0 Project Manager: (415) 310-6469
Packet Page 2327
[email protected]
www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.

Eastbound Westbound Northbound Southbound
Northbound Southbound

UT LT TH RT UT LT TH RT
Interval
Start
Moores Ave Driveway Cedar Blvd Cedar Blvd
15-min
Total
Rolling
One Hour Eastbound Westbound
1 3 0 7 0
4:15 PM 0 1 0 0
1 0 0 2 0 0
TH RT
4:00 PM 0 0 0 0 0 0 0

UT LT TH RT UT LT
3 0
4:30 PM 0 0 0 0 0 0 0
0 1 0 0 0 0 1 0 0 0 0 0
0 0 0 0 0 0
0 1 0 3 0
4:45 PM 0 0 0 0
0 0 0 2 0 0
0 4 0 5 11
5:15 PM 0 0 0 0
0 0 0 1 0 0
0 13
5:00 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
3 11
5:30 PM 0 0 0 0 0 0 0
0 0 0 0 0 0 2 0 0 0 1 0
0 0 0 0 0 0
0 2 0 2 10
5:45 PM 0 0 0 0
0 0 0 0 0 0
3 0 0 0 1 0 4 14
1 12 0 27 0
Peak Hour 0 0 0 0
Count Total 0 1 0 0 0 1 0 1 0 0 11 0 0
4:00 PM 0 0
RT
14 0
Interval
Start
Moores Ave Driveway Cedar Blvd Cedar Blvd
15-min
Total
Rolling
One Hour
0 0 0 0 0 0 6 0 0 0 8 0

LT TH RT RT LT TH RT
0 5:00 PM
0 0 0 0
0 0
4:45 PM
0 0 0 0
0 4:30 PM
4:15 PM 0 0 0 0 0 0 0 0
0 0
0 0 0
0 0
5:45 PM
0 0 0 0
0 5:30 PM
0 0 0 0 0 0 0
0 0
5:15 PM
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0 0 0 0 0 0 0
Peak Hour
Count Total 0 0
0 LT TH
0 0 0 0 0 0 0
0 0 0 0 0 0
0 0
0 0
0 0 0 0
0 0
0 0 0
0 LT TH
0 0 0 0 0 0 0 0
0 0 0
0 0
0 0 0
0 0 0
0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
0 0 0
0 0
0 0 0
0 0 0
Project Manager: (415) 310-6469
Packet Page 2328
[email protected]
www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Total
0 0
0 0
5 4
0 1
10 9
Date: 09/23/2020
Peak Hour Count Period: 7:00 AM 9:00 AM
SB 3.3% 0.93
TOTAL 7.1% 0.94
TH RT
WB 6.8% 0.96
NB 4.9% 0.91
Peak Hour: 7:45 AM 8:45 AM
HV %: PHF
EB 11.1% 0.78

UT LT TH RT UT LT
Rolling
One Hour Eastbound Westbound Northbound Southbound

UT LT TH RT
Interval
Start
Mowry Ave Mowry Ave Cedar Blvd Cedar Blvd
15-min
Total

UT LT TH RT
0 7 137 10 0 6
25 17 4 239 0
7:15 AM 0 1 59 8
7:00 AM 0 3 45 8 1 10 95 6 0 7 5 11 2
32 23 7 319 0
7:45 AM 1 2 86 18
15 0 6 2 4 1
326 0
7:30 AM 0 4 69 13 1 12 130
10 13 0 42 24 9
420 1,304
8:00 AM 0 4 108 11 2 11 159
0 12 156 18 0 12 16 6 0 43 37 13
1 19 139 29 0 6
42 32 9 438 1,503
8:15 AM 1 8 129 12
20 1 13 14 11 1
55 35 7 397 1,710
8:45 AM 0 0 66 14
37 0 12 14 12 0
455 1,632
8:30 AM 1 1 84 4 3 21 111
8 17 1 46 32 7
3 17 100 30 0 5 15 12 0 52 42 7 363 1,653
Count Total 3 23 646 88 11 109 1,027 337 242 63 2,957 0 Peak
Hour
All 3 15 407
165 1 67 84 86 5
42 6 0 1 3 3 0 9 2 1 121 0
36 1,710 0
HV 0 2 49 1 0 2
45 6 63 565 104 1 43 52 46 2 186 136
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
HV% 0% 13% 12% 2% 0% 3% 7% 6% 0% 2% 6% 7% 0% 5% 1% 3% 7% 0 0
7:15 AM 12 15 0 5 32 0 0
0 0 0 0 0 0
West North South
7:00 AM 15 14 2 3 34 0
EB WB NB SB Total East
7:45 AM 10 11 1 2 24
0 1 0 0 0 0
0 7:30 AM 17 17 3 3 40 0 1 0
0 0 0 0 0 0
1 1
8:15 AM 13 13 1 1 28 1 0
0 0 0 0 0 3
0 0 0
8:00 AM 14 17 1 3 35 0
0 0 0 0 0 0
8:45 AM 16 19 0 6 41
0 1 0 0 0 0
3 8:30 AM 15 9 4 6 34 0 1 0
0 0 1 0 0 1
0 0 0 0 0 0 1 0 0
2 4
Peak Hour 52 50 7 12 121 1 1
Count Total 112 115 12 29 268 1 2 0 0 3 0 4
0 0 2 0 3 2 4
0 1
0 0
00 00
0 0
1 0
2 4
3 0
N
Cedar Blvd
Mowry Ave
Mowry Ave
Cedar Blvd
Mowry Ave
Cedar Blvd
TEV: 1,710
PHF: 0.94
36 136
186
360
173
2 104
565
63 738
645
6 43
5246
245
142
1 45
407
15 470
647
3 Project Manager: (415) 310-6469
Packet Page 2329
[email protected]
www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.

Eastbound Westbound Northbound Southbound
Northbound Southbound

UT LT TH RT UT LT TH RT
Interval
Start
Mowry Ave Mowry Ave Cedar Blvd Cedar Blvd
15-min
Total
Rolling
One Hour Eastbound Westbound
2 0 1 34 0
7:15 AM 0 0 12 0
0 0 0 0 2 0
TH RT
7:00 AM 0 0 14 1 0 2 12

UT LT TH RT UT LT
32 0
7:30 AM 0 1 16 0 0 0 17
0 0 15 0 0 0 0 0 0 3 2 0
0 0 10 1 0 0
1 1 1 40 0
7:45 AM 0 1 8 1
0 0 0 1 2 0
2 1 0 35 131
8:15 AM 0 0 13 0
2 0 0 1 0 0
24 130
8:00 AM 0 1 13 0 0 1 14
1 0 0 2 0 0
28 127
8:30 AM 0 0 15 0 0 1 6
0 0 12 1 0 0 0 1 0 1 0 0
0 0 17 2 0 0
4 1 1 34 121
8:45 AM 0 0 16 0
2 0 1 1 2 0
0 0 0 2 3 1 41 138
17 8 4 268 0
Peak Hour 0 2 49 1
Count Total 0 3 107 2 0 4 103 8 0 1 4 7 0
7:00 AM 0 0
RT
121 0
Interval
Start
Mowry Ave Mowry Ave Cedar Blvd Cedar Blvd
15-min
Total
Rolling
One Hour
0 2 42 6 0 1 3 3 0 9 2 1

LT TH RT RT LT TH RT
1 8:00 AM
0 0 0 0
1 0
7:45 AM
0 0 0 0
0 7:30 AM
7:15 AM 0 0 0 0 0 0 0 0
0 0
0 0 0
1 2
8:45 AM
0 0 0 0
2 8:30 AM
0 0 0 0 0 0 1
0 1
8:15 AM
0 0 0
0 1 0
0 0 0
0 0 0
0 0 0 0 0 0 0 0 2
Peak Hour
Count Total 0 0
0 LT TH
0 0 0 0 0 0 2
0 0 0 0 3 0
0 0
0 0
0 0 0 0
0 0
0 0 0
0 LT TH
0 0 0 0 0 0 0 0
0 0 0
0 0
0 0 0
0 0 0
1 0 1 0 0 1 0
0 1 0 1 1 0
0 1 0
0 0 0
0 0
0 0 0
0 0 0
Project Manager: (415) 310-6469
Packet Page 2330
[email protected]
www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Total
1 1
1 7
2 0
2 0
14 4
Date: 09/23/2020
Peak Hour Count Period: 4:00 PM 6:00 PM
SB 2.3% 0.87
TOTAL 2.9% 0.95
TH RT
WB 4.1% 0.91
NB 1.0% 0.89
Peak Hour: 5:00 PM 6:00 PM
HV %: PHF
EB 3.0% 0.78

UT LT TH RT UT LT
Rolling
One Hour Eastbound Westbound Northbound Southbound

UT LT TH RT
Interval
Start
Mowry Ave Mowry Ave Cedar Blvd Cedar Blvd
15-min
Total

UT LT TH RT
9 33 81 57 3 30
41 35 7 569 0
4:15 PM 1 19 123 14
4:00 PM 0 29 154 17 6 42 83 52 5 18 50 29 1
43 43 8 592 0
4:45 PM 0 11 172 18
53 4 25 63 16 0
534 0
4:30 PM 0 8 177 19 7 35 91
43 27 1 47 38 8
600 2,295
5:00 PM 2 27 180 29 10 34 89
7 46 97 36 2 21 64 29 1 42 46 8
15 58 89 71 2 17
35 59 12 659 2,385
5:15 PM 2 18 137 18
46 2 25 70 39 0
50 44 15 614 2,494
5:45 PM 1 14 111 19
56 2 15 62 31 2
621 2,472
5:30 PM 0 10 164 11 6 40 106
67 37 1 40 42 7
6 50 103 69 2 25 52 37 0 48 65 10 612 2,506
Count Total 6 136 1,218 145 66 338 739 346 372 75 4,801 0 Peak
Hour
All 5 69 592
440 22 176 471 245 6
26 6 0 2 1 2 0 7 2 1 72 0
44 2,506 0
HV 0 2 20 0 0 3
77 37 182 387 242 8 82 251 144 3 173 210
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
HV% 0% 3% 3% 0% 0% 2% 7% 2% 0% 2% 0% 1% 0% 4% 1% 2% 3%
0 0
4:15 PM 3 11 1 1 16 1 1
0 0 0 0 0 1
West North South
4:00 PM 11 14 1 3 29 0
EB WB NB SB Total East
4:45 PM 6 11 1 2 20
0 0 0 1 0 0
0 4:30 PM 11 19 2 1 33 0 0 0
0 0 2 1 0 0
1 0
5:15 PM 2 12 1 4 19 0 0
0 0 0 1 1 0
3 1 2
5:00 PM 9 11 1 3 24 1
0 0 0 0 0 1
5:45 PM 3 6 2 2 13
0 1 2 0 0 0
0 5:30 PM 8 6 1 1 16 0 0 1
0 0 0 0 0 0
0 0 0 0 0 0 0 0 0
2 2
Peak Hour 22 35 5 10 72 1 0
Count Total 53 90 10 17 170 2 1 1 0 4 5 5
1 0 2 3 0 1 0
0 1
0 0
00 00
1 0
0 0
1 0
0 3
N
Cedar Blvd
Mowry Ave
Mowry Ave
Cedar Blvd
Mowry Ave
Cedar Blvd
TEV: 2,506
PHF: 0.95
44 210
173
430
565
3 242
387
182
848
946
37 251144
82 477
485
8 77
592
69 743
518
5 Project Manager: (415) 310-6469
Packet Page 2331
[email protected]
www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.

Eastbound Westbound Northbound Southbound
Northbound Southbound

UT LT TH RT UT LT TH RT
Interval
Start
Mowry Ave Mowry Ave Cedar Blvd Cedar Blvd
15-min
Total
Rolling
One Hour Eastbound Westbound
2 0 1 29 0
4:15 PM 0 0 3 0
2 0 0 1 0 0
TH RT
4:00 PM 0 0 11 0 0 1 11

UT LT TH RT UT LT
16 0
4:30 PM 0 0 11 0 0 0 17
0 0 10 1 0 0 0 1 0 1 0 0
0 0 11 0 0 0
1 0 0 33 0
4:45 PM 0 1 5 0
2 0 1 0 1 0
3 0 0 24 93
5:15 PM 0 0 2 0
1 0 0 0 1 0
20 98
5:00 PM 0 1 8 0 0 1 9
1 0 0 2 0 0
19 96
5:30 PM 0 1 7 0 0 1 5
0 1 9 2 0 1 0 0 0 2 1 1
0 0 3 3 0 1
1 0 0 16 79
5:45 PM 0 0 3 0
0 0 0 0 1 0
1 0 0 1 1 0 13 72
13 2 2 170 0
Peak Hour 0 2 20 0
Count Total 0 3 50 0 0 4 75 11 0 3 3 4 0
4:00 PM 0 0
RT
72 0
Interval
Start
Mowry Ave Mowry Ave Cedar Blvd Cedar Blvd
15-min
Total
Rolling
One Hour
0 3 26 6 0 2 1 2 0 7 2 1

LT TH RT RT LT TH RT
2 5:00 PM
0 0 0 0
0 0
4:45 PM
0 0 0 0
0 4:30 PM
4:15 PM 0 0 0 0 0 0 0 2
0 0
0 0 0
1 2
5:45 PM
0 0 1 0
1 5:30 PM
0 0 0 0 0 0 0
1 3
5:15 PM
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0 0 0 0 0 0 2
Peak Hour
Count Total 0 0
0 LT TH
0 0 1 0 0 0 2
0 0 1 0 4 0
0 0
0 0
0 0 0 0
0 0
0 1 0
0 LT TH
0 0 0 0 0 0 0 0
0 0 1
0 0
0 0 0
0 1 0
0 0 1 0 0 0 0
0 2 0 0 1 0
0 0 0
0 0 0
0 0
0 0 0
0 0 0
Project Manager: (415) 310-6469
Packet Page 2332
[email protected]
www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Total
0 0
0 0
2 1
0 1
4 4
Date: 09/23/2020
Peak Hour Count Period: 7:00 AM 9:00 AM
SB 4.6% 0.94
TOTAL 5.5% 0.93
TH RT
WB 4.0% 0.85
NB 6.5% 0.76
Peak Hour: 8:00 AM 9:00 AM
HV %: PHF
EB 7.2% 0.88

UT LT TH RT UT LT
Rolling
One Hour Eastbound Westbound Northbound Southbound

UT LT TH RT
Interval
Start
Central Ave Central Ave Cedar Blvd Cedar Blvd
15-min
Total

UT LT TH RT
0 16 24 13 0 2
17 17 5 140 0
7:15 AM 0 12 24 7
7:00 AM 0 10 33 3 0 7 13 9 0 0 20 5 1
30 24 4 207 0
7:45 AM 0 13 44 8
14 0 2 17 6 0
165 0
7:30 AM 0 10 45 10 0 13 32
16 4 0 12 25 10
197 709
8:00 AM 0 9 48 7 0 16 29
0 9 36 3 0 1 23 11 0 17 31 1
1 8 31 11 0 4
22 35 7 232 801
8:15 AM 0 12 51 6
17 0 6 22 14 0
20 40 10 261 915
8:45 AM 1 15 55 8
12 0 5 36 20 0
225 861
8:30 AM 0 15 45 5 0 24 29
29 13 0 16 37 6
0 16 41 17 0 6 24 6 0 20 42 7 258 976
Count Total 1 96 345 54 1 109 235 154 251 50 1,685 0
Peak
Hour
All 1 51 199
96 0 26 187 79 1
6 3 0 3 5 4 0 2 8 2 54 0
30 976 0
HV 0 8 4 8 0 1
26 1 64 130 57 0 21 111 53 0 78 154
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
HV% 0% 16% 2% 31% 0% 2% 5% 5% - 14% 5% 8% - 3% 5% 7% 6% 0 0
7:15 AM 6 4 1 4 15 1 1
1 0 1 2 0 0
West North South
7:00 AM 7 3 1 3 14 0
EB WB NB SB Total East
7:45 AM 5 0 1 2 8
1 2 0 0 0 0
0 7:30 AM 4 3 5 2 14 1 0 0
0 0 2 0 0 0
0 1
8:15 AM 5 1 4 0 10 0 1
0 0 0 0 0 1
0 0 0
8:00 AM 6 2 4 3 15 0
1 0 0 0 1 0
8:45 AM 5 4 0 3 12
0 1 0 0 0 0
1 8:30 AM 4 3 4 6 17 1 0 0
0 0 1 0 0 0
2 0 0 0 2 1 0 0 0
0 2
Peak Hour 20 10 12 12 54 3 1
Count Total 42 20 20 23 105 6 3 0 2 11 1 1
0 0 4 1 1 0 2
0 3
0 0
00 00
0 0
1 0
0 2
1 1
N
Cedar Blvd
Central Ave
Central Ave
Cedar Blvd
Central Ave
Cedar Blvd
TEV: 976
PHF: 0.93
30 154
78 262
219
0 57
130
64 252
331
1 53
111
21 244
185
0 26
199
51 277
182
1 Project Manager: (415) 310-6469
Packet Page 2333
[email protected]
www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.

Eastbound Westbound Northbound Southbound
Northbound Southbound

UT LT TH RT UT LT TH RT
Interval
Start
Central Ave Central Ave Cedar Blvd Cedar Blvd
15-min
Total
Rolling
One Hour Eastbound Westbound
1 1 1 14 0
7:15 AM 0 4 1 1
1 0 0 1 0 0
TH RT
7:00 AM 0 4 3 0 0 2 0

UT LT TH RT UT LT
15 0
7:30 AM 0 2 2 0 0 0 1
0 3 0 1 0 0 1 0 0 1 1 2
0 0 0 0 0 1
2 0 0 14 0
7:45 AM 0 3 1 1
2 0 1 4 0 0
0 1 2 15 52
8:15 AM 0 2 1 2
0 0 1 1 2 0
8 51
8:00 AM 0 2 1 3 0 0 2
0 0 0 0 2 0
10 47
8:30 AM 0 2 1 1 0 1 2
0 0 0 1 0 1 2 1 0 0 0 0
0 0 2 2 0 0
2 4 0 17 50
8:45 AM 0 2 1 2
0 0 1 2 1 0
0 0 0 0 3 0 12 54
6 12 5 105 0
Peak Hour 0 8 4 8
Count Total 0 21 11 10 0 6 7 7 0 5 11 4 0
7:00 AM 2 0
RT
54 0
Interval
Start
Central Ave Central Ave Cedar Blvd Cedar Blvd
15-min
Total
Rolling
One Hour
0 1 6 3 0 3 5 4 0 2 8 2

LT TH RT RT LT TH RT
7 8:00 AM
0 0 0 1
2 0
7:45 AM
0 0 0 0
0 7:30 AM
7:15 AM 0 0 0 0 0 0 0 2
0 0
0 0 0
1 3
8:45 AM
0 0 0 0
4 8:30 AM
0 0 0 0 0 0 1
0 5
8:15 AM
0 0 0
0 0 0
0 1 0
0 1 0
0 2 0 0 0 0 0 2 4
Peak Hour
Count Total 0 0
0 LT TH
0 0 0 0 0 0 4
0 0 0 2 11 0
0 0
0 0
0 0 0 0
0 0
0 1 0
1 LT TH
0 1 0 0 0 0 0 1
1 0 0
0 0
0 0 0
0 1 0
0 0 3 0 0 1 0
0 6 0 0 2 1
0 0 0
0 0 0
0 1
0 0 0
0 0 0
Project Manager: (415) 310-6469
Packet Page 2334
[email protected]
www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Total
1 0
0 5
2 1
0 3
12 6
Date: 09/23/2020
Peak Hour Count Period: 4:00 PM 6:00 PM
SB 3.0% 0.96
TOTAL 1.7% 0.93
TH RT
WB 0.5% 0.85
NB 1.6% 0.89
Peak Hour: 5:00 PM 6:00 PM
HV %: PHF
EB 1.6% 0.89

UT LT TH RT UT LT
Rolling
One Hour Eastbound Westbound Northbound Southbound

UT LT TH RT
Interval
Start
Central Ave Central Ave Cedar Blvd Cedar Blvd
15-min
Total

UT LT TH RT
0 14 37 30 0 6
47 64 9 416 0
4:15 PM 0 23 75 8
4:00 PM 0 28 66 5 0 13 46 32 0 12 67 27 0
40 59 9 432 0
4:45 PM 0 17 74 15
27 0 11 77 18 0
386 0
4:30 PM 0 23 83 13 1 18 53
67 27 0 36 49 14
380 1,614
5:00 PM 0 18 86 18 0 16 64
0 21 38 36 0 9 57 22 0 23 52 16
0 21 52 28 0 14
34 59 30 478 1,676
5:15 PM 1 10 92 8
32 0 12 77 32 0
36 72 15 456 1,769
5:45 PM 0 17 62 11
43 0 10 60 28 0
455 1,745
5:30 PM 0 20 76 14 0 24 58
73 39 0 48 51 18
0 11 45 33 0 13 64 26 0 31 69 11 393 1,782
Count Total 1 156 614 92 1 138 393 295 475 122 3,396 0
Peak
Hour
All 1 65 316
261 0 87 542 219 0
0 1 0 4 1 2 0 7 4 3 30 0
74 1,782 0
HV 0 3 1 3 0 1
51 0 72 219 136 0 49 274 125 0 149 251
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
HV% 0% 5% 0% 6% - 1% 0% 1% - 8% 0% 2% - 5% 2% 4% 2%
0 0
4:15 PM 2 0 2 0 4 0 0
0 0 0 0 0 1
West North South
4:00 PM 2 2 3 1 8 0
EB WB NB SB Total East
4:45 PM 1 0 0 3 4
0 1 0 0 0 0
0 4:30 PM 2 0 2 2 6 1 0 0
0 0 0 0 0 0
0 0
5:15 PM 1 0 0 1 2 0 0
0 0 1 1 0 2
4 1 0
5:00 PM 4 2 4 4 14 0
2 0 0 0 2 0
5:45 PM 0 0 2 1 3
0 1 0 0 0 0
0 5:30 PM 2 0 1 8 11 1 0 0
0 0 0 1 0 0
1 0 0 0 1 0 0 2 1
3 1
Peak Hour 7 2 7 14 30 2 0
Count Total 14 4 14 20 52 5 0 0 1 6 1 7
0 1 3 1 2 2 1
0 2
0 0
01 00
0 0
0 0
2 1
2 1
N
Cedar Blvd
Central Ave
Central Ave
Cedar Blvd
Central Ave
Cedar Blvd
TEV: 1,782
PHF: 0.93
74 251
149
474
475
0 136
219
72 427
590
0 274125
49 374
448
0 51
316
65 433
343
1 Project Manager: (415) 310-6469
Packet Page 2335
[email protected]
www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.

Eastbound Westbound Northbound Southbound
Northbound Southbound

UT LT TH RT UT LT TH RT
Interval
Start
Central Ave Central Ave Cedar Blvd Cedar Blvd
15-min
Total
Rolling
One Hour Eastbound Westbound
0 1 0 8 0
4:15 PM 0 2 0 0
0 0 1 0 2 0
TH RT
4:00 PM 0 0 1 1 0 0 2

UT LT TH RT UT LT
4 0
4:30 PM 0 1 0 1 0 0 0
0 0 0 0 0 0 2 0 0 0 0 0
0 0 0 0 0 0
0 1 1 6 0
4:45 PM 0 1 0 0
0 0 2 0 0 0
0 2 2 14 28
5:15 PM 0 0 0 1
1 0 2 1 1 0
4 22
5:00 PM 0 1 1 2 0 1 0
0 0 0 1 1 1
2 26
5:30 PM 0 2 0 0 0 0 0
0 0 0 0 0 0 0 0 0 1 0 0
0 0 0 0 0 1
6 1 1 11 31
5:45 PM 0 0 0 0
0 0 1 0 0 0
0 1 0 0 1 0 3 30
8 7 5 52 0
Peak Hour 0 3 1 3
Count Total 0 7 2 5 0 1 2 1 0 7 3 4 0
4:00 PM 0 0
RT
30 0
Interval
Start
Central Ave Central Ave Cedar Blvd Cedar Blvd
15-min
Total
Rolling
One Hour
0 1 0 1 0 4 1 2 0 7 4 3

LT TH RT RT LT TH RT
3 5:00 PM
0 0 0 2
1 0
4:45 PM
0 0 0 0
0 4:30 PM
4:15 PM 0 0 0 0 0 0 0 0
0 0
0 0 0
1 4
5:45 PM
0 0 0 0
4 5:30 PM
0 0 0 0 0 0 0
1 4
5:15 PM
0 0 0
0 0 0
0 1 0
0 0 0
0 1 0 0 0 0 0 1 3
Peak Hour
Count Total 1 0
0 LT TH
0 0 0 1 0 0 3
0 0 0 0 6 0
0 0
0 0
0 0 0 0
0 0
0 0 0
0 LT TH
0 0 0 0 0 0 0 0
0 0 0
2 1
0 0 0
0 0 0
0 0 2 0 0 0 0
3 2 0 0 0 0
0 0 0
0 0 0
0 0
0 0 0
1 0 0
Project Manager: (415) 310-6469
Packet Page 2336
[email protected]
Appendix C
Level of Service Calculations
Packet Page 2337
Existing AM Tue Nov 30, 2021 17:19:03 Page 1-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Scenario Report
Scenario: Existing AM
Command: Default Command
Volume: Existing AM
Geometry: Existing AM
Impact Fee: Default Impact Fee
Trip Generation: No Project
Trip Distribution: Distribution
Paths: Default Path
Routes: Default Route
Configuration: Default Configuration
Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2338
Existing AM Tue Nov 30, 2021 17:19:03 Page 2-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Future Volume Alternative)
******************************************************************************** Intersection #1 Cedar Blvd and Central Ave
******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.229
Loss Time (sec): 17 Average Delay (sec/veh): 31.4
Optimal Cycle: 51 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 Include Include Include
Min. Green: 7 10 10 7 10 10 7 10 10 7 10 10
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 1 0 1 1 0 1 0 1 1 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 21 111 53 78 154 30 52 199 26 65 130 57
Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 21 111 53 78 154 30 52 199 26 65 130 57
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 21 111 53 78 154 30 52 199 26 65 130 57
User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 21 111 53 78 154 30 52 199 26 65 130 57
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 21 111 53 78 154 30 52 199 26 65 130 57
PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 21 111 53 78 154 30 52 199 26 65 130 57
------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.95 0.90 0.90 0.95 0.93 0.93 0.95 0.93 0.93 0.95 0.91 0.91 Lanes: 1.00 1.35 0.65 1.00 1.67 0.33 1.00 1.77 0.23 1.00 1.39 0.61 Final Sat.: 1805 2326 1111 1805 2949 574 1805 3139 410 1805 2394 1050 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module:

Vol/Sat: 0.01 0.05 0.05 0.04 0.05 0.05 0.03 0.06 0.06 0.04 0.05 0.05 Crit Moves: **** **** **** ****
Green/Cycle: 0.16 0.21 0.21 0.19 0.23 0.23 0.18 0.28 0.28 0.16 0.25 0.25 Volume/Cap: 0.07 0.23 0.23 0.23 0.22 0.22 0.16 0.23 0.23 0.23 0.21 0.21 Uniform Del: 35.4 32.9 32.9 34.4 31.0 31.0 34.7 27.9 27.9 36.9 29.3 29.3 IncremntDel: 0.1 0.2 0.2 0.3 0.1 0.1 0.2 0.1 0.1 0.4 0.1 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: 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: 35.5 33.1 33.1 34.8 31.2 31.2 35.0 28.1 28.1 37.3 29.5 29.5 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 35.5 33.1 33.1 34.8 31.2 31.2 35.0 28.1 28.1 37.3 29.5 29.5 LOS by Move: D C C C C C C C C D C C
HCM2kAvgQ: 1 2 2 2 2 2 1 3 3 2 2 2
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2339
Existing AM Tue Nov 30, 2021 17:19:03 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 Packet Page 2340
Existing AM Tue Nov 30, 2021 17:19:03 Page 3-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Unsignalized Method (Future Volume Alternative) ******************************************************************************** Intersection #2 Cedar Blvd and Smith Ave
******************************************************************************** Average Delay (sec/veh): 0.7 Worst Case Level Of Service: B[ 10.6] ******************************************************************************** Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
------------|---------------||---------------||---------------||---------------| Control: Uncontrolled Uncontrolled Stop Sign Stop Sign
Rights: Include Include Include Include
Lanes: 1 0 2 0 0 0 0 1 1 0 0 0 1! 0 0 0 0 0 0 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 9 151 0 0 251 22 18 0 6 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: 9 151 0 0 251 22 18 0 6 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: 9 151 0 0 251 22 18 0 6 0 0 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: 9 151 0 0 251 22 18 0 6 0 0 0
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
FinalVolume: 9 151 0 0 251 22 18 0 6 0 0 0
------------|---------------||---------------||---------------||---------------| Critical Gap Module:

Critical Gp: 4.1 xxxx xxxxx xxxxx xxxx xxxxx 6.8 6.5 6.9 xxxxx xxxx xxxxx FollowUpTim: 2.2 xxxx xxxxx xxxxx xxxx xxxxx 3.5 4.0 3.3 xxxxx xxxx xxxxx ------------|---------------||---------------||---------------||---------------| Capacity Module:

Cnflict Vol: 273 xxxx xxxxx xxxx xxxx xxxxx 356 431 137 xxxx xxxx xxxxx Potent Cap.: 1302 xxxx xxxxx xxxx xxxx xxxxx 622 520 893 xxxx xxxx xxxxx Move Cap.: 1302 xxxx xxxxx xxxx xxxx xxxxx 618 517 893 xxxx xxxx xxxxx Volume/Cap: 0.01 xxxx xxxx xxxx xxxx xxxx 0.03 0.00 0.01 xxxx xxxx xxxx ------------|---------------||---------------||---------------||---------------| Level Of Service Module:
2Way95thQ: 0.0 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Control Del: 7.8 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: A * * * * * * * * * * *
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 670 xxxxx xxxx xxxx xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 0.1 xxxxx xxxxx xxxx xxxxx Shrd ConDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 10.6 xxxxx xxxxx xxxx xxxxx Shared LOS: * * * * * * * B * * * *
ApproachDel: xxxxxx xxxxxx 10.6 xxxxxx
ApproachLOS: * * 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 Packet Page 2341
Existing AM Tue Nov 30, 2021 17:19:03 Page 4-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Future Volume Alternative)
******************************************************************************** Intersection #3 Cedar Blvd and Moores Ave
******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.086
Loss Time (sec): 0 Average Delay (sec/veh): 10.0
Optimal Cycle: 27 Level Of Service: A
******************************************************************************** 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 Include Include
Min. Green: 7 10 10 7 10 10 7 10 10 7 10 10
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 0 1! 0 0 0 0 1! 0 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 3 134 2 5 235 8 22 0 5 3 0 5
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: 3 134 2 5 235 8 22 0 5 3 0 5
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: 3 134 2 5 235 8 22 0 5 3 0 5
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: 3 134 2 5 235 8 22 0 5 3 0 5
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 3 134 2 5 235 8 22 0 5 3 0 5
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: 3 134 2 5 235 8 22 0 5 3 0 5
------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.95 0.95 0.95 0.95 0.95 0.95 0.83 1.00 0.83 0.87 1.00 0.87 Lanes: 1.00 1.97 0.03 1.00 1.93 0.07 0.81 0.00 0.19 0.38 0.00 0.62 Final Sat.: 1805 3550 53 1805 3474 118 1289 0 293 621 0 1034 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module:

Vol/Sat: 0.00 0.04 0.04 0.00 0.07 0.07 0.02 0.00 0.02 0.00 0.00 0.00 Crit Moves: **** **** ****
Green/Cycle: 0.07 0.48 0.48 0.33 0.74 0.74 0.19 0.00 0.19 0.19 0.00 0.19 Volume/Cap: 0.02 0.08 0.08 0.01 0.09 0.09 0.09 0.00 0.09 0.03 0.00 0.03 Uniform Del: 43.3 14.2 14.2 22.2 3.6 3.6 33.6 0.0 33.6 33.2 0.0 33.2 IncremntDel: 0.1 0.0 0.0 0.0 0.0 0.0 0.1 0.0 0.1 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 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Delay/Veh: 43.4 14.2 14.2 22.2 3.6 3.6 33.7 0.0 33.7 33.2 0.0 33.2 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 43.4 14.2 14.2 22.2 3.6 3.6 33.7 0.0 33.7 33.2 0.0 33.2 LOS by Move: D B B C A A C A C C A C
HCM2kAvgQ: 0 1 1 0 1 1 1 0 1 0 0 0
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2342
Existing AM Tue Nov 30, 2021 17:19:03 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 Packet Page 2343
Existing AM Tue Nov 30, 2021 17:19:03 Page 5-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Future Volume Alternative)
******************************************************************************** Intersection #4 Cedar Blvd and Mowry Ave
******************************************************************************** Cycle (sec): 90 Critical Vol./Cap.(X): 0.322
Loss Time (sec): 12 Average Delay (sec/veh): 22.8
Optimal Cycle: 46 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: Ovl Ovl Ovl Ovl
Min. Green: 7 10 10 7 10 10 7 10 10 7 10 10
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 2 0 1 1 0 2 0 1 1 0 2 0 1 2 0 2 0 1
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 44 52 46 188 136 36 18 407 45 69 565 104
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: 44 52 46 188 136 36 18 407 45 69 565 104
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: 44 52 46 188 136 36 18 407 45 69 565 104
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: 44 52 46 188 136 36 18 407 45 69 565 104
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 44 52 46 188 136 36 18 407 45 69 565 104
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: 44 52 46 188 136 36 18 407 45 69 565 104
------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.97 0.95 1.00 Lanes: 1.00 2.00 1.00 1.00 2.00 1.00 1.00 2.00 1.00 2.00 2.00 1.00 Final Sat.: 1900 3610 1900 1900 3610 1900 1900 3610 1900 3686 3610 1900 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module:

Vol/Sat: 0.02 0.01 0.02 0.10 0.04 0.02 0.01 0.11 0.02 0.02 0.16 0.05 Crit Moves: **** **** **** ****
Green/Cycle: 0.15 0.11 0.31 0.26 0.22 0.30 0.08 0.29 0.45 0.20 0.42 0.68 Volume/Cap: 0.15 0.13 0.08 0.38 0.17 0.06 0.12 0.39 0.05 0.09 0.38 0.08 Uniform Del: 33.0 36.1 21.8 27.2 28.5 22.6 38.6 25.4 14.2 29.3 18.2 4.9 IncremntDel: 0.2 0.1 0.1 0.5 0.1 0.0 0.4 0.2 0.0 0.1 0.2 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 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Delay/Veh: 33.2 36.2 21.9 27.6 28.6 22.7 39.0 25.7 14.2 29.3 18.4 5.0 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 33.2 36.2 21.9 27.6 28.6 22.7 39.0 25.7 14.2 29.3 18.4 5.0 LOS by Move: C D C C C C D C B C B A
HCM2kAvgQ: 1 1 1 4 2 1 1 5 1 1 6 1
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2344
Existing AM Tue Nov 30, 2021 17:19:03 Page 5-2
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Note: Queue reported is the number of cars per lane.
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2345
Existing PM Tue Nov 30, 2021 17:19:07 Page 1-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Scenario Report
Scenario: Existing PM
Command: Default Command
Volume: Existing PM
Geometry: Existing PM
Impact Fee: Default Impact Fee
Trip Generation: No Project
Trip Distribution: Distribution
Paths: Default Path
Routes: Default Route
Configuration: Default Configuration
Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2346
Existing PM Tue Nov 30, 2021 17:19:07 Page 2-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Future Volume Alternative)
******************************************************************************** Intersection #1 Cedar Blvd and Central Ave
******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.339
Loss Time (sec): 0 Average Delay (sec/veh): 28.3
Optimal Cycle: 35 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 Include Include Include
Min. Green: 7 10 10 7 10 10 7 10 10 7 10 10
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 1 0 1 1 0 1 0 1 1 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 49 274 125 149 251 74 66 316 51 72 219 136
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: 49 274 125 149 251 74 66 316 51 72 219 136 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: 49 274 125 149 251 74 66 316 51 72 219 136 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: 49 274 125 149 251 74 66 316 51 72 219 136
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 49 274 125 149 251 74 66 316 51 72 219 136 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: 49 274 125 149 251 74 66 316 51 72 219 136 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.95 0.91 0.91 0.95 0.92 0.92 0.95 0.93 0.93 0.95 0.90 0.90 Lanes: 1.00 1.37 0.63 1.00 1.54 0.46 1.00 1.72 0.28 1.00 1.23 0.77 Final Sat.: 1805 2363 1078 1805 2693 794 1805 3043 491 1805 2100 1304 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module:

Vol/Sat: 0.03 0.12 0.12 0.08 0.09 0.09 0.04 0.10 0.10 0.04 0.10 0.10 Crit Moves: **** **** **** ****
Green/Cycle: 0.24 0.34 0.34 0.24 0.34 0.34 0.11 0.25 0.25 0.17 0.31 0.31 Volume/Cap: 0.11 0.34 0.34 0.34 0.27 0.27 0.34 0.42 0.42 0.24 0.34 0.34 Uniform Del: 29.6 24.5 24.5 31.2 23.7 23.7 41.3 31.6 31.6 36.1 26.8 26.8 IncremntDel: 0.1 0.2 0.2 0.5 0.1 0.1 1.0 0.3 0.3 0.4 0.2 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: 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: 29.7 24.7 24.7 31.7 23.8 23.8 42.4 31.9 31.9 36.5 27.0 27.0 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 29.7 24.7 24.7 31.7 23.8 23.8 42.4 31.9 31.9 36.5 27.0 27.0 LOS by Move: C C C C C C D C C D C C
HCM2kAvgQ: 1 5 5 4 4 4 2 5 5 2 5 5
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2347
Existing PM Tue Nov 30, 2021 17:19:07 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 Packet Page 2348
Existing PM Tue Nov 30, 2021 17:19:07 Page 3-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Unsignalized Method (Future Volume Alternative) ******************************************************************************** Intersection #2 Cedar Blvd and Smith Ave
******************************************************************************** Average Delay (sec/veh): 0.9 Worst Case Level Of Service: B[ 12.6] ******************************************************************************** Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
------------|---------------||---------------||---------------||---------------| Control: Uncontrolled Uncontrolled Stop Sign Stop Sign
Rights: Include Include Include Include
Lanes: 1 0 2 0 0 0 0 1 1 0 0 0 1! 0 0 0 0 0 0 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 15 436 0 0 339 36 32 0 19 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: 15 436 0 0 339 36 32 0 19 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: 15 436 0 0 339 36 32 0 19 0 0 0
User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 15 436 0 0 339 36 32 0 19 0 0 0
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
FinalVolume: 15 436 0 0 339 36 32 0 19 0 0 0
------------|---------------||---------------||---------------||---------------| Critical Gap Module:

Cnflict Vol: 375 xxxx xxxxx xxxx xxxx xxxxx 605 823 188 xxxx xxxx xxxxx Potent Cap.: 1195 xxxx xxxxx xxxx xxxx xxxxx 434 311 829 xxxx xxxx xxxxx Move Cap.: 1195 xxxx xxxxx xxxx xxxx xxxxx 430 307 829 xxxx xxxx xxxxx Volume/Cap: 0.01 xxxx xxxx xxxx xxxx xxxx 0.07 0.00 0.02 xxxx xxxx xxxx ------------|---------------||---------------||---------------||---------------| Level Of Service Module:
2Way95thQ: 0.0 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Control Del: 8.1 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: A * * * * * * * * * * *
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 524 xxxxx xxxx xxxx xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 0.3 xxxxx xxxxx xxxx xxxxx Shrd ConDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 12.6 xxxxx xxxxx xxxx xxxxx Shared LOS: * * * * * * * B * * * *
ApproachDel: xxxxxx xxxxxx 12.6 xxxxxx
ApproachLOS: * * 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 Packet Page 2349
Existing PM Tue Nov 30, 2021 17:19:07 Page 4-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Future Volume Alternative)
******************************************************************************** Intersection #3 Cedar Blvd and Moores Ave
******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.125
Loss Time (sec): 0 Average Delay (sec/veh): 3.7
Optimal Cycle: 27 Level Of Service: A
******************************************************************************** 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 Include Include
Min. Green: 7 10 10 7 10 10 10 10 10 10 10 10
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 0 1! 0 0 0 0 1! 0 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 8 414 1 0 335 30 24 0 5 1 0 3
Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 8 414 1 0 335 30 24 0 5 1 0 3
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 8 414 1 0 335 30 24 0 5 1 0 3
User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 8 414 1 0 335 30 24 0 5 1 0 3
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 8 414 1 0 335 30 24 0 5 1 0 3
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: 8 414 1 0 335 30 24 0 5 1 0 3
------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.95 0.95 0.95 1.00 0.94 0.94 0.82 1.00 0.82 0.87 1.00 0.87 Lanes: 1.00 1.99 0.01 1.00 1.84 0.16 0.83 0.00 0.17 0.25 0.00 0.75 Final Sat.: 1805 3601 9 1900 3274 293 1292 0 269 413 0 1238 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module:

Vol/Sat: 0.00 0.11 0.11 0.00 0.10 0.10 0.02 0.00 0.02 0.00 0.00 0.00 Crit Moves: **** **** ****
Green/Cycle: 0.07 0.86 0.86 0.00 0.79 0.79 0.14 0.00 0.14 0.14 0.00 0.14 Volume/Cap: 0.06 0.13 0.13 0.00 0.13 0.13 0.13 0.00 0.13 0.02 0.00 0.02 Uniform Del: 43.4 1.2 1.2 0.0 2.5 2.5 37.4 0.0 37.4 36.8 0.0 36.8 IncremntDel: 0.2 0.0 0.0 0.0 0.0 0.0 0.3 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 1.00 0.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Delay/Veh: 43.6 1.2 1.2 0.0 2.5 2.5 37.7 0.0 37.7 36.9 0.0 36.9 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 43.6 1.2 1.2 0.0 2.5 2.5 37.7 0.0 37.7 36.9 0.0 36.9 LOS by Move: D A A A A A D A D D A D
HCM2kAvgQ: 0 1 1 0 1 1 1 0 1 0 0 0
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2350
Existing PM Tue Nov 30, 2021 17:19:07 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 Packet Page 2351
Existing PM Tue Nov 30, 2021 17:19:07 Page 5-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Future Volume Alternative)
******************************************************************************** Intersection #4 Cedar Blvd and Mowry Ave
******************************************************************************** Cycle (sec): 90 Critical Vol./Cap.(X): 0.445
Loss Time (sec): 12 Average Delay (sec/veh): 25.8
Optimal Cycle: 46 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: Ovl Ovl Ovl Ovl
Min. Green: 7 10 10 7 10 10 7 10 10 7 10 10
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 2 0 1 1 0 2 0 1 1 0 2 0 1 2 0 2 0 1
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 90 251 144 176 210 44 74 592 77 219 387 242
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: 90 251 144 176 210 44 74 592 77 219 387 242 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: 90 251 144 176 210 44 74 592 77 219 387 242 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: 90 251 144 176 210 44 74 592 77 219 387 242 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 90 251 144 176 210 44 74 592 77 219 387 242 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: 90 251 144 176 210 44 74 592 77 219 387 242 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Vol/Sat: 0.05 0.07 0.08 0.09 0.06 0.02 0.04 0.16 0.04 0.06 0.11 0.13 Crit Moves: **** **** **** ****
Green/Cycle: 0.15 0.16 0.29 0.21 0.21 0.42 0.21 0.37 0.52 0.13 0.30 0.50 Volume/Cap: 0.32 0.44 0.26 0.44 0.27 0.05 0.19 0.44 0.08 0.44 0.36 0.25 Uniform Del: 34.1 34.4 24.6 31.1 29.5 15.4 29.5 21.5 10.9 35.9 25.0 12.7 IncremntDel: 0.6 0.6 0.3 0.8 0.2 0.0 0.2 0.2 0.0 0.6 0.2 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: 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: 34.8 35.0 24.8 31.9 29.7 15.5 29.7 21.7 10.9 36.6 25.2 12.8 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 34.8 35.0 24.8 31.9 29.7 15.5 29.7 21.7 10.9 36.6 25.2 12.8 LOS by Move: C C C C C B C C B D C B
HCM2kAvgQ: 2 4 3 4 2 1 2 7 1 3 5 4
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2352
Existing PM Tue Nov 30, 2021 17:19:07 Page 5-2
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Note: Queue reported is the number of cars per lane.
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2353
Existing +P AM Tue Nov 30, 2021 17:19:10 Page 1-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Scenario Report
Scenario: Existing +P AM
Command: Default Command
Volume: Existing AM
Geometry: Existing AM
Impact Fee: Default Impact Fee
Trip Generation: Project AM
Trip Distribution: Distribution
Paths: Default Path
Routes: Default Route
Configuration: Default Configuration
Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2354
Existing +P AM Tue Nov 30, 2021 17:19:11 Page 2-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Future Volume Alternative)
******************************************************************************** Intersection #1 Cedar Blvd and Central Ave
******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.234
Loss Time (sec): 17 Average Delay (sec/veh): 31.5
Optimal Cycle: 51 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 Include Include Include
Min. Green: 7 10 10 7 10 10 7 10 10 7 10 10
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 1 0 1 1 0 1 0 1 1 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 21 111 53 78 154 30 52 199 26 65 130 57
Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 21 111 53 78 154 30 52 199 26 65 130 57
Added Vol: 6 14 0 0 2 0 0 0 1 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 27 125 53 78 156 30 52 199 27 65 130 57
User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 27 125 53 78 156 30 52 199 27 65 130 57
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 27 125 53 78 156 30 52 199 27 65 130 57
PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 27 125 53 78 156 30 52 199 27 65 130 57
------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.95 0.91 0.91 0.95 0.93 0.93 0.95 0.93 0.93 0.95 0.91 0.91 Lanes: 1.00 1.40 0.60 1.00 1.68 0.32 1.00 1.76 0.24 1.00 1.39 0.61 Final Sat.: 1805 2421 1027 1805 2955 568 1805 3121 424 1805 2394 1050 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module:

Vol/Sat: 0.01 0.05 0.05 0.04 0.05 0.05 0.03 0.06 0.06 0.04 0.05 0.05 Crit Moves: **** **** **** ****
Green/Cycle: 0.17 0.22 0.22 0.18 0.24 0.24 0.18 0.27 0.27 0.15 0.25 0.25 Volume/Cap: 0.09 0.23 0.23 0.23 0.22 0.22 0.16 0.23 0.23 0.23 0.22 0.22 Uniform Del: 35.3 32.1 32.1 34.8 30.7 30.7 35.0 28.3 28.3 37.2 29.7 29.7 IncremntDel: 0.1 0.2 0.2 0.4 0.1 0.1 0.2 0.1 0.1 0.4 0.1 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: 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: 35.4 32.2 32.2 35.1 30.8 30.8 35.3 28.4 28.4 37.6 29.8 29.8 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 35.4 32.2 32.2 35.1 30.8 30.8 35.3 28.4 28.4 37.6 29.8 29.8 LOS by Move: D C C D C C D C C D C C
HCM2kAvgQ: 1 2 2 2 2 2 1 3 3 2 2 2
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2355
Existing +P AM Tue Nov 30, 2021 17:19:11 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 Packet Page 2356
Existing +P AM Tue Nov 30, 2021 17:19:11 Page 3-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Unsignalized Method (Future Volume Alternative) ******************************************************************************** Intersection #2 Cedar Blvd and Smith Ave
******************************************************************************** Average Delay (sec/veh): 0.7 Worst Case Level Of Service: B[ 10.7] ******************************************************************************** Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
------------|---------------||---------------||---------------||---------------| Control: Uncontrolled Uncontrolled Stop Sign Stop Sign
Rights: Include Include Include Include
Lanes: 1 0 2 0 0 0 0 1 1 0 0 0 1! 0 0 0 0 0 0 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 9 151 0 0 251 22 18 0 6 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: 9 151 0 0 251 22 18 0 6 0 0 0
Added Vol: 0 20 0 0 3 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 9 171 0 0 254 22 18 0 6 0 0 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: 9 171 0 0 254 22 18 0 6 0 0 0
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
FinalVolume: 9 171 0 0 254 22 18 0 6 0 0 0
------------|---------------||---------------||---------------||---------------| Critical Gap Module:

Cnflict Vol: 276 xxxx xxxxx xxxx xxxx xxxxx 369 454 138 xxxx xxxx xxxxx Potent Cap.: 1299 xxxx xxxxx xxxx xxxx xxxxx 610 505 891 xxxx xxxx xxxxx Move Cap.: 1299 xxxx xxxxx xxxx xxxx xxxxx 607 501 891 xxxx xxxx xxxxx Volume/Cap: 0.01 xxxx xxxx xxxx xxxx xxxx 0.03 0.00 0.01 xxxx xxxx xxxx ------------|---------------||---------------||---------------||---------------| Level Of Service Module:
2Way95thQ: 0.0 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Control Del: 7.8 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: A * * * * * * * * * * *
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 660 xxxxx xxxx xxxx xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 0.1 xxxxx xxxxx xxxx xxxxx Shrd ConDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 10.7 xxxxx xxxxx xxxx xxxxx Shared LOS: * * * * * * * B * * * *
ApproachDel: xxxxxx xxxxxx 10.7 xxxxxx
ApproachLOS: * * 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 Packet Page 2357
Existing +P AM Tue Nov 30, 2021 17:19:11 Page 4-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Future Volume Alternative)
******************************************************************************** Intersection #3 Cedar Blvd and Moores Ave
******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.098
Loss Time (sec): 0 Average Delay (sec/veh): 9.0
Optimal Cycle: 27 Level Of Service: A
******************************************************************************** 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 Include Include
Min. Green: 7 10 10 7 10 10 7 10 10 7 10 10
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 0 1! 0 0 0 0 1! 0 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 3 134 2 5 235 8 22 0 5 3 0 5
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: 3 134 2 5 235 8 22 0 5 3 0 5
Added Vol: 0 6 0 0 43 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 3 140 2 5 278 8 22 0 5 3 0 5
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: 3 140 2 5 278 8 22 0 5 3 0 5
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 3 140 2 5 278 8 22 0 5 3 0 5
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: 3 140 2 5 278 8 22 0 5 3 0 5
------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.95 0.95 0.95 0.95 0.95 0.95 0.83 1.00 0.83 0.87 1.00 0.87 Lanes: 1.00 1.97 0.03 1.00 1.94 0.06 0.81 0.00 0.19 0.38 0.00 0.62 Final Sat.: 1805 3552 51 1805 3495 101 1283 0 292 619 0 1031 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module:

Vol/Sat: 0.00 0.04 0.04 0.00 0.08 0.08 0.02 0.00 0.02 0.00 0.00 0.00 Crit Moves: **** **** ****
Green/Cycle: 0.07 0.49 0.49 0.34 0.77 0.77 0.16 0.00 0.16 0.16 0.00 0.16 Volume/Cap: 0.02 0.08 0.08 0.01 0.10 0.10 0.10 0.00 0.10 0.03 0.00 0.03 Uniform Del: 43.3 13.5 13.5 21.6 3.0 3.0 35.5 0.0 35.5 35.0 0.0 35.0 IncremntDel: 0.1 0.0 0.0 0.0 0.0 0.0 0.2 0.0 0.2 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: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Delay/Veh: 43.4 13.5 13.5 21.6 3.0 3.0 35.7 0.0 35.7 35.1 0.0 35.1 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 43.4 13.5 13.5 21.6 3.0 3.0 35.7 0.0 35.7 35.1 0.0 35.1 LOS by Move: D B B C A A D A D D A D
HCM2kAvgQ: 0 1 1 0 1 1 1 0 1 0 0 0
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2358
Existing +P AM Tue Nov 30, 2021 17:19:11 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 Packet Page 2359
Existing +P AM Tue Nov 30, 2021 17:19:11 Page 5-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Future Volume Alternative)
******************************************************************************** Intersection #4 Cedar Blvd and Mowry Ave
******************************************************************************** Cycle (sec): 90 Critical Vol./Cap.(X): 0.343
Loss Time (sec): 12 Average Delay (sec/veh): 23.4
Optimal Cycle: 46 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: Ovl Ovl Ovl Ovl
Min. Green: 7 10 10 7 10 10 7 10 10 7 10 10
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 2 0 1 1 0 2 0 1 1 0 2 0 1 2 0 2 0 1
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 44 52 46 188 136 36 18 407 45 69 565 104
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: 44 52 46 188 136 36 18 407 45 69 565 104
Added Vol: 0 1 0 33 6 3 0 0 0 0 0 5
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 44 53 46 221 142 39 18 407 45 69 565 109
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: 44 53 46 221 142 39 18 407 45 69 565 109
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 44 53 46 221 142 39 18 407 45 69 565 109
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: 44 53 46 221 142 39 18 407 45 69 565 109
------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Vol/Sat: 0.02 0.01 0.02 0.12 0.04 0.02 0.01 0.11 0.02 0.02 0.16 0.06 Crit Moves: **** **** **** ****
Green/Cycle: 0.16 0.11 0.30 0.29 0.24 0.31 0.08 0.28 0.44 0.19 0.39 0.68 Volume/Cap: 0.14 0.13 0.08 0.40 0.17 0.07 0.12 0.41 0.05 0.10 0.40 0.08 Uniform Del: 32.1 36.1 22.5 25.7 27.4 21.7 38.6 26.6 14.4 30.1 19.9 5.0 IncremntDel: 0.2 0.2 0.1 0.5 0.1 0.0 0.4 0.3 0.0 0.1 0.2 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 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Delay/Veh: 32.3 36.2 22.6 26.2 27.5 21.7 39.0 26.9 14.4 30.1 20.1 5.0 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 32.3 36.2 22.6 26.2 27.5 21.7 39.0 26.9 14.4 30.1 20.1 5.0 LOS by Move: C D C C C C D C B C C A
HCM2kAvgQ: 1 1 1 5 2 1 1 5 1 1 6 1
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2360
Existing +P AM Tue Nov 30, 2021 17:19:11 Page 5-2
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Note: Queue reported is the number of cars per lane.
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2361
Existing +P PM Tue Nov 30, 2021 17:19:14 Page 1-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Scenario Report
Scenario: Existing +P PM
Command: Default Command
Volume: Existing PM
Geometry: Existing PM
Impact Fee: Default Impact Fee
Trip Generation: Project PM
Trip Distribution: Distribution
Paths: Default Path
Routes: Default Route
Configuration: Default Configuration
Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2362
Existing +P PM Tue Nov 30, 2021 17:19:14 Page 2-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Future Volume Alternative)
******************************************************************************** Intersection #1 Cedar Blvd and Central Ave
******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.346
Loss Time (sec): 0 Average Delay (sec/veh): 28.3
Optimal Cycle: 35 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 Include Include Include
Min. Green: 7 10 10 7 10 10 7 10 10 7 10 10
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 1 0 1 1 0 1 0 1 1 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 49 274 125 149 251 74 66 316 51 72 219 136
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: 49 274 125 149 251 74 66 316 51 72 219 136 Added Vol: 3 6 0 0 14 0 0 0 6 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 52 280 125 149 265 74 66 316 57 72 219 136 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: 52 280 125 149 265 74 66 316 57 72 219 136
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 52 280 125 149 265 74 66 316 57 72 219 136 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: 52 280 125 149 265 74 66 316 57 72 219 136 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.95 0.91 0.91 0.95 0.92 0.92 0.95 0.93 0.93 0.95 0.90 0.90 Lanes: 1.00 1.38 0.62 1.00 1.56 0.44 1.00 1.69 0.31 1.00 1.23 0.77 Final Sat.: 1805 2381 1063 1805 2729 762 1805 2988 539 1805 2100 1304 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module:

Vol/Sat: 0.03 0.12 0.12 0.08 0.10 0.10 0.04 0.11 0.11 0.04 0.10 0.10 Crit Moves: **** **** **** ****
Green/Cycle: 0.24 0.34 0.34 0.24 0.34 0.34 0.17 0.31 0.31 0.12 0.25 0.25 Volume/Cap: 0.12 0.35 0.35 0.35 0.29 0.29 0.22 0.35 0.35 0.35 0.41 0.41 Uniform Del: 29.9 24.7 24.7 31.6 24.1 24.1 35.8 26.9 26.9 40.8 31.2 31.2 IncremntDel: 0.1 0.2 0.2 0.5 0.1 0.1 0.4 0.2 0.2 1.0 0.3 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: 30.0 24.9 24.9 32.1 24.2 24.2 36.2 27.1 27.1 41.8 31.6 31.6 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 30.0 24.9 24.9 32.1 24.2 24.2 36.2 27.1 27.1 41.8 31.6 31.6 LOS by Move: C C C C C C D C C D C C
HCM2kAvgQ: 1 5 5 4 4 4 2 5 5 2 5 5
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2363
Existing +P PM Tue Nov 30, 2021 17:19:14 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 Packet Page 2364
Existing +P PM Tue Nov 30, 2021 17:19:14 Page 3-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Unsignalized Method (Future Volume Alternative) ******************************************************************************** Intersection #2 Cedar Blvd and Smith Ave
******************************************************************************** Average Delay (sec/veh): 0.9 Worst Case Level Of Service: B[ 12.9] ******************************************************************************** Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
------------|---------------||---------------||---------------||---------------| Control: Uncontrolled Uncontrolled Stop Sign Stop Sign
Rights: Include Include Include Include
Lanes: 1 0 2 0 0 0 0 1 1 0 0 0 1! 0 0 0 0 0 0 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 15 436 0 0 339 36 32 0 19 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: 15 436 0 0 339 36 32 0 19 0 0 0
Added Vol: 0 8 0 0 20 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 15 444 0 0 359 36 32 0 19 0 0 0
User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 15 444 0 0 359 36 32 0 19 0 0 0
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
FinalVolume: 15 444 0 0 359 36 32 0 19 0 0 0
------------|---------------||---------------||---------------||---------------| Critical Gap Module:

Cnflict Vol: 395 xxxx xxxxx xxxx xxxx xxxxx 629 851 198 xxxx xxxx xxxxx Potent Cap.: 1175 xxxx xxxxx xxxx xxxx xxxxx 419 299 817 xxxx xxxx xxxxx Move Cap.: 1175 xxxx xxxxx xxxx xxxx xxxxx 415 296 817 xxxx xxxx xxxxx Volume/Cap: 0.01 xxxx xxxx xxxx xxxx xxxx 0.08 0.00 0.02 xxxx xxxx xxxx ------------|---------------||---------------||---------------||---------------| Level Of Service Module:
2Way95thQ: 0.0 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Control Del: 8.1 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: A * * * * * * * * * * *
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 508 xxxxx xxxx xxxx xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 0.3 xxxxx xxxxx xxxx xxxxx Shrd ConDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 12.9 xxxxx xxxxx xxxx xxxxx Shared LOS: * * * * * * * B * * * *
ApproachDel: xxxxxx xxxxxx 12.9 xxxxxx
ApproachLOS: * * 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 Packet Page 2365
Existing +P PM Tue Nov 30, 2021 17:19:14 Page 4-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Future Volume Alternative)
******************************************************************************** Intersection #3 Cedar Blvd and Moores Ave
******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.130
Loss Time (sec): 0 Average Delay (sec/veh): 3.5
Optimal Cycle: 27 Level Of Service: A
******************************************************************************** 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 Include Include
Min. Green: 7 10 10 7 10 10 10 10 10 10 10 10
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 0 1! 0 0 0 0 1! 0 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 8 414 1 0 335 30 24 0 5 1 0 3
Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 8 414 1 0 335 30 24 0 5 1 0 3
Added Vol: 0 43 0 0 17 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 8 457 1 0 352 30 24 0 5 1 0 3
User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 8 457 1 0 352 30 24 0 5 1 0 3
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 8 457 1 0 352 30 24 0 5 1 0 3
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: 8 457 1 0 352 30 24 0 5 1 0 3
------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.95 0.95 0.95 1.00 0.94 0.94 0.82 1.00 0.82 0.87 1.00 0.87 Lanes: 1.00 1.99 0.01 1.00 1.84 0.16 0.83 0.00 0.17 0.25 0.00 0.75 Final Sat.: 1805 3602 8 1900 3287 280 1290 0 269 412 0 1236 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module:

Vol/Sat: 0.00 0.13 0.13 0.00 0.11 0.11 0.02 0.00 0.02 0.00 0.00 0.00 Crit Moves: **** **** ****
Green/Cycle: 0.07 0.86 0.86 0.00 0.79 0.79 0.14 0.00 0.14 0.14 0.00 0.14 Volume/Cap: 0.06 0.15 0.15 0.00 0.14 0.14 0.14 0.00 0.14 0.02 0.00 0.02 Uniform Del: 43.4 1.1 1.1 0.0 2.4 2.4 37.9 0.0 37.9 37.3 0.0 37.3 IncremntDel: 0.2 0.0 0.0 0.0 0.0 0.0 0.3 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 1.00 0.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Delay/Veh: 43.6 1.1 1.1 0.0 2.4 2.4 38.2 0.0 38.2 37.3 0.0 37.3 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 AdjDel/Veh: 43.6 1.1 1.1 0.0 2.4 2.4 38.2 0.0 38.2 37.3 0.0 37.3 LOS by Move: D A A A A A D A D D A D
HCM2kAvgQ: 0 1 1 0 1 1 1 0 1 0 0 0
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2366
Existing +P PM Tue Nov 30, 2021 17:19:14 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 Packet Page 2367
Existing +P PM Tue Nov 30, 2021 17:19:14 Page 5-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Future Volume Alternative)
******************************************************************************** Intersection #4 Cedar Blvd and Mowry Ave
******************************************************************************** Cycle (sec): 90 Critical Vol./Cap.(X): 0.455
Loss Time (sec): 12 Average Delay (sec/veh): 25.9
Optimal Cycle: 46 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: Ovl Ovl Ovl Ovl
Min. Green: 7 10 10 7 10 10 7 10 10 7 10 10
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 2 0 1 1 0 2 0 1 1 0 2 0 1 2 0 2 0 1
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 90 251 144 176 210 44 74 592 77 219 387 242
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: 90 251 144 176 210 44 74 592 77 219 387 242 Added Vol: 0 6 0 13 3 1 3 0 0 0 0 33
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 90 257 144 189 213 45 77 592 77 219 387 275 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: 90 257 144 189 213 45 77 592 77 219 387 275 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 90 257 144 189 213 45 77 592 77 219 387 275 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: 90 257 144 189 213 45 77 592 77 219 387 275 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Vol/Sat: 0.05 0.07 0.08 0.10 0.06 0.02 0.04 0.16 0.04 0.06 0.11 0.14 Crit Moves: **** **** **** ****
Green/Cycle: 0.15 0.16 0.29 0.22 0.22 0.42 0.20 0.36 0.52 0.13 0.29 0.51 Volume/Cap: 0.31 0.45 0.26 0.45 0.27 0.06 0.20 0.45 0.08 0.45 0.37 0.29 Uniform Del: 33.8 34.5 24.7 30.5 29.0 15.3 29.8 22.0 11.0 36.2 25.5 12.7 IncremntDel: 0.6 0.6 0.3 0.8 0.2 0.0 0.3 0.3 0.0 0.7 0.2 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: 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: 34.4 35.0 25.0 31.3 29.2 15.4 30.1 22.3 11.1 36.8 25.7 12.9 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 34.4 35.0 25.0 31.3 29.2 15.4 30.1 22.3 11.1 36.8 25.7 12.9 LOS by Move: C D C C C B C C B D C B
HCM2kAvgQ: 2 4 3 4 2 1 2 7 1 3 5 4
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2368
Existing +P PM Tue Nov 30, 2021 17:19:14 Page 5-2
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Note: Queue reported is the number of cars per lane.
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2369
Cumulative AM Tue Nov 30, 2021 17:19:18 Page 1-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Scenario Report
Scenario: Cumulative AM
Command: Default Command
Volume: Cumulative AM
Geometry: Existing AM
Impact Fee: Default Impact Fee
Trip Generation: No Project
Trip Distribution: Distribution
Paths: Default Path
Routes: Default Route
Configuration: Default Configuration
Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2370
Cumulative AM Tue Nov 30, 2021 17:19:18 Page 2-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Future Volume Alternative)
******************************************************************************** Intersection #1 Cedar Blvd and Central Ave
******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.922
Loss Time (sec): 17 Average Delay (sec/veh): 51.8
Optimal Cycle: 127 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
------------|---------------||---------------||---------------||---------------| Control: Protected Protected Protected Protected
Rights: Include Include Include Include
Min. Green: 7 10 10 7 10 10 7 10 10 7 10 10
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 1 0 1 1 0 1 0 1 1 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 89 328 156 362 864 131 64 568 271 344 632 148 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: 89 328 156 362 864 131 64 568 271 344 632 148 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: 89 328 156 362 864 131 64 568 271 344 632 148 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: 89 328 156 362 864 131 64 568 271 344 632 148 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 89 328 156 362 864 131 64 568 271 344 632 148 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: 89 328 156 362 864 131 64 568 271 344 632 148 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.95 0.90 0.90 0.95 0.93 0.93 0.95 0.90 0.90 0.95 0.92 0.92 Lanes: 1.00 1.36 0.64 1.00 1.74 0.26 1.00 1.35 0.65 1.00 1.62 0.38 Final Sat.: 1805 2329 1108 1805 3072 466 1805 2327 1110 1805 2843 666 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module:

Vol/Sat: 0.05 0.14 0.14 0.20 0.28 0.28 0.04 0.24 0.24 0.19 0.22 0.22 Crit Moves: **** **** **** ****
Green/Cycle: 0.07 0.15 0.15 0.22 0.30 0.30 0.11 0.26 0.26 0.20 0.35 0.35 Volume/Cap: 0.70 0.93 0.93 0.93 0.94 0.94 0.32 0.94 0.94 0.94 0.63 0.63 Uniform Del: 45.5 41.8 41.8 38.4 34.2 34.2 41.0 36.3 36.3 39.3 27.1 27.1 IncremntDel: 16.5 22.7 22.7 27.8 15.7 15.7 0.9 17.7 17.7 32.4 1.1 1.1 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: 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: 62.0 64.5 64.5 66.2 49.9 49.9 41.9 54.0 54.0 71.7 28.2 28.2 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 62.0 64.5 64.5 66.2 49.9 49.9 41.9 54.0 54.0 71.7 28.2 28.2 LOS by Move: E E E E D D D D D E C C
HCM2kAvgQ: 4 12 12 15 21 21 2 18 18 15 11 11
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2371
Cumulative AM Tue Nov 30, 2021 17:19:18 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 Packet Page 2372
Cumulative AM Tue Nov 30, 2021 17:19:18 Page 3-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Unsignalized Method (Future Volume Alternative) ******************************************************************************** Intersection #2 Cedar Blvd and Smith Ave
******************************************************************************** Average Delay (sec/veh): 58.8 Worst Case Level Of Service: F[676.7] ******************************************************************************** Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
------------|---------------||---------------||---------------||---------------| Control: Uncontrolled Uncontrolled Stop Sign Stop Sign
Rights: Include Include Include Include
Lanes: 1 0 2 0 0 0 0 1 1 0 0 0 1! 0 0 0 0 0 0 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 20 435 0 0 1576 128 119 0 86 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: 20 435 0 0 1576 128 119 0 86 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: 20 435 0 0 1576 128 119 0 86 0 0 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: 20 435 0 0 1576 128 119 0 86 0 0 0
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
FinalVolume: 20 435 0 0 1576 128 119 0 86 0 0 0
------------|---------------||---------------||---------------||---------------| Critical Gap Module:

Cnflict Vol: 1704 xxxx xxxxx xxxx xxxx xxxxx 1898 2115 852 xxxx xxxx xxxxx Potent Cap.: 378 xxxx xxxxx xxxx xxxx xxxxx 63 51 307 xxxx xxxx xxxxx Move Cap.: 378 xxxx xxxxx xxxx xxxx xxxxx 60 49 307 xxxx xxxx xxxxx Volume/Cap: 0.05 xxxx xxxx xxxx xxxx xxxx 1.98 0.00 0.28 xxxx xxxx xxxx ------------|---------------||---------------||---------------||---------------| Level Of Service Module:
2Way95thQ: 0.2 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Control Del: 15.0 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: C * * * * * * * * * * *
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 91 xxxxx xxxx xxxx xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 18.5 xxxxx xxxxx xxxx xxxxx Shrd ConDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 677 xxxxx xxxxx xxxx xxxxx Shared LOS: * * * * * * * F * * * *
ApproachDel: xxxxxx xxxxxx 676.7 xxxxxx
ApproachLOS: * * F *
******************************************************************************** Note: Queue reported is the number of cars per lane.
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2373
Cumulative AM Tue Nov 30, 2021 17:19:18 Page 4-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Future Volume Alternative)
******************************************************************************** Intersection #3 Cedar Blvd and Moores Ave
******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.402
Loss Time (sec): 0 Average Delay (sec/veh): 3.5
Optimal Cycle: 31 Level Of Service: A
******************************************************************************** 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 Include Include
Min. Green: 7 10 10 7 10 10 7 10 10 7 10 10
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 0 1! 0 0 0 0 1! 0 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 4 598 0 0 1231 41 57 0 11 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: 4 598 0 0 1231 41 57 0 11 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: 4 598 0 0 1231 41 57 0 11 0 0 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: 4 598 0 0 1231 41 57 0 11 0 0 0
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 4 598 0 0 1231 41 57 0 11 0 0 0
PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 4 598 0 0 1231 41 57 0 11 0 0 0
------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.95 0.95 0.95 1.00 0.95 0.95 0.78 1.00 0.78 1.00 1.00 1.00 Lanes: 1.00 2.00 0.00 1.00 1.94 0.06 0.84 0.00 0.16 0.00 1.00 0.00 Final Sat.: 1805 3610 0 1900 3476 116 1245 0 240 0 1900 0 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module:

Vol/Sat: 0.00 0.17 0.00 0.00 0.35 0.35 0.05 0.00 0.05 0.00 0.00 0.00 Crit Moves: **** **** ****
Green/Cycle: 0.07 0.89 0.00 0.00 0.82 0.82 0.11 0.00 0.11 0.00 0.00 0.00 Volume/Cap: 0.03 0.19 0.00 0.00 0.43 0.43 0.43 0.00 0.43 0.00 0.00 0.00 Uniform Del: 43.3 0.7 0.0 0.0 2.4 2.4 41.8 0.0 41.8 0.0 0.0 0.0 IncremntDel: 0.1 0.0 0.0 0.0 0.1 0.1 1.9 0.0 1.9 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 1.00 1.00 0.00 1.00 0.00 0.00 0.00 Delay/Veh: 43.4 0.7 0.0 0.0 2.5 2.5 43.7 0.0 43.7 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 AdjDel/Veh: 43.4 0.7 0.0 0.0 2.5 2.5 43.7 0.0 43.7 0.0 0.0 0.0 LOS by Move: D A A A A A D A D A A A
HCM2kAvgQ: 0 1 0 0 6 6 2 0 2 0 0 0
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2374
Cumulative AM Tue Nov 30, 2021 17:19:18 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 Packet Page 2375
Cumulative AM Tue Nov 30, 2021 17:19:18 Page 5-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Future Volume Alternative)
******************************************************************************** Intersection #4 Cedar Blvd and Mowry Ave
******************************************************************************** Cycle (sec): 90 Critical Vol./Cap.(X): 0.665
Loss Time (sec): 12 Average Delay (sec/veh): 26.2
Optimal Cycle: 54 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: Ovl Ovl Ovl Ovl
Min. Green: 7 10 10 7 10 10 7 10 10 7 10 10
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 2 0 1 1 0 2 0 1 1 0 2 0 1 2 0 2 0 1
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 74 86 73 283 1064 366 19 392 416 106 840 115
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 86 73 283 1064 366 19 392 416 106 840 115 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 86 73 283 1064 366 19 392 416 106 840 115 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 74 86 73 283 1064 366 19 392 416 106 840 115 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 74 86 73 283 1064 366 19 392 416 106 840 115 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: 74 86 73 283 1064 366 19 392 416 106 840 115 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Vol/Sat: 0.04 0.02 0.04 0.15 0.29 0.19 0.01 0.11 0.22 0.03 0.23 0.06 Crit Moves: **** **** **** ****
Green/Cycle: 0.08 0.20 0.32 0.27 0.40 0.48 0.08 0.27 0.35 0.12 0.31 0.59 Volume/Cap: 0.50 0.12 0.12 0.55 0.74 0.41 0.13 0.40 0.62 0.24 0.74 0.10 Uniform Del: 39.8 29.3 21.6 28.0 23.2 15.4 38.7 26.7 24.3 36.0 27.6 8.2 IncremntDel: 2.7 0.1 0.1 1.2 2.1 0.3 0.4 0.3 1.8 0.3 2.7 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 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Delay/Veh: 42.5 29.4 21.7 29.2 25.3 15.7 39.1 26.9 26.1 36.3 30.3 8.3 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 AdjDel/Veh: 42.5 29.4 21.7 29.2 25.3 15.7 39.1 26.9 26.1 36.3 30.3 8.3 LOS by Move: D C C C C B D C C D C A
HCM2kAvgQ: 3 1 1 7 13 6 1 5 10 2 12 1
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2376
Cumulative AM Tue Nov 30, 2021 17:19:18 Page 5-2
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Note: Queue reported is the number of cars per lane.
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2377
Cumulative PM Tue Nov 30, 2021 17:19:21 Page 1-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Scenario Report
Scenario: Cumulative PM
Command: Default Command
Volume: Cumulative PM
Geometry: Existing PM
Impact Fee: Default Impact Fee
Trip Generation: No Project
Trip Distribution: Distribution
Paths: Default Path
Routes: Default Route
Configuration: Default Configuration
Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2378
Cumulative PM Tue Nov 30, 2021 17:19:21 Page 2-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Future Volume Alternative)
******************************************************************************** Intersection #1 Cedar Blvd and Central Ave
******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 1.054
Loss Time (sec): 0 Average Delay (sec/veh): 58.5
Optimal Cycle: 180 Level Of Service: E
******************************************************************************** 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 Include Include Include
Min. Green: 7 10 10 7 10 10 7 10 10 7 10 10
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 1 0 1 1 0 1 0 1 1 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 224 546 716 292 458 67 187 1134 169 164 511 135 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: 224 546 716 292 458 67 187 1134 169 164 511 135 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: 224 546 716 292 458 67 187 1134 169 164 511 135 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: 224 546 716 292 458 67 187 1134 169 164 511 135 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 224 546 716 292 458 67 187 1134 169 164 511 135 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: 224 546 716 292 458 67 187 1134 169 164 511 135 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.95 0.87 0.87 0.95 0.93 0.93 0.95 0.93 0.93 0.95 0.92 0.92 Lanes: 1.00 1.00 1.00 1.00 1.74 0.26 1.00 1.74 0.26 1.00 1.58 0.42 Final Sat.: 1805 1652 1652 1805 3089 452 1805 3082 459 1805 2767 731 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module:

Vol/Sat: 0.12 0.33 0.43 0.16 0.15 0.15 0.10 0.37 0.37 0.09 0.18 0.18 Crit Moves: **** **** **** ****
Green/Cycle: 0.26 0.41 0.41 0.15 0.31 0.31 0.16 0.35 0.35 0.09 0.28 0.28 Volume/Cap: 0.48 0.80 1.05 1.05 0.48 0.48 0.66 1.05 1.05 1.05 0.66 0.66 Uniform Del: 31.5 25.9 29.4 42.3 28.2 28.2 39.7 32.5 32.5 45.7 31.9 31.9 IncremntDel: 0.8 3.1 41.5 69.0 0.3 0.3 5.8 41.1 41.1 87.2 1.7 1.7 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: 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: 32.3 29.0 71.0 111.3 28.5 28.5 45.5 73.7 73.7 132.9 33.6 33.6 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 32.3 29.0 71.0 111.3 28.5 28.5 45.5 73.7 73.7 132.9 33.6 33.6 LOS by Move: C C E F C C D E E F C C
HCM2kAvgQ: 6 17 33 15 7 7 7 31 31 10 10 10
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2379
Cumulative PM Tue Nov 30, 2021 17:19:21 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 Packet Page 2380
Cumulative PM Tue Nov 30, 2021 17:19:21 Page 3-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Unsignalized Method (Future Volume Alternative) ******************************************************************************** Intersection #2 Cedar Blvd and Smith Ave
******************************************************************************** Average Delay (sec/veh): 1.2 Worst Case Level Of Service: E[ 45.7] ******************************************************************************** Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
------------|---------------||---------------||---------------||---------------| Control: Uncontrolled Uncontrolled Stop Sign Stop Sign
Rights: Include Include Include Include
Lanes: 1 0 2 0 0 0 0 1 1 0 0 0 1! 0 0 0 0 0 0 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 22 1420 0 0 615 94 48 0 6 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: 22 1420 0 0 615 94 48 0 6 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: 22 1420 0 0 615 94 48 0 6 0 0 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: 22 1420 0 0 615 94 48 0 6 0 0 0
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
FinalVolume: 22 1420 0 0 615 94 48 0 6 0 0 0
------------|---------------||---------------||---------------||---------------| Critical Gap Module:

Cnflict Vol: 709 xxxx xxxxx xxxx xxxx xxxxx 1416 2126 355 xxxx xxxx xxxxx Potent Cap.: 899 xxxx xxxxx xxxx xxxx xxxxx 131 51 648 xxxx xxxx xxxxx Move Cap.: 899 xxxx xxxxx xxxx xxxx xxxxx 128 49 648 xxxx xxxx xxxxx Volume/Cap: 0.02 xxxx xxxx xxxx xxxx xxxx 0.37 0.00 0.01 xxxx xxxx xxxx ------------|---------------||---------------||---------------||---------------| Level Of Service Module:
2Way95thQ: 0.1 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Control Del: 9.1 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: A * * * * * * * * * * *
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 141 xxxxx xxxx xxxx xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 1.6 xxxxx xxxxx xxxx xxxxx Shrd ConDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 45.7 xxxxx xxxxx xxxx xxxxx Shared LOS: * * * * * * * E * * * *
ApproachDel: xxxxxx xxxxxx 45.7 xxxxxx
ApproachLOS: * * 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 Packet Page 2381
Cumulative PM Tue Nov 30, 2021 17:19:21 Page 4-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Future Volume Alternative)
******************************************************************************** Intersection #3 Cedar Blvd and Moores Ave
******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.300
Loss Time (sec): 0 Average Delay (sec/veh): 5.0
Optimal Cycle: 27 Level Of Service: A
******************************************************************************** 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 Include Include
Min. Green: 7 10 10 7 10 10 10 10 10 10 10 10
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 0 1! 0 0 0 0 1! 0 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 3 931 0 2 896 56 43 0 6 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: 3 931 0 2 896 56 43 0 6 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: 3 931 0 2 896 56 43 0 6 0 0 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: 3 931 0 2 896 56 43 0 6 0 0 0
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 3 931 0 2 896 56 43 0 6 0 0 0
PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 3 931 0 2 896 56 43 0 6 0 0 0
------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.95 0.95 0.95 0.95 0.94 0.94 0.79 1.00 0.79 1.00 1.00 1.00 Lanes: 1.00 2.00 0.00 1.00 1.88 0.12 0.88 0.00 0.12 0.00 1.00 0.00 Final Sat.: 1805 3610 0 1805 3367 210 1314 0 183 0 1900 0 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module:

Vol/Sat: 0.00 0.26 0.00 0.00 0.27 0.27 0.03 0.00 0.03 0.00 0.00 0.00 Crit Moves: **** **** ****
Green/Cycle: 0.07 0.71 0.00 0.19 0.83 0.83 0.10 0.00 0.10 0.00 0.00 0.00 Volume/Cap: 0.02 0.37 0.00 0.01 0.32 0.32 0.32 0.00 0.32 0.00 0.00 0.00 Uniform Del: 43.3 5.8 0.0 32.7 2.0 2.0 41.7 0.0 41.7 0.0 0.0 0.0 IncremntDel: 0.1 0.1 0.0 0.0 0.1 0.1 1.2 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: 1.00 1.00 0.00 1.00 1.00 1.00 1.00 0.00 1.00 0.00 0.00 0.00 Delay/Veh: 43.4 5.9 0.0 32.7 2.1 2.1 42.9 0.0 42.9 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 AdjDel/Veh: 43.4 5.9 0.0 32.7 2.1 2.1 42.9 0.0 42.9 0.0 0.0 0.0 LOS by Move: D A A C A A D A D A A A
HCM2kAvgQ: 0 6 0 0 4 4 2 0 2 0 0 0
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2382
Cumulative PM Tue Nov 30, 2021 17:19:21 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 Packet Page 2383
Cumulative PM Tue Nov 30, 2021 17:19:21 Page 5-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Future Volume Alternative)
******************************************************************************** Intersection #4 Cedar Blvd and Mowry Ave
******************************************************************************** Cycle (sec): 90 Critical Vol./Cap.(X): 0.924
Loss Time (sec): 12 Average Delay (sec/veh): 40.6
Optimal Cycle: 115 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
------------|---------------||---------------||---------------||---------------| Control: Protected Protected Protected Protected
Rights: Ovl Ovl Ovl Ovl
Min. Green: 7 10 10 7 10 10 7 10 10 7 10 10
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 2 0 1 1 0 2 0 1 1 0 2 0 1 2 0 2 0 1
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 761 1041 151 227 366 64 415 788 265 211 292 206 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: 761 1041 151 227 366 64 415 788 265 211 292 206 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: 761 1041 151 227 366 64 415 788 265 211 292 206 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: 761 1041 151 227 366 64 415 788 265 211 292 206 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 761 1041 151 227 366 64 415 788 265 211 292 206 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: 761 1041 151 227 366 64 415 788 265 211 292 206 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Vol/Sat: 0.40 0.29 0.08 0.12 0.10 0.03 0.22 0.22 0.14 0.06 0.08 0.11 Crit Moves: **** **** **** ****
Green/Cycle: 0.42 0.37 0.46 0.15 0.11 0.34 0.23 0.25 0.67 0.09 0.11 0.27 Volume/Cap: 0.96 0.77 0.17 0.77 0.91 0.10 0.96 0.87 0.21 0.64 0.73 0.41 Uniform Del: 25.5 24.8 14.1 36.5 39.6 20.4 34.4 32.4 5.8 39.6 38.7 27.2 IncremntDel: 22.7 2.8 0.1 11.9 24.7 0.1 33.1 9.5 0.1 4.3 6.6 0.5 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: 48.2 27.7 14.2 48.4 64.3 20.4 67.5 41.9 5.9 44.0 45.3 27.7 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 48.2 27.7 14.2 48.4 64.3 20.4 67.5 41.9 5.9 44.0 45.3 27.7 LOS by Move: D C B D E C E D A D D C
HCM2kAvgQ: 26 15 2 6 6 1 16 14 3 4 6 5
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2384
Cumulative PM Tue Nov 30, 2021 17:19:21 Page 5-2
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Note: Queue reported is the number of cars per lane.
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2385
Cumulative +P AM Tue Nov 30, 2021 17:19:24 Page 1-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Scenario Report
Scenario: Cumulative +P AM
Command: Default Command
Volume: Cumulative AM
Geometry: Existing AM
Impact Fee: Default Impact Fee
Trip Generation: Project AM
Trip Distribution: Distribution
Paths: Default Path
Routes: Default Route
Configuration: Default Configuration
Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2386
Cumulative +P AM Tue Nov 30, 2021 17:19:25 Page 2-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Future Volume Alternative)
******************************************************************************** Intersection #1 Cedar Blvd and Central Ave
******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.927
Loss Time (sec): 17 Average Delay (sec/veh): 52.6
Optimal Cycle: 129 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
------------|---------------||---------------||---------------||---------------| Control: Protected Protected Protected Protected
Rights: Include Include Include Include
Min. Green: 7 10 10 7 10 10 7 10 10 7 10 10
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 1 0 1 1 0 1 0 1 1 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 89 328 156 362 864 131 64 568 271 344 632 148 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: 89 328 156 362 864 131 64 568 271 344 632 148 Added Vol: 6 14 0 0 2 0 0 0 1 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 95 342 156 362 866 131 64 568 272 344 632 148 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: 95 342 156 362 866 131 64 568 272 344 632 148 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 95 342 156 362 866 131 64 568 272 344 632 148 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: 95 342 156 362 866 131 64 568 272 344 632 148 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.95 0.91 0.91 0.95 0.93 0.93 0.95 0.90 0.90 0.95 0.92 0.92 Lanes: 1.00 1.37 0.63 1.00 1.74 0.26 1.00 1.35 0.65 1.00 1.62 0.38 Final Sat.: 1805 2363 1078 1805 3073 465 1805 2321 1112 1805 2843 666 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module:

Vol/Sat: 0.05 0.14 0.14 0.20 0.28 0.28 0.04 0.24 0.24 0.19 0.22 0.22 Crit Moves: **** **** **** ****
Green/Cycle: 0.07 0.15 0.15 0.21 0.30 0.30 0.11 0.26 0.26 0.20 0.35 0.35 Volume/Cap: 0.75 0.94 0.94 0.94 0.94 0.94 0.32 0.94 0.94 0.94 0.63 0.63 Uniform Del: 45.6 41.8 41.8 38.6 34.2 34.2 41.0 36.3 36.3 39.3 27.1 27.1 IncremntDel: 22.1 24.3 24.3 30.1 15.9 15.9 0.9 18.0 18.0 32.8 1.1 1.1 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: 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: 67.7 66.1 66.1 68.7 50.2 50.2 42.0 54.3 54.3 72.1 28.2 28.2 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 67.7 66.1 66.1 68.7 50.2 50.2 42.0 54.3 54.3 72.1 28.2 28.2 LOS by Move: E E E E D D D D D E C C
HCM2kAvgQ: 5 12 12 15 21 21 2 18 18 15 11 11
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2387
Cumulative +P AM Tue Nov 30, 2021 17:19:25 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 Packet Page 2388
Cumulative +P AM Tue Nov 30, 2021 17:19:25 Page 3-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Unsignalized Method (Future Volume Alternative) ******************************************************************************** Intersection #2 Cedar Blvd and Smith Ave
******************************************************************************** Average Delay (sec/veh): 59.9 Worst Case Level Of Service: F[696.4] ******************************************************************************** Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
------------|---------------||---------------||---------------||---------------| Control: Uncontrolled Uncontrolled Stop Sign Stop Sign
Rights: Include Include Include Include
Lanes: 1 0 2 0 0 0 0 1 1 0 0 0 1! 0 0 0 0 0 0 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 20 435 0 0 1576 128 119 0 86 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: 20 435 0 0 1576 128 119 0 86 0 0 0
Added Vol: 0 20 0 0 3 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 20 455 0 0 1579 128 119 0 86 0 0 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: 20 455 0 0 1579 128 119 0 86 0 0 0
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
FinalVolume: 20 455 0 0 1579 128 119 0 86 0 0 0
------------|---------------||---------------||---------------||---------------| Critical Gap Module:

Cnflict Vol: 1707 xxxx xxxxx xxxx xxxx xxxxx 1911 2138 854 xxxx xxxx xxxxx Potent Cap.: 377 xxxx xxxxx xxxx xxxx xxxxx 61 50 306 xxxx xxxx xxxxx Move Cap.: 377 xxxx xxxxx xxxx xxxx xxxxx 59 47 306 xxxx xxxx xxxxx Volume/Cap: 0.05 xxxx xxxx xxxx xxxx xxxx 2.02 0.00 0.28 xxxx xxxx xxxx ------------|---------------||---------------||---------------||---------------| Level Of Service Module:
2Way95thQ: 0.2 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Control Del: 15.1 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: C * * * * * * * * * * *
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 89 xxxxx xxxx xxxx xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 18.6 xxxxx xxxxx xxxx xxxxx Shrd ConDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 696 xxxxx xxxxx xxxx xxxxx Shared LOS: * * * * * * * F * * * *
ApproachDel: xxxxxx xxxxxx 696.4 xxxxxx
ApproachLOS: * * F *
******************************************************************************** Note: Queue reported is the number of cars per lane.
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2389
Cumulative +P AM Tue Nov 30, 2021 17:19:25 Page 4-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Future Volume Alternative)
******************************************************************************** Intersection #3 Cedar Blvd and Moores Ave
******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.414
Loss Time (sec): 0 Average Delay (sec/veh): 3.4
Optimal Cycle: 32 Level Of Service: A
******************************************************************************** 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 Include Include
Min. Green: 7 10 10 7 10 10 7 10 10 7 10 10
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 0 1! 0 0 0 0 1! 0 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 4 598 0 0 1231 41 57 0 11 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: 4 598 0 0 1231 41 57 0 11 0 0 0
Added Vol: 0 6 0 0 43 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 4 604 0 0 1274 41 57 0 11 0 0 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: 4 604 0 0 1274 41 57 0 11 0 0 0
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 4 604 0 0 1274 41 57 0 11 0 0 0
PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 4 604 0 0 1274 41 57 0 11 0 0 0
------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.95 0.95 0.95 1.00 0.95 0.95 0.78 1.00 0.78 1.00 1.00 1.00 Lanes: 1.00 2.00 0.00 1.00 1.94 0.06 0.84 0.00 0.16 0.00 1.00 0.00 Final Sat.: 1805 3610 0 1900 3480 112 1243 0 240 0 1900 0 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module:

Vol/Sat: 0.00 0.17 0.00 0.00 0.37 0.37 0.05 0.00 0.05 0.00 0.00 0.00 Crit Moves: **** **** ****
Green/Cycle: 0.07 0.90 0.00 0.00 0.83 0.83 0.10 0.00 0.10 0.00 0.00 0.00 Volume/Cap: 0.03 0.19 0.00 0.00 0.44 0.44 0.44 0.00 0.44 0.00 0.00 0.00 Uniform Del: 43.3 0.6 0.0 0.0 2.4 2.4 42.1 0.0 42.1 0.0 0.0 0.0 IncremntDel: 0.1 0.0 0.0 0.0 0.1 0.1 2.0 0.0 2.0 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 1.00 1.00 0.00 1.00 0.00 0.00 0.00 Delay/Veh: 43.4 0.7 0.0 0.0 2.5 2.5 44.1 0.0 44.1 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 AdjDel/Veh: 43.4 0.7 0.0 0.0 2.5 2.5 44.1 0.0 44.1 0.0 0.0 0.0 LOS by Move: D A A A A A D A D A A A
HCM2kAvgQ: 0 1 0 0 6 6 3 0 3 0 0 0
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2390
Cumulative +P AM Tue Nov 30, 2021 17:19:25 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 Packet Page 2391
Cumulative +P AM Tue Nov 30, 2021 17:19:25 Page 5-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Future Volume Alternative)
******************************************************************************** Intersection #4 Cedar Blvd and Mowry Ave
******************************************************************************** Cycle (sec): 90 Critical Vol./Cap.(X): 0.667
Loss Time (sec): 12 Average Delay (sec/veh): 26.3
Optimal Cycle: 54 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: Ovl Ovl Ovl Ovl
Min. Green: 7 10 10 7 10 10 7 10 10 7 10 10
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 2 0 1 1 0 2 0 1 1 0 2 0 1 2 0 2 0 1
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 74 86 73 283 1064 366 19 392 416 106 840 115
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 86 73 283 1064 366 19 392 416 106 840 115 Added Vol: 0 1 0 33 6 3 0 0 0 0 0 5
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 74 87 73 316 1070 369 19 392 416 106 840 120 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 74 87 73 316 1070 369 19 392 416 106 840 120 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 74 87 73 316 1070 369 19 392 416 106 840 120 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: 74 87 73 316 1070 369 19 392 416 106 840 120 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Vol/Sat: 0.04 0.02 0.04 0.17 0.30 0.19 0.01 0.11 0.22 0.03 0.23 0.06 Crit Moves: **** **** **** ****
Green/Cycle: 0.08 0.19 0.31 0.29 0.40 0.48 0.08 0.27 0.35 0.12 0.31 0.60 Volume/Cap: 0.50 0.13 0.12 0.58 0.74 0.41 0.13 0.40 0.62 0.24 0.74 0.11 Uniform Del: 39.8 30.2 22.4 27.6 23.1 15.3 38.7 26.7 24.3 36.1 27.7 7.8 IncremntDel: 2.7 0.1 0.1 1.6 2.1 0.3 0.4 0.3 1.9 0.3 2.7 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 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Delay/Veh: 42.5 30.3 22.5 29.2 25.3 15.6 39.1 27.0 26.2 36.4 30.4 7.8 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 42.5 30.3 22.5 29.2 25.3 15.6 39.1 27.0 26.2 36.4 30.4 7.8 LOS by Move: D C C C C B D C C D C A
HCM2kAvgQ: 3 1 1 7 13 6 1 5 10 2 12 1
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2392
Cumulative +P AM Tue Nov 30, 2021 17:19:25 Page 5-2
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Note: Queue reported is the number of cars per lane.
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2393
Cumulative +P PM Tue Nov 30, 2021 17:19:28 Page 1-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Scenario Report
Scenario: Cumulative +P PM
Command: Default Command
Volume: Cumulative PM
Geometry: Existing PM
Impact Fee: Default Impact Fee
Trip Generation: Project PM
Trip Distribution: Distribution
Paths: Default Path
Routes: Default Route
Configuration: Default Configuration
Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2394
Cumulative +P PM Tue Nov 30, 2021 17:19:29 Page 2-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Future Volume Alternative)
******************************************************************************** Intersection #1 Cedar Blvd and Central Ave
******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 1.056
Loss Time (sec): 0 Average Delay (sec/veh): 58.8
Optimal Cycle: 180 Level Of Service: E
******************************************************************************** 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 Include Include Include
Min. Green: 7 10 10 7 10 10 7 10 10 7 10 10
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 1 0 1 1 0 1 0 1 1 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 224 546 716 292 458 67 187 1134 169 164 511 135 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: 224 546 716 292 458 67 187 1134 169 164 511 135 Added Vol: 3 6 0 0 14 0 0 0 6 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 227 552 716 292 472 67 187 1134 175 164 511 135 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: 227 552 716 292 472 67 187 1134 175 164 511 135 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 227 552 716 292 472 67 187 1134 175 164 511 135 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: 227 552 716 292 472 67 187 1134 175 164 511 135 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.95 0.87 0.87 0.95 0.93 0.93 0.95 0.93 0.93 0.95 0.92 0.92 Lanes: 1.00 1.00 1.00 1.00 1.75 0.25 1.00 1.73 0.27 1.00 1.58 0.42 Final Sat.: 1805 1652 1652 1805 3101 440 1805 3065 473 1805 2767 731 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module:

Vol/Sat: 0.13 0.33 0.43 0.16 0.15 0.15 0.10 0.37 0.37 0.09 0.18 0.18 Crit Moves: **** **** **** ****
Green/Cycle: 0.26 0.41 0.41 0.15 0.31 0.31 0.16 0.35 0.35 0.09 0.28 0.28 Volume/Cap: 0.49 0.81 1.06 1.06 0.49 0.49 0.66 1.06 1.06 1.06 0.66 0.66 Uniform Del: 31.7 26.1 29.5 42.3 28.2 28.2 39.7 32.5 32.5 45.7 31.8 31.8 IncremntDel: 0.8 3.4 42.2 69.7 0.4 0.4 5.7 41.8 41.8 87.9 1.7 1.7 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: 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: 32.6 29.5 71.6 112.0 28.5 28.5 45.3 74.3 74.3 133.6 33.5 33.5 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 32.6 29.5 71.6 112.0 28.5 28.5 45.3 74.3 74.3 133.6 33.5 33.5 LOS by Move: C C E F C C D E E F C C
HCM2kAvgQ: 6 18 33 15 7 7 7 31 31 10 10 10
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2395
Cumulative +P PM Tue Nov 30, 2021 17:19:29 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 Packet Page 2396
Cumulative +P PM Tue Nov 30, 2021 17:19:29 Page 3-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Unsignalized Method (Future Volume Alternative) ******************************************************************************** Intersection #2 Cedar Blvd and Smith Ave
******************************************************************************** Average Delay (sec/veh): 1.3 Worst Case Level Of Service: E[ 48.1] ******************************************************************************** Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
------------|---------------||---------------||---------------||---------------| Control: Uncontrolled Uncontrolled Stop Sign Stop Sign
Rights: Include Include Include Include
Lanes: 1 0 2 0 0 0 0 1 1 0 0 0 1! 0 0 0 0 0 0 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 22 1420 0 0 615 94 48 0 6 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: 22 1420 0 0 615 94 48 0 6 0 0 0
Added Vol: 0 8 0 0 20 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 22 1428 0 0 635 94 48 0 6 0 0 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: 22 1428 0 0 635 94 48 0 6 0 0 0
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
FinalVolume: 22 1428 0 0 635 94 48 0 6 0 0 0
------------|---------------||---------------||---------------||---------------| Critical Gap Module:

Cnflict Vol: 729 xxxx xxxxx xxxx xxxx xxxxx 1440 2154 365 xxxx xxxx xxxxx Potent Cap.: 884 xxxx xxxxx xxxx xxxx xxxxx 126 49 638 xxxx xxxx xxxxx Move Cap.: 884 xxxx xxxxx xxxx xxxx xxxxx 124 47 638 xxxx xxxx xxxxx Volume/Cap: 0.02 xxxx xxxx xxxx xxxx xxxx 0.39 0.00 0.01 xxxx xxxx xxxx ------------|---------------||---------------||---------------||---------------| Level Of Service Module:
2Way95thQ: 0.1 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Control Del: 9.2 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: A * * * * * * * * * * *
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 136 xxxxx xxxx xxxx xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 1.7 xxxxx xxxxx xxxx xxxxx Shrd ConDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 48.1 xxxxx xxxxx xxxx xxxxx Shared LOS: * * * * * * * E * * * *
ApproachDel: xxxxxx xxxxxx 48.1 xxxxxx
ApproachLOS: * * 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 Packet Page 2397
Cumulative +P PM Tue Nov 30, 2021 17:19:29 Page 4-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Future Volume Alternative)
******************************************************************************** Intersection #3 Cedar Blvd and Moores Ave
******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.305
Loss Time (sec): 0 Average Delay (sec/veh): 4.9
Optimal Cycle: 27 Level Of Service: A
******************************************************************************** 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 Include Include
Min. Green: 7 10 10 7 10 10 10 10 10 10 10 10
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 0 1! 0 0 0 0 1! 0 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 3 931 0 2 896 56 43 0 6 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: 3 931 0 2 896 56 43 0 6 0 0 0
Added Vol: 0 43 0 0 17 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 3 974 0 2 913 56 43 0 6 0 0 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: 3 974 0 2 913 56 43 0 6 0 0 0
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 3 974 0 2 913 56 43 0 6 0 0 0
PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 3 974 0 2 913 56 43 0 6 0 0 0
------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.95 0.95 0.95 0.95 0.94 0.94 0.79 1.00 0.79 1.00 1.00 1.00 Lanes: 1.00 2.00 0.00 1.00 1.88 0.12 0.88 0.00 0.12 0.00 1.00 0.00 Final Sat.: 1805 3610 0 1805 3371 207 1313 0 183 0 1900 0 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module:

Vol/Sat: 0.00 0.27 0.00 0.00 0.27 0.27 0.03 0.00 0.03 0.00 0.00 0.00 Crit Moves: **** **** ****
Green/Cycle: 0.07 0.71 0.00 0.19 0.83 0.83 0.10 0.00 0.10 0.00 0.00 0.00 Volume/Cap: 0.02 0.38 0.00 0.01 0.33 0.33 0.33 0.00 0.33 0.00 0.00 0.00 Uniform Del: 43.3 5.6 0.0 33.2 2.0 2.0 41.8 0.0 41.8 0.0 0.0 0.0 IncremntDel: 0.1 0.1 0.0 0.0 0.1 0.1 1.3 0.0 1.3 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 1.00 1.00 1.00 1.00 0.00 1.00 0.00 0.00 0.00 Delay/Veh: 43.4 5.7 0.0 33.2 2.1 2.1 43.1 0.0 43.1 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 AdjDel/Veh: 43.4 5.7 0.0 33.2 2.1 2.1 43.1 0.0 43.1 0.0 0.0 0.0 LOS by Move: D A A C A A D A D A A A
HCM2kAvgQ: 0 6 0 0 4 4 2 0 2 0 0 0
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2398
Cumulative +P PM Tue Nov 30, 2021 17:19:29 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 Packet Page 2399
Cumulative +P PM Tue Nov 30, 2021 17:19:29 Page 5-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Future Volume Alternative)
******************************************************************************** Intersection #4 Cedar Blvd and Mowry Ave
******************************************************************************** Cycle (sec): 90 Critical Vol./Cap.(X): 0.927
Loss Time (sec): 12 Average Delay (sec/veh): 41.0
Optimal Cycle: 116 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
------------|---------------||---------------||---------------||---------------| Control: Protected Protected Protected Protected
Rights: Ovl Ovl Ovl Ovl
Min. Green: 7 10 10 7 10 10 7 10 10 7 10 10
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 2 0 1 1 0 2 0 1 1 0 2 0 1 2 0 2 0 1
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 761 1041 151 227 366 64 415 788 265 211 292 206 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: 761 1041 151 227 366 64 415 788 265 211 292 206 Added Vol: 0 6 0 13 3 1 3 0 0 0 0 33
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 761 1047 151 240 369 65 418 788 265 211 292 239 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: 761 1047 151 240 369 65 418 788 265 211 292 239 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 761 1047 151 240 369 65 418 788 265 211 292 239 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: 761 1047 151 240 369 65 418 788 265 211 292 239 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Vol/Sat: 0.40 0.29 0.08 0.13 0.10 0.03 0.22 0.22 0.14 0.06 0.08 0.13 Crit Moves: **** **** **** ****
Green/Cycle: 0.42 0.37 0.46 0.16 0.11 0.34 0.23 0.25 0.67 0.09 0.11 0.27 Volume/Cap: 0.96 0.79 0.17 0.79 0.92 0.10 0.96 0.87 0.21 0.64 0.73 0.46 Uniform Del: 25.6 25.4 14.4 36.4 39.6 20.3 34.3 32.3 5.8 39.6 38.7 27.4 IncremntDel: 23.2 3.3 0.1 13.0 26.1 0.1 33.6 9.3 0.1 4.3 6.6 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: 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: 48.8 28.7 14.5 49.4 65.7 20.4 67.9 41.6 5.9 43.9 45.3 28.0 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 48.8 28.7 14.5 49.4 65.7 20.4 67.9 41.6 5.9 43.9 45.3 28.0 LOS by Move: D C B D E C E D A D D C
HCM2kAvgQ: 27 15 2 7 6 1 17 14 3 4 6 6
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2400
Cumulative +P PM Tue Nov 30, 2021 17:19:29 Page 5-2
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Note: Queue reported is the number of cars per lane.
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2401
Existing (Factored) AM Tue Nov 30, 2021 17:19:32 Page 1-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Scenario Report
Scenario: Existing (Factored) AM
Command: Default Command
Volume: Existing (Factored) AM
Geometry: Existing AM
Impact Fee: Default Impact Fee
Trip Generation: No Project
Trip Distribution: Distribution
Paths: Default Path
Routes: Default Route
Configuration: Default Configuration
Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2402
Existing (Factored) AM Tue Nov 30, 2021 17:19:32 Page 2-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Future Volume Alternative)
******************************************************************************** Intersection #1 Cedar Blvd and Central Ave
******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.539
Loss Time (sec): 17 Average Delay (sec/veh): 33.8
Optimal Cycle: 54 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 Include Include Include
Min. Green: 7 10 10 7 10 10 7 10 10 7 10 10
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 1 0 1 1 0 1 0 1 1 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 71 345 75 243 578 87 75 288 119 185 272 135
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: 71 345 75 243 578 87 75 288 119 185 272 135 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: 71 345 75 243 578 87 75 288 119 185 272 135 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: 71 345 75 243 578 87 75 288 119 185 272 135 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 71 345 75 243 578 87 75 288 119 185 272 135 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: 71 345 75 243 578 87 75 288 119 185 272 135 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.95 0.92 0.92 0.95 0.93 0.93 0.95 0.91 0.91 0.95 0.90 0.90 Lanes: 1.00 1.64 0.36 1.00 1.74 0.26 1.00 1.42 0.58 1.00 1.34 0.66 Final Sat.: 1805 2885 627 1805 3075 463 1805 2442 1009 1805 2292 1138 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module:

Vol/Sat: 0.04 0.12 0.12 0.13 0.19 0.19 0.04 0.12 0.12 0.10 0.12 0.12 Crit Moves: **** **** **** ****
Green/Cycle: 0.07 0.20 0.20 0.22 0.35 0.35 0.15 0.22 0.22 0.19 0.26 0.26 Volume/Cap: 0.54 0.60 0.60 0.60 0.54 0.54 0.27 0.54 0.54 0.54 0.46 0.46 Uniform Del: 44.7 36.5 36.5 34.9 26.1 26.1 37.5 34.6 34.6 36.6 31.3 31.3 IncremntDel: 4.4 1.5 1.5 2.6 0.5 0.5 0.5 0.8 0.8 1.7 0.4 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: 49.2 38.0 38.0 37.4 26.6 26.6 38.1 35.4 35.4 38.3 31.7 31.7 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 49.2 38.0 38.0 37.4 26.6 26.6 38.1 35.4 35.4 38.3 31.7 31.7 LOS by Move: D D D D C C D D D D C C
HCM2kAvgQ: 3 7 7 7 9 9 2 6 6 6 6 6
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2403
Existing (Factored) AM Tue Nov 30, 2021 17:19:32 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 Packet Page 2404
Existing (Factored) AM Tue Nov 30, 2021 17:19:32 Page 3-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Unsignalized Method (Future Volume Alternative) ******************************************************************************** Intersection #2 Cedar Blvd and Smith Ave
******************************************************************************** Average Delay (sec/veh): 2.9 Worst Case Level Of Service: D[ 34.7] ******************************************************************************** Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
------------|---------------||---------------||---------------||---------------| Control: Uncontrolled Uncontrolled Stop Sign Stop Sign
Rights: Include Include Include Include
Lanes: 1 0 2 0 0 0 0 1 1 0 0 0 1! 0 0 0 0 0 0 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 22 421 0 0 883 72 79 0 43 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: 22 421 0 0 883 72 79 0 43 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: 22 421 0 0 883 72 79 0 43 0 0 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: 22 421 0 0 883 72 79 0 43 0 0 0
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
FinalVolume: 22 421 0 0 883 72 79 0 43 0 0 0
------------|---------------||---------------||---------------||---------------| Critical Gap Module:

Cnflict Vol: 955 xxxx xxxxx xxxx xxxx xxxxx 1174 1384 478 xxxx xxxx xxxxx Potent Cap.: 728 xxxx xxxxx xxxx xxxx xxxxx 188 145 539 xxxx xxxx xxxxx Move Cap.: 728 xxxx xxxxx xxxx xxxx xxxxx 184 140 539 xxxx xxxx xxxxx Volume/Cap: 0.03 xxxx xxxx xxxx xxxx xxxx 0.43 0.00 0.08 xxxx xxxx xxxx ------------|---------------||---------------||---------------||---------------| Level Of Service Module:
2Way95thQ: 0.1 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Control Del: 10.1 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: B * * * * * * * * * * *
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 239 xxxxx xxxx xxxx xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 2.6 xxxxx xxxxx xxxx xxxxx Shrd ConDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 34.7 xxxxx xxxxx xxxx xxxxx Shared LOS: * * * * * * * D * * * *
ApproachDel: xxxxxx xxxxxx 34.7 xxxxxx
ApproachLOS: * * 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 Packet Page 2405
Existing (Factored) AM Tue Nov 30, 2021 17:19:32 Page 4-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Future Volume Alternative)
******************************************************************************** Intersection #3 Cedar Blvd and Moores Ave
******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.295
Loss Time (sec): 0 Average Delay (sec/veh): 3.2
Optimal Cycle: 27 Level Of Service: A
******************************************************************************** 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 Include Include
Min. Green: 7 10 10 7 10 10 7 10 10 7 10 10
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 0 1! 0 0 0 0 1! 0 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 3 439 0 0 904 30 42 0 8 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: 3 439 0 0 904 30 42 0 8 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: 3 439 0 0 904 30 42 0 8 0 0 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: 3 439 0 0 904 30 42 0 8 0 0 0
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 3 439 0 0 904 30 42 0 8 0 0 0
PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 3 439 0 0 904 30 42 0 8 0 0 0
------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.95 0.95 0.95 1.00 0.95 0.95 0.79 1.00 0.79 1.00 1.00 1.00 Lanes: 1.00 2.00 0.00 1.00 1.94 0.06 0.84 0.00 0.16 0.00 1.00 0.00 Final Sat.: 1805 3610 0 1900 3477 115 1263 0 241 0 1900 0 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module:

Vol/Sat: 0.00 0.12 0.00 0.00 0.26 0.26 0.03 0.00 0.03 0.00 0.00 0.00 Crit Moves: **** **** ****
Green/Cycle: 0.07 0.89 0.00 0.00 0.82 0.82 0.11 0.00 0.11 0.00 0.00 0.00 Volume/Cap: 0.02 0.14 0.00 0.00 0.32 0.32 0.32 0.00 0.32 0.00 0.00 0.00 Uniform Del: 43.3 0.6 0.0 0.0 2.1 2.1 41.4 0.0 41.4 0.0 0.0 0.0 IncremntDel: 0.1 0.0 0.0 0.0 0.1 0.1 1.1 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 1.00 1.00 0.00 1.00 0.00 0.00 0.00 Delay/Veh: 43.4 0.7 0.0 0.0 2.1 2.1 42.5 0.0 42.5 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 AdjDel/Veh: 43.4 0.7 0.0 0.0 2.1 2.1 42.5 0.0 42.5 0.0 0.0 0.0 LOS by Move: D A A A A A D A D A A A
HCM2kAvgQ: 0 1 0 0 4 4 2 0 2 0 0 0
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2406
Existing (Factored) AM Tue Nov 30, 2021 17:19:32 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 Packet Page 2407
Existing (Factored) AM Tue Nov 30, 2021 17:19:32 Page 5-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Future Volume Alternative)
******************************************************************************** Intersection #4 Cedar Blvd and Mowry Ave
******************************************************************************** Cycle (sec): 90 Critical Vol./Cap.(X): 0.559
Loss Time (sec): 12 Average Delay (sec/veh): 27.2
Optimal Cycle: 46 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: Ovl Ovl Ovl Ovl
Min. Green: 7 10 10 7 10 10 7 10 10 7 10 10
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 2 0 1 1 0 2 0 1 1 0 2 0 1 2 0 2 0 1
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 177 334 109 391 668 112 28 341 243 127 618 135 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 177 334 109 391 668 112 28 341 243 127 618 135 Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 177 334 109 391 668 112 28 341 243 127 618 135 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 177 334 109 391 668 112 28 341 243 127 618 135 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 177 334 109 391 668 112 28 341 243 127 618 135 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 177 334 109 391 668 112 28 341 243 127 618 135 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Vol/Sat: 0.09 0.09 0.06 0.21 0.19 0.06 0.01 0.09 0.13 0.03 0.17 0.07 Crit Moves: **** **** **** ****
Green/Cycle: 0.17 0.16 0.31 0.35 0.33 0.41 0.08 0.21 0.38 0.15 0.29 0.63 Volume/Cap: 0.56 0.60 0.19 0.60 0.56 0.14 0.19 0.44 0.33 0.23 0.60 0.11 Uniform Del: 34.4 35.4 23.0 24.3 24.5 16.6 38.8 30.6 19.7 33.6 27.6 6.5 IncremntDel: 2.1 1.7 0.2 1.5 0.6 0.1 0.6 0.4 0.3 0.2 0.9 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 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Delay/Veh: 36.5 37.1 23.2 25.7 25.1 16.7 39.5 31.0 19.9 33.8 28.5 6.6 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 36.5 37.1 23.2 25.7 25.1 16.7 39.5 31.0 19.9 33.8 28.5 6.6 LOS by Move: D D C C C B D C B C C A
HCM2kAvgQ: 5 5 2 9 8 2 1 5 5 2 8 1
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2408
Existing (Factored) AM Tue Nov 30, 2021 17:19:32 Page 5-2 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Note: Queue reported is the number of cars per lane.
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2409
Existing (Factored) PM Tue Nov 30, 2021 17:19:35 Page 1-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Scenario Report
Scenario: Existing (Factored) PM
Command: Default Command
Volume: Exisintg (Factored) PM
Geometry: Existing PM
Impact Fee: Default Impact Fee
Trip Generation: No Project
Trip Distribution: Distribution
Paths: Default Path
Routes: Default Route
Configuration: Default Configuration
Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2410
Existing (Factored) PM Tue Nov 30, 2021 17:19:36 Page 2-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Future Volume Alternative)
******************************************************************************** Intersection #1 Cedar Blvd and Central Ave
******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.544
Loss Time (sec): 0 Average Delay (sec/veh): 30.1
Optimal Cycle: 50 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 Include Include Include
Min. Green: 7 10 10 7 10 10 7 10 10 7 10 10
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 1 0 1 1 0 1 0 1 1 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 76 426 163 245 373 72 82 497 74 139 252 139
Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 76 426 163 245 373 72 82 497 74 139 252 139 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: 76 426 163 245 373 72 82 497 74 139 252 139 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 76 426 163 245 373 72 82 497 74 139 252 139 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 76 426 163 245 373 72 82 497 74 139 252 139 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: 76 426 163 245 373 72 82 497 74 139 252 139 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.95 0.91 0.91 0.95 0.93 0.93 0.95 0.93 0.93 0.95 0.90 0.90 Lanes: 1.00 1.45 0.55 1.00 1.68 0.32 1.00 1.74 0.26 1.00 1.29 0.71 Final Sat.: 1805 2501 957 1805 2953 570 1805 3082 459 1805 2203 1215 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module:

Vol/Sat: 0.04 0.17 0.17 0.14 0.13 0.13 0.05 0.16 0.16 0.08 0.11 0.11 Crit Moves: **** **** **** ****
Green/Cycle: 0.20 0.31 0.31 0.25 0.36 0.36 0.17 0.30 0.30 0.14 0.27 0.27 Volume/Cap: 0.21 0.54 0.54 0.54 0.35 0.35 0.27 0.54 0.54 0.54 0.42 0.42 Uniform Del: 33.4 28.5 28.5 32.6 23.3 23.3 36.4 29.5 29.5 39.9 30.0 30.0 IncremntDel: 0.3 0.6 0.6 1.4 0.2 0.2 0.5 0.6 0.6 2.4 0.3 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: 33.7 29.0 29.0 34.0 23.5 23.5 36.9 30.1 30.1 42.3 30.3 30.3 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 AdjDel/Veh: 33.7 29.0 29.0 34.0 23.5 23.5 36.9 30.1 30.1 42.3 30.3 30.3 LOS by Move: C C C C C C D C C D C C
HCM2kAvgQ: 2 8 8 7 5 5 2 8 8 5 5 5
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2411
Existing (Factored) PM Tue Nov 30, 2021 17:19:36 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 Packet Page 2412
Existing (Factored) PM Tue Nov 30, 2021 17:19:36 Page 3-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Unsignalized Method (Future Volume Alternative) ******************************************************************************** Intersection #2 Cedar Blvd and Smith Ave
******************************************************************************** Average Delay (sec/veh): 1.0 Worst Case Level Of Service: C[ 19.9] ******************************************************************************** Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
------------|---------------||---------------||---------------||---------------| Control: Uncontrolled Uncontrolled Stop Sign Stop Sign
Rights: Include Include Include Include
Lanes: 1 0 2 0 0 0 0 1 1 0 0 0 1! 0 0 0 0 0 0 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 15 622 0 0 519 66 54 0 7 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: 15 622 0 0 519 66 54 0 7 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: 15 622 0 0 519 66 54 0 7 0 0 0
User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 15 622 0 0 519 66 54 0 7 0 0 0
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
FinalVolume: 15 622 0 0 519 66 54 0 7 0 0 0
------------|---------------||---------------||---------------||---------------| Critical Gap Module:

Cnflict Vol: 585 xxxx xxxxx xxxx xxxx xxxxx 893 1204 293 xxxx xxxx xxxxx Potent Cap.: 1000 xxxx xxxxx xxxx xxxx xxxxx 285 186 710 xxxx xxxx xxxxx Move Cap.: 1000 xxxx xxxxx xxxx xxxx xxxxx 282 183 710 xxxx xxxx xxxxx Volume/Cap: 0.02 xxxx xxxx xxxx xxxx xxxx 0.19 0.00 0.01 xxxx xxxx xxxx ------------|---------------||---------------||---------------||---------------| Level Of Service Module:
2Way95thQ: 0.0 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Control Del: 8.7 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: A * * * * * * * * * * *
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 303 xxxxx xxxx xxxx xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 0.7 xxxxx xxxxx xxxx xxxxx Shrd ConDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 19.9 xxxxx xxxxx xxxx xxxxx Shared LOS: * * * * * * * C * * * *
ApproachDel: xxxxxx xxxxxx 19.9 xxxxxx
ApproachLOS: * * 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 Packet Page 2413
Existing (Factored) PM Tue Nov 30, 2021 17:19:36 Page 4-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Future Volume Alternative)
******************************************************************************** Intersection #3 Cedar Blvd and Moores Ave
******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.194
Loss Time (sec): 0 Average Delay (sec/veh): 6.0
Optimal Cycle: 27 Level Of Service: A
******************************************************************************** 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 Include Include
Min. Green: 7 10 10 7 10 10 10 10 10 10 10 10
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 0 1! 0 0 0 0 1! 0 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 2 603 0 1 580 36 28 0 4 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: 2 603 0 1 580 36 28 0 4 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: 2 603 0 1 580 36 28 0 4 0 0 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: 2 603 0 1 580 36 28 0 4 0 0 0
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 2 603 0 1 580 36 28 0 4 0 0 0
PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 2 603 0 1 580 36 28 0 4 0 0 0
------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.95 0.95 0.95 0.95 0.94 0.94 0.80 1.00 0.80 1.00 1.00 1.00 Lanes: 1.00 2.00 0.00 1.00 1.88 0.12 0.87 0.00 0.13 0.00 1.00 0.00 Final Sat.: 1805 3610 0 1805 3368 209 1334 0 191 0 1900 0 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module:

Vol/Sat: 0.00 0.17 0.00 0.00 0.17 0.17 0.02 0.00 0.02 0.00 0.00 0.00 Crit Moves: **** **** ****
Green/Cycle: 0.07 0.63 0.00 0.27 0.83 0.83 0.10 0.00 0.10 0.00 0.00 0.00 Volume/Cap: 0.02 0.26 0.00 0.00 0.21 0.21 0.21 0.00 0.21 0.00 0.00 0.00 Uniform Del: 43.3 8.1 0.0 27.0 1.8 1.8 41.3 0.0 41.3 0.0 0.0 0.0 IncremntDel: 0.1 0.1 0.0 0.0 0.0 0.0 0.7 0.0 0.7 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 1.00 1.00 1.00 1.00 0.00 1.00 0.00 0.00 0.00 Delay/Veh: 43.3 8.1 0.0 27.0 1.8 1.8 41.9 0.0 41.9 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 AdjDel/Veh: 43.3 8.1 0.0 27.0 1.8 1.8 41.9 0.0 41.9 0.0 0.0 0.0 LOS by Move: D A A C A A D A D A A A
HCM2kAvgQ: 0 4 0 0 2 2 1 0 1 0 0 0
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2414
Existing (Factored) PM Tue Nov 30, 2021 17:19:36 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 Packet Page 2415
Existing (Factored) PM Tue Nov 30, 2021 17:19:36 Page 5-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Future Volume Alternative)
******************************************************************************** Intersection #4 Cedar Blvd and Mowry Ave
******************************************************************************** Cycle (sec): 90 Critical Vol./Cap.(X): 0.603
Loss Time (sec): 12 Average Delay (sec/veh): 27.9
Optimal Cycle: 48 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: Ovl Ovl Ovl Ovl
Min. Green: 7 10 10 7 10 10 7 10 10 7 10 10
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 2 0 1 1 0 2 0 1 1 0 2 0 1 2 0 2 0 1
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 178 422 195 219 354 47 116 745 166 309 415 327 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: 178 422 195 219 354 47 116 745 166 309 415 327 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: 178 422 195 219 354 47 116 745 166 309 415 327 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: 178 422 195 219 354 47 116 745 166 309 415 327 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 178 422 195 219 354 47 116 745 166 309 415 327 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: 178 422 195 219 354 47 116 745 166 309 415 327 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Vol/Sat: 0.09 0.12 0.10 0.12 0.10 0.02 0.06 0.21 0.09 0.08 0.11 0.17 Crit Moves: **** **** **** ****
Green/Cycle: 0.18 0.19 0.33 0.19 0.21 0.40 0.19 0.34 0.52 0.14 0.29 0.48 Volume/Cap: 0.53 0.60 0.31 0.60 0.47 0.06 0.31 0.60 0.17 0.60 0.40 0.36 Uniform Del: 33.7 33.1 22.3 33.3 31.2 16.4 31.1 24.5 11.4 36.4 25.8 14.8 IncremntDel: 1.6 1.5 0.3 2.8 0.5 0.0 0.5 0.8 0.1 2.0 0.3 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: 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: 35.3 34.6 22.6 36.1 31.7 16.5 31.6 25.4 11.5 38.4 26.1 15.0 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 35.3 34.6 22.6 36.1 31.7 16.5 31.6 25.4 11.5 38.4 26.1 15.0 LOS by Move: D C C D C B C C B D C B
HCM2kAvgQ: 5 6 4 6 4 1 3 10 2 5 5 6
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2416
Existing (Factored) PM Tue Nov 30, 2021 17:19:36 Page 5-2 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Note: Queue reported is the number of cars per lane.
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2417
Existing (Factored) +P AM Tue Nov 30, 2021 17:19:39 Page 1-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Scenario Report
Scenario: Existing (Factored) +P AM
Command: Default Command
Volume: Existing (Factored) AM
Geometry: Existing AM
Impact Fee: Default Impact Fee
Trip Generation: Project AM
Trip Distribution: Distribution
Paths: Default Path
Routes: Default Route
Configuration: Default Configuration
Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2418
Existing (Factored) +P AM Tue Nov 30, 2021 17:19:39 Page 2-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Future Volume Alternative)
******************************************************************************** Intersection #1 Cedar Blvd and Central Ave
******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.544
Loss Time (sec): 17 Average Delay (sec/veh): 33.9
Optimal Cycle: 54 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 Include Include Include
Min. Green: 7 10 10 7 10 10 7 10 10 7 10 10
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 1 0 1 1 0 1 0 1 1 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 71 345 75 243 578 87 75 288 119 185 272 135
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: 71 345 75 243 578 87 75 288 119 185 272 135 Added Vol: 6 14 0 0 2 0 0 0 1 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 77 359 75 243 580 87 75 288 120 185 272 135 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: 77 359 75 243 580 87 75 288 120 185 272 135 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 77 359 75 243 580 87 75 288 120 185 272 135 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: 77 359 75 243 580 87 75 288 120 185 272 135 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.95 0.93 0.93 0.95 0.93 0.93 0.95 0.91 0.91 0.95 0.90 0.90 Lanes: 1.00 1.65 0.35 1.00 1.74 0.26 1.00 1.41 0.59 1.00 1.34 0.66 Final Sat.: 1805 2909 608 1805 3079 462 1805 2436 1015 1805 2292 1138 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module:

Vol/Sat: 0.04 0.12 0.12 0.13 0.19 0.19 0.04 0.12 0.12 0.10 0.12 0.12 Crit Moves: **** **** **** ****
Green/Cycle: 0.08 0.20 0.20 0.22 0.35 0.35 0.15 0.22 0.22 0.19 0.26 0.26 Volume/Cap: 0.54 0.61 0.61 0.61 0.54 0.54 0.28 0.54 0.54 0.54 0.47 0.47 Uniform Del: 44.4 36.2 36.2 35.0 26.3 26.3 37.7 34.7 34.7 36.7 31.5 31.5 IncremntDel: 4.3 1.5 1.5 2.7 0.5 0.5 0.6 0.8 0.8 1.8 0.4 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: 48.7 37.8 37.8 37.7 26.9 26.9 38.2 35.6 35.6 38.5 31.9 31.9 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 48.7 37.8 37.8 37.7 26.9 26.9 38.2 35.6 35.6 38.5 31.9 31.9 LOS by Move: D D D D C C D D D D C C
HCM2kAvgQ: 3 7 7 8 9 9 2 6 6 6 6 6
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2419
Existing (Factored) +P AM Tue Nov 30, 2021 17:19:39 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 Packet Page 2420
Existing (Factored) +P AM Tue Nov 30, 2021 17:19:39 Page 3-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Unsignalized Method (Future Volume Alternative) ******************************************************************************** Intersection #2 Cedar Blvd and Smith Ave
******************************************************************************** Average Delay (sec/veh): 3.0 Worst Case Level Of Service: E[ 35.7] ******************************************************************************** Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
------------|---------------||---------------||---------------||---------------| Control: Uncontrolled Uncontrolled Stop Sign Stop Sign
Rights: Include Include Include Include
Lanes: 1 0 2 0 0 0 0 1 1 0 0 0 1! 0 0 0 0 0 0 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 22 421 0 0 883 72 79 0 43 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: 22 421 0 0 883 72 79 0 43 0 0 0
Added Vol: 0 20 0 0 3 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 22 441 0 0 886 72 79 0 43 0 0 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: 22 441 0 0 886 72 79 0 43 0 0 0
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
FinalVolume: 22 441 0 0 886 72 79 0 43 0 0 0
------------|---------------||---------------||---------------||---------------| Critical Gap Module:

Cnflict Vol: 958 xxxx xxxxx xxxx xxxx xxxxx 1187 1407 479 xxxx xxxx xxxxx Potent Cap.: 726 xxxx xxxxx xxxx xxxx xxxxx 184 140 538 xxxx xxxx xxxxx Move Cap.: 726 xxxx xxxxx xxxx xxxx xxxxx 180 136 538 xxxx xxxx xxxxx Volume/Cap: 0.03 xxxx xxxx xxxx xxxx xxxx 0.44 0.00 0.08 xxxx xxxx xxxx ------------|---------------||---------------||---------------||---------------| Level Of Service Module:
2Way95thQ: 0.1 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Control Del: 10.1 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: B * * * * * * * * * * *
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 235 xxxxx xxxx xxxx xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 2.7 xxxxx xxxxx xxxx xxxxx Shrd ConDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 35.7 xxxxx xxxxx xxxx xxxxx Shared LOS: * * * * * * * E * * * *
ApproachDel: xxxxxx xxxxxx 35.7 xxxxxx
ApproachLOS: * * 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 Packet Page 2421
Existing (Factored) +P AM Tue Nov 30, 2021 17:19:39 Page 4-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Future Volume Alternative)
******************************************************************************** Intersection #3 Cedar Blvd and Moores Ave
******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.307
Loss Time (sec): 0 Average Delay (sec/veh): 3.1
Optimal Cycle: 27 Level Of Service: A
******************************************************************************** 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 Include Include
Min. Green: 7 10 10 7 10 10 7 10 10 7 10 10
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 0 1! 0 0 0 0 1! 0 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 3 439 0 0 904 30 42 0 8 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: 3 439 0 0 904 30 42 0 8 0 0 0
Added Vol: 0 6 0 0 43 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 3 445 0 0 947 30 42 0 8 0 0 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: 3 445 0 0 947 30 42 0 8 0 0 0
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 3 445 0 0 947 30 42 0 8 0 0 0
PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 3 445 0 0 947 30 42 0 8 0 0 0
------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.95 0.95 0.95 1.00 0.95 0.95 0.79 1.00 0.79 1.00 1.00 1.00 Lanes: 1.00 2.00 0.00 1.00 1.94 0.06 0.84 0.00 0.16 0.00 1.00 0.00 Final Sat.: 1805 3610 0 1900 3482 110 1260 0 240 0 1900 0 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module:

Vol/Sat: 0.00 0.12 0.00 0.00 0.27 0.27 0.03 0.00 0.03 0.00 0.00 0.00 Crit Moves: **** **** ****
Green/Cycle: 0.07 0.90 0.00 0.00 0.83 0.83 0.10 0.00 0.10 0.00 0.00 0.00 Volume/Cap: 0.02 0.14 0.00 0.00 0.33 0.33 0.33 0.00 0.33 0.00 0.00 0.00 Uniform Del: 43.3 0.6 0.0 0.0 2.0 2.0 41.8 0.0 41.8 0.0 0.0 0.0 IncremntDel: 0.1 0.0 0.0 0.0 0.1 0.1 1.3 0.0 1.3 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 1.00 1.00 0.00 1.00 0.00 0.00 0.00 Delay/Veh: 43.4 0.6 0.0 0.0 2.1 2.1 43.0 0.0 43.0 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 AdjDel/Veh: 43.4 0.6 0.0 0.0 2.1 2.1 43.0 0.0 43.0 0.0 0.0 0.0 LOS by Move: D A A A A A D A D A A A
HCM2kAvgQ: 0 1 0 0 4 4 2 0 2 0 0 0
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2422
Existing (Factored) +P AM Tue Nov 30, 2021 17:19:39 Page 4-2 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Note: Queue reported is the number of cars per lane.
******************************************************************************** Packet Page 2423
Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Existing (Factored) +P AM Tue Nov 30, 2021 17:19:39 Page 5-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Future Volume Alternative)
******************************************************************************** Intersection #4 Cedar Blvd and Mowry Ave
******************************************************************************** Cycle (sec): 90 Critical Vol./Cap.(X): 0.579
Loss Time (sec): 12 Average Delay (sec/veh): 27.3
Optimal Cycle: 46 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: Ovl Ovl Ovl Ovl
Min. Green: 7 10 10 7 10 10 7 10 10 7 10 10
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 2 0 1 1 0 2 0 1 1 0 2 0 1 2 0 2 0 1
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 177 334 109 391 668 112 28 341 243 127 618 135 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 177 334 109 391 668 112 28 341 243 127 618 135 Added Vol: 0 1 0 33 6 3 0 0 0 0 0 5
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 177 335 109 424 674 115 28 341 243 127 618 140 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 177 335 109 424 674 115 28 341 243 127 618 140 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 177 335 109 424 674 115 28 341 243 127 618 140 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 177 335 109 424 674 115 28 341 243 127 618 140 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Vol/Sat: 0.09 0.09 0.06 0.22 0.19 0.06 0.01 0.09 0.13 0.03 0.17 0.07 Crit Moves: **** **** **** ****
Green/Cycle: 0.17 0.15 0.30 0.36 0.34 0.42 0.08 0.21 0.38 0.15 0.28 0.64 Volume/Cap: 0.55 0.62 0.19 0.62 0.55 0.14 0.19 0.45 0.34 0.24 0.62 0.12 Uniform Del: 34.2 35.8 23.6 23.6 24.0 16.2 38.8 31.1 19.9 34.0 28.4 6.3 IncremntDel: 2.0 2.2 0.2 1.7 0.5 0.1 0.6 0.4 0.3 0.2 1.2 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 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Delay/Veh: 36.1 38.0 23.8 25.3 24.5 16.2 39.5 31.5 20.2 34.2 29.5 6.4 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 36.1 38.0 23.8 25.3 24.5 16.2 39.5 31.5 20.2 34.2 29.5 6.4 LOS by Move: D D C C C B D C C C C A
HCM2kAvgQ: 5 6 2 10 8 2 1 5 5 2 9 1
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2424
Existing (Factored) +P AM Tue Nov 30, 2021 17:19:39 Page 5-2 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Note: Queue reported is the number of cars per lane.
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2425
Existing (Factored) +P PM Tue Nov 30, 2021 17:19:42 Page 1-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Scenario Report
Scenario: Existing (Factored) +P PM
Command: Default Command
Volume: Exisintg (Factored) PM
Geometry: Existing PM
Impact Fee: Default Impact Fee
Trip Generation: Project PM
Trip Distribution: Distribution
Paths: Default Path
Routes: Default Route
Configuration: Default Configuration
Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2426
Existing (Factored) +P PM Tue Nov 30, 2021 17:19:43 Page 2-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Future Volume Alternative)
******************************************************************************** Intersection #1 Cedar Blvd and Central Ave
******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.548
Loss Time (sec): 0 Average Delay (sec/veh): 30.1
Optimal Cycle: 50 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 Include Include Include
Min. Green: 7 10 10 7 10 10 7 10 10 7 10 10
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 1 0 1 1 0 1 0 1 1 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 76 426 163 245 373 72 82 497 74 139 252 139
Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 76 426 163 245 373 72 82 497 74 139 252 139 Added Vol: 3 6 0 0 14 0 0 0 6 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 79 432 163 245 387 72 82 497 80 139 252 139 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 79 432 163 245 387 72 82 497 80 139 252 139 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 79 432 163 245 387 72 82 497 80 139 252 139 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: 79 432 163 245 387 72 82 497 80 139 252 139 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.95 0.91 0.91 0.95 0.93 0.93 0.95 0.93 0.93 0.95 0.90 0.90 Lanes: 1.00 1.45 0.55 1.00 1.69 0.31 1.00 1.72 0.28 1.00 1.29 0.71 Final Sat.: 1805 2514 948 1805 2971 553 1805 3044 490 1805 2203 1215 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module:

Vol/Sat: 0.04 0.17 0.17 0.14 0.13 0.13 0.05 0.16 0.16 0.08 0.11 0.11 Crit Moves: **** **** **** ****
Green/Cycle: 0.20 0.31 0.31 0.25 0.37 0.37 0.17 0.30 0.30 0.14 0.27 0.27 Volume/Cap: 0.22 0.55 0.55 0.55 0.36 0.36 0.27 0.55 0.55 0.55 0.42 0.42 Uniform Del: 33.8 28.4 28.4 32.7 23.2 23.2 36.4 29.4 29.4 40.0 29.9 29.9 IncremntDel: 0.3 0.6 0.6 1.4 0.2 0.2 0.5 0.6 0.6 2.5 0.3 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: 34.1 29.0 29.0 34.2 23.3 23.3 36.9 30.1 30.1 42.5 30.2 30.2 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 34.1 29.0 29.0 34.2 23.3 23.3 36.9 30.1 30.1 42.5 30.2 30.2 LOS by Move: C C C C C C D C C D C C
HCM2kAvgQ: 2 8 8 7 5 5 2 8 8 5 5 5
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Packet Page 2427
Existing (Factored) +P PM Tue Nov 30, 2021 17:19:43 Page 2-2 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Note: Queue reported is the number of cars per lane.
******************************************************************************** Packet Page 2428
Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to Hexagon Trans., San Jose Existing (Factored) +P PM Tue Nov 30, 2021 17:19:43 Page 3-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Unsignalized Method (Future Volume Alternative) ******************************************************************************** Intersection #2 Cedar Blvd and Smith Ave
******************************************************************************** Average Delay (sec/veh): 1.1 Worst Case Level Of Service: C[ 20.5] ******************************************************************************** Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
------------|---------------||---------------||---------------||---------------| Control: Uncontrolled Uncontrolled Stop Sign Stop Sign
Rights: Include Include Include Include
Lanes: 1 0 2 0 0 0 0 1 1 0 0 0 1! 0 0 0 0 0 0 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 15 622 0 0 519 66 54 0 7 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: 15 622 0 0 519 66 54 0 7 0 0 0
Added Vol: 0 8 0 0 20 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 15 630 0 0 539 66 54 0 7 0 0 0
User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Volume: 15 630 0 0 539 66 54 0 7 0 0 0
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
FinalVolume: 15 630 0 0 539 66 54 0 7 0 0 0
------------|---------------||---------------||---------------||---------------| Critical Gap Module:

Cnflict Vol: 605 xxxx xxxxx xxxx xxxx xxxxx 917 1232 303 xxxx xxxx xxxxx Potent Cap.: 983 xxxx xxxxx xxxx xxxx xxxxx 275 179 700 xxxx xxxx xxxxx Move Cap.: 983 xxxx xxxxx xxxx xxxx xxxxx 272 176 700 xxxx xxxx xxxxx Volume/Cap: 0.02 xxxx xxxx xxxx xxxx xxxx 0.20 0.00 0.01 xxxx xxxx xxxx ------------|---------------||---------------||---------------||---------------| Level Of Service Module:
2Way95thQ: 0.0 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Control Del: 8.7 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: A * * * * * * * * * * *
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 292 xxxxx xxxx xxxx xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 0.8 xxxxx xxxxx xxxx xxxxx Shrd ConDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 20.5 xxxxx xxxxx xxxx xxxxx Shared LOS: * * * * * * * C * * * *
ApproachDel: xxxxxx xxxxxx 20.5 xxxxxx
ApproachLOS: * * 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 Packet Page 2429
Existing (Factored) +P PM Tue Nov 30, 2021 17:19:43 Page 4-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Future Volume Alternative)
******************************************************************************** Intersection #3 Cedar Blvd and Moores Ave
******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.199
Loss Time (sec): 0 Average Delay (sec/veh): 5.7
Optimal Cycle: 27 Level Of Service: A
******************************************************************************** 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 Include Include
Min. Green: 7 10 10 7 10 10 10 10 10 10 10 10
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 0 1! 0 0 0 0 1! 0 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 2 603 0 1 580 36 28 0 4 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: 2 603 0 1 580 36 28 0 4 0 0 0
Added Vol: 0 43 0 0 17 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 2 646 0 1 597 36 28 0 4 0 0 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: 2 646 0 1 597 36 28 0 4 0 0 0
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 2 646 0 1 597 36 28 0 4 0 0 0
PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 2 646 0 1 597 36 28 0 4 0 0 0
------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.95 0.95 0.95 0.95 0.94 0.94 0.80 1.00 0.80 1.00 1.00 1.00 Lanes: 1.00 2.00 0.00 1.00 1.89 0.11 0.87 0.00 0.13 0.00 1.00 0.00 Final Sat.: 1805 3610 0 1805 3374 203 1332 0 190 0 1900 0 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module:

Vol/Sat: 0.00 0.18 0.00 0.00 0.18 0.18 0.02 0.00 0.02 0.00 0.00 0.00 Crit Moves: **** **** ****
Green/Cycle: 0.07 0.65 0.00 0.25 0.83 0.83 0.10 0.00 0.10 0.00 0.00 0.00 Volume/Cap: 0.02 0.28 0.00 0.00 0.21 0.21 0.21 0.00 0.21 0.00 0.00 0.00 Uniform Del: 43.3 7.6 0.0 27.9 1.8 1.8 41.4 0.0 41.4 0.0 0.0 0.0 IncremntDel: 0.1 0.1 0.0 0.0 0.0 0.0 0.7 0.0 0.7 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 1.00 1.00 1.00 1.00 0.00 1.00 0.00 0.00 0.00 Delay/Veh: 43.3 7.7 0.0 27.9 1.8 1.8 42.1 0.0 42.1 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 AdjDel/Veh: 43.3 7.7 0.0 27.9 1.8 1.8 42.1 0.0 42.1 0.0 0.0 0.0 LOS by Move: D A A C A A D A D A A A
HCM2kAvgQ: 0 4 0 0 2 2 1 0 1 0 0 0
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Existing (Factored) +P PM Tue Nov 30, 2021 17:19:43 Page 4-2 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Note: Queue reported is the number of cars per lane.
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Existing (Factored) +P PM Tue Nov 30, 2021 17:19:43 Page 5-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Future Volume Alternative)
******************************************************************************** Intersection #4 Cedar Blvd and Mowry Ave
******************************************************************************** Cycle (sec): 90 Critical Vol./Cap.(X): 0.613
Loss Time (sec): 12 Average Delay (sec/veh): 27.9
Optimal Cycle: 49 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: Ovl Ovl Ovl Ovl
Min. Green: 7 10 10 7 10 10 7 10 10 7 10 10
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 2 0 1 1 0 2 0 1 1 0 2 0 1 2 0 2 0 1
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 178 422 195 219 354 47 116 745 166 309 415 327 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: 178 422 195 219 354 47 116 745 166 309 415 327 Added Vol: 0 6 0 13 3 1 3 0 0 0 0 33
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 178 428 195 232 357 48 119 745 166 309 415 360 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: 178 428 195 232 357 48 119 745 166 309 415 360 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 178 428 195 232 357 48 119 745 166 309 415 360 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: 178 428 195 232 357 48 119 745 166 309 415 360 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Vol/Sat: 0.09 0.12 0.10 0.12 0.10 0.03 0.06 0.21 0.09 0.08 0.11 0.19 Crit Moves: **** **** **** ****
Green/Cycle: 0.18 0.19 0.33 0.20 0.21 0.40 0.19 0.34 0.52 0.14 0.28 0.48 Volume/Cap: 0.52 0.61 0.31 0.61 0.46 0.06 0.33 0.61 0.17 0.61 0.41 0.39 Uniform Del: 33.4 33.2 22.5 32.9 30.9 16.4 31.4 24.9 11.5 36.6 26.2 14.9 IncremntDel: 1.4 1.6 0.3 3.0 0.4 0.0 0.5 0.9 0.1 2.2 0.3 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: 34.9 34.8 22.8 35.8 31.4 16.4 31.9 25.9 11.6 38.8 26.4 15.2 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 34.9 34.8 22.8 35.8 31.4 16.4 31.9 25.9 11.6 38.8 26.4 15.2 LOS by Move: C C C D C B C C B D C B
HCM2kAvgQ: 5 7 4 6 4 1 3 10 2 5 5 6
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Appendix D
ACTC VMT Reduction Calculator Tool Results
Packet Page 2434
Project Name (optional): Cedar Robson Homes
Project Address (optional): 38478 Cedar Boulevard
Project Type (optional): Residential
Office
Analysis Location (TAZ # from website): 934
Jurisdiction (auto calculated from TAZ #): Newark
TDM ID Strategy Name Strategy Type VMT Type Change in VMT Exclusions 1A Voluntary Employer Commute Program Project/Site Employee commute trips 1B Mandatory Employer Commute Program Project/Site Employee commute trips 1C Employer Carpool Program Project/Site Employee commute trips 1D1 Implement Subsidized or Discounted Transit Program (for Employees) Project/Site Employee commute trips 1D2 Implement Subsidized or Discounted Transit Program (for Residents) Project/Site Project-generated trips 1E Employer Vanpool Program Project/Site Employee commute trips 1F Employer Telework Program Project/Site Employee commute trips 2A Transit Oriented Development Project/Site Project-generated trips 2B1 Increase Residential Density Project/Site Project-generated trips -18.1% 2B2 Increase Employment Density Project/Site Employee commute trips 2C Integrate Affordable and Below Market Rate Housing Neighborhood/City All neighborhood/city trips 3A1 Price Workplace Parking Project/Site Employee commute trips 3A2 Unbundle Parking Costs from Property Cost Project/Site Project-generated trips 3B Parking Cash Out Project/Site Employee commute trips 3C Limit Parking Supply Project/Site Project-generated trips 3D Provide Bike Parking Project/Site Project-generated trips 4A Street Connectivity Improvement Neighborhood/City All neighborhood/city trips 4B Pedestrian Facility Improvement Neighborhood/City All neighborhood/city trips 4C Bikeway Network Expansion Neighborhood/City All neighborhood/city trips 4D Bike Facility Improvement Neighborhood/City Trips on roadway with bikeway addition 4E Bikeshare Neighborhood/City All neighborhood/city trips 4F Carshare Neighborhood/City All neighborhood/city trips 4G Community-Based Travel Planning Neighborhood/City All neighborhood/city trips 4H Provide Neighborhood Traffic Calming Measures Neighborhood/City All neighborhood/city trips 5A Transit Service Expansion Neighborhood/City All neighborhood/city trips 5B Transit Frequency Improvements Neighborhood/City All neighborhood/city trips 5C Transit-Supportive Treatments Neighborhood/City All neighborhood/city trips 5D Transit Fare Reduction Neighborhood/City All neighborhood/city trips 5E Microtransit NEV Shuttle Neighborhood/City All neighborhood/city trips Employee Commute Trips - Total Change in VMT 0.0%
Project-Generated Trips - Total Change in VMT -18.1%
All Neighborhood/City Trips - Total Change in VMT 0.0%
Trips on Roadway Affected by Bikeway Addition - Total Change in VMT 0.0% Project Information
TDM Strategy Results

MOBILITY MANAGEMENT VMT REDUCTION CALCULATOR TOOL
Return to Main 
Packet Page 2435
2B1
Level of application: Project/Site Return to Main 
Type of VMT affected: Project-generated trips Results Summary 2 Max VMT reduction: 30.0%
Residential density of project development (dwelling units per acre) 16.6 user input Residential density of typical development (dwelling units per acre) 9.1 constant, source (1) User override of residential density of typical development user input, optional Residential density of typical development used for calculation 9.1 calculated Elasticity of VMT with respect to residential density -0.22 constant, source (2) Change in VMT (as compared to single-use project) -18.1% FALSE Active Sources:
(1) Ewing, R., Bartholomew, K., Winkelman, S., Walters, J., Chen, D. 2007. Growing Cooler: The Evidence on Urban Development and Climate Change. October. Available:
https://www.nrdc.org/sites/default/files/cit_07092401a.pdf. Accessed: January 2021. (2) Stevens, M. 2016. Does Compact Development Make People Drive Less? Journal of the American Planning Association 83:1(7–18), DOI: 10.1080/01944363.2016.1240044.

November. Available: https://www.researchgate.net/publication/309890412_Does_Compact_Development_Make_Pe ople_Drive_Less. Accessed: January 2021. 2B1. Increase Residential Density
This strategy accounts for the VMT reduction achieved by a project that is designed with a higher density of dwelling units (du) compared to the average residential density in the United States. Increased densities affect the distance people travel and provide greater options for the mode of travel they choose. Increasing residential density results in shorter and fewer trips by single occupancy vehicles and thus a reduction in GHG emissions.

Projects with a residential density greater than 9.1 dwelling units per acre will see VMT reductions due to this strategy.

Formula: % Change in VMT = (( Residential density of project development (dwelling units per acre) - Residential density of typical development )/ Residential density of typical development )* Elasticity of VMT with respect to residential density Exclude from Results Packet Page 2436
Appendix E
Signal Warrant Analysis
Packet Page 2437
38478 Cedar Boulevard - Newark, CA
Cedar Boulevard and Smith Avenue
Peak Hour Volume Warrant Per 2003 MUTCD- Under 40 MPH
AM Peak Hour Volumes
* NOTE: 150 vph applies as the lower threshold volume for a minor street approach with 2 or more lanes and 100 vph applies as the lower threshold volume for a minor street approach with 1 lane.

One
2 or
More
Major Street - Both Approaches Cedar Boulevard x 433 456 1398 1421 2159 2182 Minor Street - Highest Approach Smith Avenue x 24 24 122 122 205 205 Warrant Met? no no no no yes yes
Cumulative +
Project AM Approach
Lanes
Existing AM
Existing +
Project AM
Existing AM
(Factored) Existing
(Factored) +
Project AM
Cumulative
AM
0 100
200
300
400
500
600
700 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 MINOR STREET - High Volume Approach (vph) MAJOR STREET - Total of Both Approaches (vph) PEAK HOUR VOLUME SIGNAL WARRANT - 2010 CA MUTCD
(Under 40 MPH)
Existing AM
Existing + Project AM
Existing AM (Factored)
Existing (Factored) + Project AM
Cumulative AM
Cumulative + Project AM
*
*
2 or morel lanes (major) & 2 or more lanes (minor)
2 or more lanes (major) & 1 lane (minor) or
1 lane (major) & 2 or more lanes (minor)
1 lane (major) & 1 lane (minor)
Hexagon Transportation Consultants, Inc.

Packet Page 2438
38478 Cedar Boulevard - Newark, CA
Cedar Boulevard and Smith Avenue
Peak Hour Volume Warrant Per 2003 MUTCD- Under 40 MPH
AM Peak Hour Volumes
One
2 or
More
Major Street - Both Approaches Cedar Boulevard x 826 854 1222 1250 2151 2179 Minor Street - Highest Approach Smith Avenue x 51 51 61 61 54 54 Warrant Met? no no no no no no Cumulative +
Project PM
* NOTE: 150 vph applies as the lower threshold volume for a minor street approach with 2 or more lanes and 100 vph applies as the lower threshold volume for a minor street approach with 1 lane.

Approach
Lanes
Existing PM
Existing +
Project PM
Existing
(Factored) PM
Existing
(Factored) +
Project PM
Cumulative
PM
0 100
200
300
400
500
600
700 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 MINOR STREET - High Volume Approach (vph) MAJOR STREET - Total of Both Approaches (vph) PEAK HOUR VOLUME SIGNAL WARRANT - 2010 CA MUTCD
(Under 40 MPH)
Existing PM
Existing + Project PM
Existing (Factored) PM
Existing (Factored) + Project PM
Cumulative PM
Cumulative + Project PM
*
*
2 or morel lanes (major) & 2 or more lanes (minor)
2 or more lanes (major) & 1 lane (minor) or
1 lane (major) & 2 or more lanes (minor)
1 lane (major) & 1 lane (minor)
Hexagon Transportation Consultants, Inc.

Packet Page 2439
Appendix F
Signal Warrant Memo
Packet Page 2440
Memorandum
Date: September 24, 2021
To: Jayson Imai, City of Newark
From: Gary Black
Daniel Choi
Subject: Signal Warrant Analysis for the Intersection at Cedar Boulevard & Smith Avenue in Newark, CA
Hexagon Transportation Consultants, Inc. has completed a signal warrant analysis to determine the need for a change in traffic control for the intersection of Cedar Boulevard & Smith Avenue in Newark, California. Vehicular traffic volumes were collected for 24-hours in September 2021 along each approach to the intersection. Peak-hour turning movement counts (7:00-9:00 AM and 4:00- 6:00 PM), which included pedestrian crossing movements, were also collected at the intersection.

Roadway volume counts and peak-hour turning movement counts can be found in Attachment A.

The intersection was evaluated for the following signal warrants found in the 2014 California Manual on Uniform Traffic Control Devices (CA MUTCD):
• Warrant 1 – Eight-Hour Vehicular Volume
• Warrant 2 – Four-Hour Vehicular Volume
• Warrant 3 – Peak Hour
• Warrant 4 – Pedestrian Volume
• Warrant 5 – School Crossing
• Warrant 7 – Crash Experience
For the signal warrant analysis, Cedar Boulevard was considered the major street, and Smith Avenue was considered the minor road. The MUTCD notes that the satisfaction of a traffic signal warrant or warrants shall not itself require the installation of a traffic signal. Therefore, the analysis presented in this memo is for informational purposes for City of Newark staff to determine whether a traffic signal should be installed at the intersection.

Warrant 1- Eight-Hour Vehicular Volume
The Eight-Hour Vehicular Volume warrant (Warrant 1) consists of two parts: A) the minimum vehicular volume and B) the interruption of continuous traffic. The first part is intended for locations where a large volume of intersection traffic is the principal reason to consider the installation of a traffic signal. The second part is intended for locations where part A is not satisfied and where traffic volume on a major street is so heavy that minor street traffic suffers excessive delay or conflict entering the street.

The minimum volumes needed to meet Warrant 1 is shown on Table 4C-1 in the 2014 CAMUTCD (see below). The warrant should be applied to each of any 8 hours of an average day. Since a Packet Page 2441
Cedar and Smith Signal Warrant Analysis September 24, 2021 P a g e | 2
speed study determined that the 85th percentile speed along Cedar Boulevard exceeds 40 mph, 70% volumes are used for the analysis.

Warrant 1 would be met under the following conditions:
a) Part A is met under the 100% basic minimum hourly volume (70% when major-street approach exceeds 40 mph)
b) Part B is met under the 100% basic minimum hourly volume (70% when major-street approach exceeds 40 mph)
c) Parts A and B are met under the 80% basic minimum hourly volume (56% when majorstreet approach exceeds 40 mph) The vehicular volumes collected finds that Warrant 1 is not met during any 8 hours at the intersection. The signal warrant worksheet can be found in Attachment B.

Warrant 2- Four-Hour Vehicular Volume
The Four-Hour Vehicular Volume warrant (Warrant 2) is intended for locations where volume of intersecting traffic is the principal reason to consider the installation of a traffic signal. The hourly volume of the total of both major street approaches should be plotted against the minor street Packet Page 2442
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approach volume for any four hours of an average day. Since a speed study determined that the 85th percentile speed along Cedar Boulevard exceeds 40 mph, 70% volumes are used for the analysis.

For Warrant 2 to be met, the plotted point of any four hours of an average day should be above the “2 OR MORE LANES & 1 LANE” line of Figure 4C-2 in the 2014 CAMUTCD (see below).

Based on the plotted points of the roadway vehicular volumes collected, Warrant 2 is not met during any 4 hours at the intersection. The signal warrant worksheet can be found in Attachment B.

Warrant 3- Peak Hour
The Peak Hour signal warrant (Warrant 3) is intended for use at locations where traffic conditions are such that for a minimum of 1 hour of an average day, the minor street approach suffers undue delay when entering or crossing the major street. Warrant 3 consists of two parts and would be met when either part meets the warrant conditions. The two parts are as follows:

Part A: All three conditions of Part A must be met:
1) The total stopped time delay experienced by the traffic on one minor-street approach (one direction only) controlled by a STOP sign equals or exceeds: 4 vehicle-hours for a one-lane approach and
2) The total volume on the same minor-street approach (one direction only) equals or exceeds 100 vehicles per hour for one moving lane of traffic and 3) The total entering volume serviced during the hour equals or exceeds 650 vehicles per hour for intersections with three approaches
Part B: The plotted point of representing the vehicles per hour on the major street (total of both approaches) and the corresponding vehicles per hour on the minor street approach should be above the “2 OR MORE LANES & 1 LANE” line of Figure 4C-2 in the 2014 CAMUTCD (see below).

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Since a speed study determined that the 85th percentile speed along Cedar Boulevard exceeds 40 mph, 70% volumes are used for the analysis.

Part B of Warrant 3 is met during the peak hour at the intersection. The signal warrant worksheet can be found in Attachement B. It should be noted that the analyses conducted for the 37478 Cedar Boulevard (Robson Homes development) project found that using factored volumes based on historical counts would meet the peak-hour warrant. Since the peak-hour warrant is met, the installation of a traffic signal at the intersection should be considered.

Warrant 4- Pedestrian Volume
The Pedestrian Volume signal warrant (Warrant 4) is intended for use at locations where traffic volumes on a major street is so heavy that pedestrians experience excessive delay in crossing the major street. Warrant 4 consists of two parts and would be met when both parts meet the warrant conditions. The two parts are as follows:

Part 1: Either condition in Part 1 must be met:
1) The plotted point of representing the vehicles per hour on the major street (total of both approaches) and the corresponding vehicles per hour on the minor street approach of any four hours in an average day should be above line on Figure 4C-6 in the 2014

CAMUTCD
2) The plotted point of representing the vehicles per hour on the major street (total of both approaches) and the corresponding vehicles per hour on the minor street approach of the peak hour in an average day should be above line on Figure 4C-8 in the 2014

CAMUTCD
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The plotted points have a minimum pedestrian threshold of 75 and 93 pedestrians crossing the major streets, for the any four hours and peak hour, respectively.

Part 2: Either condition in Part 2 must be met:
1) The distance to the nearest traffic signal along the major street is greater than 300 ft 2) The proposed traffic signal will not restrict progressive traffic flow along the major street.

Peak-hour turning movement counts found that no pedestrians crossed the major street during the peak hours. Since no pedestrians crossed the major street during the peak hours, it can be concluded that Warrant 4 is not met at the intersection. The proposed Robson Homes project could generate a small number of pedestrian trips at this intersection. The Birch Grove Park, Birch Grove Elementary School, and businesses along Cherry Street are located west of the intersection and would require any pedestrian trips to cross Cedar Boulevard. However, the addition of projectgenerated trips would not generate enough pedestrian trips to meet the minimum thresholds of Warrant 4.

Warrant 5- School Crossing
The School Crossing signal warrant (Warrant 5) is intended for application where the fact that schoolchildren cross the major street is the principal reason to consider installing a traffic control signal. Consideration shall be given to other remedial measures such as warning signs, school speed zones, and school crossing guards before a traffic control signal should be considered.

As discussed above, turning movement counts found that no pedestrians crossed the major street during the peak hours. Therefore, it can be concluded Warrant 5 is not met at the intersection.

Warrant 7- Crash Experience
The Crash Experience signal warrant (Warrant 7) is intended for application where the severity and frequency of crashes are the principal reasons to consider installing a traffic signal. Warrant 7 would be met when all of the following conditions are met:
a) Adequate trial of alternatives with satisfactory observance and enforcement has failed to reduce the crash frequency and
b) Five or more reported crashes of types susceptible to correction by a traffic control signal, have occurred within a 12-month period, each crash involving personal injury or property damage apparently exceeding the applicable requirements for a reportable crash and c) For each of any 8 hours of an average day, the vehicles per hour (vph) given in both of the 80 percent columns of Condition A in Table 4C-1, or the vph in both of the 80 percent columns of Condition B in Table 4C-1 exists on the major-street and the higher-volume minor-street approach, respectively, to the intersection, or the volume of pedestrian traffic is not less than 80 percent of the requirements specified in the Pedestrian Volume warrant.

These major-street and minor-street volumes shall be for the same 8 hours. On the minor street, the higher volume shall not be required to be on the same approach during each of the 8 hours.

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The engineering and traffic study for Cedar Boulevard, between Central Avenue and Moores Avenue found that a total for four accidents occurred along the corridor between 2012 and 2016.

One of these accidents occurred at the Cedar Boulevard & Smith Avenue intersection. Recent data from the Statewide Integrated Traffic Records System (SWITRS) found that two accidents have occurred at the intersection in the last ten years.

Warrant 7 is not met because all three conditions of the warrant are not met for this intersection.

The signal warrant worksheet can be found in Attachment B.

Conclusions
The MUTCD provides signal warrants to provide guidance on when a traffic signal should be considered at an unsignalized intersection. Warrants 1, 2, 3, 4, 5, and 7 were evaluated for the intersection of Cedar Boulevard and Smith Avenue. The analysis finds that only the peak-hour signal warrant (Warrant 3) is met based on roadway volume data. Warrants 1, 2, 4, 5, and 7 are not met based on roadway volume data, peak-hour turning movement counts, and historical crash data.

Since the peak-hour warrant is met, the installation of a traffic signal at the intersection should be considered.

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Cedar and Smith Signal Warrant Analysis
Attachments
Packet Page 2447
Attachment A
Roadway Counts
Packet Page 2448

Page 1 ends

Newark City CouncilMay 25, 2023

Newark City Council
May 25, 2023