PUD 2022-001 Exhibits — Salinas City Council, January 9, 2024

kimley-horn.com 10 Almaden Blvd., Suite 1250, San Jose, California 95113 669 800 4130

Memorandum

To: Andrew Easterling, Traffic & Transportation Engineering, City of Salinas, CA.

From: Ali Mustafa, PTP, RSP1, Shahrzad Rahgozar, Kimley-Horn and Associates, Inc.

Re: Focused Traffic Analysis Memo
Raising Cane’s (0929) – Northridge Shopping Center – N. Main Street & Madrid Street, Salinas, CA

Date: May 8, 2023

This memorandum presents a focused traffic analysis involving traffic operations, circulation, queuing, and VMT screening for the proposed Raising Cane’s restaurant in the north-west quadrant of N. Main Street and Madrid Street within the Northridge Mall in Salinas, California (see Figure 1). The purpose of this focused traffic analysis is to address City’s concern related to vehicle queues and future operations of the Northridge Mall with the proposed project. The following are discussions on the existing site observations, proposed site layout, level of service (LOS) analysis, queuing analysis, site access and circulation, drive-thru queuing analysis, VMT analysis, and our conclusions.

Existing Conditions
The proposed project will be in the north-west quadrant of N. Main Street and Madrid Street, within the Northridge Mall. Under existing conditions, the site is currently a surface parking lot bounded by N. Main Street on the east, internal access road on the west, Madrid Street to the south and access/drive aisles on the north. Field observations of the project vicinity during the typical weekday Mid-Day, PM peak period, and on a Saturday afternoon showed typical traffic operations at the study intersections (N. Main St./ Madrid St. / Harden Pkwy. and Northridge Driveway / Madrid St.) without any significant traffic congestion and queuing. Minor queuing with vehicle queues exceeding the existing storage was observed at the intersection of N. Main St. / Madrid St. / Harden Pkwy for the southbound left (SBL) and northbound left (NBL) during the weekday PM peak period and Saturday afternoon.

Existing Data Collection
In coordination with the City, intersection turning movement counts were collected at the two adjacent intersections during the weekday mid-day peak period (11:00 AM to 2:00 PM), PM peak period (4:00 PM to 7:00 PM), and on a Saturday mid-day peak period (11:00 AM to 2:00 PM). The intersection count locations are summarized below:

 N. Main St. / Madrid St. / Harden Pkwy (Signal)
 Northridge Driveway / Madrid St. (Unsignalized)

Signal timing information for the signalized intersections were obtained from the City. The existing traffic count data is included in Attachment A. The study intersections and existing traffic counts are shown in Figure 2 and Figure 3.

Background Conditions
Fast-Food restaurant pads involving In-N-Out (INO), Chick-fil-A (CFA), and Starbucks store (SBUX) are also proposed within the Northridge Mall. Based on the information provided by the City staff (Source: Keith Higgins traffic memo for ‘Northridge Shopping Center Fast Food Restaurant Pads Circulation Plan’ dated November 8, 2022), these Fast-Food restaurants are located on the north end of the Northridge Mall. CFA is proposed on the northwest corner of N. Main St./San Juan Road intersection and its primary access is

Raising Cane’s (0969) - N. Main Street & Madrid Street, Salinas, CA Page 2 of 6 Focused Traffic Analysis Memo May 8, 2023
proposed via a single driveway 200 feet north of the San Juan driveway. The INO driveway is located about 100 feet north of the CFA driveway and about 90 feet south of the Northridge Mall Main Driveway. The SBUX is proposed north of the INO, immediately north of the Northridge Main Driveway and its driveway is located approximately 240 feet north of the Northridge Main Driveway.

All proposed Fast-Food restaurant pads are located on the north end of the Northridge Mall and is not expected to cause any circulation and queueing issues for the proposed Raising Cane’s site which is in the south end of the Northridge Mall.

Project Description and Proposed Site Layout
The proposed project site is in the north-west quadrant of N. Main Street and Madrid Street, within the Northridge Mall in Salinas, California. The project site is currently a surface parking lot bounded by N.

Main Street on the east, internal access road on the west, Madrid Street to the south and access/drive aisles on the north. Raising Cane’s proposes to redevelop the site into a 2,899-square foot Raising Cane’s drive-thru restaurant building with associated on-site parking and drive-thru facilities.

Under existing conditions, access to Northridge Mall is provided via three-signalized driveways and two- unsignalized driveways along N. Main Street and two-unsignalized driveways along Madrid Street. Access to the proposed Raising Cane site within the parking lot will be provided via access/drive aisle frontage.

The opening to the drive-thru lane is located at the northwest corner of the project site and turns 90 degrees in front of the building in a clockwise direction. The drive-thru consists of two lanes from the entrance into the drive-thru lanes to the pick-up window, each equipped with an order board, which allows Raising Cane’s to take orders from two customers at the same time thereby reducing the overall processing time. During off-peak periods the two lanes can merge into a single lane prior to the pay and pick-up window. Consistent with other sites’ operations, an employee will be stationed at the outer lane to take orders and payment during peak periods. Vehicles in the outer lane when ordering are then directed to remain queued in the outer lane when waiting for their order which is brought to their car by restaurant staff. Raising Cane’s employee stationed outside will direct the customers in respectively lanes for queuing when waiting for their order. The end of drive-thru lanes leads to drive aisle frontage to the proposed parking area. A total of 40 parking spaces are proposed within the parking area.

The proposed site plan is shown in Figure 4. As shown in the site plan and conservatively assuming 25- feet per vehicle (inclusive of typical passenger vehicles and reasonable spacing), the total queuing capacity provided on-site is approximately:

 Drive-Thru Lane (between lane entrance and pick-up window): 34 vehicles

Beyond the pick-up window, two to three additional vehicles can be accommodated during peak times.

In summary, the project site provides drive-thru storage for 34 vehicles, which can be extended to 37 vehicles.

Trip Generation Estimates
The Institute of Transportation Engineers (ITE) Trip Generation 11th Edition (2021) was used to develop weekday and Saturday trip estimates from the proposed project site. Table 1 shows the preliminary trip estimates of the weekday daily, AM peak hour, PM peak hour and Saturday Peak Hour of Generation trips generated by the proposed project assuming a fast-food restaurant with drive-thru land use (with pass- by adjustments).

Trip Distribution and Trip Assignment
The trip distribution and assignment assumptions for the proposed project were based on the project driveway location, existing traffic counts, community characteristics, and professional engineering

Raising Cane’s (0969) - N. Main Street & Madrid Street, Salinas, CA Page 3 of 6 Focused Traffic Analysis Memo May 8, 2023
judgement. The proposed project trip distribution and trip assignment are shown in Figure 5 and Figure

6. The site can be primarily accessed via existing driveways along N. Main St and Madrid St. For worst- case scenario, it was assumed that all the project traffic enters and exits using the driveway along Madrid St.

Table 1 : Estimated Project Trip Generation

During typical weekday, the proposed project is estimated to generate a net total of 691 daily, 75 AM peak hour and 80 PM peak hour base trips without pass-by adjustments. On a Saturday, the proposed project is estimated to generate a net total of 911 daily and 80 peak hour base trips with pass-by adjustments.

Intersection Level of Service
The 2010 HCM includes procedures for analyzing side-street stop-controlled (SSSC), all-way stop- controlled (AWSC), and signalized intersections. For AWSC and signalized intersections, LOS is defined as a function of average control delay for the intersection as a whole. For SSSC intersections, LOS is defined as a function of average control delay for each minor street approach movement. Table 2 relates the operational characteristics associated with each LOS category for signalized and unsignalized intersections.

Table 2 - Controlled Intersection Level of Service Definitions Level of
Service Description Average Control Delay (Sec/Veh)
Signalized Unsignalized
A Free flow with no delays. Users are virtually
unaffected by others in the traffic stream  10  10
B Stable traffic. Traffic flows smoothly with few delays.  10 - 20  10 - 15 C Stable flow but the operation of individual users
becomes affected by other vehicles. Modest delays.  20 - 35  15 - 25 Trip Generation Rates (ITE)Fast-Food Restaurant With Drive Thru Windows [ITE 934]Per 1,000 Sq Ft 467.48 50.57 52% / 48% 33.03 52% / 48% 616.12 55.25 51% / 49%1. Baseline Vehicle-TripsRC_0929 (Main & Madrid) 2.899 1,000 Sq Ft 1,355 147 76 / 71 96 50 / 46 1,786 160 82 / 781,355 147 76 / 71 96 50 / 46 1,786 160 82 / 78Trip AdjustmentsPass-by (AM-49%, PM-50%, Daily-49%) 664 72 37 / 35 48 25 / 23 875 80 41 / 39691 75 39 / 36 48 25 / 23 911 80 41 / 39WEEKDAYBaseline Project Vehicle-TripsPROJECT SIZELAND USE / DESCRIPTIONTOTAL DAILY TRIPSAM PEAK HOUR OF GENERATORPM PEAK TRIPSTOTAL IN / OUTTOTAL DAILY TRIPSSATURDAY PEAK HOUR OF GENERATORTOTAL IN / OUTOUTNet Project Vehicle-TripsTOTAL IN /Notes:Daily, AM Peak Hour of Generator, PM Peak trips, and Saturday Peak Hour of Generator based on average land use rates from the Institute of Traffic Engineers Trip Generation 11th EditionLand Use assumed based on proposed site plan from Raising Cane (October 5, 2022)Pass-by (AM-49%, PM-50%, Daily-49%) percentages based on ITE Trip Generation Handbook, 3rd Edition.

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Level of
Service Description Average Control Delay (Sec/Veh)
Signalized Unsignalized
D
Approaching unstable flow. Operation of individual
users becomes significantly affected by other vehicles.

Delays may be more than one cycle during peak hours.
 35 - 55  25 - 35
E Unstable flow with operating conditions at or near the capacity level. Long delays and vehicle queuing.  55 - 80  35 - 50 F
Forced or breakdown flow that causes reduced
capacity. Stop and go traffic conditions. Excessive
long delays and vehicle queuing.
> 80 > 50
Source: Transportation Research Board, Highway Capacity Manual (HCM) 2010.

Project impacts were determined by comparing conditions with the proposed project to those without the proposed project. Significant impacts for signalized intersections are created when traffic from the proposed project causes the LOS to fall below a specific threshold. For unsignalized intersections, deficient LOS suggests recommendations for improvements to the type of traffic control, such as signalization. A peak hour signal warrant is evaluated to determine if an intersection meets the volume requirements for a traffic signal.

Significance Criteria
Consistent with the significance impact criteria documented in the 2002 City of Salinas General Plan1, the City states a goal to maintain an LOS D or better for all intersections. Therefore, the following conditions would result in a significant impact at a City intersection:

1. If the intersection operates at an acceptable LOS (i.e. LOS A, B, C, or D) without the project and degrades to an unacceptable LOS (i.e. LOS E or worse) with the project, then it is a significant impact.

2. If the intersection operates at an unacceptable LOS (i.e. LOS E or worse) without the project and the project increases the average control delay (or highest control delay for SSSC intersections) then it is a significant impact.

Mitigation for intersections with a significant impact must improve the LOS back to or better than without Project conditions.

Intersection Level of Service (LOS) Analysis Results
A LOS analysis results for the study intersections using the traffic count data collected and with the proposed site plan are documented in Table 3 below.

1 City of Salinas 2002 General Plan, September 2002, Policy C1.2.

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Table 3 - Intersection Level of Service Results
# Intersection Control Type Weekday MD Peak Weekday PM Peak Saturday MD Peak
Delay LOS Delay LOS Delay LOS
Existing Conditions
1 N. Main St. / Madrid
St. / Harden Pkwy Signal 34.3 C 38.3 D 40.2 D
2 Northridge Driveway /
Madrid St.

TWSC
(SB Approach) 12.4 B 17.2 C 14.6 B
Existing Plus Project Conditions
1 N. Main St. / Madrid
St. / Harden Pkwy Signal 35.9 D 39.4 D 42.3 D
2 Northridge Driveway /
Madrid St.

TWSC
(SB Approach) 14.6 B 21.0 C 20.7 C
Notes:

1. Analysis performed using Highway Capacity Manual (HCM) 2010 methodologies.

2. Delay indicated in seconds/vehicle.

3. TWSC – Two-Way Stop Controlled. For TWSC intersection, the worst approach delay is reported.

4. The 2002 City of Salinas General Plan indicates the goal is to maintain a LOS D or better for all intersections. Intersections operating below the LOS D threshold are shown in bold.

As shown in Table 3 above, the study intersections operate at acceptable LOS D or better under both Existing and Existing Plus Project conditions. LOS outputs are attached in Appendix B.

Queue Length Results
Queue lengths at the study intersections were also analyzed to determine whether the available storage lengths for the left and right turn pockets are sufficient with the addition of proposed project traffic. The queue lengths for the study intersections are summarized in Table 4 below:

Table 4 – Queue Length Results
# Intersection MVMT
Availab
le
Storage
(ft)
Weekday MD Peak Weekday PM Peak Saturday MD Peak
95th
Percentile
Queue (ft)
Sufficient
Storage?
95th
Percentile
Queue (ft)
Sufficient
Storage?
95th
Percentile
Queue (ft)
Sufficient
Storage?
Existing Conditions
1 N. Main St. /
Madrid St. / Harden
Pkwy
NBL 245 174 YES 214 YES 247 NO
NBR 145 92 YES 100 YES 125 YES
SBL 265 237 YES #387 NO 325 NO
SBR 145 0 YES 27 YES 30 YES
EBL 225 122 YES 115 YES 151 YES
EBR 130 55 YES 59 YES 67 YES
WBR 430 63 YES 64 YES 70 YES
2 SBL 345 25 YES 25 YES 25 YES

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# Intersection MVMT
Availab
le
Storage
(ft)
Weekday MD Peak Weekday PM Peak Saturday MD Peak
95th
Percentile
Queue (ft)
Sufficient
Storage?
95th
Percentile
Queue (ft)
Sufficient
Storage?
95th
Percentile
Queue (ft)
Sufficient
Storage?
Northridge
Driveway / Madrid
St.

EBL 135 25 YES 25 YES 25 YES
Existing Plus Project Conditions
1 N. Main St. /
Madrid St. / Harden
Pkwy
NBL 245 211 YES 233 YES 286 NO
NBR 145 91 YES 98 YES 123 YES
SBL 265 241 YES #386 NO 322 NO
SBR 145 5 YES 44 YES 25 YES
EBL 225 154 YES 135 YES 186 YES
EBR 130 58 YES 62 YES 72 YES
WBR 430 64 YES 64 YES 71 YES
2 Northridge
Driveway / Madrid
St.

SBL 345 50 YES 50 YES 75 YES
EBL 135 25 YES 25 YES 25 YES
Notes:

MVMT – Movement; ft – feet; NBL-Northbound Left, NBR – Northbound Right; SBL – Southbound Left; SBR – Southbound Right; EBL – Eastbound Left; EBR – Eastbound Right; WBR – Westbound Right # 95th percentile volume exceeds capacity; queue may be longer 95th percentile queues exceeding storage are shown in Bold.

As shown in Table 4 above, under existing conditions, the NBL and SBL queues exceed the storage at the intersection of N. Main St. / Madrid St. / Harden Pkwy and continues to exceed with the addition of the project trips. The addition of project trips does not create any new queuing impacts at the study intersections. As noted above, for worst-case scenario, all project trips were assumed to use the Northridge Mall driveway along Madrid St. to access and exit the project site. However, it is likely that some customers will use the driveway along N. Main St. and others who are already in the mall use the drive aisles to access the project site and therefore the queue lengths will be in fact be less significant than shown in Table 4 above. Queue length report are attached in Appendix B.

Site Access and Circulation
Vehicle
As depicted in Figure 4, vehicles may access the site using existing driveways along N. Main St. and Madrid St. Once within the Northridge Mall site, vehicles may enter the proposed project site using drive aisles to access either the drive-thru lanes or to park. One-way circulation in the clockwise direction is proposed to access the on-site parking spaces. Designated parking spaces for handicap parking, mobile orders, clean air/vanpool/EV are provided.

Pedestrian
As depicted in Figure 4, pedestrians may enter the site using the existing sidewalks along N. Main St. and Madrid St. A designated openings are provided for pedestrians to access the building from the sidewalks.

Pedestrian crosswalks are provided along all approaches at the intersection of N. Main St./Madrid St./Harden Pkwy. for customers preferring to walk to the site. For customers opting to park and walk, accessible pathways are provided from the parking area to the building.

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Bicycle
Bicyclists may utilize the Class II bicycle lanes along N. Main St., Madrid St., and Harden Pkwy. to access the site. The Project will provide a short-term and long-term bicycle parking. There will be one bicycle rack located north of the drive-thru lanes, just west of the restaurant building for up to three short-term bicycle parking. In addition, there is two long-term bicycle lockers located on south side of the building.

Drive-Thru Queuing Analysis
A drive-thru queuing analysis was conducted to determine if the anticipated drive-thru queue exceeds the available storage length and, therefore has the potential to adversely affect traffic operations of near-by access/drive aisles and land uses. The queuing analysis evaluated empirical data collected at three (3) existing Raising Cane’s sites and calculations based on Institute of Transportation Engineers’ (ITE) queuing methodology.

Post-COVID-19 Empirical Queuing Data Collection and Observations Drive-thru queuing observations and counts were collected at the following existing northern California Raising Cane’s sites after the ongoing effects of COVID-19 pandemic are assumed to have stabilized:

 Vacaville: 160 Nut Tree Parkway (August 2022)
 Elk Grove: 9164 E Stockton Boulevard (August/September 2022)  Manteca: 1311 E Yosemite Avenue (August 2022)

These sites were selected for queuing data collection because of their characteristics similar to the Proposed Project (e.g., located adjacent to development or within a larger commercial center, located in northern California, located proximate to a major highway). Each selected location features a dual order board configuration similar to the Proposed Project. This operational aspect is discussed in detail later in this memorandum.

This data was collected after the global economic disruption created by the COVID-19 pandemic is widely accepted as having stabilized. The drive-thru activity was observed from 11 AM to 10 PM on a typical weekday and Saturday to comprehensively capture maximum queueing at each site. The data was subsequently broken into traditional lunch and commute/dinner period observation windows as follows:

 11:00 AM – 2:00 PM (lunch)
 4:00 PM – 7:00 PM (commute peak hour/dinner)

The observed weekday lunch and dinner peak operations are summarized in Table 5. Saturday lunch and dinner peak operations are summarized in Table 5. Data collection summary tables are provided in Appendix C.

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Table 5 - Weekday Lunch and Dinner Peak Queuing Summary (post-COVID-19) Site
Location
Weekday Lunch Peak Weekday Dinner Peak Maximum
Observed
Queue
(vehicle)
Peak
Period
Average
Queue
(vehicle)
Maximum
Queue
(vehicle)
Peak
Period
Average
Queue
(vehicle)
Maximum
Queue
(vehicle)
Vacaville 12:30 PM-
12:45 PM 14 17 6:15 PM-
6:30PM 12 17 22
Elk Grove 12:00 PM-
12:15 PM 10 14 4:30 PM-
4:45 PM 15 18 23
Manteca 12:30 PM-
12:45 PM 12 16 6:15 PM-
6:30 PM 13 17 17
All three sites have dual order boards, similar to the proposed project.

Queues that exceed drive-thru queuing capacity are bolded. Queuing capacity at each location are:

Vacaville = 510 feet (21-23 vehicles)
Elk Grove = 750 feet (30-33 vehicles)
Manteca = 360 feet (19-21 vehicles)

Table 6 - Saturday Lunch and Dinner Peak Queuing Summary (post-COVID-19) Site
Location
Saturday Lunch Peak Saturday Dinner Peak Maximum
Observed
Queue
(vehicle)
Peak Period
Average
Queue
(vehicle)
Maximum
Queue
(vehicle)
Peak Period
Average
Queue
(vehicle)
Maximum
Queue
(vehicle)
Vacaville 1:15 PM-
1:30 PM 16 22 6:30 PM-
6:45 PM 18 20 22
Elk Grove 1:15 PM-
1:30 PM 5 11 4:00 PM-
4:15 PM 17 18 19
Manteca 1:45 PM-
2:00 PM 18 21 5:30 PM-
5:45 PM 13 22 25
All three sites have dual order boards, similar to the proposed project.

Queues that exceed drive-thru queuing capacity are bolded. Queuing capacity at each location are:

Vacaville = 510 feet (21-23 vehicles)
Elk Grove = 750 feet (30-33 vehicles)
Manteca = 360 feet (19-21 vehicles)

During the peak periods, average queue length ranged from 5- to 18-vehicles and the maximum queue ranged from 11- to 22-vehicles. The maximum observed queue from all data collected on both weekday and weekend periods was 25 vehicles. The observed levels of queuing are noted as being almost entirely accommodated by the Proposed Project’s 34-37 vehicle queuing capacity. Should demand exceed capacity, the Proposed Project will implement the Traffic Management Plan outlined in Appendix D.

It is important to note that, outside of the defined drive-thru lanes, the Proposed Project site would be able to accommodate 2 additional vehicles on-site for additional drive-thru queuing capacity before spilling into the adjacent drive aisles. Nevertheless, while the COVID-19 pandemic has resulted in increased drive-thru queuing due to the restriction of indoor dining and modified customer preferences, it should be noted that these current conditions are certainly not typical and, in fact, have already begun to revert back to their pre-COVID-19 conditions. Under the more typical conditions, if there is a back-up of vehicles in the drive- thru lane, a portion of the customers have been observed to elect to park and go into the building rather than join the standing drive-thru queue. Accordingly, as conditions normalize, it is recommended that Raising Cane’s coordinate with City staff to monitor the peak operating conditions.

Drive-thru Queue Length Calculation
To supplement the empirical data collected at the existing Raising Cane’s restaurants in Laguna Hills, Orange, and Riverside (all of which have a single drive-thru lane), the anticipated drive-thru queuing was

Raising Cane’s (0969) - N. Main Street & Madrid Street, Salinas, CA Page 9 of 6 Focused Traffic Analysis Memo May 8, 2023
also analyzed using queuing analysis formulas contained in the Transportation Planning Handbook, 3rd Edition, published by ITE.

As specified by the applicant, Raising Cane’s typical, non-peak total drive-thru (order board to pick-up) service time is 150-seconds. However, during peak periods, the desired efficiency is measured at the pick- up window with an order/vehicle processing every 35- to 40-seconds. For worst-case scenario, trips generated during Saturday ‘Peak Hour of Generator’ were used for queuing analysis. Assuming 90-percent of the customers use the drive-thru and a more conservative (longer) peak processing time of 40 seconds, the ITE queuing analysis indicates that the average queue length is estimated to be 5 vehicles, and the probability that the queue would be exactly 34 vehicles would be 0.05-percent. The probability of exceeding 34 vehicles during peak drive-thru conditions is estimated to be 0.3-percent. The queuing calculation worksheet and formulas are provided as Attachment E.

It should be noted that the ITE queuing analysis assumes a single-lane drive-thru for a more conservative approach. The occurrence of the drive-thru queue extending beyond the opening of the drive-thru lane is expected to be an infrequent occurrence, and of short duration. The use of dual, side-by-side drive-thru lanes with dual order boards significantly improves the service rate and reduces the number of vehicles queuing in the drive-thru, as described in the following section.

Side-by-Side Drive-Thru (dual order boards) Operational Features While regular customers who are familiar with Raising Cane’s menu choices typically would complete the order part of the process is less that the average time, infrequent or new customers are more likely to dwell at the order board before making their choices, thereby slowing down the process for everyone behind them. As a result, the order board is the most significant bottleneck in the drive-thru process.

The side-by-side ordering configuration, as proposed by Raising Cane’s including this proposed site in Salinas, would provide two lanes with a separate order board for each lane. This doubling of ordering capacity will increase the number of customers processed through the order board portion of the drive- thru and has been shown to “keep the line moving” even if one customer takes longer than average to order (allowing the restaurant to continue to take and complete orders from the other order lane).

Furthermore, it is reasonable to expect that the next customer to arrive at the drive-thru entrance will naturally choose the empty lane or the shorter line, so that one customer who takes a longer time to order at one order board can be by-passed, thereby not holding up the entire drive-thru line.

With the added efficiency of having two order boards and the ability to by-pass customers taking longer than average to order at the other order board, the service rate increase, compared to a single drive-thru lane as more orders can be processed. Under these favorable conditions, the cooks receive the orders at a more efficient rate which allows them to continue cooking the food, rather than waiting for a slower customer to finish ordering. Because of added efficiency in the cooking area, the efficiency at the pick-up window also increases compared to a single drive-thru lane because the food is processed by the cooking area at a more efficient rate. The proposed dual pay and pick-up stations also improve the service rate under peak drive-thru conditions as they service more drive-thru vehicles than a single pick-up area of the drive-thru.

The Salinas site will include additional features that will improve efficiency. These kitchen features are designed to increase cooking efficiency and decrease time needed to prepare orders. As mentioned previously, during peak periods staff will be deployed to take orders and payment on mobile tablets. This enhancement will allow Raising Cane’s to take more orders and payments since staff can walk along the queue line.

Raising Cane’s (0969) - N. Main Street & Madrid Street, Salinas, CA Page 10 of 6 Focused Traffic Analysis Memo May 8, 2023
VMT Screening
Senate Bill 743 (SB 743) was approved by California legislature in September 2013. SB 743 requires changes to California Environmental Quality Act (CEQA), specifically directing the Governor’s Office of Planning and Research (OPR) to develop alternative metrics to the use of vehicular “Level of Service” (LOS) for evaluating transportation projects. OPR has prepared a technical advisory (“OPR Technical Advisory”) for evaluating transportation impacts in CEQA and has recommended that Vehicle Miles Traveled (VMT) replace LOS as the primary measure of transportation impacts. The Natural Resources Agency has adopted updates to CEQA Guidelines to incorporate SB 743 that requires VMT for the purposes of determining a significant transportation impact under CEQA. The City of Salinas now relies on VMT as the measure for determining a project significant transportation impact under the CEQA process.

Based on the nature and size of the Project, majority of the trips to the project site are anticipated to be pass-by trips (i.e., trips already on road network). Additionally, the project falls under the local serving retail with less than 50,000 sq.ft. gross floor area resulting in less-than significant transportation impact under CEQA and is exempt from further VMT analysis.

Conclusions
The proposed Raising Cane’s drive-thru would provide drive-thru queuing capacity for 34 vehicles from the beginning of the drive-thru lanes to the pick-up window. This capacity is easily expanded to 37 total queued vehicles by accounting for vehicles beyond the pick-up window (see Figure 4). The study intersections analyzed also operate at acceptable LOS D or better with the addition of Project trips. Based on the drive- thru queuing data collection and analysis contained herein, the maximum number of queued vehicles is anticipated to be 25-vehicles. As such, the site is considered to have adequate drive-thru queuing capacity to accommodate the anticipated demand. Additionally, the proposed project falls under the local serving retail (< 50,000 sq. ft.) and will be screened out and exempt from further VMT screening.

Attachments

Figure 1 – Project Location Map
Figure 2 – Existing Lane Geometry and Signal Control
Figure 3 – Existing Volumes – Weekday MD, Weekday PM, & Saturday MD Figure 4 – Project Site Plan
Figure 5 – Project Trip Distribution
Figure 6 – Project Trip Assignment

Appendix A – Existing Traffic Counts
Appendix B – LOS and Queue Outputs
Appendix C – Sample Sites’ Drive-Thru Queue Data (post COVID) Appendix D – Traffic Management Plan
Appendix E – Queuing Calculations
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RAISING CANE'S May 2023
Figure 2
Existing Lane Geometry and Signal Control
LEGEND
Intersection ID #
Signal
Stop Sign
2 Northridge Driveway &
Madrid St
O
Q K
l
t
Madrid St
Northridge Driveway
Madrid St
1 N Main St &
Madrid St /Harden Pkwy
R
E
W
Q Z X
x z ql
t
r
Madrid St
N Main St
N Main St
Harden Pkwy

RAISING CANE'S May 2023
Figure 3
Existing Volumes - MD(PM)[SAT]
LEGEND
Intersection ID XX (XX)[XX] MD (PM) [SAT] Volumes #
Signal
Stop Sign
2 Northridge Driveway &
Madrid St
O
Q K
l
t
145 (307) [260]
Madrid St
53 (65) [93]
Northridge Driveway
97 (99) [117]
20 (21) [24]
Madrid St
12 (22) [9]
255 (302) [334]
Overall: 582 (816) [837]
1 N Main St &
Madrid St /Harden Pkwy
R
E
L

Q Z K V U
v k z q
l
t
r
90 (132) [143]
138 (133) [172]
Madrid St
N Main St
81 (80) [106]
3 (2) [2]
N Main St
167 (170) [202]
83 (134) [100]
267 (293) [313]
0 (1) [0]
Harden Pkwy
40 (90) [92]
693 (824) [853]
180 (266) [235]
4 (9) [8]
Overall: 2778 (3226) [3511]
120 (154) [184]
708 (741) [900]
204 (197) [201]
MD - Midday Lunch
PM - Evening Dinner
SAT - Saturday Dinner
221
RAISING CANE'SMAY, 2023 Figure 4Site Plan
NORTH
22 /(*(1'
#STUDY INTERSECTIONPEDESTRIAN PATHS
21 RAISING CANE'SMAY, 2023
#STUDY INTERSECTION/(*(1'
Figure 5Project Trip Distribution
NORT+
22 33%(37%)[34%]
37%(34%)[37%]
11%(11%)[12%]19%(19%)[18%]
MD%(PM%)[SAT%]
RAISING CANE'S May 2023
Figure 6
Project Trip Assignment (Includes Pass-By Trips)
LEGEND
Intersection ID
XX (XX) [xx] MD (PM) [SAT] Volumes
#Signal
Stop Sign
1 N Main St &
Madrid St /Harden Pkwy
R
T
L
Q S K
k s q
l
t
r
29 -11
-3
Overall: 99
12 27
Madrid St
N Main St
25 N Main St
-3
14 -4
Harden Pkwy
25 -10
-2
2 Northridge Driveway &
Madrid St
R
T
Q K
l
t
Overall: 110
Madrid St
8 -4
8 -32
Madrid St
63 Northridge Driveway
67 2 Northridge Driveway &
Madrid St
R
T
Q K
l
t
71 6
44 -22
Madrid St
4 Madrid St
42 Northridge Driveway
-3
Overall:
2 Northridge Driveway &
Madrid St
R
T
Q K
l
t
10 68
Northridge Driveway
72 -36
Madrid St
Madrid St
10 -5
Overall: 119

MD PM SAT
MD - Midday Lunch
PM - Evening Dinner
SAT - Saturday Dinner
1 N Main St &
Madrid St /Harden Pkwy
R
T
L
Q S K
k s q
l
t
r
18 -7
-2
N Main St
-2
10 -3
Harden Pkwy
Madrid St
16 16
-7
-2
8 18
Overall: 63
1 N Main St &
Madrid St /Harden Pkwy
R
T
L
Q S K
k s q
l
t
r
Overall: 106
Madrid St
28 30
-12
-3
13 29
28 -11
-3
N Main St
-3
14 -4
Harden Pkwy

Raising Cane’s (0969) - N. Main Street & Madrid Street, Salinas, CA Focused Traffic Analysis Memo

Appendix A
Existing Traffic Counts

www.idaxdata.com
to
to
Three-Hour Count Summaries
Note: For all three-hour count summary, see next page.

Total
0 2
0 2
41 3 00 1 0 0 1 0Peak Hour 7 9 0 6 22
0 0 0 1 1 0
0 12:45 PM 2 5 0 1 8 0 0 0
0 0 1 0 0 0
2 0
12:30 PM 2 1 0 2 5 0 1
0 0 0 0 0 0
0 0 0
12:15 PM 2 2 0 2 6 0
0 0 0 0 0 0
East West North South
12:00 PM 1 1 0 1 3
Total EB WB NB SB Total
4% 0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)

EB WB NB SB
- - - 11% - 0%- - 6% 1% - -
0 0
582 0
HV 0 1 6 0 0 0 8
0 0 0 53 0 200 0 145 97 0 0
582
Peak
Hour
All 0 12 255 0
0 0 0 0 0 15
6 0 0 22 0
HV% - 8% 2% -
12:45 PM 0 5 70 0 0
1 0 0
143
0 40 24
0 0 13 0 7 1260 44 17 0 0 012:30 PM 0 3 42 0 0
0 7 161
0 RT
12:00 PM 0 0 68 0 0

TH RT UT LT TH RT
0 2 152 0
LT
0 0 0 0 0 14
0 12:15 PM 0 4 75 0 0
Interval
Start
Madrid St Madrid St N/A Northridge Driveway 15-min
Total
Rolling
One Hour
0 31 29 0 0 0

UT LT TH
SB 8.2% 0.83
TOTAL 3.8% 0.90
Eastbound Westbound Northbound Southbound

UT LT TH RT UT
0 30 27
0 0 11 0 4
0 WB 3.7% 0.95
NB - -
Peak Hour: 12:00 PM 1:00 PM
HV %: PHF
EB 2.6% 0.84
Date: 04/11/2023
Peak Hour Count Period: 11:00 AM 2:00 PM
0 0
0 0
1 0
3 0
1 0
N
Northridge Driveway
Madrid St
Madrid St
Northridge
Driveway
Madrid St
582TEV:

0.9PHF: 20
53 73
109
0 97
145 242
308
0 255
12267
165
0 Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Three-Hour Count Summaries
Note: Three-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Total
1 0
1 0
0 2
0 2
2 1
0 2
11 400 0 1 0 1 3
6 1
Peak Hr 7 9 0 6 22 0 1
1 0 3 4 0 4Count Total 12 20 0 16 48 0
1 0 10 0 0 0 0 01:45 PM 3 1 0 2 6
0 0 0 0 0 0
0 1:30 PM 0 1 0 1 2 0 0 0
0 0 0 0 0 1
1 0
1:15 PM 1 2 0 2 5 0 0
0 0 0 0 0 1
1 1 0
1:00 PM 0 1 0 1 2 0
0 0 0 0 0 012:45 PM 2 5 0 1 8
0 1 0 0 0 0
0 12:30 PM 2 1 0 2 5 0 1 0
0 0 0 0 0 2
0 0
12:15 PM 2 2 0 2 6 0 0
0 0 0 0 0 0
0 0 0
12:00 PM 1 1 0 1 3 0
0 0 0 1 1 0
0 1 0
0 11:30 AM 1 1 0 1 3 0 0 0
0 1 1 0 0 0
1 3 0
EB WB NB SB Total East
11:45 AM 0 2 0 1 3
0 0 0
- - -HV% - 8% 2% - -
0 0
11:15 AM 0 1 0 1 2 0 0
0 0 1 1 0 1
West North South
11:00 AM 0 2 0
0 0 0 0 0 53 00 0 0 145 97 0
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
- - 11% - 0% 4%- 6% 1%
Peak
Hour
All 0 12 255
274 0 0 0 0 0
0 6 0 0 22 08 1 0 0 0 0
20 582 0
HV 0 1 6 0 0
Count Total 0 41 636 0 0 0 487 148 0 42 1,628 0
131 5470 0 0 13 0 20 0 34 16 0 0
13 0 3 141 577
1:45 PM 0 4 62 0
22 0 0 0 0 0
140 562
1:30 PM 0 5 51 0 0 0 47
0 0 0 20 0 10 0 36 27 0 0
15 0 4 135 574
1:15 PM 0 3 53 0
28 0 0 0 0 0
161 582
1:00 PM 0 3 45 0 0 0 40
0 0 0 15 0 70 0 40 24 0 0
13 0 7 126 568
12:45 PM 0 5 70 0
17 0 0 0 0 0
152 561
12:30 PM 0 3 42 0 0 0 44
0 0 0 14 0 20 0 30 27 0 0
11 0 4 143 522
12:15 PM 0 4 75 0
29 0 0 0 0 0
147 499
12:00 PM 0 0 68 0 0 0 31
0 0 0 13 0 50 0 46 35 0 0
8 0 2 119 0
11:45 AM 0 6 42 0
12 0 0 0 0 0
113 0
11:30 AM 0 6 49 0 0 0 42
0 0 0 8 0 20 0 44 21 0 0
5 0 3 120 0
11:15 AM 0 0 38 0
16 0 0 0 0 011:00 AM 0 2 41 0 0 0 53
Rolling
One HourEastbound Westbound Northbound Southbound

UT LT TH RT
Interval
Start
Madrid St Madrid St N/A Northridge Driveway 15-min
Total

UT LT TH RT TH RTUT LT TH RT UT LT
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Three-Hour Count Summaries - Heavy Vehicles
Three-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 1 01 0 0 0 0 0Peak Hour 0 0 0 0 0
0 3 0 0 4 0Count Total 0 0 0 0 0 1 0 0
00 0 0 0 0 0
0 0
1:45 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 1
1:30 PM 0 0 0 0 0 0
0 0 0 0 0 01:15 PM 0 0 0 0 0
0 0 0 0 0 1
1 1:00 PM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
1 2
12:45 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 1
12:30 PM 0 0 0 0 0 1
0 0 0 0 0 012:15 PM 0 0 0 0 0
0 0 0 0 0 2
3 12:00 PM 0 0 0 0 0 0 0 0
0 0 1 0 0 1
0 0
11:45 AM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 1 0
11:30 AM 0 0 0 0 0 0
0 0 0 0 1 0
0 0 1 0
11:15 AM 0 0 0 0 0
0 0 0 0 0 1

TH RT LT TH RT
11:00 AM 0 0 0 0
Westbound Northbound Southbound

LT TH RT LT TH RT LT
22 0
Interval
Start
Madrid St Madrid St N/A Northridge Driveway
15-min
Total
Rolling
One HourEastbound
0 0 0 6 0 00 0 8 1 0 0
16 0 0 48 0
Peak Hour 0 1 6 0
1 0 0 0 0 0Count Total 0 2 10 0 0 0 19
6 150 0 0 2 0 00 0 1 0 0 0
1 0 0 2 17
1:45 PM 0 0 3 0
0 0 0 0 0 0
5 20
1:30 PM 0 0 0 0 0 0 1
0 0 0 2 0 00 0 2 0 0 0
1 0 0 2 21
1:15 PM 0 0 1 0
0 0 0 0 0 0
8 22
1:00 PM 0 0 0 0 0 0 1
0 0 0 1 0 00 0 4 1 0 0
2 0 0 5 17
12:45 PM 0 0 2 0
0 0 0 0 0 0
6 15
12:30 PM 0 1 1 0 0 0 1
0 0 0 2 0 00 0 2 0 0 0
1 0 0 3 11
12:15 PM 0 0 2 0
0 0 0 0 0 0
3 11
12:00 PM 0 0 1 0 0 0 1
0 0 0 1 0 00 0 2 0 0 0
1 0 0 3 0
11:45 AM 0 0 0 0
0 0 0 0 0 0
2 0
11:30 AM 0 1 0 0 0 0 1
0 0 0 1 0 00 0 1 0 0 0
1 0 0 3 0
11:15 AM 0 0 0 0
0 0 0 0 0 0
TH RT
11:00 AM 0 0 0 0 0 0 2

UT LT TH RT UT LT
Northbound Southbound

UT LT TH RT UT LT TH RT
Interval
Start
Madrid St Madrid St N/A Northridge Driveway
15-min
Total
Rolling
One HourEastbound Westbound
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
to
to
Three-Hour Count Summaries
Note: For all three-hour count summary, see next page.

Total
0 5
2 6
133 10 00 0 0 0 0 0Peak Hour 5 6 0 3 14
0 0 0 3 3 0
0 6:00 PM 2 1 0 0 3 0 0 0
0 0 0 0 0 2
5 0
5:45 PM 3 2 0 1 6 0 0
0 0 0 0 0 0
0 0 0
5:30 PM 0 1 0 2 3 0
0 0 0 0 0 0
East West North South
5:15 PM 0 2 0 0 2
Total EB WB NB SB Total
2% 0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)

EB WB NB SB
- - - 5% - 0%0% - 2% 0% - -
0 0
818 0
HV 0 0 5 0 0 0 6
0 0 0 65 0 212 0 307 99 0 0
818
Peak
Hour
All 0 22 302 0
0 0 0 0 0 15
3 0 0 14 0
HV% - 0% 2% -
6:00 PM 0 6 75 0 0
0 0 0
196
0 68 26
0 0 16 0 5 2290 76 28 0 0 05:45 PM 0 7 97 0 0
0 6 196
0 RT
5:15 PM 0 4 61 0 1

TH RT UT LT TH RT
0 8 197 0
LT
0 0 0 0 0 11
0 5:30 PM 0 5 69 0 1
Interval
Start
Madrid St Madrid St N/A Northridge Driveway 15-min
Total
Rolling
One Hour
0 81 24 0 0 0

UT LT TH
SB 3.5% 0.86
TOTAL 1.7% 0.89
Eastbound Westbound Northbound Southbound

UT LT TH RT UT
0 82 21
0 0 23 0 2
0 WB 1.5% 0.96
NB - -
Peak Hour: 5:15 PM 6:15 PM
HV %: PHF
EB 1.5% 0.78
Date: 04/11/2023
Peak Hour Count Period: 4:00 PM 7:00 PM
0 0
0 0
0 0
10 0
3 0
N
Northridge Driveway
Madrid St
Madrid St
Northridge
Driveway
Madrid St
818TEV:

0.89PHF: 21
65 86
121
0 99
307 408
369
2 302
22324
328
0 Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Three-Hour Count Summaries
Note: Three-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Total
4 0
6 5
2 0
5 2
6 0
7 1
38 1300 0 0 0 3 10
27 0
Peak Hr 5 6 0 3 14 0 0
0 0 0 0 3 8Count Total 10 13 0 12 35 0
0 1 00 0 0 0 0 06:45 PM 0 0 0 0 0
0 0 0 0 7 0
0 6:30 PM 1 0 0 1 2 0 0 0
0 0 0 0 0 0
3 0
6:15 PM 1 2 0 2 5 0 0
0 0 0 0 0 3
0 2 0
6:00 PM 2 1 0 0 3 0
0 0 0 0 0 05:45 PM 3 2 0 1 6
0 0 0 0 5 0
0 5:30 PM 0 1 0 2 3 0 0 0
0 0 0 0 0 0
1 0
5:15 PM 0 2 0 0 2 0 0
0 0 0 0 0 1
0 2 0
5:00 PM 1 0 0 0 1 0
0 0 0 0 0 3
1 5 0
0 4:30 PM 0 2 0 2 4 0 0 0
0 0 0 0 0 0
1 3 0
EB WB NB SB Total East
4:45 PM 0 1 0 1 2
0 0 0
- - -HV% - 0% 2% - 0%
1 0
4:15 PM 1 1 0 2 4 0 0
0 0 0 0 0 3
West North South
4:00 PM 1 1 0
0 0 0 0 0 65 00 2 0 307 99 0
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
- - 5% - 0% 2%- 2% 0%
Peak
Hour
All 0 22 302
262 0 0 0 0 0
0 3 0 0 14 06 0 0 0 0 0
21 818 0
HV 0 0 5 0 0
Count Total 0 55 879 0 3 0 829 183 0 68 2,279 0
188 7390 0 0 18 0 50 0 66 14 0 0
18 0 8 179 780
6:45 PM 0 4 81 0
16 0 0 0 0 0
176 798
6:30 PM 0 5 69 0 1 0 62
0 0 0 13 0 80 0 64 18 0 0
15 0 6 196 818
6:15 PM 0 2 71 0
26 0 0 0 0 0
229 807
6:00 PM 0 6 75 0 0 0 68
0 0 0 16 0 50 0 76 28 0 0
11 0 8 197 772
5:45 PM 0 7 97 0
21 0 0 0 0 0
196 760
5:30 PM 0 5 69 0 1 0 82
0 0 0 23 0 21 0 81 24 0 0
12 0 4 185 732
5:15 PM 0 4 61 0
24 0 0 0 0 0
194 733
5:00 PM 0 3 86 0 0 0 56
0 0 0 17 0 90 0 70 29 0 0
13 0 4 185 0
4:45 PM 0 6 63 0
16 0 0 0 0 0
168 0
4:30 PM 0 5 73 0 0 0 74
0 0 0 12 0 40 0 59 19 0 0
15 0 5 186 0
4:15 PM 0 5 69 0
27 0 0 0 0 04:00 PM 0 3 65 0 0 0 71
Rolling
One HourEastbound Westbound Northbound Southbound

UT LT TH RT
Interval
Start
Madrid St Madrid St N/A Northridge Driveway 15-min
Total

UT LT TH RT TH RTUT LT TH RT UT LT
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Three-Hour Count Summaries - Heavy Vehicles
Three-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0Count Total 0 0 0 0 0 0 0 0
00 0 0 0 0 0
0 0
6:45 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
6:30 PM 0 0 0 0 0 0
0 0 0 0 0 06:15 PM 0 0 0 0 0
0 0 0 0 0 0
0 6:00 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 05:15 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
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
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
Westbound Northbound Southbound

LT TH RT LT TH RT LT
14 0
Interval
Start
Madrid St Madrid St N/A Northridge Driveway
15-min
Total
Rolling
One HourEastbound
0 0 0 3 0 00 0 6 0 0 0
12 0 0 35 0
Peak Hour 0 0 5 0
0 0 0 0 0 0Count Total 0 0 10 0 0 0 13
0 100 0 0 0 0 00 0 0 0 0 0
1 0 0 2 16
6:45 PM 0 0 0 0
0 0 0 0 0 0
5 17
6:30 PM 0 0 1 0 0 0 0
0 0 0 2 0 00 0 2 0 0 0
0 0 0 3 14
6:15 PM 0 0 1 0
0 0 0 0 0 0
6 12
6:00 PM 0 0 2 0 0 0 1
0 0 0 1 0 00 0 2 0 0 0
2 0 0 3 8
5:45 PM 0 0 3 0
0 0 0 0 0 0
2 9
5:30 PM 0 0 0 0 0 0 1
0 0 0 0 0 00 0 2 0 0 0
0 0 0 1 11
5:15 PM 0 0 0 0
0 0 0 0 0 0
2 13
5:00 PM 0 0 1 0 0 0 0
0 0 0 1 0 00 0 1 0 0 0
2 0 0 4 0
4:45 PM 0 0 0 0
0 0 0 0 0 0
4 0
4:30 PM 0 0 0 0 0 0 2
0 0 0 2 0 00 0 1 0 0 0
1 0 0 3 0
4:15 PM 0 0 1 0
0 0 0 0 0 0
TH RT
4:00 PM 0 0 1 0 0 0 1

UT LT TH RT UT LT
Northbound Southbound

Total
9 18
9 14
50Peak Hour 12 9 16 9 46 0 0 0 0 0 18 6 21 5
12:45 PM
12:15 PM
12:30 PM 3 2
3 3 5 2 13 0 0 0 0 0 3 2
12:00 PM 0 0 0 0
3 2 3 1 9 0 0 0 0 0 4 0
8 1
2 1 4 3 10 0 5 1 3 0
4 3 4 3 14 0 0 0 0 0 6 3 7 2
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total EB WB NB SB Total East West North South 2 46 0
HV% - 4% 4% 4% - 1% 2% 2% 0% 4% 1% 1% 0% 2% 1% 5% 2% 0
Peak
Hour
All 0 81 90 138 0 267 83 167 3 120 708 204 4 180 693
5 9 2 0 3 4
40 2,778 0
HV 0 3 4 5 0 3 2 4 0
0 0
0 690 0
12:45 PM 18 30 41 0 69 22 44 1 32 147 46 3 39 166 10 668 2,778 12:30 PM 19 13 20 0 74 19 30 1 25 179 61 1 56 175 17
699 0
12:15 PM 23 26 41 0 70 19 47 1 31 205 46 0 40 164 8 721 0 12:00 PM 0 21 21 36 0 54 23 46 0 32 177 51 0 45 188 5
Interval
Start
Madrid St Harden Pkwy N Main St N Main St 15-min
Total
Rolling
One HourEastbound Westbound Northbound Southbound

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
Date: 04/11/2023
Peak Hour Count Period: 11:00 AM 2:00 PM
SB 1.0% 0.92
TOTAL 1.7% 0.96
WB 1.7% 0.95
NB 1.5% 0.91
Peak Hour: 12:00 PM 1:00 PM
HV %: PHF
EB 3.9% 0.86
0 0
0 0
0 0
0 0
0 0
0 0
21 5
6 18
N
N Main St
Madrid St
Harden PkwyN Main St
Madrid St
N Main St
2,778TEV:

0.96PHF: 40
693
180
917
960
4 167
83 267
517
474
0 204
708
120
1,035
1,101
3 138
90 81
309
243
0 Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Three-Hour Count Summaries
Note: Three-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Total
9 5
13 4
9 18
9 14
13 9
10 8
121
5050 0 0 18 6 21
44 25
Peak Hour 12 9 16 9 46 0 0
0 0 1 4 27 25Count Total 26 27 52 27 132 3
0 2 50 0 0 1 1 11:45 PM 5 1 4 5 15
0 0 1 2 1 6
1 1:30 PM 1 1 3 1 6 0 0 0
0 0 0 2 3 3
3 4
1:15 PM 3 6 7 3 19 0 0
0 0 0 0 1 5
2 8 1
1:00 PM 1 2 1 1 5 0
0 0 0 0 0 312:45 PM 3 3 5 2 13
0 0 4 0 3 2
2 12:30 PM 3 2 3 1 9 0 0 0
0 0 0 6 3 7
3 0
12:15 PM 4 3 4 3 14 0 0
0 0 0 0 5 1
0 3 1
12:00 PM 2 1 4 3 10 0
1 0 0 0 1 0
2 8 2
1 11:30 AM 1 2 6 0 9 0 0 0
0 0 0 1 2 1
4 15 2
EB WB NB SB Total East
11:45 AM 1 1 4 2 8
0 0 1
0% 4% 1%HV% - 4% 4% 4% -
2 0
11:15 AM 1 2 4 2 9 0 0
0 0 0 2 2 5
West North South
11:00 AM 1 3 7
3 120 708 204 4 180 693138 0 267 83 167 3
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
1% 0% 2% 1% 5% 2%1% 2% 2%
Peak
Hour
All 0 81 90
473 10 394 2,171 543 11
0 3 4 2 46 02 4 0 5 9 2
40 2,778 0
HV 0 3 4 5 0
Count Total 0 206 243 338 3 772 239 539 1,875 133 7,950 0 717 2,774206 48 0 49 170 100 69 10 47 0 34
49 176 16 670 2,725
1:45 PM 0 16 29 29
41 2 31 151 46 2
719 2,745
1:30 PM 0 20 21 26 0 68 21
211 53 0 53 147 100 76 20 40 0 35
54 178 13 668 2,747
1:15 PM 0 18 24 32
34 1 34 187 31 0
668 2,778
1:00 PM 0 12 16 27 0 61 20
147 46 3 39 166 100 69 22 44 1 32
56 175 17 690 2,736
12:45 PM 0 18 30 41
30 1 25 179 61 1
721 2,639
12:30 PM 0 19 13 20 0 74 19
205 46 0 40 164 80 70 19 47 1 31
45 188 5 699 2,531
12:15 PM 0 23 26 41
46 0 32 177 51 0
626 2,398
12:00 PM 0 21 21 36 0 54 23
150 39 4 47 136 71 64 26 45 2 46
32 123 12 593 0
11:45 AM 0 15 21 23
35 1 32 199 40 1
613 0
11:30 AM 0 14 12 26 0 54 12
187 40 0 49 129 141 61 24 34 1 27
26 123 11 566 0
11:15 AM 0 12 16 18
30 0 35 172 42 011:00 AM 0 18 14 19 1 52 23

UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound

UT LT TH RT
Interval
Start
Madrid St Harden Pkwy N Main St N Main St 15-min
Total

UT LT TH RT TH RT
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Three-Hour Count Summaries - Heavy Vehicles
Three-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0
0 0
0 0 0
0 0 0
0 0
0 1 00
0 0 0
0 0 0
0 0 0
0 0 0
000 0 0 0
300 0 0 0
0200
0 1
0 00
0 THLT
00000000
0 00
0 0
0 0 0
0 0 0
0 THLT
00 0 0 00 0
4 000 0 0
0 0
0 0
Peak Hour
0 1Count Total
0 1100 0
0 0
1:45 PM
0 0 0 0
0 0 0
0 0 0 0 0 0
0 0
0 1:30 PM
00 0 0 00 0
0 0
1:15 PM
0 0 0
0 1:00 PM
000 00 0 0
0 0 0
0 0 0
0 0
0 1
12:45 PM
0 0 0 0
1 12:30 PM
00 0 0 00 0
0 1
12:15 PM
0 0 0
0 0 0
0 0 0
0 0 0
3 12:00 PM
100 0
0 0
11:45 AM
0 0 0 0
0 11:30 AM
00 0 0 00 011:15 AM 0
0 0
0 0 0
2 011:00 AM
RT
46 0
Interval
Start
Madrid St Harden Pkwy N Main St N Main St
15-min
Total
Rolling
One Hour
9 2 0 3 4 20 3 2 4 0 5

RTTHLT RTTHLTRT
9 14 4 132 0
Peak Hour 0 3 4 5
11 0 10 35 7 0Count Total 0 7 10 9 0 9 7
15 453 0 0 2 3 00 1 0 0 0 1
0 0 1 6 43
1:45 PM 0 3 2 0
0 0 0 2 1 0
19 46
1:30 PM 0 0 0 1 0 1 0
6 0 0 1 2 00 3 1 2 0 1
0 0 1 5 41
1:15 PM 0 1 2 0
1 0 0 1 0 0
13 46
1:00 PM 0 0 0 1 0 0 1
2 0 0 0 1 10 1 1 1 0 3
1 0 0 9 41
12:45 PM 0 1 2 0
1 0 1 2 0 0
14 41
12:30 PM 0 1 0 2 0 1 0
3 0 0 2 1 00 1 1 1 0 1
0 2 1 10 36
12:15 PM 0 0 2 2
1 0 0 2 2 0
8 41
12:00 PM 0 1 0 1 0 0 0
2 1 0 1 1 00 0 1 0 0 1
0 0 0 9 0
11:45 AM 0 0 1 0
2 0 1 5 0 0
9 0
11:30 AM 0 0 0 1 0 0 0
4 0 0 0 2 00 0 1 1 0 0
2 2 0 15 0
11:15 AM 0 0 1 0
1 0 1 3 3 0
TH RT
11:00 AM 0 0 0 1 0 1 1

UT LT TH RT UT LT
Northbound Southbound

UT LT TH RT UT LT TH RT
Interval
Start
Madrid St Harden Pkwy N Main St N Main St
15-min
Total
Rolling
One HourEastbound Westbound
SouthboundNorthboundWestboundEastbound
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
to
to
Three-Hour Count Summaries
Note: For all three-hour count summary, see next page.

Total
18 14
16 2
50Peak Hour 4 5 5 7 21 0 1 0 1 2 6 13 16 15
5:15 PM
4:45 PM
5:00 PM 4 3
0 1 1 2 4 0 0 0 1 1 0 1
4:30 PM 0 0 0 0
1 1 1 1 4 0 0 0 0 0 4 5
1 0
1 3 1 2 7 0 0 2 7 9
2 0 2 2 6 0 1 0 0 1 2 5 4 3
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total EB WB NB SB Total East West North South 1 21 0
HV% - 0% 2% 2% 0% 1% 1% 1% 0% 1% 0% 0% 0% 0% 1% 1% 1% 0 Peak
Hour
All 0 80 132 133 1 293 134 170 2 154 741 197 9 266 824
2 3 0 0 0 6
90 3,226 0
HV 0 0 2 2 0 2 2 1 0
0 0
0 808 0
5:15 PM 23 39 25 1 75 32 35 2 52 166 44 1 71 197 23 786 3,226 5:00 PM 20 30 37 0 82 31 42 0 33 186 45 6 60 220 16
812 0
4:45 PM 20 39 30 0 66 33 44 0 40 209 62 1 77 178 21 820 0 4:30 PM 0 17 24 41 0 70 38 49 0 29 180 46 1 58 229 30
Interval
Start
Madrid St Harden Pkwy N Main St N Main St 15-min
Total
Rolling
One HourEastbound Westbound Northbound Southbound

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
Date: 04/11/2023
Peak Hour Count Period: 4:00 PM 7:00 PM
SB 0.6% 0.93
TOTAL 0.7% 0.98
WB 0.8% 0.95
NB 0.5% 0.88
Peak Hour: 4:30 PM 5:30 PM
HV %: PHF
EB 1.2% 0.97
0 0
0 0
1 0
0 0
0 0
1 0
16 15
13 6
N
N Main St
Madrid St
Harden PkwyN Main St
Madrid St
N Main St
3,226TEV:

0.98PHF: 90
824
266
1,189
1,000
9 170
134
293
598
596
1 197
741
154
1,094
1,252
2 133
132
80 345
378
0 Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Three-Hour Count Summaries
Note: Three-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Total
17 4
18 14
16 2
12 9
7 10
16 2
127
50150 1 2 6 13 16
35 38
Peak Hour 4 5 5 7 21 0 1
1 0 2 3 16 38Count Total 20 13 19 21 73 0
0 0 00 0 0 0 0 26:45 PM 0 0 1 2 3
0 0 3 2 7 4
1 6:30 PM 2 1 0 2 5 0 0 0
0 0 0 0 8 1
2 3
6:15 PM 2 1 3 1 7 0 0
0 0 0 0 1 1
3 1 4
6:00 PM 2 1 1 2 6 0
0 0 0 0 0 15:45 PM 3 1 2 2 8
0 0 2 3 6 1
0 5:30 PM 2 1 1 1 5 0 0 0
0 1 1 0 1 1
4 3
5:15 PM 0 1 1 2 4 0 0
0 0 0 0 4 5
5 4 3
5:00 PM 1 1 1 1 4 0
0 1 0 0 1 2
2 7 9
2 4:30 PM 1 3 1 2 7 0 0 0
0 0 0 0 1 1
1 8 0
EB WB NB SB Total East
4:45 PM 2 0 2 2 6
0 0 0
0% 1% 0%HV% - 0% 2% 2% 0%
1 8
4:15 PM 3 1 3 3 10 0 0
0 0 1 1 1 7
West North South
4:00 PM 2 2 3
2 154 741 197 9 266 824133 1 293 134 170 2
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
0% 0% 0% 1% 1% 1%1% 1% 1%
Peak
Hour
All 0 80 132
504 11 454 2,020 562 17
0 0 6 1 21 02 1 0 2 3 0
90 3,226 0
HV 0 0 2 2 0
Count Total 0 266 367 423 3 799 365 759 2,311 268 9,129 0 599 2,80549 33 3 61 162 220 66 23 51 0 30
52 175 21 680 2,973
6:45 PM 0 18 40 41
30 2 35 155 42 2
755 3,095
6:30 PM 0 24 23 43 1 48 27
179 46 2 63 176 180 80 31 48 1 32
68 181 25 771 3,126
6:15 PM 0 15 28 36
44 0 41 170 59 0
767 3,163
6:00 PM 0 32 32 33 0 56 30
193 33 0 50 182 220 58 35 39 4 42
82 212 22 802 3,216
5:45 PM 0 37 31 41
43 1 49 165 51 0
786 3,226
5:30 PM 0 14 34 34 0 61 34
166 44 1 71 197 231 75 32 35 2 52
60 220 16 808 3,199
5:15 PM 0 23 39 25
42 0 33 186 45 6
820 3,161
5:00 PM 0 20 30 37 0 82 31
209 62 1 77 178 210 66 33 44 0 40
58 229 30 812 0
4:45 PM 0 20 39 30
49 0 29 180 46 1
759 0
4:30 PM 0 17 24 41 0 70 38
204 59 1 58 186 140 71 28 26 1 36
59 213 34 770 0
4:15 PM 0 23 19 33
53 0 35 164 42 04:00 PM 0 23 28 29 1 66 23

UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound

UT LT TH RT
Interval
Start
Madrid St Harden Pkwy N Main St N Main St 15-min
Total

UT LT TH RT TH RT
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Three-Hour Count Summaries - Heavy Vehicles
Three-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0
0 0
0 0 0
0 0 0
0 0
0 0 00
0 0 0
0 0 0
0 0 0
0 0 0
000 0 1 0
000 0 1 0
0000
0 0
0 00
0 THLT
01000000
0 00
0 0
0 0 0
0 0 0
0 THLT
20 0 1 00 0
3 000 0 0
0 0
0 0
Peak Hour
0 2Count Total
0 0000 0
0 0
6:45 PM
0 0 0 0
0 0 0
0 0 0 0 0 0
0 0
0 6:30 PM
00 0 0 00 0
0 1
6:15 PM
0 0 0
1 6:00 PM
000 00 0 0
0 0 0
0 0 0
0 0
0 2
5:45 PM
0 0 0 0
2 5:30 PM
10 0 1 00 0
0 1
5:15 PM
0 0 0
0 0 0
0 0 0
0 0 0
2 5:00 PM
100 0
0 0
4:45 PM
0 0 0 0
0 4:30 PM
00 0 0 00 04:15 PM 0
0 0
0 1 0
1 04:00 PM
RT
21 0
Interval
Start
Madrid St Harden Pkwy N Main St N Main St
15-min
Total
Rolling
One Hour
3 0 0 0 6 10 2 2 1 0 2

RTTHLT RTTHLTRT
1 17 3 73 0
Peak Hour 0 0 2 2
1 0 5 14 0 0Count Total 0 6 7 7 0 6 6
3 211 0 0 0 2 00 0 0 0 0 0
0 2 0 5 26
6:45 PM 0 0 0 0
0 0 0 0 0 0
7 26
6:30 PM 0 1 0 1 0 1 0
2 0 0 0 1 00 0 1 0 0 1
0 0 2 6 23
6:15 PM 0 0 2 0
0 0 0 1 0 0
8 21
6:00 PM 0 1 0 1 0 1 0
1 0 0 1 1 00 0 1 0 0 1
0 1 0 5 19
5:45 PM 0 2 1 0
0 0 0 1 0 0
4 21
5:30 PM 0 0 1 1 0 0 1
0 0 0 0 2 00 0 1 0 0 1
0 1 0 4 27
5:15 PM 0 0 0 0
0 0 0 1 0 0
6 31
5:00 PM 0 0 0 1 0 1 0
1 0 0 0 2 00 0 0 0 0 1
0 1 1 7 0
4:45 PM 0 0 2 0
1 0 0 1 0 0
10 0
4:30 PM 0 0 0 1 0 1 1
2 0 0 0 3 00 1 0 0 0 1
0 1 0 8 0
4:15 PM 0 2 1 0
0 0 0 3 0 0
TH RT
4:00 PM 0 0 0 2 0 1 1

UT LT TH RT UT LT
Northbound Southbound

Total
5 2
3 3
131 1 90 0 0 0 0 2Peak Hour 1 2 0 2 5
0 0 0 0 1 2
1 1:45 PM 1 0 0 0 1 0 0 0
0 0 0 2 0 0
0 2
1:30 PM 0 1 0 1 2 0 0
0 0 0 0 0 0
1 0 4
1:15 PM 0 0 0 1 1 0
0 0 0 0 0 0
East West North South
1:00 PM 0 1 0 0 1
Total EB WB NB SB Total
1% 0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)

EB WB NB SB
- - - 2% - 0%0% - 1% 0% - -
0 0
838 0
HV 0 0 1 0 0 0 2
0 0 0 93 0 241 0 260 117 0 0
838
Peak
Hour
All 0 9 334 0
0 0 0 0 0 23
2 0 0 5 0
HV% - 0% 0% -
1:45 PM 0 2 78 0 0
0 0 0
221
0 77 24
0 0 22 0 8 2160 53 39 0 0 01:30 PM 0 0 93 0 1
0 5 209
0 RT
1:00 PM 0 6 83 0 0

TH RT UT LT TH RT
0 6 192 0
LT
0 0 0 0 0 25
0 1:15 PM 0 1 80 0 0
Interval
Start
Madrid St Madrid St N/A Northridge Driveway 15-min
Total
Rolling
One Hour
0 72 32 0 0 0

UT LT TH
SB 1.7% 0.94
TOTAL 0.6% 0.95
Eastbound Westbound Northbound Southbound

UT LT TH RT UT
0 58 22
0 0 23 0 5
0 WB 0.5% 0.91
NB - -
Peak Hour: 1:00 PM 2:00 PM
HV %: PHF
EB 0.3% 0.92
Date: 04/08/2023
Peak Hour Count Period: 11:00 AM 2:00 PM
0 0
0 0
0 0
1 9
1 2
N
Northridge Driveway
Madrid St
Madrid St
Northridge
Driveway
Madrid St
838TEV:

0.95PHF: 24
93 117
126
0 117
260 378
428
1 334
9343
284
0 Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Three-Hour Count Summaries
Note: Three-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Total
1 1
4 3
4 3
1 5
5 2
3 3
35 1390 0 0 2 1 1
1 29
Peak Hr 1 2 0 2 5 0 0
0 0 0 0 2 3Count Total 2 7 0 5 14 0
0 1 20 0 0 0 0 01:45 PM 1 0 0 0 1
0 0 2 0 0 1
2 1:30 PM 0 1 0 1 2 0 0 0
0 0 0 0 0 0
0 4
1:15 PM 0 0 0 1 1 0 0
0 0 0 0 0 1
2 0 3
1:00 PM 0 1 0 0 1 0
0 0 0 0 0 012:45 PM 0 0 0 0 0
0 0 0 0 0 1
3 12:30 PM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
0 4
12:15 PM 0 1 0 2 3 0 0
0 0 0 0 0 0
0 0 3
12:00 PM 0 2 0 0 2 0
0 0 0 0 0 0
0 0 4
1 11:30 AM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
0 1 0
EB WB NB SB Total East
11:45 AM 1 0 0 0 1
0 0 0
- - -HV% - 0% 0% - 0%
0 1
11:15 AM 0 1 0 1 2 0 0
0 0 0 0 0 0
West North South
11:00 AM 0 1 0
0 0 0 0 0 93 00 1 0 260 117 0
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
- - 2% - 0% 1%- 1% 0%
Peak
Hour
All 0 9 334
363 0 0 0 0 1
0 2 0 0 5 02 0 0 0 0 0
24 838 0
HV 0 0 1 0 0
Count Total 0 43 899 0 4 0 720 228 0 60 2,318 0
209 8380 0 0 23 0 50 0 77 24 0 0
22 0 8 216 835
1:45 PM 0 2 78 0
39 0 0 0 0 0
192 809
1:30 PM 0 0 93 0 1 0 53
0 0 0 25 0 60 0 58 22 0 0
23 0 5 221 820
1:15 PM 0 1 80 0
32 0 0 0 0 0
206 798
1:00 PM 0 6 83 0 0 0 72
0 0 0 15 0 30 0 58 38 0 0
23 0 3 190 766
12:45 PM 0 6 86 0
24 0 0 0 0 0
203 766
12:30 PM 0 0 78 0 0 0 62
0 0 0 19 0 31 0 72 29 0 0
17 0 7 199 737
12:15 PM 0 4 75 0
32 0 0 0 0 0
174 682
12:00 PM 0 3 77 0 0 0 63
0 0 1 19 0 41 0 49 33 0 0
22 0 8 190 0
11:45 AM 0 7 60 0
40 0 0 0 0 0
174 0
11:30 AM 0 4 61 0 1 0 54
0 0 0 12 0 50 0 49 30 0 0
8 0 3 144 0
11:15 AM 0 7 71 0
20 0 0 0 0 011:00 AM 0 3 57 0 0 0 53
Rolling
One HourEastbound Westbound Northbound Southbound

UT LT TH RT
Interval
Start
Madrid St Madrid St N/A Northridge Driveway 15-min
Total

UT LT TH RT TH RTUT LT TH RT UT LT
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Three-Hour Count Summaries - Heavy Vehicles
Three-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 0 0Count Total 0 0 0 0 0 0 0 0
00 0 0 0 0 0
0 0
1:45 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
1:30 PM 0 0 0 0 0 0
0 0 0 0 0 01:15 PM 0 0 0 0 0
0 0 0 0 0 0
0 1:00 PM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0
12:45 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
12:30 PM 0 0 0 0 0 0
0 0 0 0 0 012:15 PM 0 0 0 0 0
0 0 0 0 0 0
0 12:00 PM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0
11:45 AM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
11:30 AM 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0 0
11:15 AM 0 0 0 0 0
0 0 0 0 0 0

TH RT LT TH RT
11:00 AM 0 0 0 0
Westbound Northbound Southbound

LT TH RT LT TH RT LT
5 0
Interval
Start
Madrid St Madrid St N/A Northridge Driveway
15-min
Total
Rolling
One HourEastbound
0 0 0 2 0 00 0 2 0 0 0
5 0 0 14 0
Peak Hour 0 0 1 0
0 0 0 0 0 0Count Total 0 0 2 0 0 0 7
1 50 0 0 0 0 00 0 0 0 0 0
1 0 0 2 4
1:45 PM 0 0 1 0
0 0 0 0 0 0
1 2
1:30 PM 0 0 0 0 0 0 1
0 0 0 1 0 00 0 0 0 0 0
0 0 0 1 4
1:15 PM 0 0 0 0
0 0 0 0 0 0
0 5
1:00 PM 0 0 0 0 0 0 1
0 0 0 0 0 00 0 0 0 0 0
0 0 0 0 6
12:45 PM 0 0 0 0
0 0 0 0 0 0
3 6
12:30 PM 0 0 0 0 0 0 0
0 0 0 2 0 00 0 1 0 0 0
0 0 0 2 5
12:15 PM 0 0 0 0
0 0 0 0 0 0
1 4
12:00 PM 0 0 0 0 0 0 2
0 0 0 0 0 00 0 0 0 0 0
0 0 0 0 0
11:45 AM 0 0 1 0
0 0 0 0 0 0
2 0
11:30 AM 0 0 0 0 0 0 0
0 0 0 1 0 00 0 1 0 0 0
0 0 0 1 0
11:15 AM 0 0 0 0
0 0 0 0 0 0
TH RT
11:00 AM 0 0 0 0 0 0 1

UT LT TH RT UT LT
Northbound Southbound

Total
5 9
4 18
36Peak Hour 3 4 7 7 21 0 0 0 0 0 7 8 10 11
1:45 PM
1:15 PM
1:30 PM 0 0
2 2 1 2 7 0 0 0 0 0 3 4
1:00 PM 0 0 0 0
0 0 3 2 5 0 0 0 0 0 2 2
3 8
0 1 2 1 4 0 1 2 1 1
1 1 1 2 5 0 0 0 0 0 1 0 6 2
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total EB WB NB SB Total East West North South 1 21 0
HV% - 0% 1% 1% - 0% 1% 1% 0% 0% 1% 0% 0% 0% 1% 1% 1% 0
Peak
Hour
All 0 106 143 172 0 313 100 202 2 184 900 201 8 235 853 0 6 1 0 1 5
92 3,511 0
HV 0 0 2 1 0 1 1 2 0
0 0
0 852 0
1:45 PM 26 31 39 0 72 27 52 0 53 236 57 3 55 225 28 904 3,511 1:30 PM 23 50 40 0 82 27 53 1 41 194 54 3 63 204 17
850 0
1:15 PM 25 31 47 0 79 22 55 1 42 238 47 1 60 233 24 905 0 1:00 PM 0 32 31 46 0 80 24 42 0 48 232 43 1 57 191 23
Interval
Start
Madrid St Harden Pkwy N Main St N Main St 15-min
Total
Rolling
One HourEastbound Westbound Northbound Southbound

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
Date: 04/08/2023
Peak Hour Count Period: 11:00 AM 2:00 PM
SB 0.6% 0.93
TOTAL 0.6% 0.97
WB 0.7% 0.95
NB 0.5% 0.93
Peak Hour: 1:00 PM 2:00 PM
HV %: PHF
EB 0.7% 0.93
0 0
0 0
0 0
0 0
0 0
0 0
10 11
8 7
N
N Main St
Madrid St
Harden PkwyN Main St
Madrid St
N Main St
3,511TEV:

0.97PHF: 92
853
235
1,188
1,216
8 202
100
313
615
579
0 201
900
184
1,287
1,340
2 172
143
106
421
376
0 Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Three-Hour Count Summaries
Note: Three-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Total
8 15
11 7
3 11
11 8
5 9
4 18
110
36110 0 0 7 8 10
31 24
Peak Hour 3 4 7 7 21 0 0
0 0 0 0 20 35Count Total 7 14 24 21 66 0
4 3 80 0 0 0 0 31:45 PM 2 2 1 2 7
0 0 2 2 0 0
2 1:30 PM 0 0 3 2 5 0 0 0
0 0 0 1 0 6
1 1
1:15 PM 1 1 1 2 5 0 0
0 0 0 0 1 2
2 0 2
1:00 PM 0 1 2 1 4 0
0 0 0 0 0 412:45 PM 0 1 3 3 7
0 0 2 0 8 1
1 12:30 PM 0 0 1 2 3 0 0 0
0 0 0 2 3 5
0 0
12:15 PM 2 3 3 4 12 0 0
0 0 0 0 0 3
5 1 1
12:00 PM 0 1 2 1 4 0
0 0 0 0 0 0
4 1 3
2 11:30 AM 0 1 4 0 5 0 0 0
0 0 0 0 8 5
1 5 0
EB WB NB SB Total East
11:45 AM 1 2 1 2 6
0 0 3
0% 0% 1%HV% - 0% 1% 1% -
1 3
11:15 AM 1 0 1 1 3 0 0
0 0 0 0 2 2
West North South
11:00 AM 0 2 2
1 184 900 201 8 235 853172 0 313 100 202 2
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
0% 0% 0% 1% 1% 1%0% 1% 1%
Peak
Hour
All 0 106 143
568 11 525 2,591 584 21
0 1 5 1 21 01 2 0 0 6 1
92 3,511 0
HV 0 0 2 1 0
Count Total 0 299 374 448 0 868 349 651 2,234 220 9,743 0 904 3,511236 57 3 55 225 280 72 27 52 0 53
63 204 17 852 3,460
1:45 PM 0 26 31 39
53 1 41 194 54 3
905 3,461
1:30 PM 0 23 50 40 0 82 27
238 47 1 60 233 240 79 22 55 1 42
57 191 23 850 3,314
1:15 PM 0 25 31 47
42 0 48 232 43 1
853 3,334
1:00 PM 0 32 31 46 0 80 24
232 53 1 38 198 140 88 38 40 1 49
47 226 13 853 3,244
12:45 PM 0 30 31 40
44 1 38 221 55 1
758 3,147
12:30 PM 0 27 43 38 0 62 37
201 35 3 53 175 190 70 38 38 1 38
50 185 27 870 3,114
12:15 PM 0 25 25 37
40 1 47 266 59 3
763 2,898
12:00 PM 0 30 36 36 0 63 27
185 60 4 57 152 110 87 25 60 2 47
68 162 17 756 0
11:45 AM 0 20 20 33
46 2 46 184 54 0
725 0
11:30 AM 0 23 30 30 0 62 32
219 33 0 60 150 150 49 22 54 0 37
43 133 12 654 0
11:15 AM 0 28 24 34
44 1 39 183 34 111:00 AM 0 10 22 28 0 74 30

UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound

UT LT TH RT
Interval
Start
Madrid St Harden Pkwy N Main St N Main St 15-min
Total

UT LT TH RT TH RT
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Three-Hour Count Summaries - Heavy Vehicles
Three-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0
0 0
0 0 0
0 0 0
0 0
0 0 00
0 0 0
0 0 0
0 0 0
0 0 0
000 0 0 0
000 0 0 0
0000
0 0
0 00
0 THLT
00000000
0 00
0 0
0 0 0
0 0 0
0 THLT
00 0 0 00 0
0 000 0 0
0 0
0 0
Peak Hour
0 0Count Total
0 0000 0
0 0
1:45 PM
0 0 0 0
0 0 0
0 0 0 0 0 0
0 0
0 1:30 PM
00 0 0 00 0
0 0
1:15 PM
0 0 0
0 1:00 PM
000 00 0 0
0 0 0
0 0 0
0 0
0 0
12:45 PM
0 0 0 0
0 12:30 PM
00 0 0 00 0
0 0
12:15 PM
0 0 0
0 0 0
0 0 0
0 0 0
0 12:00 PM
000 0
0 0
11:45 AM
0 0 0 0
0 11:30 AM
00 0 0 00 011:15 AM 0
0 0
0 0 0
0 011:00 AM
RT
21 0
Interval
Start
Madrid St Harden Pkwy N Main St N Main St
15-min
Total
Rolling
One Hour
6 1 0 1 5 10 1 1 2 0 0

RTTHLT RTTHLTRT
3 16 2 66 0
Peak Hour 0 0 2 1
6 0 0 21 3 0Count Total 0 1 5 1 0 4 4
7 211 0 0 0 2 00 1 0 1 0 0
1 0 1 5 21
1:45 PM 0 0 1 1
0 0 0 3 0 0
5 19
1:30 PM 0 0 0 0 0 0 0
1 0 0 0 2 00 0 0 1 0 0
0 1 0 4 26
1:15 PM 0 0 1 0
0 0 0 1 1 0
7 26
1:00 PM 0 0 0 0 0 0 1
3 0 0 0 3 00 1 0 0 0 0
0 2 0 3 25
12:45 PM 0 0 0 0
0 0 0 1 0 0
12 27
12:30 PM 0 0 0 0 0 0 0
3 0 0 1 3 00 1 1 1 0 0
0 0 1 4 18
12:15 PM 0 0 2 0
0 0 0 1 1 0
6 19
12:00 PM 0 0 0 0 0 0 1
0 1 0 0 2 00 1 0 1 0 0
0 0 0 5 0
11:45 AM 0 1 0 0
1 0 0 4 0 0
3 0
11:30 AM 0 0 0 0 0 0 0
1 0 0 0 1 00 0 0 0 0 0
1 0 0 5 0
11:15 AM 0 0 1 0
1 0 0 2 0 0
TH RT
11:00 AM 0 0 0 0 0 0 1

UT LT TH RT UT LT
Northbound Southbound

Raising Cane’s (0969) - N. Main Street & Madrid Street, Salinas, CA Focused Traffic Analysis Memo

Appendix B
LOS and Queue Outputs

Existing Conditions - Tuesday (MD) Existing Condition
1: Madrid St & Northridge Driveway Timing Plan: Tuesday (MD) 1: Madrid St & Northridge Driveway Synchro 11 Report

Page 1 ends

Intersection
Int Delay, s/veh 1.8
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 12 255 145 97 53 20
Future Vol, veh/h 12 255 145 97 53 20
Conflicting Peds, #/hr 3 0 0 3 0 1
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length 135 - - - 0 0
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 84 84 95 95 83 83
Heavy Vehicles, % 1 6 8 1 6 0
Mvmt Flow 14 304 153 102 64 24

Major/Minor Major1 Major2 Minor2
Conflicting Flow All 258 0 - 0 539 208
Stage 1 - - - - 207 -
Stage 2 - - - - 332 -
Critical Hdwy 4.11 - - - 6.46 6.2
Critical Hdwy Stg 1 - - - - 5.46 -
Critical Hdwy Stg 2 - - - - 5.46 -
Follow-up Hdwy 2.209 - - - 3.554 3.3
Pot Cap-1 Maneuver 1313 - - - 497 837
Stage 1 - - - - 818 -
Stage 2 - - - - 718 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 1309 - - - 489 834
Mov Cap-2 Maneuver - - - - 489 -
Stage 1 - - - - 807 -
Stage 2 - - - - 716 -

Approach EB WB SB
HCM Control Delay, s 0.3 0 12.4

HCM LOS B

Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2
Capacity (veh/h) 1309 - - - 489 834
HCM Lane V/C Ratio 0.011 - - - 0.131 0.029
HCM Control Delay (s) 7.8 - - - 13.5 9.4
HCM Lane LOS A - - - B A
HCM 95th %tile Q(veh) 0 - - - 0.4 0.1
Existing Conditions - Tuesday (MD) Existing Condition
2: N Main St & Madrid St /Harden Pkwy Timing Plan: Tuesday (MD) 2: N Main St & Madrid St /Harden Pkwy Synchro 11 Report

Page 2 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 81 90 138 267 83 167 125 708 204 186 693 40 Future Volume (veh/h) 81 90 138 267 83 167 125 708 204 186 693 40 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.96 1.00 0.97 1.00 0.98 1.00 0.97 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1841 1826 1856 1870 1841 1826 1767 1870 1856 1841 1870 Adj Flow Rate, veh/h 94 105 160 184 223 176 137 778 224 202 753 43 Peak Hour Factor 0.86 0.86 0.86 0.95 0.95 0.95 0.91 0.91 0.91 0.92 0.92 0.92 Percent Heavy Veh, % 3 4 5 3 2 4 5 9 2 3 4 2
Cap, veh/h 293 305 247 319 338 272 172 1248 402 243 1495 457 Arrive On Green 0.17 0.17 0.17 0.18 0.18 0.18 0.10 0.26 0.26 0.14 0.30 0.30 Sat Flow, veh/h 1767 1841 1489 1767 1870 1506 1739 4823 1552 1767 5025 1537 Grp Volume(v), veh/h 94 105 160 184 223 176 137 778 224 202 753 43 Grp Sat Flow(s),veh/h/ln 1767 1841 1489 1767 1870 1506 1739 1608 1552 1767 1675 1537 Q Serve(g_s), s 4.4 4.8 9.5 9.0 10.5 10.3 7.3 13.5 11.9 10.6 11.7 1.9 Cycle Q Clear(g_c), s 4.4 4.8 9.5 9.0 10.5 10.3 7.3 13.5 11.9 10.6 11.7 1.9 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 293 305 247 319 338 272 172 1248 402 243 1495 457 V/C Ratio(X) 0.32 0.34 0.65 0.58 0.66 0.65 0.80 0.62 0.56 0.83 0.50 0.09 Avail Cap(c_a), veh/h 466 485 392 466 493 397 513 1779 573 522 1854 567 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 34.9 35.0 37.0 35.5 36.2 36.1 41.8 31.1 30.5 39.8 27.5 24.1 Incr Delay (d2), s/veh 0.6 0.7 2.9 1.6 2.2 2.6 8.2 0.5 1.2 7.2 0.3 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.9 2.2 3.6 4.0 4.9 3.9 3.5 5.2 4.5 5.0 4.7 0.7 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 35.5 35.7 39.8 37.2 38.4 38.6 50.0 31.6 31.7 47.1 27.8 24.2 LnGrp LOS D D D D D D D C C D C C
Approach Vol, veh/h 359 583 1139 998
Approach Delay, s/veh 37.5 38.1 33.8 31.5
Approach LOS D D C C
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 19.1 30.7 21.8 15.5 34.3 23.2
Change Period (Y+Rc), s 6.1 6.1 6.1 6.1 6.1 6.1
Max Green Setting (Gmax), s 28.0 35.0 25.0 28.0 35.0 25.0 Max Q Clear Time (g_c+I1), s 12.6 15.5 11.5 9.3 13.7 12.5 Green Ext Time (p_c), s 0.5 6.3 1.2 0.3 5.5 2.1
Intersection Summary
HCM 6th Ctrl Delay 34.3
HCM 6th LOS C
Notes
User approved pedestrian interval to be less than phase max green.

User approved volume balancing among the lanes for turning movement.

Existing Conditions - Tuesday (PM) Existing Condition
1: Madrid St & Northridge Driveway Timing Plan: Tuesday (PM) 1: Madrid St & Northridge Driveway Synchro 11 Report

Page 1 ends

Intersection
Int Delay, s/veh 2.1
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 22 302 307 99 65 21
Future Vol, veh/h 22 302 307 99 65 21
Conflicting Peds, #/hr 10 0 0 10 0 3
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length 135 - - - 0 0
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 78 78 96 96 86 86
Heavy Vehicles, % 0 5 6 0 3 0
Mvmt Flow 28 387 320 103 76 24

Major/Minor Major1 Major2 Minor2
Conflicting Flow All 433 0 - 0 825 385
Stage 1 - - - - 382 -
Stage 2 - - - - 443 -
Critical Hdwy 4.1 - - - 6.43 6.2
Critical Hdwy Stg 1 - - - - 5.43 -
Critical Hdwy Stg 2 - - - - 5.43 -
Follow-up Hdwy 2.2 - - - 3.527 3.3
Pot Cap-1 Maneuver 1137 - - - 341 667
Stage 1 - - - - 688 -
Stage 2 - - - - 645 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 1126 - - - 326 659
Mov Cap-2 Maneuver - - - - 326 -
Stage 1 - - - - 664 -
Stage 2 - - - - 639 -

Approach EB WB SB
HCM Control Delay, s 0.6 0 17.2

HCM LOS C

Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2
Capacity (veh/h) 1126 - - - 326 659
HCM Lane V/C Ratio 0.025 - - - 0.232 0.037
HCM Control Delay (s) 8.3 - - - 19.3 10.7
HCM Lane LOS A - - - C B
HCM 95th %tile Q(veh) 0.1 - - - 0.9 0.1
Existing Conditions - Tuesday (PM) Existing Condition
2: N Main St & Madrid St /Harden Pkwy Timing Plan: Tuesday (PM) 2: N Main St & Madrid St /Harden Pkwy Synchro 11 Report

Page 2 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 80 132 133 295 134 170 157 741 197 280 824 90 Future Volume (veh/h) 80 132 133 295 134 170 157 741 197 280 824 90 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.97 1.00 0.96 1.00 0.98 1.00 0.96 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1900 1870 1870 1870 1870 1885 1870 1856 1900 1900 1811 1885 Adj Flow Rate, veh/h 82 136 137 226 260 179 178 842 224 301 886 97 Peak Hour Factor 0.97 0.97 0.97 0.95 0.95 0.95 0.88 0.88 0.88 0.93 0.93 0.93 Percent Heavy Veh, % 0 2 2 2 2 1 2 3 0 0 6 1
Cap, veh/h 257 266 218 331 348 286 214 1253 392 339 1555 482 Arrive On Green 0.14 0.14 0.14 0.19 0.19 0.19 0.12 0.25 0.25 0.19 0.31 0.31 Sat Flow, veh/h 1810 1870 1532 1781 1870 1536 1781 5066 1585 1810 4944 1531 Grp Volume(v), veh/h 82 136 137 226 260 179 178 842 224 301 886 97 Grp Sat Flow(s),veh/h/ln 1810 1870 1532 1781 1870 1536 1781 1689 1585 1810 1648 1531 Q Serve(g_s), s 4.2 6.9 8.7 12.2 13.5 11.1 10.1 15.5 12.8 16.7 15.4 4.8 Cycle Q Clear(g_c), s 4.2 6.9 8.7 12.2 13.5 11.1 10.1 15.5 12.8 16.7 15.4 4.8 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 257 266 218 331 348 286 214 1253 392 339 1555 482 V/C Ratio(X) 0.32 0.51 0.63 0.68 0.75 0.63 0.83 0.67 0.57 0.89 0.57 0.20 Avail Cap(c_a), veh/h 439 454 372 432 454 373 484 1721 538 492 1680 520 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 39.7 40.9 41.6 39.1 39.6 38.6 44.3 35.0 34.0 40.8 29.5 25.8 Incr Delay (d2), s/veh 0.7 1.5 3.0 2.9 4.8 2.3 8.0 0.6 1.3 13.0 0.4 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.9 3.3 3.4 5.5 6.6 4.3 4.9 6.3 5.0 8.6 6.1 1.8 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 40.4 42.4 44.6 42.0 44.5 40.9 52.3 35.6 35.3 53.8 29.9 26.0 LnGrp LOS D D D D D D D D D D C C
Approach Vol, veh/h 355 665 1244 1284
Approach Delay, s/veh 42.8 42.7 38.0 35.2
Approach LOS D D D D
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 25.4 31.6 20.7 18.5 38.5 25.3
Change Period (Y+Rc), s 6.1 6.1 6.1 6.1 6.1 6.1
Max Green Setting (Gmax), s 28.0 35.0 25.0 28.0 35.0 25.0 Max Q Clear Time (g_c+I1), s 18.7 17.5 10.7 12.1 17.4 15.5 Green Ext Time (p_c), s 0.6 6.4 1.2 0.4 6.3 2.1
Intersection Summary
HCM 6th Ctrl Delay 38.3
HCM 6th LOS D
Notes
User approved pedestrian interval to be less than phase max green.

User approved volume balancing among the lanes for turning movement.

Existing Conditions - Saturday (MD) Existing Condition
1: Madrid St & Northridge Driveway Timing Plan: Saturday (MD) 1: Madrid St & Northridge Driveway Synchro 11 Report

Page 1 ends

Intersection
Int Delay, s/veh 2.3
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 9 334 260 117 93 24
Future Vol, veh/h 9 334 260 117 93 24
Conflicting Peds, #/hr 1 0 0 1 2 1
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length 135 - - - 0 0
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 91 91 94 94
Heavy Vehicles, % 0 1 2 0 2 0
Mvmt Flow 10 363 286 129 99 26

Major/Minor Major1 Major2 Minor2
Conflicting Flow All 416 0 - 0 737 353
Stage 1 - - - - 352 -
Stage 2 - - - - 385 -
Critical Hdwy 4.1 - - - 6.42 6.2
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy 2.2 - - - 3.518 3.3
Pot Cap-1 Maneuver 1154 - - - 386 695
Stage 1 - - - - 712 -
Stage 2 - - - - 688 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 1153 - - - 382 694
Mov Cap-2 Maneuver - - - - 382 -
Stage 1 - - - - 705 -
Stage 2 - - - - 687 -

Approach EB WB SB
HCM Control Delay, s 0.2 0 16.2

HCM LOS C

Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2
Capacity (veh/h) 1153 - - - 382 694
HCM Lane V/C Ratio 0.008 - - - 0.259 0.037
HCM Control Delay (s) 8.1 - - - 17.7 10.4
HCM Lane LOS A - - - C B
HCM 95th %tile Q(veh) 0 - - - 1 0.1
Existing Conditions - Saturday (MD) Existing Condition
2: N Main St & Madrid St /Harden Pkwy Timing Plan: Saturday (MD) 2: N Main St & Madrid St /Harden Pkwy Synchro 11 Report

Page 2 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 106 143 172 313 100 202 187 900 201 247 853 92 Future Volume (veh/h) 106 143 172 313 100 202 187 900 201 247 853 92 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 0.99 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1900 1870 1885 1885 1885 1870 1900 1811 1885 1885 1826 1885 Adj Flow Rate, veh/h 114 154 185 217 262 213 201 968 216 266 917 99 Peak Hour Factor 0.93 0.93 0.93 0.95 0.95 0.95 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 0 2 1 1 1 2 0 6 1 1 5 1
Cap, veh/h 287 297 248 324 341 281 238 1296 415 303 1492 472 Arrive On Green 0.16 0.16 0.16 0.18 0.18 0.18 0.13 0.26 0.26 0.17 0.30 0.30 Sat Flow, veh/h 1810 1870 1564 1795 1885 1556 1810 4944 1583 1795 4985 1576 Grp Volume(v), veh/h 114 154 185 217 262 213 201 968 216 266 917 99 Grp Sat Flow(s),veh/h/ln 1810 1870 1564 1795 1885 1556 1810 1648 1583 1795 1662 1576 Q Serve(g_s), s 6.0 8.0 12.0 12.0 14.0 13.8 11.5 19.1 12.4 15.4 16.8 5.0 Cycle Q Clear(g_c), s 6.0 8.0 12.0 12.0 14.0 13.8 11.5 19.1 12.4 15.4 16.8 5.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 287 297 248 324 341 281 238 1296 415 303 1492 472 V/C Ratio(X) 0.40 0.52 0.74 0.67 0.77 0.76 0.85 0.75 0.52 0.88 0.61 0.21 Avail Cap(c_a), veh/h 426 440 368 423 444 366 477 1629 522 473 1642 519 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 40.1 41.0 42.6 40.6 41.4 41.3 45.1 36.0 33.5 43.1 31.9 27.8 Incr Delay (d2), s/veh 0.9 1.4 4.5 2.6 6.0 6.5 8.0 1.5 1.0 11.1 0.6 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.7 3.8 4.9 5.5 7.0 5.8 5.7 7.8 4.8 7.7 6.7 1.9 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 41.0 42.4 47.1 43.2 47.4 47.8 53.1 37.4 34.5 54.2 32.5 28.0 LnGrp LOS D D D D D D D D C D C C
Approach Vol, veh/h 453 692 1385 1282
Approach Delay, s/veh 43.9 46.2 39.3 36.7
Approach LOS D D D D
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 24.0 33.9 23.0 20.1 37.9 25.3
Change Period (Y+Rc), s 6.1 6.1 6.1 6.1 6.1 6.1
Max Green Setting (Gmax), s 28.0 35.0 25.0 28.0 35.0 25.0 Max Q Clear Time (g_c+I1), s 17.4 21.1 14.0 13.5 18.8 16.0 Green Ext Time (p_c), s 0.6 6.4 1.4 0.5 6.3 2.1
Intersection Summary
HCM 6th Ctrl Delay 40.2
HCM 6th LOS D
Notes
User approved pedestrian interval to be less than phase max green.

User approved volume balancing among the lanes for turning movement.

Existing+Project+PassBy - Tuesday (MD) Existing + Project + PassBy 1: Madrid St & Northridge Driveway
Timing Plan: Tuesday (MD)
1: Madrid St & Northridge Driveway Synchro 11 Report

Page 1 ends

Intersection
Int Delay, s/veh 3.5
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 20 251 113 164 116 28
Future Vol, veh/h 20 251 113 164 116 28
Conflicting Peds, #/hr 3 0 0 3 0 1
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length 135 - - - 0 0
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 84 84 95 95 83 83
Heavy Vehicles, % 1 6 8 1 6 0
Mvmt Flow 24 299 119 173 140 34

Major/Minor Major1 Major2 Minor2
Conflicting Flow All 295 0 - 0 556 210
Stage 1 - - - - 209 -
Stage 2 - - - - 347 -
Critical Hdwy 4.11 - - - 6.46 6.2
Critical Hdwy Stg 1 - - - - 5.46 -
Critical Hdwy Stg 2 - - - - 5.46 -
Follow-up Hdwy 2.209 - - - 3.554 3.3
Pot Cap-1 Maneuver 1272 - - - 485 835
Stage 1 - - - - 816 -
Stage 2 - - - - 707 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 1268 - - - 473 832
Mov Cap-2 Maneuver - - - - 473 -
Stage 1 - - - - 798 -
Stage 2 - - - - 705 -

Approach EB WB SB
HCM Control Delay, s 0.6 0 14.6

HCM LOS B

Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2
Capacity (veh/h) 1268 - - - 473 832
HCM Lane V/C Ratio 0.019 - - - 0.295 0.041
HCM Control Delay (s) 7.9 - - - 15.8 9.5
HCM Lane LOS A - - - C A
HCM 95th %tile Q(veh) 0.1 - - - 1.2 0.1
Existing+Project+PassBy - Tuesday (MD) Existing + Project + PassBy 2: N Main St & Madrid St /Harden Pkwy
Timing Plan: Tuesday (MD)
2: N Main St & Madrid St /Harden Pkwy Synchro 11 Report

Page 2 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 106 102 165 263 97 164 154 697 201 184 683 65 Future Volume (veh/h) 106 102 165 263 97 164 154 697 201 184 683 65 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.97 1.00 0.96 1.00 0.98 1.00 0.97 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1841 1826 1856 1870 1841 1826 1767 1870 1856 1841 1870 Adj Flow Rate, veh/h 123 119 192 190 224 173 169 766 221 200 742 71 Peak Hour Factor 0.86 0.86 0.86 0.95 0.95 0.95 0.91 0.91 0.91 0.92 0.92 0.92 Percent Heavy Veh, % 3 4 5 3 2 4 5 9 2 3 4 2
Cap, veh/h 319 333 270 317 335 270 206 1222 393 240 1361 415 Arrive On Green 0.18 0.18 0.18 0.18 0.18 0.18 0.12 0.25 0.25 0.14 0.27 0.27 Sat Flow, veh/h 1767 1841 1493 1767 1870 1505 1739 4823 1551 1767 5025 1532 Grp Volume(v), veh/h 123 119 192 190 224 173 169 766 221 200 742 71 Grp Sat Flow(s),veh/h/ln 1767 1841 1493 1767 1870 1505 1739 1608 1551 1767 1675 1532 Q Serve(g_s), s 6.0 5.5 11.8 9.6 10.9 10.4 9.2 13.7 12.1 10.7 12.3 3.4 Cycle Q Clear(g_c), s 6.0 5.5 11.8 9.6 10.9 10.4 9.2 13.7 12.1 10.7 12.3 3.4 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 319 333 270 317 335 270 206 1222 393 240 1361 415 V/C Ratio(X) 0.39 0.36 0.71 0.60 0.67 0.64 0.82 0.63 0.56 0.83 0.55 0.17 Avail Cap(c_a), veh/h 454 473 384 454 481 387 501 1735 558 509 1808 551 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 35.1 34.9 37.5 36.7 37.2 37.0 41.9 32.2 31.6 41.0 30.3 27.1 Incr Delay (d2), s/veh 0.8 0.6 3.5 1.8 2.3 2.5 7.9 0.5 1.3 7.4 0.3 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.6 2.5 4.5 4.3 5.1 4.0 4.4 5.3 4.6 5.1 4.9 1.3 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 35.8 35.5 40.9 38.5 39.5 39.5 49.8 32.8 32.9 48.4 30.7 27.3 LnGrp LOS D D D D D D D C C D C C
Approach Vol, veh/h 434 587 1156 1013
Approach Delay, s/veh 38.0 39.2 35.3 33.9
Approach LOS D D D C
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 19.3 30.7 23.7 17.6 32.4 23.5
Change Period (Y+Rc), s 6.1 6.1 6.1 6.1 6.1 6.1
Max Green Setting (Gmax), s 28.0 35.0 25.0 28.0 35.0 25.0 Max Q Clear Time (g_c+I1), s 12.7 15.7 13.8 11.2 14.3 12.9 Green Ext Time (p_c), s 0.5 6.1 1.3 0.4 5.5 2.0
Intersection Summary
HCM 6th Ctrl Delay 35.9
HCM 6th LOS D
Notes
User approved pedestrian interval to be less than phase max green.

User approved volume balancing among the lanes for turning movement.

Existing+Project+PassBy - Tuesday (PM) Existing + Project + PassBy 1: Madrid St & Northridge Driveway
Timing Plan: Tuesday (PM)
1: Madrid St & Northridge Driveway Synchro 11 Report

Page 1 ends

Intersection
Int Delay, s/veh 3.5
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 28 299 285 143 107 25
Future Vol, veh/h 28 299 285 143 107 25
Conflicting Peds, #/hr 10 0 0 10 0 3
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length 135 - - - 0 0
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 78 78 96 96 86 86
Heavy Vehicles, % 0 5 6 0 3 0
Mvmt Flow 36 383 297 149 124 29

Major/Minor Major1 Major2 Minor2
Conflicting Flow All 456 0 - 0 837 385
Stage 1 - - - - 382 -
Stage 2 - - - - 455 -
Critical Hdwy 4.1 - - - 6.43 6.2
Critical Hdwy Stg 1 - - - - 5.43 -
Critical Hdwy Stg 2 - - - - 5.43 -
Follow-up Hdwy 2.2 - - - 3.527 3.3
Pot Cap-1 Maneuver 1115 - - - 335 667
Stage 1 - - - - 688 -
Stage 2 - - - - 637 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 1104 - - - 318 659
Mov Cap-2 Maneuver - - - - 318 -
Stage 1 - - - - 658 -
Stage 2 - - - - 631 -

Approach EB WB SB
HCM Control Delay, s 0.7 0 21

HCM LOS C

Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2
Capacity (veh/h) 1104 - - - 318 659
HCM Lane V/C Ratio 0.033 - - - 0.391 0.044
HCM Control Delay (s) 8.4 - - - 23.4 10.7
HCM Lane LOS A - - - C B
HCM 95th %tile Q(veh) 0.1 - - - 1.8 0.1
Existing+Project+PassBy - Tuesday (PM) Existing + Project + PassBy 2: N Main St & Madrid St /Harden Pkwy
Timing Plan: Tuesday (PM)
2: N Main St & Madrid St /Harden Pkwy Synchro 11 Report

Page 2 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 96 140 151 292 144 168 173 734 195 278 817 108 Future Volume (veh/h) 96 140 151 292 144 168 173 734 195 278 817 108 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.97 1.00 0.96 1.00 0.98 1.00 0.96 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1900 1870 1870 1870 1870 1885 1870 1856 1900 1900 1811 1885 Adj Flow Rate, veh/h 99 144 156 230 260 177 197 834 222 299 878 116 Peak Hour Factor 0.97 0.97 0.97 0.95 0.95 0.95 0.88 0.88 0.88 0.93 0.93 0.93 Percent Heavy Veh, % 0 2 2 2 2 1 2 3 0 0 6 1
Cap, veh/h 274 283 232 329 346 284 234 1237 387 337 1479 458 Arrive On Green 0.15 0.15 0.15 0.18 0.18 0.18 0.13 0.24 0.24 0.19 0.30 0.30 Sat Flow, veh/h 1810 1870 1535 1781 1870 1536 1781 5066 1584 1810 4944 1530 Grp Volume(v), veh/h 99 144 156 230 260 177 197 834 222 299 878 116 Grp Sat Flow(s),veh/h/ln 1810 1870 1535 1781 1870 1536 1781 1689 1584 1810 1648 1530 Q Serve(g_s), s 5.1 7.4 10.0 12.6 13.8 11.1 11.3 15.6 12.9 16.8 15.8 6.0 Cycle Q Clear(g_c), s 5.1 7.4 10.0 12.6 13.8 11.1 11.3 15.6 12.9 16.8 15.8 6.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 274 283 232 329 346 284 234 1237 387 337 1479 458 V/C Ratio(X) 0.36 0.51 0.67 0.70 0.75 0.62 0.84 0.67 0.57 0.89 0.59 0.25 Avail Cap(c_a), veh/h 433 447 367 426 447 367 477 1696 530 485 1655 512 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 39.8 40.8 41.9 39.9 40.3 39.3 44.4 35.8 34.7 41.5 31.2 27.8 Incr Delay (d2), s/veh 0.8 1.4 3.3 3.4 5.2 2.2 8.1 0.6 1.3 13.4 0.5 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.3 3.5 4.0 5.8 6.8 4.3 5.5 6.4 5.1 8.7 6.3 2.2 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 40.6 42.2 45.2 43.3 45.5 41.5 52.4 36.4 36.1 54.9 31.7 28.1 LnGrp LOS D D D D D D D D D D C C
Approach Vol, veh/h 399 667 1253 1293
Approach Delay, s/veh 43.0 43.7 38.9 36.7
Approach LOS D D D D
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 25.6 31.6 21.9 19.8 37.4 25.4
Change Period (Y+Rc), s 6.1 6.1 6.1 6.1 6.1 6.1
Max Green Setting (Gmax), s 28.0 35.0 25.0 28.0 35.0 25.0 Max Q Clear Time (g_c+I1), s 18.8 17.6 12.0 13.3 17.8 15.8 Green Ext Time (p_c), s 0.6 6.3 1.3 0.5 6.2 2.1
Intersection Summary
HCM 6th Ctrl Delay 39.4
HCM 6th LOS D
Notes
User approved pedestrian interval to be less than phase max green.

User approved volume balancing among the lanes for turning movement.

Existing+Project+PassBy - Saturday (MD) Existing + Project+PassBy 1: Madrid St & Northridge Driveway
Timing Plan: Saturday (MD)
1: Madrid St & Northridge Driveway Synchro 11 Report

Page 1 ends

Intersection
Int Delay, s/veh 4.3
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 19 329 224 189 161 34
Future Vol, veh/h 19 329 224 189 161 34
Conflicting Peds, #/hr 1 0 0 1 2 1
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length 135 - - - 0 0
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 91 91 94 94
Heavy Vehicles, % 0 1 2 0 2 0
Mvmt Flow 21 358 246 208 171 36

Major/Minor Major1 Major2 Minor2
Conflicting Flow All 455 0 - 0 753 352
Stage 1 - - - - 351 -
Stage 2 - - - - 402 -
Critical Hdwy 4.1 - - - 6.42 6.2
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy 2.2 - - - 3.518 3.3
Pot Cap-1 Maneuver 1116 - - - 377 696
Stage 1 - - - - 713 -
Stage 2 - - - - 676 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 1115 - - - 369 695
Mov Cap-2 Maneuver - - - - 369 -
Stage 1 - - - - 699 -
Stage 2 - - - - 675 -

Approach EB WB SB
HCM Control Delay, s 0.5 0 20.7

HCM LOS C

Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2
Capacity (veh/h) 1115 - - - 369 695
HCM Lane V/C Ratio 0.019 - - - 0.464 0.052
HCM Control Delay (s) 8.3 - - - 22.9 10.5
HCM Lane LOS A - - - C B
HCM 95th %tile Q(veh) 0.1 - - - 2.4 0.2
Existing+Project+PassBy - Saturday (MD) Existing + Project+PassBy 2: N Main St & Madrid St /Harden Pkwy
Timing Plan: Saturday (MD)
2: N Main St & Madrid St /Harden Pkwy Synchro 11 Report

Page 2 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 134 156 201 309 114 199 217 888 198 244 842 120 Future Volume (veh/h) 134 156 201 309 114 199 217 888 198 244 842 120 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 0.99 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1900 1870 1885 1885 1885 1870 1900 1811 1885 1885 1826 1885 Adj Flow Rate, veh/h 144 168 216 222 263 209 233 955 213 262 905 129 Peak Hour Factor 0.93 0.93 0.93 0.95 0.95 0.95 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 0 2 1 1 1 2 0 6 1 1 5 1
Cap, veh/h 315 326 273 322 338 279 269 1268 406 298 1364 431 Arrive On Green 0.17 0.17 0.17 0.18 0.18 0.18 0.15 0.26 0.26 0.17 0.27 0.27 Sat Flow, veh/h 1810 1870 1567 1795 1885 1556 1810 4944 1583 1795 4985 1574 Grp Volume(v), veh/h 144 168 216 222 263 209 233 955 213 262 905 129 Grp Sat Flow(s),veh/h/ln 1810 1870 1567 1795 1885 1556 1810 1648 1583 1795 1662 1574 Q Serve(g_s), s 7.8 8.9 14.4 12.6 14.5 13.9 13.7 19.4 12.6 15.5 17.6 7.1 Cycle Q Clear(g_c), s 7.8 8.9 14.4 12.6 14.5 13.9 13.7 19.4 12.6 15.5 17.6 7.1 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 315 326 273 322 338 279 269 1268 406 298 1364 431 V/C Ratio(X) 0.46 0.52 0.79 0.69 0.78 0.75 0.87 0.75 0.52 0.88 0.66 0.30 Avail Cap(c_a), veh/h 415 429 360 412 433 357 465 1588 508 461 1601 506 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 40.4 40.8 43.1 41.9 42.6 42.4 45.3 37.3 34.8 44.4 35.1 31.3 Incr Delay (d2), s/veh 1.0 1.3 8.6 3.4 6.7 6.4 8.2 1.6 1.1 11.7 0.8 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.5 4.2 6.2 5.9 7.3 5.8 6.7 7.9 4.9 7.8 7.1 2.7 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 41.4 42.1 51.7 45.2 49.3 48.7 53.5 38.9 35.8 56.1 35.9 31.7 LnGrp LOS D D D D D D D D D E D C
Approach Vol, veh/h 528 694 1401 1296
Approach Delay, s/veh 45.8 47.8 40.9 39.6
Approach LOS D D D D
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 24.2 34.1 25.1 22.3 35.9 25.6
Change Period (Y+Rc), s 6.1 6.1 6.1 6.1 6.1 6.1
Max Green Setting (Gmax), s 28.0 35.0 25.0 28.0 35.0 25.0 Max Q Clear Time (g_c+I1), s 17.5 21.4 16.4 15.7 19.6 16.5 Green Ext Time (p_c), s 0.6 6.3 1.5 0.5 6.1 2.0
Intersection Summary
HCM 6th Ctrl Delay 42.3
HCM 6th LOS D
Notes
User approved pedestrian interval to be less than phase max green.

User approved volume balancing among the lanes for turning movement.

Existing Conditions - Tuesday (MD) Existing Condition
2: N Main St & Madrid St /Harden Pkwy Timing Plan: Tuesday (MD) 2: N Main St & Madrid St /Harden Pkwy Synchro 11 Report

Page 1 ends

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 94 105 160 183 185 176 137 778 224 202 753 43 v/c Ratio 0.45 0.48 0.50 0.63 0.61 0.43 0.56 0.63 0.42 0.65 0.51 0.08 Control Delay 52.1 52.5 13.2 50.5 49.7 9.9 52.3 35.6 10.6 50.4 30.7 0.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 52.1 52.5 13.2 50.5 49.7 9.9 52.3 35.6 10.6 50.4 30.7 0.3 Queue Length 50th (ft) 55 61 0 110 111 0 80 153 17 117 138 0 Queue Length 95th (ft) 122 134 55 232 233 63 174 256 92 237 230 0 Internal Link Dist (ft) 859 750 3293 241
Turn Bay Length (ft) 225 130 265 245 145 265 145
Base Capacity (vph) 473 493 525 449 463 533 520 1799 693 530 1931 664 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.20 0.21 0.30 0.41 0.40 0.33 0.26 0.43 0.32 0.38 0.39 0.06 Intersection Summary
Existing Conditions - Tuesday (PM) Existing Condition
2: N Main St & Madrid St /Harden Pkwy Timing Plan: Tuesday (PM) 2: N Main St & Madrid St /Harden Pkwy Synchro 11 Report

Page 1 ends

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 82 136 137 224 228 179 178 842 224 301 886 97 v/c Ratio 0.36 0.58 0.44 0.73 0.72 0.42 0.66 0.66 0.42 0.79 0.58 0.18 Control Delay 53.1 59.3 12.8 60.4 59.2 9.7 59.2 41.2 12.9 59.9 35.5 4.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 53.1 59.3 12.8 60.4 59.2 9.7 59.2 41.2 12.9 59.9 35.5 4.1 Queue Length 50th (ft) 57 98 0 166 168 0 128 208 29 211 199 0 Queue Length 95th (ft) 115 177 59 #296 295 64 214 279 100 #387 296 27 Internal Link Dist (ft) 859 750 3293 241
Turn Bay Length (ft) 225 130 265 245 145 265 145
Base Capacity (vph) 420 433 463 391 404 498 461 1641 632 470 1687 598 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.20 0.31 0.30 0.57 0.56 0.36 0.39 0.51 0.35 0.64 0.53 0.16 Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Existing Conditions - Saturday (MD) Existing Condition
2: N Main St & Madrid St /Harden Pkwy Timing Plan: Saturday (MD) 2: N Main St & Madrid St /Harden Pkwy Synchro 11 Report

Page 1 ends

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 114 154 185 214 220 213 201 968 216 266 917 99 v/c Ratio 0.46 0.60 0.50 0.72 0.72 0.48 0.69 0.73 0.41 0.77 0.61 0.18 Control Delay 54.8 59.5 11.7 61.4 61.2 9.9 60.2 43.0 16.1 61.7 37.8 4.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 54.8 59.5 11.7 61.4 61.2 9.9 60.2 43.0 16.1 61.7 37.8 4.6 Queue Length 50th (ft) 84 116 0 165 170 0 151 244 41 198 215 0 Queue Length 95th (ft) 151 197 67 285 291 70 247 347 125 325 323 30 Internal Link Dist (ft) 859 750 3293 241
Turn Bay Length (ft) 225 130 265 245 145 265 145
Base Capacity (vph) 411 424 499 387 397 517 461 1563 598 456 1662 595 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.28 0.36 0.37 0.55 0.55 0.41 0.44 0.62 0.36 0.58 0.55 0.17 Intersection Summary
Existing+Project+PassBy - Tuesday (MD) Existing + Project + PassBy 2: N Main St & Madrid St /Harden Pkwy
Timing Plan: Tuesday (MD)
2: N Main St & Madrid St /Harden Pkwy Synchro 11 Report

Page 1 ends

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 123 119 192 188 191 173 169 766 221 200 742 71 v/c Ratio 0.52 0.48 0.52 0.64 0.63 0.43 0.61 0.63 0.42 0.65 0.55 0.14 Control Delay 52.8 51.2 12.1 52.4 51.5 10.1 52.9 37.2 10.8 51.9 34.3 1.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 52.8 51.2 12.1 52.4 51.5 10.1 52.9 37.2 10.8 51.9 34.3 1.2 Queue Length 50th (ft) 72 70 0 113 115 0 99 154 16 117 143 0 Queue Length 95th (ft) 154 148 58 247 248 64 211 262 91 241 244 5 Internal Link Dist (ft) 433 750 3293 399
Turn Bay Length (ft) 225 130 265 245 145 265 145
Base Capacity (vph) 464 484 542 441 456 524 510 1766 684 520 1869 646 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.27 0.25 0.35 0.43 0.42 0.33 0.33 0.43 0.32 0.38 0.40 0.11 Intersection Summary
Existing+Project+PassBy - Tuesday (PM) Existing + Project + PassBy 2: N Main St & Madrid St /Harden Pkwy
Timing Plan: Tuesday (PM)
2: N Main St & Madrid St /Harden Pkwy Synchro 11 Report

Page 1 ends

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 99 144 156 227 232 177 197 834 222 299 878 116 v/c Ratio 0.42 0.59 0.46 0.73 0.72 0.41 0.68 0.67 0.42 0.80 0.61 0.22 Control Delay 54.0 59.2 12.3 60.7 59.6 9.7 59.4 41.9 12.8 60.8 37.6 6.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 54.0 59.2 12.3 60.7 59.6 9.7 59.4 41.9 12.8 60.8 37.6 6.9 Queue Length 50th (ft) 71 106 0 169 173 0 144 210 29 215 206 0 Queue Length 95th (ft) 135 185 62 #312 #306 64 233 278 98 #386 301 44 Internal Link Dist (ft) 433 750 3293 399
Turn Bay Length (ft) 225 130 265 245 145 265 145
Base Capacity (vph) 418 431 476 389 403 495 459 1632 630 468 1643 585 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.24 0.33 0.33 0.58 0.58 0.36 0.43 0.51 0.35 0.64 0.53 0.20 Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Existing+Project+PassBy - Saturday (MD) Existing + Project+PassBy 2: N Main St & Madrid St /Harden Pkwy
Timing Plan: Saturday (MD)
2: N Main St & Madrid St /Harden Pkwy Synchro 11 Report

Page 1 ends

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 144 168 216 221 224 209 233 955 213 262 905 129 v/c Ratio 0.55 0.62 0.52 0.74 0.73 0.47 0.74 0.73 0.41 0.77 0.65 0.25 Control Delay 56.7 59.2 11.1 63.1 62.0 9.9 61.7 44.0 16.2 62.7 40.8 9.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 56.7 59.2 11.1 63.1 62.0 9.9 61.7 44.0 16.2 62.7 40.8 9.2 Queue Length 50th (ft) 108 128 0 173 175 0 178 249 41 199 227 5 Queue Length 95th (ft) 186 212 72 #298 298 71 286 345 123 322 323 58 Internal Link Dist (ft) 433 750 3293 399
Turn Bay Length (ft) 225 130 265 245 145 265 145
Base Capacity (vph) 407 420 519 383 393 511 455 1544 593 451 1590 574 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.35 0.40 0.42 0.58 0.57 0.41 0.51 0.62 0.36 0.58 0.57 0.22 Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Raising Cane’s (0969) - N. Main Street & Madrid Street, Salinas, CA Focused Traffic Analysis Memo

Appendix C
Sample Sites’ Drive-Thru Queue Data (Post-COVID)

Vacaville Elk Grove Manteca Vacaville Elk Grove Manteca Vacaville Elk Grove Manteca Lunch
11:00-11:15 AM 5.7 2.8 1.4 7 4.0 3.0 10 6 3
11:15-11:30 AM 4.3 1.9 3.5 7.0 4.0 6.0 7 5 7
11:30-11:45 AM 6.9 2.7 1.9 9.0 4.0 2.9 10 5 4
11:45-12:00 PM 7.9 2.6 4.3 9.0 3.9 8.0 10 5 11
12:00-12:15 PM 9.1 10.1 11.8 10.0 13.0 12.9 10 14 14
12:15-12:30 PM 9.8 6.3 5.9 11.0 10.0 9.0 13 13 10
12:30-12:45 PM 14.5 4.4 12.1 15.0 6.0 15.9 17 8 16
12:45-1:00 PM 8.2 5.3 10.9 10.0 6.0 12.0 12 8 13
1:00-1:15 PM 6.5 5.2 5.3 9.9 7.9 8.0 11 8 8
1:15-1:30 PM 7.2 5.0 5.1 9.0 6.0 7.0 11 7 8
1:30-1:45 PM 6.9 7.2 4.2 9.9 8.0 8.0 11 9 9
1:45-2:00 PM 4.5 11.0 3.1 5.9 12.0 3.9 7 13 6
Highest Value 14.5 11.0 12.1 15.0 13.0 15.9 17 14 16
Dinner
4:00-4:15 PM 4.5 12.7 3.7 7.9 13.9 5.0 8 14 6
4:15-4:30 PM 7.3 12.1 4.7 8.0 13.9 5.9 10 15 9
4:30-4:45 PM 8.5 15.4 8.3 11.0 16.9 9.0 12 18 10
4:45-5:00 PM 7.8 14.3 5.1 10.0 16.9 7.0 10 18 9
5:00-5:15 PM 5.9 9.9 8.3 7.0 12.9 11.0 8 13 13
5:15-5:30 PM 5.5 5.7 10.6 8.9 7.9 12.0 9 8 14
5:30-5:45 PM 4.1 4.5 3.6 5.9 6.0 7.0 7 8 8
5:45-1:00 PM 7.6 4.2 3.9 9.9 6.0 6.9 10 6 9
6:00-6:15 PM 11.9 5.5 6.3 15.0 7.0 8.9 16 7 9
6:15-6:30 PM 12.1 10.7 12.7 13.9 15.0 15.0 17 16 17
6:30-6:45 PM 13.3 12.5 11.3 15.0 13.0 13.0 16 14 14
6:45-7:00 PM 6.9 14.7 11.6 8.0 16.0 13.9 9 17 15
Highest Value 13.3 15.4 12.7 15.0 16.9 15.0 17 18 17
Notes: 185th percentile = The queue will be less than the queue shown 85% of the time.

SUMMARY OF DRIVE-THROUGH QUEUEING DATA COLLECTION
AVERAGE, 85TH PERCENTILE, AND PEAK QUEUES
Average Queue 85th %-ile1 Queue Peak Queue
Number of Drive-through Vehicles in the Queue
Time Period

RAISING CANE'S - TYPICAL WEEKDAY (POST COVID)
Vacaville Elk Grove Manteca Vacaville Elk Grove Manteca Vacaville Elk Grove Manteca Lunch
11:00-11:15 AM 3.1 2.1 4.3 0 4.8 6.0 4 5 7
11:15-11:30 AM 4.9 3.3 3.0 7.0 4.0 4.0 8 4 5
11:30-11:45 AM 7.1 6.9 3.1 9.0 8.0 5.0 10 9 8
11:45-12:00 PM 10.0 1.9 4.9 11.0 2.9 6.0 12 4 7
12:00-12:15 PM 7.0 1.9 5.8 9.9 2.9 7.9 11 4 9
12:15-12:30 PM 3.4 2.1 7.7 4.9 3.0 9.0 6 4 10
12:30-12:45 PM 4.0 1.4 11.7 6.0 2.0 13.9 7 3 16
12:45-1:00 PM 9.1 3.1 11.1 11.9 5.0 13.0 15 5 14
1:00-1:15 PM 12.3 3.5 13.3 14.9 4.9 17.0 16 5 19
1:15-1:30 PM 15.5 5.0 13.9 20.6 7.0 17.0 22 11 18
1:30-1:45 PM 15.5 5.3 17.7 17.0 7.9 19.0 19 9 20
1:45-2:00 PM 11.4 7.4 17.7 13.9 9.0 19.9 15 10 21
Highest Value 15.5 7.4 17.7 20.6 9.0 19.9 22 11 21
Dinner
4:00-4:15 PM 14.6 16.5 16.8 15.0 17.9 17.0 16 18 18
4:15-4:30 PM 11.5 13.2 12.3 12.9 15.0 14.0 14 16 15
4:30-4:45 PM 14.0 8.6 12.2 15.0 10.9 13.9 16 12 14
4:45-5:00 PM 10.0 6.9 11.6 13.9 7.9 14.0 14 8 15
5:00-5:15 PM 5.0 2.5 11.3 6.0 3.9 15.9 9 5 17
5:15-5:30 PM 11.5 1.1 16.1 13.9 2.0 17.0 16 2 18
5:30-5:45 PM 15.9 1.7 13.1 17.0 3.9 20.0 17 4 22
5:45-1:00 PM 14.9 2.9 4.8 16.0 4.8 6.0 16 5 7
6:00-6:15 PM 14.0 2.7 8.8 15.9 4.9 12.0 18 6 12
6:15-6:30 PM 12.1 5.6 12.7 14.0 7.0 13.9 15 8 15
6:30-6:45 PM 18.1 4.2 13.9 19.0 7.0 15.0 20 8 16
6:45-7:00 PM 17.7 5.2 14.7 18.9 7.8 16.0 20 9 18
Highest Value 18.1 16.5 16.8 19.0 17.9 20.0 20 18 22
Notes: 185th percentile = The queue will be less than the queue shown 85% of the time.

SUMMARY OF DRIVE-THROUGH QUEUEING DATA COLLECTION

RAISING CANE'S - SATURDAY (POST COVID)
AVERAGE, 85TH PERCENTILE, AND PEAK QUEUES
Time Period
Number of Drive-through Vehicles in the Queue
Average Queue 85th %-ile1 Queue Peak Queue

Raising Cane’s (0969) - N. Main Street & Madrid Street, Salinas, CA Focused Traffic Analysis Memo

Appendix D
Traffic Management Plan

DRIVETHRUDRIVETHRU
2YDRECYCLEBIN2YDWASTEBIN2YDWASTEBIN
2YDRECYCLEBIN2YDRECYCLEBIN2YDWASTEBIN
64 GALORGANICS64 GALORGANICS64 GALORGANICS

MADRID ST

N MAIN ST

INTERNAL ACCESS ROAD

CLEANAIR/VANPOOL/EVCLEANAIR/VANPOOL/EVCLEANAIR/VANPOOL/EV MobilePickup

NOPARKING

NOPARKING
MobilePickupMobilePickupDO NOT ENTER STOPDO NOT ENTER
STOP
K:\ORA_LDEV\Raising Cane's\197445011 - Salinas (Madrid & Main) 929\CADD\Exhibits\Traffic Management Plan\C0929_Salinas_Traffic Management Exhibit.dwg Layout1 Apr 28, 2023 10:09am by: Daniel.RoblesMADRID & MAINSALINAS, CARC0929 - SALINAS, CATITLE: PROJECT:LOCATION:

THIS DOCUMENT, TOGETHER WITH THE CONCEPTS AND DESIGNS PRESENTED HEREIN, AS AN INSTRUMENT OF SERVICE, IS INTENDED ONLY FOR THE SPECIFIC PURPOSE AND CLIENT FOR WHICH IT WAS PREPARED. REUSE OF AND IMPROPER RELIANCE ON THIS DOCUMENT WITHOUT WRITTEN AUTHORIZATION AND ADAPTATION BY KIMLEY-HORN AND ASSOCIATES, INC. SHALL BE WITHOUT LIABILITY TO KIMLEY-HORN AND ASSOCIATES, INC. COPYRIGHT KIMLEY-HORN AND ASSOCIATES, INC., 2020 JOB NUMBER:DATE:SHEET:
1974450111 OF 1555 CAPITOL MALL, SUIT 300 | SACRAMENTO, CA 95814PHONE: (916) 858-5800 | www.kimley-horn.com 4/28/2023 NORTH
17 CARS 15 CARS 13 CARS________ 45 CARS*DUAL DRIVE-THRU LANE OPERATIONS WITHIN SHOPPING CENTER1.QUEUING CAPACITY: 45 VEHICLES(BASED ON 20-FT VEHICLE SPACING)2.TWO (2) ORDER BOARDS WILL OPERATE AT ALL TIMES.3.CREWMEMBERS TAKING HAND-HELD TABLET ORDERS THAT HAVEBEEN DEPLOYED AS DESCRIBED IN PHASE 2 (SHEET 2) WILL CONTINUETO BE IN OPERATION.4.A CREWMEMBER WILL BE DEDICATED OUTSIDE BUT STATIONED ATTHE PICK-UP WINDOW. THIS CREWMEMBER WILL HAND THE FOOD TOPATRONS IN THE SECOND DRIVE-THRU LANE.5.A CREWMEMBER WILL BE STAGED AT THE DRIVE THROUGH ENTRANCEDIRECTING CUSTOMERS INTO EACH LINE TO DISTRIBUTE THE QUEUETO OPTIMIZE QUEUE STORAGE AND DRIVE-THROUGH EFFICIENCY.CREWMEMBER WILL DIRECT THE QUEUED VEHICLES TO ALLOW FORPARKED CARS TO PARK AND PULL OUT OF PARKING STALLS AS WELLAS LEAVE THE RAISING CANE'S RESTAURANT AREA.6.MOBILE ORDERS WILL BE REQUIRED TO USE THE DESIGNATED MOBILEORDER PICKUP STALLS LOCATED IN FRONT OF THE STORE.7.TAILGATE ORDERS, OR LARGE PARTY-SIZED ORDERS, WILL NOT BEPERMITTED FOR DRIVE-THROUGH CUSTOMERS.8.DURING PEAK-HOUR SHIFTS, RAISING CANE'S STAFF WILL BE DIRECTEDTO USE THE PARKING STALLS AT THE NW CORNER OF THE SITE SO ASTO LIMIT POTENTIAL CONFLICT WITH DRIVE-THRU QUEUE ANDPARKING PATRONS.

NOTES
LEGEND

TRAFFIC MANAGEMENTPLAN

Raising Cane’s (0969) - N. Main Street & Madrid Street, Salinas, CA Focused Traffic Analysis Memo

Appendix E
Queuing Calculations

APPENDIX E

DRIVE-THROUGH QUEUING ANALYSIS
Project: Raising Cane - Northridge Mall
Location: N. Main Street & Madrid Street, Salinas

INPUT VALUES
Variable Description Value
A = average number of vehicle arrivals per hour 1 74
S = service rate, number of vehicles per hour 87
I = traffic intensity, utilization factor = A/S 0.85
Q = queue capacity (vehicles) 34

FORMULAS
Average Length of Queue
Avg Q = A 2 / S(S-A) = I 2 / 1-I 4.64
Probability of Q Number of Vehicles in Queue
P(Q) = (I) Q (1-I) 0.0520%
Probability of Queue Exceeding Q Vehicles

0.2852%
1 For a worst-case analysis, 90% of the incoming 'Saturday Peak Hour of Generator' traffic is assumed to use the drive-thru and the remaining 10% park and eat.

Source: Institute of Transportation Engineers (ITE)
Transportation Planning Handbook, 3rd Edition
෍𝑃(𝑄)ொୀ௔ொୀ଴ ≥ 0.95
Main Madrid - Northridge Mall
Salinas - Raising Cane's
Queuing Analysis
Kimley-Horn and Associates, Inc.

May 2023

Salinas City CouncilJanuary 9, 2024

Salinas City Council
January 9, 2024