2060 ROCKROSE COURT, GILROY, CA 95020
T 408.201.2752 [email protected]
JOHN/ABBOTT MASTER PLAN
TRANSPORTATION IMPACT ANALYSIS
ADMINISTRATIVE DRAFT REPORT (REVISED)
SALINAS, CALIFORNIA
Prepared for
Uni-Kool Partners
395 W. Market Street
Salinas, California
Prepared by
Keith Higgins, Traffic Engineer
Gilroy, CA 95020
February 14, 2022
Keith Higgins
Traffic Engineer
Keith Higgins Traffic Engineer
Salinas Mixed Use Master Plan Traffic Impact Analysis
SalinasHome2Suites Report6 Page i
TABLE OF CONTENTS
1 INTRODUCTION ................................ ................................ ................................ ............ 1
1.1 Scope of Work ................................ ................................ ................................ .... 1
1.2 Study Network ................................ ................................ ................................ .... 1
1.3 Analysis Scenarios ................................ ................................ .............................. 2
1.4 Traffic Operation Evaluation Methodologies ................................ ........................ 2
1.5 Level of Service Standards - Study Network ................................ ....................... 2
1.6 Significance Criteria ................................ ................................ ............................ 2
1.6.1 Environmental (CEQA)................................ ................................ ........................ 3
1.6.2 City of Salinas (Local) ................................ ................................ ......................... 3
1.6.3 Caltrans (local) ................................ ................................ ................................ .... 3
1.7 Impact Fees ................................ ................................ ................................ ........ 4
1.7.1 Transportation Agency for Monterey County ................................ ....................... 4
1.7.2 Salinas Traffic Improvement Program ................................ ................................ . 4 2 EXISTING TRAFFIC CONDITIONS ................................ ................................ ............... 7
2.1 Existing Traffic Network ................................ ................................ ...................... 7
2.2 Existing Pedestrian Network ................................ ................................ ............... 9
2.3 Existing Bicycle Network ................................ ................................ ..................... 9
2.4 Existing Transit Service................................ ................................ ......................10
2.5 Existing Conditions Traffic Circulation ................................ ................................ 11
2.5.1 Intersection Operations ................................ ................................ ......................11
2.5.2 Pedestrian Circulation ................................ ................................ ........................12
2.5.3 Bicycle Circulation ................................ ................................ .............................. 12 3 EXISTING PLUS PROJECT CONDITIONS ................................ ................................ ...13
3.1 Project Description ................................ ................................ .............................13
3.2 Project Trip Generation ................................ ................................ ......................13
3.3 Project Trip Distribution and Assignment ................................ ...........................16
3.4 Existing Plus Project Condition Traffic Circulation ................................ ..............16
3.4.1 Intersection Operations ................................ ................................ ......................16
3.4.2 Pedestrian Circulation ................................ ................................ ........................19 Keith Higgins Traffic Engineer
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3.4.3 Bicycle Circulation ................................ ................................ .............................. 19
3.4.4 Transit Circulation ................................ ................................ .............................. 19
3.5 Impact Fees ................................ ................................ ................................ .......19 4 CUMULATIVE WITHOUT PROJECT CONDITIONS ................................ .....................20
4.1 Derivation of Cumulative Without Project Condition Volumes ............................20
4.2 Network Modifications under Cumulative Conditions ................................ ..........20
4.3 Cumulative Without Project Traffic Conditions ................................ ...................21
4.3.1 Intersection Operations ................................ ................................ ......................21
4.3.2 Pedestrian Circulation ................................ ................................ ........................23
4.3.3 Bicycle Circulation ................................ ................................ .............................. 23
4.3.4 Transit Circulation ................................ ................................ .............................. 24 5 CUMULATIVE PLUS PROJECT CONDITIONS ................................ ............................25
5.1 Derivation of Cumulative Plus Project Condition Traffic Volumes .......................25
5.2 Cumulative Plus Project Traffic Conditions................................ .........................25
5.2.1 Intersection Operations ................................ ................................ ......................25
5.2.2 Pedestrian Circulation ................................ ................................ ........................29
5.2.3 Bicycle Circulation ................................ ................................ .............................. 29
5.2.4 Transit Circulation ................................ ................................ .............................. 29 6 SITE ACCESS AND INTERNAL CIRCULATION ................................ ...........................30
6.1 Vehicle Circulation ................................ ................................ .............................30
6.1.1 Vehicle Site Access ................................ ................................ ...........................30
6.1.2 Vehicle Internal Circulation ................................ ................................ ................30
6.2 Pedestrian Circulation ................................ ................................ ........................30
6.3 Bicycle Circulation ................................ ................................ .............................. 31 7 VEHICLE MILES TRAVELED ANALYSIS ................................ ................................ .....32
7.1 City of Salinas VMT Policy ................................ ................................ .................32
7.2 City of Salinas VMT Policy ................................ ................................ .................32
7.3 Project VMT Analysis ................................ ................................ .........................33
7.3.1 Project Land Use VMT Analysis ................................ ................................ .........33
7.3.2 Project Off-Site Transportation Improvements VMT Analysis .............................34 Keith Higgins Traffic Engineer
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8 SUMMARY OF RECOMMENDED IMPROVEMENTS ................................ ...................36
8.1 Project Responsibilities ................................ ................................ ......................36 9 REFERENCES ................................ ................................ ................................ ..............38
9.1 List of References ................................ ................................ .............................. 38
9.2 List of Contacts ................................ ................................ ................................ ..39
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LIST OF EXHIBITS
1. Project Location Map and Study Area
2A. Project Site Plan (Layout)
2B. Project Site Plan (Phasing)
3. Existing Conditions (Off Season) – AM and PM Peak Hour Volumes
4. Seasonal Adjustments – AM and PM Peak Hour Volumes
5. Existing Peak Season Conditions – AM and PM Peak Hour Volumes 6A. Intersection Levels of Service
6B. Recommended Intersection Improvements
7. Project Trip Generation
8. Project Trip Distribution
9. Project Trip Assignment – AM and PM Peak Hour Peak Hour Volumes
10. Existing Plus Project Conditions – AM and PM Peak Hour Peak Hour Volumes
11. Cumulative Without Project Conditions – AM and PM Peak Hour Volumes
12. Cumulative Plus Project Conditions – AM and PM Peak Hour Volumes
13. Internal Project Driveways at Project Buildout (Cumulative Plus Project Conditions) – AM and PM Peak Hour Volumes
14. Internal Intersection Levels of Service
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LIST OF APPENDICES
A. Level of Service Descriptions
B. Existing and Proposed Bicycle Facilities near Project Site C. Intersection Traffic Volume Counts
D. Seasonal Growth Rate Calculations
E. Intersection Level of Service Calculations – Existing Conditions F. Intersection Level of Service Calculations – Existing Plus Project Conditions G. Intersection Level of Service Calculations – Cumulative Without Project Conditions H. Intersection Level of Service Calculations – Cumulative Plus Project Conditions I. Warrant Worksheets
Keith Higgins Traffic Engineer
Salinas Mixed Use Master Plan Traffic Impact Analysis
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1 INTRODUCTION
The Salinas Mixed Use Master Plan project is being proposed to be located at the southeast corner of the John Street (State Route 68, i.e., SR 68) / Abbott Street intersection in Salinas, California. The Project site covers approximately 21 acres and will be composed of residential, commercial, office land uses and a hotel on multiple parcels. It is currently occupied by a variety of agricultural industrial developments.
The locations of the Project site and study area are indicated in Exhibit 1. The Project site plan is shown in Exhibit 2A. The project phasing is shown in Exhibit 2B.
This report summarizes the analysis of potential traffic operations and adverse effects associated with the proposed Project as well as cumulative effects. Existing and Cumulative conditions are analyzed with and without the Project. Vehicular, pedestrian, bicycle and transit circulation are evaluated at the Project site and the immediate surrounding street network.
A Vehicle Miles Traveled (VMT) analysis is also included to comply with current California Environmental Quality Act (CEQA) requirements.
1.1 Scope of Work
This report addresses the following topics:
1. Existing vehicular, pedestrian and bicycle circulation on the surrounding street network.
2. Assessment of potential adverse effects to vehicular, pedestrian, bicycle, and transit circulation due to the Project, and recommendations to minimize or alleviate those effects.
3. Assessment of potential cumulative traffic effects.
4. Site access and on-site circulation assessment.
5. VMT analysis.
1.2 Study Network
The AM and PM peak periods were analyzed at the following 19 intersections. The agency having jurisdiction over each intersection is indicated in parentheses . Their locatio ns are indicated on Exhibit 1.
1. Intersection 1 – E Market Street–Sherwood Drive / Market Way–E Market Street (City of Salinas)
2. Intersection 2 – Front Street / E Alisal Street (City of Salinas)
3. Intersection 3 – Abbott Street / John Street (SR 68) (Caltrans)
4. Intersection 4 – Spring Street / John Street (SR 68) (Caltrans)
5. Intersection 5 – S Sanborn Road / John Street (City of Salinas)
6. Intersection 6 – Abbott Street / Maple Street (City of Salinas)
7. Intersection 7 – Abbott Street / Spicer Street (City of Salinas)
8. Intersection 8 – Abbott Street / Alameda Avenue (City of Salinas)
9. Intersection 9 – Abbott Street / Los Palos Drive – Malarin Street (City of Salinas)
10. Intersection 10 – Abbott Street / E Romie Lane – Abbott Place (City of Salinas)
11. Intersection 11 – E Blanco Road – S Sanborn Road / Abbott Street (City of Salinas) Keith Higgins Traffic Engineer
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1.3 Analysis Scenarios
Traffic operations for the following analysis scenarios were analyzed:
1. Existing Conditions
2. Existing Plus Project Conditions
3. Cumulative Without Project Conditions
4. Cumulative Plus Project Conditions
Improvements recommended to offset adverse effect s for each development scenario are recommended where warranted.
1.4 Traffic Operation Evaluation Methodologies
Intersection traffic operations were evaluated based upon the level of service (LOS) concept. LOS is a qualitative description of an intersection’s operations, ranging from LOS A to LOS F. Level of Service “A” represents free flow uncongested traffic conditions. Level of Service “F” represents highly conges ted traffic conditions with unacceptable delay to vehicles at intersections. The intermediate levels of service represent incremental levels of congestion and delay between these two extremes. LOS descriptions for each type of existing traffic control at the study intersections (i.e., signal, all-way stop and one-/two-way stop) are included as Appendix A.
Intersection traffic operations were evaluated using the Synchro© traffic analysis software (Version 10) using both the 2010 and 2000 Highway Capacity Manual (HCM) methodologies. The average delay is then correlated to a level of service. For two-way stop-controlled intersections, only the vehicle delay for side street traffic is analyzed. LOS for each side street movement is based on the distribution of gaps in the major street traffic stream and driver judgment in selecting gaps. When using the HCM 201 0 and 2000 methods for the analysis of signalized and all -way stop-controlled intersections, the overall intersection delay is used to determine LOS.
1.5 Level of Service Standards - Study Network
This study assesses operations at intersections located in two different jurisdictions – City of Salinas and Caltrans. The City of Salinas has an overall level of service (LOS) standard of Level of Service (LOS) D. The overall Caltrans level of service standard is the transition between LOS C and LOS D, abbreviated herein as LOS C-D.
As noted in Section 1.4, the Highway Capacity Manual does not provide overall levels of service for one-way stop-controlled intersections; rather, it only provides side-street operations for this type of traffic control . Side-street operations represent delay for the entire stop-controlled approach, regardless of the number of lanes. Also, side street traffic volumes are typically much lower than volumes on the major street and only represent a small portion of the overall intersection operations.
1.6 Significance Criteria
Two different criteria have been used to assess the impacts and adverse effects of this Project – one for environmental impacts and one for local adverse effects. The environmental impacts refer to impacts assessed per California Environmental Quality Act (CEQA) guidelines. Local adverse Keith Higgins Traffic Engineer
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effects are assessed relative to the City of Salinas General Plan and Caltrans level of service standards. The following criteria and thresholds have been used in this study:
1.6.1 Environmental (CEQA)
Effective as of July 2020, Senate Bill (SB) 743 requires that transportation impacts for projects per the Califo rnia Environmental Quality Act (CEQA) be based on a project’s Vehicle Miles Traveled (VMT), rather than level of service . The publication Technical Advisory on Evaluating Transportation Impacts in CEQA, State of California Governor’s Office of Planning and Research, December 2018, suggests that a significant environmental (CEQA) VMT threshold for various land use categories. The Senate Bill 743 Vehicle Miles Traveled Implementation Policy - City of Salinas, Final Interim Policy, October 13, 2020, is the basis for the evaluation of the Project’s VMT impact significance.
1.6.2 City of Salinas (Local)
For the purposes of this analysis, an adverse effect would occur at any study intersection under the jurisdiction of the City of Salinas under the following circumstances:
Signalized or All-Way Stop-Controlled Intersection (Intersections 1-3, 5, and 9-11):
• An adverse effect would occur if an intersection operating at LOS A, B, C, or D pre-Project degrades to E or F with the addition of Project traffic. • For intersections already operating at unacceptable level E or F pre-Project, any increase (one vehicle) in traffic is considered to be an adverse effect.
One- or Two-Way Stop-Controlled Intersection (Intersections 6-8):
• An adverse effect would occur if the side-street at an intersection operating at LOS A, B, C or D pre-Project degrades to LOS E or F with Project traffic AND if any traffic signal warrant is met with the addition of Project traffic; or • For side-streets already operating at LOS E or F pre-Project, an adverse effect would occur with the addition of any Project traffic during the deficient peak hour AND if any traffic signal warrant is met with the addition of Project traffic.
1.6.3 Caltrans (local)
For the purposes of this analysis, a n adverse effect would occur at any intersection under the jurisdictions of Caltrans under the following circumstances:
One- or Two-Way Stop-Controlled Intersection (Intersection 4,12):
• An adverse effect would occur if the side-street at an intersection operating at LOS A, B or C pre-Project degrades to LOS D, E or F with Project traffic; or • For side-streets already operating at LOS D, E or F pre-Project, the addition of any Project traffic during the deficient peak hour would be considered an adverse effect, regardless of its effects on delay.
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1.7 Impact Fees
The Project will be assessed the following two transportation impact fees.
1.7.1 Transportation Agency for Monterey County
The Transportation Agency for Monterey County (TAMC) and its member jurisdictions have adopted a county -wide, regional development impact fee to cover the costs for studies and construction of many roadway improvements throughout Monterey County. This imp act fee, which went into effect on August 27, 2008, is applied to new development within Monterey County.
The governing document for the fee is the Regional Impact Fee Nexus Study Update (March 26, 2008) prepared by Kimley-Horn Associates, Inc. The Regional Impact Fee Nexus Study Update was updated in October 2018 by Wood Rodgers.
TAMC, Monterey County and Caltrans have agreed that the payment of the TAMC fee satisfies the Project’s fair share contribution to improvements that alleviate cumulative adverse effects throughout the regional highway system. This includes highways that will operate deficiently but no capital improvement project is currently programmed to correct the deficiency . Projects partially funded by the TAMC fee in North Monterey County and the vicinity of Salinas are listed below.
1. TAMC Improvement 2 – SR 156 Widening from US 101 to Castroville Boulevard
2. TAMC Improvement 4 - Davis Road North from Blanco Road to Market Street (SR183)
3. TAMC Improvement 5 – Davis Road South from Blanco Road to Reservation Road, including replacement of bridge over Salinas River
4. TAMC Improvements 7 - US-101 - South County Phase 1 (Frontage R oads - Salinas to Chualar)
5. TAMC Improvement 8 – US-101 South County Phase 2 (Harris Road)
6. TAMC Improvement 10 – US 101 Widening from Airport Boulevard to Boronda Road Additional funding will be provided by Measure X, the Transportation Sales Tax measure. These local funding sources are anticipated to leverage State and federal funding sources to fully fund the improvements. Toll roads are also being considered as a funding source.
1.7.2 Salinas Traffic Improvement Program
The City of Salinas Traffic Improvement Program – 2010 Update, Wood Rodgers, March 2010, is the technical document used to establish the Salinas Traffic Fee Ordinance (TFO), which is the primary funding source for transportation improvements to offset adverse effects of cumulative development as the City builds out its current General Plan.
Improvements included in the Traffic Improvement Program that are located in the vicinity of the Project site are listed below along with their individual TFO project number.
1. TFO 30 – Rossi Street Widening. Widen W Rossi Street to four lanes between N Main Street and Sherwood Drive.
2. TFO 32 – Widen US 10 1. Widen US 101 to six lanes between Sala Road and Harris Road.
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3. TFO 37A, 37B and 37C – Sanborn Road Improvements. Construct the following:
a. Widen Sanborn Road to six lanes between John Street and Abbott Street; b. Signalize the S Sanborn Road / US 101 Northbound Off-Ramp – Fairview Avenue intersection. This improvement was completed in 2017;
c. Widen Fairview Avenue to three lanes between S Sanborn Road and US 101 Northbound Ramps; and
d. Construct Elvee Drive extension between Work Street and 925 feet east of Work Street, including a new bridge over an existing drainage ditch, plus disconnect Elvee Drive at S Sanborn Road.
4. TFO 38 – Airport Boulevard / US 101 Interchange Upgrade . Implement the previously approved Caltrans Project Study Report (PSR) improvements to the US 101 Southbound ramps at Airport Boulevard.
5. TFO 39 – Harris Road / US 101 Interchange. Construct a full interchange on US 101 at Harris Road, replacing the existing partial interchange at Abbott Street.
6. TFO 41 – Blanco Road Widening. Widen W Blanco Road to four lanes between Reservation Road near Marina and W Alisal Street in Salinas.
7. TFO 42 – Abbott Street Widening – John St reet to Rom ie Lane . Add left turn channelization along Abbott Street by widening Abbott Street where feasible and eliminating on-street parking in both directions between John Street and Romie Lane.
8. TFO 43 – Alisal Street Improvements. Add left turn channelization at major intersections between Monterey Street and Front Street.
9. TFO 44 – John Street Improvements. Add left turn channelization and eliminate street parking between Abbott Street and Alisal Street.
10. TFO 59 – Main Stre et (RTE 68) / Blanco Road Intersection. Construct various improvements at the S Main Street (SR 68) / E Blanco Road intersection.
11. TFO 64 – Romie Lane (Pajaro to Alameda). Widen E Romie Lane to four lanes between Pajaro Street and California Street.
12. TFO 65 – John Street at US 101 (Overpass). Widen the existing John Street overpass of US 101 to four lanes.
13. TFO 66 – Elvee Drive (Work Street to Reclamation Ditch) . Included in TFO 3 7B – Construct Elvee Drive extension between Work Street and 925 feet east of Work Street.
14. TFO 67 – Work Street / Terven Avenue / Sanborn Road I ntersection. Construct various intersection improvements at the S Sanborn Road / Work Street – Terven Avenue intersection.
15. TFO 68 – Abbott Street / E. Blanco Road / Sanborn Road Intersection. Construct various intersection improvements at the E Blanco R oad – S Sanborn Road / Abbott Street intersection.
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16. TFO 69 – Hansen Street / Airport Boulevard Intersection. Construct various intersection improvements at the Hansen Street / Airport Boulevard intersection.
17. TFO 70 – Hansen Street / Harkins Road Intersection . Construct various intersection improvements at the Hansen Street / Harkins Road intersection.
18. TFO 71 – Abbott Street / Harkins Road Intersection. Construct various intersection improvements at the Abbott Street / Harkins Road intersection.
19. TFO 72 – Abbott Street / Merrill Street Intersection . Construct various intersection improvements at the Abbott Street / Merrill Street intersection.
20. TFO 73 – Davis Road / Blanco Road Intersection. Construct various intersection improvements at the S Davis Road / W Blanco Road intersection.
21. TFO 74 – Abbott Street Widening – Harkins Road to Harris Road. Widen and reconstruct the northeast frontage of Abbott Street between Harkins Road and Harris Road.
22. TFO 75 – Airport Boulevard / US 101 Southbound Off-Ramp Widening. Widen the existing US 101 southbound offramp at Airport Boulevard to two lanes . This is part of TFO 38 – Airport Boulevard / US 101 Interchange Upgrade.
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2 EXISTING TRAFFIC CONDITIONS
This chapter evaluates Existing traffic conditions and includes a description of the Project setting.
2.1 Existing Traffic Network
The Project is located at the southeast corner of Abbott Street and John Street (SR 68) in the City of Salinas. It is approximately a half-mile southeast of downtown Salinas and one-third mile west of US 101.
The key roadways in the vicinity of the Project include US 101, Abbott Street, John Street (SR 68), E Market Street, Sherwood Drive, Front Street, E Alisal Street, S Sanborn Road, E Romie Lane and E Blanco Road. Other roadways in the study area include Market Way, Spring Street, Maple Street, Spicer Street, Alameda Avenue, Los Palos Drive, Malarin Street, and Abbott Place.
These facilities are described below, in alphabetical order:
Abbott Place is a two-lane local street providing access to various industrial and ag industrial facilities that is a frontage street imme diately east of Abbott Street near East Romie Lane. Its unposted speed limit is 25 miles per hour (mph).
Abbott Street is a four-lane major arterial street providing access to residential neighborhoods, commercial uses, and industrial and ag industrial facilities west of the Union Pacific railroad tracks. Its posted speed limit is 35 mph.
Alameda Avenue is a two -lane residential collector street providing access to neighborhoods west of Abbott Street and north and south of E Romie Lane. It also provides access to commercial properties near its intersection with Abbott Street and medical offices near its intersection with E Romie Lane. Its presumed speed limit is 25 mph.
East Alisal Street is a two - to four -lane major arterial street providing access to residential neighborhoods and commercial properties east and west of downtown Salinas. It also provides access into the heart of downtown Salinas. Its posted speed limit is 35 mph east of Front Street and 25 mph west of Front Street.
East Blanco Road is a three- to four-lane major arterial street in southern Salinas, connecting the industrial and ag industrial facilities in southern Salinas with Marina and the greater Monterey Peninsula. The posted speed limit on Blanco Road in the study area is 45 mph.
Front Street is a two- to four-lane street in Salinas. North of Abbott Street, Front Street is a four- lane major arterial street providing access to residential and commercial properties . South of Abbott Street, Front Street is a two -lane local street that also provides access to residential neighborhoods and commercial properties . The posted speed limit on Front Street is 35 mph between East Alisal Street and Abbott Street and 25 mph north of East Alisal Street. The presumed speed limit on Front Street south of Abbott Street is 25 mph.
John Street is a two- to four-lane major arterial south of downtown Salinas. It provides a ccess to residential neighborhoods, commercial uses and industrial and ag industrial facilities. Between S Main Street and S Wood Street, John Street is also SR 68 , which connects Salinas and Monterey via Spreckels and Toro Park. The posted speed limit on John Street is 30 mph west of Abbott Street and 35 mph east of Abbott Street.
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Los Palos Drive is a two-lane collector street providing access to residential neighborhoods and medical offices near Salinas Valley Memorial Hospital (SVMH). It also provides access to the emergency room at SVMH via its connection to San Jose Street. Its speed limit is 25 mph.
Malarin Street is a two-lane collector street providing access to medical offices, industrial and ag industrial facilities east of Abbott Street near Los Palos Drive. Its speed limit is 25 mph.
Maple Street is a two -lane primarily residential collector street, providing access to residential neighborhoods south of John Street (SR 68) between South Main Street (SR 68) and Abbott Street. It also provides access to various commercial uses near its intersections with South Main Street and Abbott Street. The presumed speed limit on Maple Street is 25 mph.
East Market Street is a two- to four-lane major arterial street through central Salinas. West of downtown Salinas, it provides access to various commercial and industrial areas, as well as the Salinas Amtrak train station. East of downtown Salinas, it provides access to commercial and industrial areas and residential neighborhoods, including the Alisal district of eastern Salinas. In addition, Market Street west of Salinas Street is also State Route 183 (SR 183), which provides direct access to the unincorporated community of Castroville and connections to Monterey and Santa Cruz. The posted speed limit on East Market Street is 25 mph west of Sherwood Drive and 35 mph east of Sherwood Drive.
Market Way is a two-lane local street serving the Chinatown district of Salinas . The presumed speed limit is 25 mph.
East Romie Lane is a two- to four-lane street extending between Abbott Street and west of South Main Street (SR 68). It is a minor arterial between S Main Street (SR 68) and Abbott Street, and a collector street west of S Main Street (SR 68 ). East Romie Lane is four lanes wide east of Alameda Avenue and two lanes wide west of Alameda Avenue. East Romie Lane provides access to residential neighborhoods north and south of it, SVMH and the various medical offices near the hospital, and commercial properties. The posted speed limit on East Romie Lane in the study area is 35 mph east of California Street and 25 mph west of California Street.
South Sanborn Road is a four- to five-lane major arterial street provides the primary access to the Boronda area from North Davis Road. It is a two-lane east-west arterial that extends from the Davis Road/Laurel Drive intersection to Boronda Road. The posted speed limit on South Sanborn Road is 45 mph.
Sherwood Drive is a four-lane major arterial street connecting northern and downtown Salinas.
At East Bernal Drive, its name changes to Natividad Road. It provides access to residential neighborhoods and commercial uses. In the vicinity of the study area, t he posted speed limit on Sherwood Drive is 35 mph.
Spicer Street is a two-lane collector street providing access to commercial, industrial, and ag industrial facilities east of Abbott Street and south of John Street (SR 68). The presumed speed limit on Spicer Street is 25 miles per hour (mph).
Spring Street is a two-lane local street providing access to its fronting residential, commercial, and industrial properties. The presumed speed limit is 25 mph.
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US 101 is a regional north -south facility through the City of Salinas. It is currently a four -lane roadway with interchanges in the city. The posted speed limit through the city is 65 mph. The nearest and most direct interchange access point to the Project from US 101 is the John Street (SR 68) interchange.
2.2 Existing Pedestrian Network
Sidewalks are nearly continuous throughout the entire study area. There is an approximately 5- foot sidewalk along the Project frontages of both Abbott and John Streets (SR 68) . These sidewalks connect to nearly all of the other sidewalks in the study area. The only gaps in sidewalks in the study are as follows:
1. John Street (SR 68) at the at-grade Union Pacific railroad crossing (both directions) Crosswalks are striped at all signalized study intersections and some unsignalized study intersections. Near the Project site, crosswalks are striped across all approaches at the Abbott Street / John Street (SR 68), as well as at the following unsignalized intersections:
1. Spring Street / John Street (SR 68) – only across north leg of Spring Street;
2. Front Street / John Street (SR 68) – only across north and south legs of Front Street;
3. Abbott Street / Maple Street – across Maple Street and only across north leg of Abbott Street;
4. Abbott Street / Alameda Avenue – across west leg of Alameda Avenue and only across north leg of Abbott Street .
2.3 Existing Bicycle Network
There are four types of bicycle facilities defined by Caltrans. Each type is described below:
1. Bike path (Class I) – A separate right-of-way designed for the exclusive use of bicycle and pedestrian traffic with crossflow minimized.
2. Bike lane (Class II) – A striped lane for one-way bike travel on a street or highway, typically including signs placed along the street segment.
3. Bike route (Class III) – Provides a shared use with pedestrian or motor vehicle traffic.
Typically, these facilities are city streets with signage designating the segment for Bike Route without additional striping or facilities.
4. Separated Bikeways (Class IV) – A bikeway for the exclusive use of bicycles and includes a separation between the bikeway and the through vehicular traffic. The separation may include, but is not limited to, grade separation, flexible posts, inflexible posts, inflexible barriers, or on-street parking.
A bicycle network map for Monterey County is included in Appendix B. This map is cited from Transportation Agency for Monterey County Bicycle and Pedestrian Master Plan, Alta Planning + Design, December 2011 (“TAMC Bicycle and Pedestrian Master Plan”).
Bicycle facilities are provided along the following roadways in the study network:
• Bike Lane (Class II):
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a. Abbott Street, between Harkins Road and Front Street (both directions). This includes the Project frontage.
b. John Street, generally between Wood Street and S Sanborn Road as well as between the Union Pacific Railroad (UPRR) tracks and Work Street. c. Front Street, between Abbott Street and E Alisal Street. d. E Alisal Street, between Front Street and Griffin Street (both directions). e. Sherwood Drive, between E Market Street and E Bernal Drive. • Bike Route (Class III):
a. Maple Street, between Abbott Street and S Main Street (SR 68) (both directions). b. All of SR 68 in Salinas is also designated as a Caltrans bike route. This includes John Street between Main Street and the UPRR tracks, which includes the Project’s John Street frontage. However, there are no physical bicycle facilities or signs on either John Street indicating this designation.
Pavement delineation of the signed Class II bike lanes in the study area is poor or non-existent in some parts of the study area. This includes southbound Abbott Street between John Street (SR 68) and Maple Street, where there is no bike lane striping at all, despite the “Bike Lane” sign just south of John Street (SR 68).
2.4 Existing Transit Service
Monterey-Salinas Transit (MST) provides fixed -route bus service in Monterey County and Peninsula cities. Three MST bus lines provides service near the study Project site:
c. Line 23 (Salinas – King City). This line provides weekday and weekend service roughly every 30-120 minutes between roughly 4:00 AM – 10:30 PM. d. Line 82 (Fort Hunter Liggett – Salinas Express ). This line provides weekday service via just five runs (two AM runs and three PM runs) and weekend service via just three runs (one AM run and two PM runs).
e. Line 86 (King City – San Jose/SJ Airport). This line provides weekday service via just four runs (two AM runs and two PM runs) and weekend service via just eight runs (four AM runs and four PM runs).
There are three bus stops in the vicinity of the Project – all are on Abbott Street, and all are only serviced by Line 23. These bus stops locations are as follows:
f. Abbott Street northbound, just north of Maple Street. This is adjacent to the Project site. g. Abbott Street southbound, just south of John Street (SR 68). This is located directly across the street from the Project site.
h. Abbott Street northbound, just north of Summer Street. This is located about 700 feet north of the Project site, or a less than a 5-minute walk from the Project site.
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2.5 Existing Conditions Traffic Circulation
2.5.1 Intersection Operations
Traffic volumes were counted at the study intersections during the AM (7:00 – 9:00 AM) and PM (4:00 – 6:00) 2-hour peak periods on Thursday, November 21, 2019. Traffic data was collected for cars, trucks, buses, bicyclists, and pedestrians. From these counts, the AM and PM peak hour volumes were derived. Traffic volumes at immediately adjacent study intersections were also balanced as necessary. Exhibit 3 depicts the peak turning movement volumes for the study intersections under Existing Conditions. Appendix C contains the traffic count data collected at these study intersections.
The traffic counts at the study intersections were collected in November 2019, outside of the peak agricultural harvest season of the summer months. The high number of agricultural processing and distribution facilities in and near the study network increases traffic in and through the area during the peak season , principally along Abbott Street, Sanborn Road and Blanco Road . To account for this, seasonal adjustments were applied to the study network volumes. T hese adjustments were developed based on recent and historical peak-season traffic counts at study intersections that were collected for other traffic studies and by the City of Salinas. In addition, review of the Existing condition (Off Season) volumes (Exhibit 3) and Caltrans ramp volumes indicate that many vehicles to and from the agricultural industrial corridors on Abbott Street and Sanborn Road use the John Street ramps at US 101 rather than the Sanborn Road or Airport Boulevard ramps , likely to avoid existing congestion at those other ramps. In total, t hese adjustments represent an average volume increase of approximately 10.7% over non-seasonal volumes. As a comparison, a review of the volumes in Salinas Ag-Industrial Center Traffic Impact Analysis, Higgins Associates , September 2, 2008, indicates that peak season volumes were approximately 9% higher than the off -peak volumes in that analysis . Seasonal growth calculations are included in Appendix D.
Exhibit 4 contains the resulting seasonal volume adjustments at each of the study intersections.
These were added to the Existing volumes (Off Season) to estimate the Existing Peak Season condition volumes depicted in Exhibit 5. All analysis scenarios in this report are based on the peak season adjustment volumes in Exhibit 5. The warrant worksheet evaluations (Appendix I) also use the intersection volumes with the peak season adjustments.
Existing Peak Season intersection lane configurations, traffic controls and levels of service at the study intersections are summarized in Exhibit 6A. Recommended intersection improvements are summarized in Exhibit 6B. The LOS calculation sheets for Existing Peak Season conditions can be found in Appendix E.
Most of the study intersections currently operate at or better than their level of service standards.
However, the following four intersections currently operate below their respective standards:
1. Intersection 3 – Abbott Street / John Street (SR 68) – LOS D (AM), LOS E (PM).
2. Intersection 4 – Spring Street / John Street (SR 68) – Side-Street LOS D (AM), LOS F (PM).
3. Intersection 6 – Abbott Street / Maple Street – Side-Street LOS F (AM), LOS E (PM).
Keith Higgins Traffic Engineer
Salinas Mixed Use Master Plan Traffic Impact Analysis
SalinasHome2Suites Report6 Page 12
4. Intersection 8 – Abbott Street / Alameda Avenue – Side-Street LOS E (AM, PM) The recommended im provements at these four intersections are as follows . With these improvements all study intersections would operate at acceptable levels of service.
1. Intersection 3 – Abbott Street / John Street (SR 68):
a. Add second westbound John left turn lane; and
2. Intersection 4 – Spring Street / John Street (SR 68) – Modify John Street median to:
a. Prevent eastbound John left turn movement;
b. Prevent northbound Spring left and through movements; and c. Prevent southbound Spring left and through movements.
3. Intersection 13 – Abbott Street / Maple Street – Project Driveway:
a. Add eastbound Maple right turn lane. This improvement can be implemented by prohibiting on -street parking along approximately 75 feet of Maple Street near the intersection;
b. Add northbound Abbott left turn lane (Salinas TFO 42); and c. Add southbound Abbott left turn lane (Salinas TFO 42).
4. Intersection 15 – Abbott Street / Alameda Avenue:
No improvements required.
2.5.2 Pedestrian Circulation
There is a moderate level of pedestrian activity at many of the study interse ctions. The study intersections average about 19 pedestrian crossings during both the AM and PM peak hours. The highest overall crossing activity occurs near schools (e.g., S Sanborn Road / John Street – 57 crossings (AM) and 104 crossings (PM)). Nearer to the Project, pedestrian activity is much lower (e.g., Abbott Street / Maple Street – 14 crossings (AM and PM)).
2.5.3 Bicycle Circulation
There is little to no bicycle traffic at any of the study intersections. On average, only two bicyclists traveled through each of the study intersections during the AM and PM peak hours. The highest amount of bicycle traffic during the peak hours was four bicyclists, which occurred at Front Street / E Alisal Street (AM and PM peak hours), Abbott Street / Spicer Street (PM peak hour) and Abbott Street / Alameda Avenue (PM peak hour).
Keith Higgins Traffic Engineer
Salinas Mixed Use Master Plan Traffic Impact Analysis
SalinasHome2Suites Report6 Page 13
3 EXISTING PLUS PROJECT CONDITIONS
3.1 Project Description
The Project will include residential, commercial, restaurant, general office, medical office, and hotel uses. The quantities of each of the land uses are as follows.
1. 242 apartments
2. 118,400 square feet of general commercial space
3. 30,900 square feet of office space
4. 111-room hotel
The Project is proposed to be developed in 7 phases. A future phase may include the redevelopment of a parcel at the corner of Spicer Street and Brunken Avenue. The land use, size and timing of this phase has not been determined. In addition, this potential future development area is currently fully occupied by an active industrial use. It is likely that there will not be an increase in traffic if this site is redeveloped in the future. It is assumed to remain with its current use in this analysis. Exhibit 2B depicts the Project site plan by Project phase. The following section summarizes the trip generation and Project access for each of these phases.
The specific commercial and office land uses within each building are not defined for many of the proposed Project buildings. Where uses are defined (e.g., bank, market), trip generation for that specific use is incorporated into the Project trip generation. Otherwise, for the purpose of estimating the Project trip generation, the generic commercial and office uses are split between Variety Store, Fast Food Restaurant without Drive-Through, Quality Restaurant, General Office, and Medical Office.
The Project proposes two access points as described below.
1. West Access: Addition of a Project Driveway that would expand the existing driveway, which is the fourth leg at the existing Abbott Street / Maple Street intersection.
2. North Access: Existing Spring Street south of John Stre et (SR 68), which will be limited to right turns in and out.
The Project does not propose any full-access connections to Spicer Street near Brunken Avenue.
An emergency vehicle access or pedestrian/bicycle access to Spicer Street is possible . This would not affect traffic operations in the study area. No Spicer Street connection is included in this analysis.
3.2 Project Trip Generation
The following discussion describes each of the seven phases of the Project and its corresponding trip generation. The associated traffic generation for each phase and at full buildout is tabulated on Exhibit 7. Sheet 1 of Exhibit 7 provides trip generation rates for each land use referenced from Trip Generation Manual, 10th Edition, Institute of Transportation Engineers (ITE), 2018, unless otherwise noted in the discussions of each Project phase. Sheet 1 also provides an incremental estimate of total Project trips with the addition of each Project phase. Sheet 2 of Exhibit 7 provides a breakdown of trip generation by land use for each individual phase. Project access for each phase is also discussed below.
Keith Higgins Traffic Engineer
Salinas Mixed Use Master Plan Traffic Impact Analysis
SalinasHome2Suites Report6 Page 14
1. Phase 1 – Home 2 Suites Hotel
Phase 1 of the Project will include the 111-room Hilton Home 2 Suites Hotel, an extended-stay hotel. It is expected to generate about 693 daily trips with 53 during the AM peak hour and 58 during the PM peak hour, based on the ITE All Suites Hotel (ITE Land Use Category 311) trip generation rate. This assumes a worst case 100% occupancy. In comparison, average occupancy, and corresponding hotel trip generation, will be about 74% of this amount, per ITE.
Project access for Phase 1 will be primarily via a new driveway that will create the east (fourth) leg of the existing Abbott Street / Maple Street intersection. The existing driveway that is the fourth leg of the existing John Street (SR68) / Spring Street intersection is proposed to remain as a full-access driveway.
2. Phase 2 – Buildings 1F, 1H and 1J
Phase 2 of the Project will include:
a. Building 1F (7,900 square feet of variety store and 14 apartments) b. Building 1H (6,000 square feet of variety store and 6 apartments) c. Building 1J (7,500 square feet of variety store and 8 apartments) They are expected to generate a total of about 1,563 daily trips with 81 during the AM peak hour and 161 during the PM peak hour. This will be added to Phase 1. The net trip generation total for Phases 1 and 2, assuming 5% internal trips, is expected to be about 2,143 daily trips with 127 during the AM peak hour and 208 during the PM peak hour.
Project access for Phases 1 and 2 is proposed to be the same as Phase 1.
3. Phase 3 – Buildings 1G and 1I
Phase 3 of the Project will include:
a. Building 1G (12,800 square feet total, envisioned to include 3,200 square feet of variety store, 3,200 square foot fast food restaurant without drive-through, 4,480 square feet of general office and 1,920 square feet of medical office) b. Building 1I (12,800 square feet total, envisioned to include 3,200 square feet of variety store, 3,200 square foot quality restaurant, 4,480 square feet of general office and 1,920 square feet of medical office)
They are expected to generate a total of about 2,004 daily trips with 122 during the AM peak hour and 184 during the PM peak hour. This will be added to Phases 1 and 2. The net trip generation total for Phases 1 through 3, assuming 10% internal trips, is expected to be about 3,834 daily trips with 230 during the AM peak hour and 362 during the PM peak hour.
Project access for Phases 1 through 3 is proposed to be the same as Phase 1.
4. Phase 4 – Buildings 1D and 1E
Phase 4 of the Project will include:
a. Building 1D (8,500 square feet total, envisioned to include a 4,250 square feet of variety store and 4,250 square foot fast food restaurant without drive-through) b. Building 1E (5,500 square feet total, envisioned to include a 2,750 square feet of variety store and 2,750 square foot quality restaurant)
They are expected to generate a total of about 2,147 daily trips with 132 during the AM peak hour and 189 during the PM peak hour. This will be added to Phases 1 through 3. The net trip Keith Higgins Traffic Engineer
Salinas Mixed Use Master Plan Traffic Impact Analysis
SalinasHome2Suites Report6 Page 15
generation total for Phases 1 through 4, assuming 10% internal trips, is expected to be about 5,766 daily trips with 349 during the AM peak hour and 533 during the PM peak hour.
Project access for Phase 4 will be the same as for Phases 1 through 3 plus the conversion of the Project’s existing Spring Street driveway of John Street (SR 68) into a right-in / right-out driveway for the Project.
5. Phase 5 – Buildings 1B and 1C
Phase 5 of the project will include:
a. Building 1B (5,500 square feet total, envisioned to include 2,750 square feet of variety store and 2,750 square foot fast food restaurant without drive-through) b. Building 1C (5,000 square feet total, envisioned to include 2,500 square feet of variety store and 2,500 square foot quality restaurant)
They are expected to generate a total of about 1,496 daily trips with 88 during the AM peak hour and 134 during the PM peak hour. This will be added to Phases 1 through 4. The net trip generation total for Phases 1 through 5, assuming 10% internal trips, is expected to be about 7,121 daily trips with 432 during the AM peak hour and 657 during the PM peak hour.
Project access for Phase 5 will be the same as for Phases 1 through 4.
6. Phase 6 – Buildings 3A, 3B, 3C, 3D, Butler Building, 3E, 3F and 4 Phase 6 of the Project will include:
a. Building 3A (4,800 square feet of variety store and 4 apartments) b. Building 3B (5,400 square feet of variety store and 18 apartments) c. Building 3C (6,000 square feet of variety store and 6 apartments) d. Building 3D (13,000 square feet of variety store and 36 apartments) e. Butler Building (covered parking area)
f. Building 3E (7,000 square feet of variety store and 16 apartments) g. Building 3F (3,800 square foot bank and 4 apartments) h. Building 4 (50 apartments)
They are expected to generate a total of about 3,659 daily trips with 222 during the AM peak hour and 422 during the PM peak hour. This will be added to Phases 1 through 5. The net trip generation total, assuming 10% internal trips, is expected to be about 10,405 daily trips with 628 during the AM peak hour and 1,033 during the PM peak hour.
Project access for Phase 6 will be the same as for Phases 1 through 5.
7. Phase 7 – Buildings
Phase 7 of the Project will include:
a. Building 2A (80 apartments)
b. Building 2B (17,000 square feet total, with 8,500 square feet of variety store and 8,500 square feet of general office
c. Building 2C (20,800 square feet total, with 11,200 square foot market and 9,600 square feet of medical office)
They are expected to generate a total of about 2,738 daily trips with 144 during the AM peak hour and 249 during the PM peak hour. This will be added to Phases 1 through 6 and will result in Project buildout. The net trip generation total for the entire Project (Phases 1-7), assuming Keith Higgins Traffic Engineer
Salinas Mixed Use Master Plan Traffic Impact Analysis
SalinasHome2Suites Report6 Page 16
10% internal trips, is expected to be about 12,870 daily trips with 758 during the AM peak hour and 1,257 during the PM peak hour.
Project access for Phase 7 is proposed to be the same as Phases 1-6.
Note: The operational analysis in this report uses a slightly higher project trip generation, which is based on a prior and now superseded project definition. The net analyzed trip generation total for the entire Project (Phases 1-7), assuming 10% internal trips, is 13,029 daily trips with 776 during the AM peak hour and 1,280 during the PM peak hour. Therefore, the analysis represents a slightly more conservative analysis.
3.3 Project Trip Distribution and Assignment
Exhibit 8 depicts the trip distribution for the Project at full buildout . The trip distribution was combined with the Project trip generation to derive the Project trip assignment depicted in Exhibit 9.
3.4 Existing Plus Project Condition Traffic Circulation
3.4.1 Intersection Operations
The Project trip assignment (Exhibit 9) was added to the Existing Peak Season traffic volumes in Exhibit 5 to estimate the Existing Plus Project volumes on Exhibit 10.
Existing Plus Project condition intersection levels of service are summarized on Exhibit 4A.
Recommended intersection improvements are summarized on Exhibit 4B. The LOS calculation sheets for Existing Plus Project conditions can be found in Appendix F.
Most of the study intersections will operate at or better than their level of service standards.
However, the following nine intersections will operate below their respective standards:
1. Intersection 3 – Abbott Street / John Street (SR 68) – LOS E (AM, PM)
2. Intersection 4 – Spring Street / John Street (SR 68) – Side-Street LOS F (PM)
3. Intersection 6 – Abbott Street / Maple Street – Side-Street LOS F (AM, PM)
4. Intersection 8 – Abbott Street / Alameda Avenue – Side-Street LOS F (AM, PM) Below is a discussion of the recommended improvements needed to improve operations to an acceptable or better level of service under Existing Plus Project conditions.
1. Intersection 3 – Abbott Street / John Street (SR 68):
The overall level of service under Existing Plus Project conditions would be LOS E (AM, PM), compared to LOS D (AM) and LOS E (PM) without the Project. Per the criteria in Section 1.6, the Project would result in an adverse effect at this intersection. • Recommendation:
a. Add a second westbound John left turn lane; and
b. Add a second northbound Abbott right turn lane.
Keith Higgins Traffic Engineer
Salinas Mixed Use Master Plan Traffic Impact Analysis
SalinasHome2Suites Report6 Page 17
• Operations after implementation of Improvement: LOS D (PM). Although the resulting LOS with improvement is still deficient per Caltrans standards, delay is better than pre-project conditions and meets City of Salinas standards. • Responsibility for Improvement: The Project will be responsible for implementation of this improvement.
• Just a single northbound right turn lane (Alternative 1) would only achieve LOS E during PM peak hour, hence a second right tur n lane (Alternative 2) is recommended. A single northbound right turn lane with a right turn overlap (right turn green arrow current w ith the w estbound John left turn lane) could be considered. However, westbound to eastbound U-turns would need to be prohibited. This will be an important movement to minimize the southbound Abbott left turn volume at the Project’s Maple Street entrance.
2. Intersection 4 – Spring Street / John Street (SR 68):
The side-street (Spring Street) level of service under Existing Plus Project conditions would be LOS LOS F (PM), compared to LOS D (AM) and LOS F (PM) without the Project. The Caltrans peak hour signal warrant will not be met at this intersection as indicated in Appendix I. Per the criteria in Section 1.6, the Project would result in an adverse effect at this intersection.
• Recommendation:
a. Fully Close the John Street Median to:
i. Prevent the eastbound John left turn movement;
ii. Eliminate the existing westbound John left turn movement; iii. Prevent the northbound Spring left and through movements; and iv. Prevent the southbound Spring left and through movements. • Operations after implementation of Improvement: LOS C (PM), LOS F near E (PM).
• Responsibility for Improvement: The Project will be responsible for implementation of this improvement.
3. Intersection 6 – Abbott Street / Maple Street – Project Driveway:
The side-street level of service under Existing Plus Project conditions would be LOS F (AM, PM), compared to LOS F (AM) and LOS E (PM) without the Project. The Caltrans peak hour signal warrant will be met at this intersection as indicated in Appendix I.
Per the criteria in Section 1.6, the Project would result in an adverse effect at this intersection.
Keith Higgins Traffic Engineer
Salinas Mixed Use Master Plan Traffic Impact Analysis
SalinasHome2Suites Report6 Page 18
• Recommendation:
a. Add eastbound Maple right turn lane. This improvement can be implemented by prohibiting on -street parking along approximately 75 feet of Maple Street near the intersection, which includes the 7-11 convenience store driveway and one parallel parking space west of the driveway. Parking is already prohibited between the 7-11 driveway and Abbott at the existing fire hydrant. b. Add northbound Abbott left turn lane (included in Salinas TFO 42); c. Add southbound Abbott left turn lane (included in Salinas TFO 42); d. Provide separate westbound Maple (Project Exit) left/through and right turn lanes;
e. Signalize Intersection; and
f. Add westbound right turn overlap signal phase.
• Operations after Implementation of Improvement: LOS B (AM), LOS D (PM). • Responsibility for Improvement: The Project will be responsible for implementation of thi s improvement. The Project would also be eligible for a reduction in its applicable TFO fee through implementation of recommended TFO improvements, if not already implemented by the City of Salinas.
• Signalization, along with the other improvements, is the preferred option for improving operations not only under the Existing Plus Project scenario but also under Cumulative Without Project conditions. The existing Abbott / John (SR 68) intersection will create some additional gaps in traffic that would accommodate some traffic to and from Maple, but not enough gaps to adequately reduce delays on its own. Eastbound and westbound left-turn prohibitions are not recommended due to a lack of desirable alternative routes for these movements. For example, northbound Abbott at John (SR 68) currently prohibits U -turns, precluding this as an alternative for existing northbound Abbott left turns at Maple.
4. Intersection 8 – Abbott Street / Alameda Avenue:
The level of service under Existing Plus Project conditions would be LOS E/F (AM) and LOS F (PM), compared to LOS E (AM , PM) without the Project. The Caltrans Peak Hour signal warrant will not be met at this intersection as indicated in Appendix I. The calculations also do not consider that gaps in northbound and southbound Abbott Street traffic will be provided by the existing traffic signals at John Street (1,700 feet to the north) and Los Palos Drive (1,300 feet to the south) . In addition, m ore distinct gaps will be provided by the proposed traffic signal that will b e implemented by the Project at the Maple Street intersection (900 feet to the north). This will at least partially offset the additional delay at this intersection resulting from the Project.
Per the criteria in Section 1.6, because the intersection will not warrant a traffic signal with Project traffic, the Project would not result in an adverse effect at this intersection.
However, the Project will be responsible for the payment of Salinas TFO f ees which Keith Higgins Traffic Engineer
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SalinasHome2Suites Report6 Page 19
will be the funding source for the following (or some equivalent) improvements by the City of Salinas
a. Add a northbound left turn lane (Salinas TFO 42); and b. Add a northbound Abbott median acceleration lane north of the intersection. This could also be in the form of a two -way left turn if preferred by the City of Salinas (Salinas TFO 42).
c. Consider adding an eastbound Alameda right turn lane. This improvement can be implemented by prohibiting on-street parking along approximately 75 feet of both sides of Alameda Avenue near the intersection. Most on-street parking in this area is already prohibited in this area.
3.4.2 Pedestrian Circulation
Pedestrian activity is anticipated to increase in the Project vicinity due to the Project. This will include students living on the Project site who will walk to nearby schools. The existing signal at the Abbott Street / John Street (SR 68) intersection and the recommended signal at the Abbott Street / Maple Street intersection will facilitate pedestrians to cross both Abbott Street and John Street (SR 68). The existing sidewalks along the project frontage will also provide adequate pedestrian circulation to the Project site. Therefore, the Project would not represent an adverse effect to pedestrian circulation.
3.4.3 Bicycle Circulation
The Project is anticipated to generate a minor amount of bicycle traffic. Bike lanes are present on Abbott Street along the project frontage, continuing north and south of the Project site. Maple Street is currently designated as a bike route. This facilitates bicycle traffic between the Project site and nearby schools. John Street, as SR 68, is also designated as a Caltrans bike route, although there are no physical bicycle facilities or signs on this street along the Project frontage.
These facilities and designations are consistent with the bike and pedestrian master plans discussed in Section 2.3 - Existing Bicycle Network earlier in the report. The existing facilities will accommodate the increase in bicycle traffic generated by the Project. Therefore, the Project would not represent an adverse effect to bicycle circulation.
3.4.4 Transit Circulation
The Project is anticipated to generate minimal transit demand. The existing transit service and bus stops in the vicinity of the Project site can accommodate this additional demand. Therefore, the Project would not represent an adverse effect to transit service.
3.5 Impact Fees
The Project will be required to pay its applicable City of Salinas Traffic Fee Ordinance (Salinas TFO) and Transportation Agency for Monterey County Regional Development Impact Fee (TAMC RDIF) transportation impact fees. Part of the recommended intersection improvements are funded improvements by the Salinas TFO. Therefore, if the Project implements any TFO improvements, the Project would be eligible for corresponding credits toward its TFO fees.
Keith Higgins Traffic Engineer
Salinas Mixed Use Master Plan Traffic Impact Analysis
SalinasHome2Suites Report6 Page 20
4 CUMULATIVE WITHOUT PROJECT CONDITIONS
This section describes anticipated Cumulative Without Project traffic conditions, which is based on forecasted traffic conditions at buildout of the City of S alinas and Monterey County General Plans. This scenario does not include trips from the study Project. This condition represents conditions in approximately the Year 2045 during the peak season.
4.1 Derivation of Cumulative Without Project Condition Volumes Traffic volumes under Cumulative Without Project co nditions were estimated using volume forecasts from the following four traffic studies that analyzed the study network:
1. The Draft West Area Specific Plan Transportation Impact Analysis, Fehr & Peers, June 2018.
2. Rodeo Property Traffic Impact Analysis, Mott MacDonald, June 12, 2019.
3. Salinas Travel Center Draft Traffic Impact Analysis, Hexagon Transportation Consultants, November 7, 2017.
4. City of Salinas General Plan Circulation Element and Environmental Impact Report Traffic Study, Higgins Associates, June 11, 2002.
The Cumulative Without Project scenario also includes vehicle traffic from redevelopment of the Chapin Property, located north of John Street directly across from the study Project. It is anticipated that this property will redevelop with similar uses to the proposed study Project, proportional to its size, which is about 5 acres.
Overall, the Cumulative Plus Project volumes represent an average of 25% growth over the Existing (seasonal) volumes.
The Cumulative Without Project traffic volumes are depicted on Exhibit 11.
4.2 Network Modifications under Cumulative Conditions
Cumulative Without Project and Cumulative Plus Project conditions include multiple street network modifications near the study network , which are listed in Section 1.7.2 Salinas Traffic Improvement Program (TFO). The following TFO improvements will divert traffic away from the study network resulting in a beneficial effect on traffic operations in the study area. Nevertheless, General Plan Buildout traffic volumes are ultimately expected to be higher than existing volumes in the study network.
The network modifications are:
1. TFO 30 – Rossi Street Widening. Widen W Rossi Street to four lanes between N Main Street and Sherwood Drive.
2. TFO 32 – Widen US 101. Widen US 101 to six lanes b etween Sala Road and Harris Road.
3. TFO 37A, 37B and 37C – Sanborn Road Improvements. Construct the following:
a. Widen Sanborn Road to six lanes between John Street and Abbott Street; Keith Higgins Traffic Engineer
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b. Widen Fairview Avenue to three lanes between S Sanb orn Road and US 101 Northbound Ramps; and
c. Construct Elvee Drive extension between Work Street and 925 feet east of Work Street, including a new bridge over an existing drainage ditch, plus disconnect Elvee Drive at S Sanborn Road. This improvement is currently under construction.
4. TFO 38 – Airport Boulevard / US 101 Interchange Upgrade. Implement the approved Caltrans Project Study Report improvements to the US 101 Southbound ramps at Airport Boulevard.
5. TFO 39 – Harris Road / US 101 Interchange. Construct a full interchange on US 101 at Harris Road, replacing the existing partial interchange at Abbott Street.
6. TFO 41 – Blanco Road Widening. Widen W Blanco Road to four lanes between Reservation Road near Marina and W Alisal Street in Salinas.
7. TFO 43 – Alisal Street Improvements. Add left turn channelization at major intersections between Monterey Street and Front Street.
8. TFO 64 – Romie Lane (Pajaro to Alameda). Widen E Romie Lane to four lanes between Pajaro Street and California Street.
9. TFO 66 – Elvee Drive (Work Street to Reclamation Ditch). This improvement is part of TFO 37B – Construct Elvee Drive extension between Work Street and 925 feet east of Work Street.
10. TFO 74 – Abbott Street Widening – Harkins Road to Harris Road. Widen and reconstruct the northeast frontage of Abbott Street between Harkins Road and Harris Road.
11. TFO 75 – Airport Boulevard / US 101 Southbound Off-Ramp Widening. Widen the existing US 101 southbound offramp at Airport Boulevar d to two lanes. This is part of TFO 38 – Airport Boulevard / US 101 Interchange Upgrade.
The Cumulative Without Project and Cumulative Plus Project traffic forecasts reflect the traffic diversions that would occur due to these network modifications.
4.3 Cumulative Without Project Traffic Conditions
4.3.1 Intersection Operations
Cumulative Without Project intersection levels of service are summarized in Exhibit 4A.
Recommended intersection improvements are summarized in Exhibit 4B. The LOS calculation sheets for Cumulative Without Project traffic conditions can be found in Appendix G.
Some of the study intersections are expected to operate at or better than the ir level of service standards. However, the following nine intersections are expected to operate below their respective standards:
1. Intersection 1 – E Market Street – Sherwood Drive / Market Way – E Market Street –
LOS E (PM)
2. Intersection 2 – Front Street / E Alisal Street – LOS E (PM) Keith Higgins Traffic Engineer
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3. Intersection 3 – Abbott Street / John Street (SR 68) – LOS F (AM, PM)
4. Intersection 4 – Spring Street / John Street (SR 68) – Side-Street LOS F (AM, PM)
5. Intersection 5 – S Sanborn Road / John Street – LOS F (PM)
6. Intersection 6 – Abbott Street / Maple Street – Side-Street LOS F (AM, PM)
7. Intersection 7 – Abbott Street / Spicer Street – Side-Street LOS F (PM)
8. Intersection 8 – Abbott Street / Alameda Avenue – Side-Street LOS F (AM, PM)
9. Intersection 11 – E Blanco Road – S Sanborn Road / Abbott Street – LOS E (AM) The recommended improvements at the above intersections are as follows.
1. Intersection 1 – E Market Street – Sherwood Drive / Market Way – E Market Street – Add a westbound E Market right turn overlap signal phase.
2. Intersection 2 – Front Street / E Alisal Street – Add an eastbound E Alisal right turn overlap signal phase.
3. Intersection 3 – Abbott Street / John Street (SR 68):
i. Add a second westbound John left turn lane; and
ii. Add a second northbound Abbott right turn lane.
Abbott Street / John Street intersection would operate at LOS D (AM and PM) with improvements, which is below the Caltrans threshold of LOS C/D. However, this LOS would be acceptable based on City of Salinas standards.
Just a single northbound right turn lane (Alternative 1) would only achieve LOS E during PM peak hour, hence a second right turn lane (Alternative 2) is necessary.
4. Intersection 4 – Spring Street / John Street (SR 68) – Modify John median to:
a. Prevent eastbound and westbound John left turn movements; b. Prevent northbound Spring left turn and through movements; and c. Prevent southbound Spring left turn and through movements.
5. Intersection 5 – S Sanborn Road / John Street – Add a northbound S Sanborn right turn overlap signal phase
6. Intersection 6 – Abbott Street / Maple Street:
a. Add eastbound Maple right turn lane. This improvement can be implemented by prohibiting on -street parking along approximately 75 feet of northbound Front Street near the intersection;
b. Add a northbound Abbott left turn lane (Salinas TFO 42); c. Add a southbound Abbott left turn lane (Salinas TFO 42); and d. Signalize Intersection.
Keith Higgins Traffic Engineer
Salinas Mixed Use Master Plan Traffic Impact Analysis
SalinasHome2Suites Report6 Page 23
Signalization, along with the other improvements, is the preferred option for improving operations not only under the Existing Plus Project scenario but also under Cumulative Without Project conditions. The existing Abbott / John (SR 68) intersection will create some additional gaps in traffic that would accommodate some traffic to and from Maple, but not enough gaps to adequately reduce delays on its own. Eastbound and westbound left -turn prohibitions are not recommend ed due to a lack of desirable alternative routes for these movements. For example, northbound Abbott at John (SR 68) currently prohibits U-turns, precluding this as an alternative for existing northbound Abbott left turns at Maple.
7. Intersection 7 – Abbott Street / Spicer Street:
No improvements required.
8. Intersection 8 – Abbott Street / Alameda Avenue:
a. Add a northbound left turn lane (Salinas TFO 42); and b. Add a northbound Abbott median acceleration lane north of the intersection.
This could also be in the form of a two -way left turn if preferred by the City of Salinas (Salinas TFO 42).
c. Consider adding an eastbound Alameda right turn lane. This improvement can be implemented by prohibiting on -street parking along approximately 75 feet of both sides of Alameda Avenue near the intersection. Most on-street parking in this area is already prohibited. Although the side-street operations are still below the City of Salinas standard, the existing Abbott / Los Palos – Malarin and Abbott / John (SR 68) signals will provide breaks in traffic that will be sufficient to result in acceptable delays for eastbound Alameda left turns onto northbound Abbott Street.
9. Intersection 11 – E Blanco Road – S Sanborn Road / Abbott Street – Implement Salinas TFO 68 improvements:
a. Add a second eastbound Abbott left turn lane;
b. Add a second westbound Abbott left turn lane; and
c. Convert eastbound and westbound Abbott left turn signal phasing to Protected phasing.
4.3.2 Pedestrian Circulation
There are no planned pedestrian improvements in the study area un der Cumulative Without Project conditions.
4.3.3 Bicycle Circulation
The TAMC Bicycle and Pedestrian Master Plan proposes the following future bicycle improvements in the study area.
1. Bike Lane (Class II):
a. E Blanco Road: between Abbott Street and S Davis Road (both directions) Keith Higgins Traffic Engineer
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2. Bike Route (Class III):
a. Los Palos Drive: between Abbott Street and E Romie Lane (both directions)
4.3.4 Transit Circulation
There are no anticipated transit improvements in the study area.
Keith Higgins Traffic Engineer
Salinas Mixed Use Master Plan Traffic Impact Analysis
SalinasHome2Suites Report6 Page 25
5 CUMULATIVE PLUS PROJECT CONDITIONS
This section describes the analysis results under Cumulative Plus Project traffic conditions, which combines the Cumulative Without Project volumes with trips from the study Project.
5.1 Derivation of Cumulative Plus Project Condition Traffic Volumes The Project trip assignment ( Exhibit 9) was added to the Cumulative Without Project volumes (Exhibit 11) to create the Cumulative Plus Project traffic volumes depicted on Exhibit 12.
5.2 Cumulative Plus Project Traffic Conditions
5.2.1 Intersection Operations
Cumulative Plus Project AM and PM intersection levels of service are summarized in Exhibit 6A.
Recommended intersection improvements are summarized in Exhibit 6B. The LOS calculation sheets for Cumulative Plus Project traffic conditions can be found in Appendix H.
Some of the study intersections currently operate at or better than their level of service standards.
However, the following ten intersections currently operate below their respective standards:
1. Intersection 1 – E Market Street – Sherwood Drive / Market Way – E Market Street –
LOS E (PM)
2. Intersection 2 – Front Street / E Alisal Street – LOS F (AM), LOS E (PM)
3. Intersection 3 – Abbot Street / John Street (SR 68) – LOS F (PM)
4. Intersection 4 – Spring Street / John Street (SR 68) – Side-Street LOS F (PM)
5. Intersection 5 – S Sanborn Road / John Street – LOS F (PM)
6. Intersection 6 – Abbott Street / Maple Street – Side-Street LOS F (AM, PM)
7. Intersection 7 – Abbott Street / Spicer Street – Side-Street LOS F (PM)
8. Intersection 8 – Abbott Street / Alameda Avenue – Side-Street LOS F (AM, PM)
9. Intersection 11 – E Blanco Road – S Sanborn Road / Abbott Street – LOS E (AM, PM) Below is a discuss ion of the recommended improvements under Cumulative Plus Project conditions.
1. Intersection 1 – E Market Street – Sherwood Drive / Market Way – E Market Street:
The overall level of service under Cumulative Plus Project conditions would be LOS E (PM), compared to LOS E (PM) without the Project. Per the criteria in Section 1.6, the Project would result in an adverse effect at this intersection. • Recommendation:
a. Add a westbound E Market right turn overlap signal phase. This is the same recommendation as Cumulative without Project.
• Operations after Implementation of Improvement: LOS C (AM, PM).
Keith Higgins Traffic Engineer
Salinas Mixed Use Master Plan Traffic Impact Analysis
SalinasHome2Suites Report6 Page 26
• Responsibility for Improvement: The Project will be responsible for a fair-share contribution towards this improvement.
2. Intersection 2 – Front Street / E Alisal Street:
The overall level of service under Cumulative Plus Project conditions would be LOS F (AM) and LOS E (PM), compared to LOS E (PM) without the Project. Per the criteria in Section 1.6, the Project would result in an adverse effect at this intersection. • Recommendation:
a. Add an eastbound E Alisal right turn overlap signal phase. This is the same recommendation as Cumulative without Project.
• Operations after Implementation of Improvement: LOS D (AM, PM). • Responsibility for Improvement: The Project will be responsible for a fair-share contribution towards this improvement.
3. Intersection 3 – Abbott Street / John Street (SR 68):
The overall level of service under Cumulative Plus Project conditions would be LOS F (AM, PM), compared to LOS F (AM, PM) without the Project. Per the criteria in Section
1.6, the Project would result in an adverse effect at this intersection. • Recommendation:
i. Add second westbound John left turn lane; and
ii. Add second northbound Abbott right turn lane.
• Operations after Implementation of Improvement: LOS D (AM), LOS E ( PM). (Although LOS with improvement is still deficient during the PM peak hour, delay is better than pre-project conditions.)
• Responsibility for Improvement: The Project will be responsible for implementation of this improvement.
• Just a single northbound right turn lane (Alternative 1) would only achieve LOS F with a reduced volume during PM peak hour, hence a second right turn lane (Alternative 2) is necessary.
4. Intersection 4 – Spring Street / John Street (SR 68):
The side-street level of service under Cumulative Plus Project conditions would be LOS F (PM), compared to LOS F (PM) without the Project. The Caltrans Peak Hour signal warrant was not found to be met at this intersection – see Appendix I for the warrant. Per the criteria in Section 1.6, the Project would result in an adverse effect at this intersection.
• Recommendation:
a. Fully close John median to:
Keith Higgins Traffic Engineer
Salinas Mixed Use Master Plan Traffic Impact Analysis
SalinasHome2Suites Report6 Page 27
i. Prevent eastbound and westbound John left turn movement; and ii. Prevent northbound and southbound Spring left and through movements.
• Operations after Implementation of Improvement: Side Street LOS C (AM) and LOS F (PM). Operations during PM are improved compared to without project condition. The LOS F does not account for gaps created by the Abbott /John traffic signal.
• Responsibility for Improvement: The Project will be responsible for implementation of this improvement.
5. Intersection 5 – S Sanborn Road / John Street:
The side-street level of service under Cumulative Plus Project conditions would be LOS F (PM), compared to LOS F (PM) without the Project. Per the criteria in Section
1.6, the Project would result in an adverse effect at this intersection. • Recommendation:
a. Add a northbound S Sanborn right turn overlap signal phase. This is the same recommendation as Cumulative without Project.
• Operations after Implementation of Improvement: LOS C (AM), LOS D (PM). • Responsibility for Improvement: The Project will be responsible for a fair-share contribution towards this improvement.
6. Intersection 6 – Abbott Street / Maple Street:
The side-street level of service under Cumulative Plus Project conditions would be LOS F (AM, PM), compared to LOS F (AM , PM) without the Project. The Caltrans Peak Hour signal warrant was found to be met at this intersection – see Appendix I for the warrant. Per the criteria in Section 1.6, the Project would result in a n adverse effect at this intersection.
• Recommendation:
a. Add eastbound Maple right turn lane. This improvement can be implemented by prohibiting on -street parking along approximately 75 feet of Maple Street near the intersection;
b. Add northbound Abbott left turn lane (Salinas TFO 42); c. Add southbound Abbott left turn lane (Salinas TFO 42); d. Add westbound Maple right turn lane; and
e. Signalize Intersection.
• Operations after Implementation of Improvement: LOS C (AM), LOS D (PM). • Responsibility for Improvement: The Project will be responsible for implementation of this improvement. The Project would also be eligible for a reduction in its Keith Higgins Traffic Engineer
Salinas Mixed Use Master Plan Traffic Impact Analysis
SalinasHome2Suites Report6 Page 28
applicable TFO fee through implementation of recommended TFO improvements that are included in this improvement.
7. Intersection 7 – Abbott Street / Spicer Street:
The level of service under Cumulative Plus Project conditions would be LOS F (PM), compared to LOS F (PM) without the Project. The Caltrans Peak Hour signal warrant was not found to be met at this intersection – see Appendix I for the warrant. Per the criteria in Section 1.6, the Project would not result in a n adverse effect at this intersection. No improvement would be required at this intersection.
The City of Salinas is considering the addition of a median closure at this intersection.
This improvement will reduce side-street delays at this intersection, although it would also likely divert traffic to other intersections along Abbott Street.
8. Intersection 8 – Abbott Street / Alameda Avenue:
The level of service under Cumulative Plus Project conditions would be LOS F (AM, PM), compared to LOS F (AM, PM) without the Project. The Caltrans Peak Hour signal warrant was found to be met at this intersection – see Appendix I for the warrant. Per the criteria in Section 1.6, the Project would result in a n adverse effect at this intersection.
• Recommendations, which are the same recommendations as Cumulative without Project:
a. Add eastbound Alameda right turn lane. This improvement can be implemented by prohibiting on -street parking along approximately 75 feet of Maple Street near the intersection;
b. Add northbound Abbott left turn lane (Salinas TFO 42); and c. Add a northbound Abbott median acceleration lane north of the intersection.
This could also be in the form of a two -way left turn if preferred by the City of Salinas.
• Operations after Implementation of Improvement : LOS E (AM) , LOS F (PM).
Although the side-street operations are still below the City of Salinas standard, the existing Abbott / Los Palos – Malarin and future Abbott / Maple signals will provide breaks in traffic that will provide additional breaks in traffic sufficient to result in acceptable delay for Alameda approach traffic to turn left onto northbound Abbott Street.
• Responsibility for Improvement: The Project will be responsible for contributing its TFO fee which will represent its contribution towards the recommended TFO improvements.
Keith Higgins Traffic Engineer
Salinas Mixed Use Master Plan Traffic Impact Analysis
SalinasHome2Suites Report6 Page 29
9. Intersection 11 – E Blanco Road – S Sanborn Road / Abbott Street:
The level of service under Cumulative Plus Project conditions would be LOS E (AM, PM), compared to LOS E (AM) and LO S D (PM) without the Project. Per the criteria in Section 1.6, the Project would result in an adverse effect at this intersection. • Recommendation:
a. Implement Salinas TFO 68 improvements, which are t he same recommendations as Cumulative without Project conditions:
i. Add second eastbound Abbott left turn lane;
ii. Add second westbound Abbott left turn lane; and
iii. Convert eastbound and westbound Abbott left turn signal phasing to Protected phasing.
• Operations after Implementation of Improvement: LOS D (AM, PM). • Responsibility for Improvement: Payment of the Project’s applicable TFO fee will constitute its share of the cost to implement this improvement.
5.2.2 Pedestrian Circulation
Pedestrian activity would moderately increase under Cumulative Plus Project conditions as compared to Cumulative Without Project conditions , similar to increases between Existing and Existing Plus Project conditions. Pedestrian circulation can be accommodated with implementation of the proposed and recommended pedestrian improvements under Existing Plus Project conditions. Therefore, the Project would not represent an adverse effect to pedestrian circulation under Cumulative Plus Project conditions.
5.2.3 Bicycle Circulation
Bicycle activity is not anticipated to increase significantly under Cumulative Plus Project conditions as compared to Cumulative Without Project conditions. Therefore, the Project would not represent an adverse effect to bicycle circulation under Cumulative Plus Project conditions.
5.2.4 Transit Circulation
Transit demand from the Project is not anticipated to increase significantly under Cumulative Plus Project conditions. As such, the Project would not represent a cumulative adverse effect to transit circulation.
Keith Higgins Traffic Engineer
Salinas Mixed Use Master Plan Traffic Impact Analysis
SalinasHome2Suites Report6 Page 30
6 SITE ACCESS AND INTERNAL CIRCULATION
This section summarizes the site access and internal circulation analysis, including Project driveway operations. Reference Exhibit 2A for the Project site plan.
6.1 Vehicle Circulation
6.1.1 Vehicle Site Access
The Project driveway at Maple Street will serve as the backbone for Project access and internal circulation. All parking areas on the Project site connect to th at street. The right-in/right-out driveway on John Street (SR 68) across from the existing Spring Street will serve as a secondary access to the Project site.
Exhibit 6A summarizes the operations of the Project access points with the surrounding street network. With the recommended improvements stated on Exhibit 6B, both access points would operate acceptably.
6.1.2 Vehicle Internal Circulation
The internal street network provides primary and secondary access to all of the Project buildings.
The proposed traffic circle or mini roundabout near Buildings 3F and 4 will carry low volumes and operate with little or no delay. Care will need to be taken to provide acceptable geometrics such as corner radii to accommodate trucks. Traffic control at this and other onsite intersections, such as the location of stop signs, will be determined during final design.
Exhibit 13 depicts the volumes at Project buildout at the major internal intersections closest to the public street access points. The first is the Spring Street driveway intersection with the cross aisle about 180 feet south of John Street . This is proposed to have a raised crosswalk , raised intersection (which will result in very low approach speeds) or all-way stop control. The second is the Maple Street driveway intersection with the “Internal Private Driveway,” about 350 feet east of Abbott Street.
Exhibit 14 summarizes the operations at the two on-site study intersections. Appendix H contains the level of service calculations . Both intersections will operate acceptably at Project buildout as proposed.
The site plan indicates that the Maple Street driveway will include three travel lanes between the “Internal Private Driveway” and Abbott Street. The middle lane can be striped as an eastbound left turn lane. The intersection will have four-way stop control, which eliminates the need to provide transitions on the east side of this intersection. The warrant criterion is based on a random arrival rate, which would result in a relatively uniform traffic flow during the peak hour. However, this first cross aisle intersection on the Maple Street extension is 350 feet away from Abbott Street.
This distance will minimize any queuing effects at the internal intersection on traffic entering the site via Maple Street.
6.2 Pedestrian Circulation
Sidewalks are proposed along both sides of the Abbott Street driveway within the Project site.
Sidewalks and open plazas, patios and other pedestrian-oriented open spaces are proposed Keith Higgins Traffic Engineer
Salinas Mixed Use Master Plan Traffic Impact Analysis
SalinasHome2Suites Report6 Page 31
around most Project buildings . These will connect to the existing sidewalks surr ounding the Project site on Abbott Street and John Street (SR 68). There will be a continuous connection between the offsite and onsite pedestrian network, enabling pedestrians to seamlessly travel to and from the Project site as well as within the Project site. The recommended traffic signal at the Abbott Street / Maple Street intersection will also facilitate easy pedestrian crossings between the Project site and the adjacent neighborhoods.
6.3 Bicycle Circulation
The Project site plan does not indicate locations of any bicycle racks or other bicycle storage facilities on the Project site, either inside or outside of any of the Project buildings. The number of required bicycle parking spaces – per City of Salinas Municipal Code Section 37-50.400 (b) – is 10% of the required automobile parking spaces, not to exceed 50 spaces. Per the Project site plan, this would be 50 bicycle spaces.
Keith Higgins Traffic Engineer
Salinas Mixed Use Master Plan Traffic Impact Analysis
SalinasHome2Suites Report6 Page 32
7 VEHICLE MILES TRAVELED ANALYSIS
7.1 City of Salinas VMT Policy
SB 743, which was signed into law in 2013 and codified in Public Resources Code 21099, tasked the State Office of Planning and Research (OPR) with establishing new criteria for determining the significance of transportation impacts under CEQA. SB 743 requires the new criteria to “promote the reduction of greenhouse gas emissions, the development of multimodal transportation networks, and a diversity of land uses.” SB 743 changes the way that public agencies evaluate the transportation impacts of projects under CEQA, recognizing that roadway congestion, while an inconvenience to drivers, is not itself an environmental impact (see Pub.
Resource Code, § 21099, subdivision (b)(2)).
In addition to new exemptions for projects that are consistent with specific plans, SB 743 led to changes in that state CEQA guidelines, released in December 2018 and described in new Section 15064.3 of the CEQA Guidelines that apply statewide as of July 1, 2020. The new CEQA guidelines replaces congestion-based metrics, such as auto delay and level of service, with Vehicle Miles Traveled (VMT) as the basis for determining significant impacts, unless the guidelines provide specific exceptions.
7.2 City of Salinas VMT Policy
The Project is now required to perform a VMT evaluation, but no longer required to perform a LOS analysis under CEQA. However, the City of Salinas, like most other local agencies, continues to require LOS analyses to determine consistency with General Plan policies for infrastructure planning purposes. The LOS analysis no longer falls under the guidelines and policies of CEQA.
The City of Salinas adopted “Senate Bill 743 Vehicle Miles Traveled Implementation Policy – City of Salinas – Final Interim Policy,” October 13, 2020 (Salinas VMT Guidelines) as its current tool to implement SB 743. The Salinas VMT Guidelines requires the following elements in a Project VMT analysis.
1. Two distinct analysis approaches, those that relate to land use projects (Salinas VMT Guidelines Section 3.0) and those that relate to transportation improvement projects (Salinas VMT Guidelines Section 4.0). If a project includes both land use and transportation improvement elements, analyses are to be carried out for both.
2. Mixed Use Projects – If there are multiple distinct land uses within the project (residential, office, retail, etc.), they are required to be analyzed separately unless they are determined to be insignificant to the total VMT. Mixed use projects are permitted to account for internal capture which, depending on the methodology, may require a distinct approach not covered in the Salinas VMT Guidelines. This analysis would be the responsibility of the applicant and must be prepared by a qualified transportation professional and approved by the City of Salinas.
3. Redevelopment Projects – As described under the Non-Significant Screening Criteria section, redevelopment projects which have lower VMT than the existing on-site use can be Keith Higgins Traffic Engineer
Salinas Mixed Use Master Plan Traffic Impact Analysis
SalinasHome2Suites Report6 Page 33
determined to have a non-significant impact. In other words, VMT generated by the existing land uses at the site can be deducted to determine the net increase in VMT that will result from the proposed project.
7.3 Project VMT Analysis
The John/Abbott Master Plan is a mixed -use project that requires a VMT analysis for each land use within the Project. It also will be responsible for constructing off -site improvements which also require a VMT analysis in accordance with City of Salinas VMT Policy as discussed above.
These analyses are described below.
7.3.1 Project Land Use VMT Analysis
Exhibit 1 tabulates the VMT analysis criteria for each Project land use type, including the screening criteria and screening threshold, compared with the corresponding Project land use characteristic. This comparison is used as a basis for determining whether the Project has a significant VMT impact. If the specific land use has a significant impact, mitigation is recommended.
The Project retail and medical office buildings are all under the city’s 50,000 square-foot threshold. The Project’s Medical Office, Restaurants and Retail buildings are all well under 50,000 square feet in size. They are considered by the City to be local serving and will not generate a significant VMT impact. The Project’s General Office buildings all will generate below the threshold of 110 daily trips and will therefore have a less-than-significant VMT impact.
The Project is located in an area indicated on the “Residential VMT per Capita Map” on page 24 of the Salinas VMT Guidelines to have residential VMT per capita that is at or below the County Threshold. The Project’s Residential components will therefore have a less-than-significant VMT impact.
The Project Hotel is a land use that does not have a specific land use designation in the Salinas VMT Guidelines. The Project Hotel will not have conference facilities other than small meeting rooms and will only provide meals to guests. It is most similar to All Suites Hotels (ITE Land Use Category 311) and Business Hotels (ITE Land Use Category 312) as described “Trip Generation Manual,” Institute of Transportation Engineers, 10th Edition, September 2017 (ITE Trip Manual). Trips generated by the Hotel would fall into the following four categories.
1. Guest arrivals and departures – These include hotel guests arriving from or departing to their points of origin, which could involve long road trips or travel to and from nearby airports. Their trip purpose could be business or personal. Some guests could stay as they pass through Salinas on the way to a primary destination.
2. Hotel-based trips during the stay at the hotel – These could be for business meetings or for day trips to attractions in the greater Salinas area.
3. Deliveries – The proposed hotel will have minimal meal service and only incidental deliveries associated with hotel room service will have limited delivery and service vehicle traffic.
4. Employee trips – These would include travel to and from work and occasional personal business or meals similar to blue collar employees at any other business.
Keith Higgins Traffic Engineer
Salinas Mixed Use Master Plan Traffic Impact Analysis
SalinasHome2Suites Report6 Page 34
Trips associated with hotel guests are rarely new trips on the local street network. This is because hotels are not a destination in themselves but provide lodging while in the hotel vicinity for some primary reason such as business meetings, tourism, visiting family or friends or passing through Salinas. The hotel could reduce VMT associated with hotel guests by providing a more convenient place of lodging to their destination. Employee and delivery trips are the only hotel trip purpose with typical VMT trip lengths and the only trip purpose that is new trips on the network. Based on ratios derived from the ITE Trip Manual, business hotels have an average of about one employee for every eight hotel rooms. The Project Hotel is proposed to have a total of 111 rooms, which computes to about 14 employees. To be conservative, it is assumed that the Project Hotel will have about 20 employees. The average trip generation per employee at employment centers for all traffic including employee trips as well as deliveries and visitors is estimated to be about 3.5 trip ends per day for a total of about 70 daily employee trips.
This is well below the 110 trip-per-day threshold of significance. The Project Hotel therefore will likely result in net trip generation that is less than significant.
In summary, all of the Project land uses will have an insignificant VMT impact. No further VMT analysis is required.
Although the Project will have an insignificant VMT impact, the project will implement 19 Transportation Demand Management (TDM) strategies listed in the Salinas VMT Guidelines.
These improvements are listed on Exhibit 1.
7.3.2 Project Off-Site Transportation Improvements VMT Analysis The Project will implement or contribute financially toward off-site traffic operations improvements at the following locations.
1. Intersection 1 – E Market Street – Sherwood Drive / Market Way – E Market Street (City of Salinas)
2. Intersection 2 – Front Street / E Alisal Street (City of Salinas)
3. Intersection 3 – Abbott Street / John Street (SR 68) (Caltrans)
4. Intersection 4 – Spring Street / John Street (SR 68) (Caltrans)
5. Intersection 5 – S Sanborn Road / John Street (City of Salinas)
6. Intersection 6 – Abbott Street / Maple Street (City of Salinas)
7. Intersection 7 – Abbott Street / Spicer Street (City of Salinas)
8. Intersection 8 – Abbott Street / Alameda Avenue (City of Salinas)
9. Intersection 11 – E Blanco Road – S Sanborn Road / Abbott Street (City of Salinas) The Salinas VMT Guidelines require that these be screened regarding whether they could result VMT impacts by altering trip patterns, trip lengths, or trip generation, which is commonly referred to as “induced demand.” The above improvements include adding turn lanes, modifying traffic signal phasing, and installing new traffic signals. According to the Salinas VMT Guidelines, page Keith Higgins Traffic Engineer
Salinas Mixed Use Master Plan Traffic Impact Analysis
SalinasHome2Suites Report6 Page 35
12, all of these are presumed to result in a non-significant impact. No further study is necessary of transportation improvements that will be required to be implemented by the Project.
Keith Higgins Traffic Engineer
Salinas Mixed Use Master Plan Traffic Impact Analysis
SalinasHome2Suites Report6 Page 36
8 SUMMARY OF RECOMMENDED IMPROVEMENTS
8.1 Project Responsibilities
The following is a summary of the Project responsibilities regarding traffic issues , impacts and adverse effects, based upon the recommendations discussed earlier in this report.
1. Pay the TAMC Regional Development Impact Fee (RDIF) and the City of Salinas Traffic Fee Ordinance (TFO) fee. City of Salinas staff will quantify the applicable fee s to the Project at the time of development. The Project would be eligible for reductions to its applicable TFO fee through implementation of or fair-share contributions towards TFO improvements to address the project’s contributions to cumulative adverse effects throughout the study street network, as described in many of the recommended improvements below.
2. The Project would be responsible for implementation of the following improvements:
a. Intersection 3 – Abbott Street / John Street (SR 68) : This would be required to be implemented prior to constructing the fourth phase of the Project. i. Add second westbound John left turn lane; and
ii. Add a second northbound Abbott right turn lane.
b. Intersection 4 – Spring Street / John Street (SR 68) : This would be required to be implemented prior to constructing the fourth phase of the Project. i. Fully close the John Street median opening to:
1. Prevent the eastbound and westbound John left turn movements; and
2. Prevent southbound and northbound Spring left and through movements. c. Intersection 6 – Abbott Street / Maple Street: This will be required to be implemented with the first phase of the Project.
i. Add an eastbound Maple right turn lane. This improvement can be implemented by prohibiting on-street parking along approximately 75 feet of Maple Street near the intersection.
ii. Add a northbound Abbott left turn lane (Salinas TFO 42); iii. Add a southbound Abbott left turn lane (Salinas TFO 42); iv. Add a westbound Maple right turn lane; and
v. Signalize Intersection.
3. The Project would be responsible for fair -share contribution s towards the following improvements:
a. Intersection 1 – E Market Street – Sherwood Drive / Market Way – E Market Street:
i. Add a westbound E Market right turn overlap signal phase.
Keith Higgins Traffic Engineer
Salinas Mixed Use Master Plan Traffic Impact Analysis
SalinasHome2Suites Report6 Page 37
b. Intersection 2 – Front Street / E Alisal Street:
i. Add an eastbound E Alisal right turn overlap signal phase. c. Intersection 5 – South Sanborn Road / John Street:
i. Add a northbound South Sanborn right turn overlap signal phase. intersection.
4. The Project’s payment of the City of Salinas TFO would constitute its contribution towards the cost of the recommended improvements at the following intersections:
a. Intersection 8 – Abbott Street / Alameda Avenue: Add northbound and southbound Abbott left turn lanes or two-way left turn lane (Salinas TFO 42) and associated parking prohibitions on Alameda Avenue;
b. Intersection 11 – E Blanco Road – S Sanborn Road / Abbott Street (Salinas TFO 68).
5. The Project should include the following on-site improvements as discussed in the “Project Access and Internal Circulation” section of this report.
Keith Higgins Traffic Engineer
Salinas Mixed Use Master Plan Traffic Impact Analysis
SalinasHome2Suites Report6 Page 38
9 REFERENCES
9.1 List of References
1. 2010 Highway Capacity Manual, Transportation Research Board, 2010.
2. 2000 Highway Capacity Manual, Transportation Research Board, 2000.
3. City of Salinas General Plan, Cotton/Bridges/Associates, September 2002.
4. Guide for the Preparation of Traffic Impact Studies, California Department of Transportation (Caltrans), December 2002.
5. The Regional Impact Fee Program Nexus Study Update 2018, Wood Rodgers, October 2018.
6. The City of Salinas Traffic Improvement Program – 2010 Update, Wood Rodgers, March 2010
7. Highway Design Manual, 6th Edition, California Department of Transportation (Caltrans), November 20, 2017.
8. Transportation Agency for Monterey County Bicycle and Pedestrian Master Plan, Alta Planning + Design, December 2011.
9. Monterey-Salinas Transit web site, http://www.mst.org. Accessed December 19, 2019.
10. Trip Generation Manual, 10th Edition, Institute of Transportation Engineers, 2017.
11. The Draft West Area Specific Plan Transportation Impact Analysis, Fehr & Peers, June 2018 (West Area Specific Plan TIA).
12. Rodeo Property Traffic Impact Analysis, Mott MacDonald, June 12, 2019.
13. Salinas Travel Center Draft Traffic Impact Analysis, Hexagon Transportation Consultants, November 7, 2017.
14. Salinas Ag-Industrial Center Traffic Impact Analysis, Higgins Associates, September 2, 2008
15. City of Salinas General Plan Circulation Element and Environmental Impact Report Traffic Study, Higgins Associates, June 11, 2002.
16. California Manual on Uniform Traffic Control Devices, California Department of Transportation (Caltrans), April 2017.
17. Technical Advisory on Evaluating Transportation Impacts in CEQA, State of California Governor’s Office of Planning and Research, December 2018
18. Senate Bill 742 Vehicle Miles Traveled Implementation Policy, Final Interim Policy, City of Salinas, October 13, 2020.
Keith Higgins Traffic Engineer
Salinas Mixed Use Master Plan Traffic Impact Analysis
SalinasHome2Suites Report6 Page 39
9.2 List of Contacts
1. Carl Sanders, Videre Development, LLC, Salem, Oregon.
2. Greg Allen, Cadius Partners, Bozeman, Montana.
3. Steve Rigor, Arris Studio Architects, San Luis Obispo, California.
4. Chris Stout, L&S Engineering and Surveying, Monterey, California.
5. Jeff Lorentz, L&S Engineering and Surveying, Monterey, California.
6. Andrew Easterling, City of Salinas Public Works Department, Salinas, California.
7. John Olejnik, Senior Transportation Planner, Caltrans District 5, San Luis Obispo, California.
8. Chris Bjornstad, Associate Transportation Planner, Calt rans District 5, San Luis Obispo, California.
9. Roger Barnes, Senior Transportation Engineer, Traffic Operations Branch Chief, Caltrans District 5, San Luis Obispo, California.
10. Bhupendra Patel, Ph.D., Director of Modeling, Association of Monterey Bay Area Governments (AMBAG), Marina, California.
Basemap Source: Google Maps, 2019.
4 6
3 2
1 Project
Site
N
Legend:
Study IntersectionsX
5 7
8 9
10 11
Keith Higgins
Traffic Engineer
Exhibit 1
Project Location Map
and Study Area
Source: Arris Studio Architects, February 2022.
Keith Higgins
Traffic Engineer
Exhibit 2A
Project Site Plan
(Layout)
Source: Arris Studio Architects, February 2022.
Keith Higgins
Traffic Engineer
Exhibit 2B
Project Site Plan
(Phasing)
21(39)
186(287)
162(70)
89(154)
9(12)
87(66)
222(400) 118(211) 57(71)
17(34) 514(369) 866(621)
541(317) 80(67) 471(259)
0(0) 116(231) 42(54)
0(0) 341(736) 420(675)
8(13) 62(51) 80(54)
18(21)
605(1126)
244(490)
55(58)
289(577)
66(139)
45(135)
251(541)
234(538)
7(6)
0(5)
166(172)
50(31)
43(40)
0(1)
12(8) 35(22) 0(0)
1385(943) 348(258) 0(0)
5(3) 305(224) 0(0)
4(4) 66(163) 35(24)
732(1273) 122(270) 0(0)
5(2) 66(93) 76(39)
2(2)
0(1)
7(8)
36(144)
360(795)
310(506)
40(55)
509(1210)
0(0)
0(0)
110(17)
65(48)
0(0)
279(116)
68(26)
31(114) 0(0) 45(105)
0(0) 0(0) 23(45)
1(3) 0(0) 55(123)
0(0) 36(57) 10(52)
0(0) 0(0) 0(1)
0(0) 34(10) 3(12)
0(0)
548(1120)
38(14)
12(23)
557(1074)
0(0)
28(25)
485(784)
111(39)
549(234)
1. E Market Street - Sherwood Drive /
Market Way - E Market Street 2. Front Street / E Alisal Street 987(546)
656(283)
3. Abbott Street / John Street (SR 68)
4. Spring Street / John Street (SR 68)
8. Abbott Street / Alameda Avenue
0(0)
944(479)
9. Abbott Street / Los Palos Drive - Malarin Street
469(297)
6. Abbott Street / Maple Street
1066(480)
7. Abbott Street / Spicer Street
1013(526)
558(405)
5. S Sanborn Road / John Street
Front St
E Alisal StE Market St
Sherwood Dr
John St
(SR 68)
Abbott St
John St
(SR 68)
Spring St
Market Way
E Market St
S Sanborn Rd
John St
Abbott St
Private Dwy
Maple St
Spicer St
Abbott St
Abbott St
Alameda Ave Las Palmas Dr
Malarin St
Abbott St
Keith Higgins
Traffic Engineer
Exhibit 3
Existing Conditions (Off Season)
AM & PM Peak Hour Volumes
(Page 1 of 2)
139(109)
18(15)
261(173)
125(89)
0(3) 75(162)
1(2) 356(323)
6(20) 228(320)
241(354) 143(246)
1(0) 222(259)
210(295) 171(192)
341(231)
477(456)
4(2)
175(142)
405(550)
324(204)
10. Abbott Street / E Romie Lane - Abbott Place 11. E Blanco Road - S Sanborn Road / Abbott Street 309(325)
660(422)
E Blanco Rd
Abbott Pl
Abbott St
E Romie Ln
Abbott St
S Sanborn Rd
Keith Higgins
Traffic Engineer
Exhibit 3
Existing Conditions (Off Season)
AM & PM Peak Hour Volumes
(Page 2 of 2)
0(0)
0(0)
0(0)
0(0)
0(0)
0(0)
0(0) 0(0) 0(0)
0(0) 0(0) 0(0)
0(40) 0(0) 40(25)
0(0) 0(0) 0(0)
0(0) 0(0) 0(0)
0(0) 0(0) 0(0)
0(0)
0(0)
15(100)
0(0)
0(0)
0(0)
0(0)
0(0)
10(60)
0(0)
0(0)
0(0)
0(0)
0(0)
0(0)
0(0) 0(0) 0(0)
40(25) 0(0) 0(0)
0(0) 0(0) 0(0)
0(0) 0(0) 0(0)
10(60) 0(0) 0(0)
0(0) 0(0) 0(0)
0(0)
0(0)
0(0)
0(0)
0(0)
0(0)
0(0)
10(60)
0(0)
0(0)
0(0)
0(0)
0(0)
0(0)
0(0)
0(0) 0(0) 0(0)
0(0) 0(0) 0(0)
15(0) 0(0) 30(5)
0(0) 0(0) 0(0)
0(0) 0(0) 0(0)
0(0) 0(0) 0(0)
0(0)
10(60)
5(40)
0(0)
15(100)
0(0)
0(0)
15(100)
10(70)
55(25)
55(25)
7. Abbott Street / Spicer Street
40(25)
4. Spring Street / John Street (SR 68)
8. Abbott Street / Alameda Avenue 9. Abbott Street / Los Palos Drive - Malarin Street 0(0)
5. S Sanborn Road / John Street
3. Abbott Street / John Street (SR 68)
0(0)
0(0)
6. Abbott Street / Maple Street
40(25)
1. E Market Street - Sherwood Drive /
Market Way - E Market Street 2. Front Street / E Alisal Street 0(0)
0(0)
Front St
E Alisal StE Market St
Sherwood Dr
John St
(SR 68)
Abbott St
John St
(SR 68)
Spring St
Market Way
E Market St
S Sanborn Rd
John St
Abbott St
Private Dwy
Maple St
Spicer St
Abbott St
Abbott St
Alameda Ave Las Palmas Dr
Malarin St
Abbott St
Keith Higgins
Traffic Engineer
Exhibit 4
Seasonal Adjustments
AM & PM Peak Hour Volumes
(Page 1 of 2)
0(0)
5(0)
10(60)
20(50)
0(5) 15(170)
2(2) 15(95)
10(20) 5(0)
0(0) 25(0)
5(0) 35(25)
10(25) 40(40)
20(60)
25(170)
5(15)
25(90)
0(15)
0(40)
10. Abbott Street / E Romie Lane - Abbott Place 11. E Blanco Road - S Sanborn Road / Abbott Street 80(30)
0(10)
E Blanco Rd
Abbott Pl
Abbott St
E Romie Ln
Abbott St
S Sanborn Rd
Keith Higgins
Traffic Engineer
Exhibit 4
Seasonal Adjustments
AM & PM Peak Hour Volumes
(Page 2 of 2)
21(39)
186(287)
162(70)
89(154)
9(12)
87(66)
222(400) 118(211) 57(71)
17(34) 514(369) 866(621)
541(357) 80(67) 511(284)
0(0) 116(231) 42(54)
0(0) 341(736) 420(675)
8(13) 62(51) 80(54)
18(21)
605(1126)
259(590)
55(58)
289(577)
66(139)
45(135)
251(541)
244(598)
7(6)
0(5)
166(172)
50(31)
43(40)
0(1)
12(8) 35(22) 0(0)
1425(968) 348(258) 0(0)
5(3) 305(224) 0(0)
4(4) 66(163) 35(24)
742(1333) 122(270) 0(0)
5(2) 66(93) 76(39)
2(2)
0(1)
7(8)
36(144)
360(795)
310(506)
40(55)
519(1270)
0(0)
0(0)
110(17)
65(48)
0(0)
279(116)
68(26)
31(114) 0(0) 45(105)
0(0) 0(0) 23(45)
16(3) 0(0) 85(128)
0(0) 36(57) 10(52)
0(0) 0(0) 0(1)
0(0) 34(10) 3(12)
0(0)
558(1180)
43(54)
12(23)
572(1174)
0(0)
28(25)
500(884)
121(109)
0(0)
7. Abbott Street / Spicer Street
6. Abbott Street / Maple Street
1106(505)
4. Spring Street / John Street (SR 68)
8. Abbott Street / Alameda Avenue 9. Abbott Street / Los Palos Drive - Malarin Street 1053(551)
5. S Sanborn Road / John Street
3. Abbott Street / John Street (SR 68)
558(405)
549(234)
1. E Market Street - Sherwood Drive /
Market Way - E Market Street 2. Front Street / E Alisal Street 987(546)
656(283)999(504)
524(322)
Front St
E Alisal StE Market St
Sherwood Dr
John St
(SR 68)
Abbott St
John St
(SR 68)
Spring St
Market Way
E Market St
S Sanborn Rd
John St
Abbott St
Private Dwy
Maple St
Spicer St
Abbott St
Abbott St
Alameda Ave Las Palmas Dr
Malarin St
Abbott St
Keith Higgins
Traffic Engineer
Exhibit 5
Existing Peak Season Conditions
AM & PM Peak Hour Volumes
(Page 1 of 2)
139(109)
23(15)
271(233)
145(139)
0(8) 90(332)
3(4) 371(418)
16(40) 233(320)
241(354) 168(246)
6(0) 257(284)
220(320) 211(232)
361(291)
502(626)
9(17)
200(232)
405(565)
324(244)
10. Abbott Street / E Romie Lane - Abbott Place 11. E Blanco Road - S Sanborn Road / Abbott Street 389(355)
660(432)
E Blanco Rd
Abbott Pl
Abbott St
E Romie Ln
Abbott St
S Sanborn Rd
Keith Higgins
Traffic Engineer
Exhibit 5
Existing Peak Season Conditions
AM & PM Peak Hour Volumes
(Page 2 of 2)
Existing Existing
N-S E-W Lane Intersection LOS Peak
Street Street Jurisdiction Configuration Control Standard Hour 1 E Market Market NB 1-L, 2-T, 2-R AM 21.7 C 22.2 C 35.4 D 50.4 D Street - Way - SB 1-L, 1-T, 1-T/R PM 20.3 C 21.2 C 69.7 E 78.6 E Sherwood E Market EB 1-R
Drive Street WB 1-L, 1-L/T, 1-R AM 29.7 C 31.7 C
PM 31.6 C 34.8 C
2 Front E Alisal NB 1-L, 2-T, 1-R AM 26.2 C 28.9 C 39.5 D 113.1 F Street Street SB 1-L, 2-T, 1-R PM 29.5 C 33.5 C 59.2 E 75.4 E EB 1-L, 2-T, 1-R
WB 1-L, 1-T, 1-T/R AM 33.9 C 37.6 D
PM 43.3 D 49.3 D
3 Abbott John NB 1-L, 2-T, 1-R AM 36.4 D 55.1 E 87.1 F 105.8 F Street Street SB 1-L, 2-T, 1-R PM 61.7 E 75.5 E 98.4 F 138.4 F (SR 68) EB 1-L, 2-T, 1-R
WB 27.5 C 37.6 D 37.0 D 53.6 D
30.1 C 55.9 E 44.3 D 89.6 F
AM 37.4 D 52.5 D
PM 42.8 D 73.1 E
4 Spring John NB 1-L/T/R AM 34.3/16.6 D/C 19.2/18.5 C/C 43.7/17.8 E/F 16.1/19.9 C/C Street Street SB 1-L/T/R PM 76.6/54.1 F/F 129.4/* F/F 141.6/99.9 F/F */* F/F (SR 68) EB 1-L/T, 1-T/R
WB 1-L, 1-T, 1-T/R AM 12.8/16.6 B/C 19.3/18.5 C/C 13.4/17.8 B/C 16.5/19.9 C/C PM 17.6/12.7 C/B 63.1/14.5 F /B 19.8/13.8 C/B 110.9/16.0 F /C 5 S Sanborn John NB 1-L, 2-T, 1-R AM 22.8 C 23.1 C 32.0 C 48.0 D Road Street SB 1-L, 2-T, 1-R PM 32.0 C 33.0 C 85.8 F 89.9 F EB 1-L, 1-T, 1-T/R
WB 1-L, 2-T, 1-R AM 32.0 C 33.3 C
PM 34.0 C 40.3 D
6 Abbott Maple NB 1-L/T, 1-T/R AM 85.3/0.0 F/A */* F/F 1060.8/0.0 F/A */* F/F Street Street SB 1-L/T, 1-T/R PM 40.3/0.0 E/A 11.2/* B/F */0.0 F/A */* F/F EB 1-L/T/R
WB 1-L/T/R AM 47.5/0.0 E /A 17.4 B 8.5 A 25.6 C
PM 29.2/0.0 D/A 47.3 D 7.0 A 47.3 D
7 Abbott Spicer NB 1-T, 1-T/R AM 31.3 D 43.2 D 12.3 B 12.8 B Street Street SB 1-L/T, 1-T PM 20.2 C 23.4 C 187.4 F 413.7 F WB 1-L/R
8 Abbott Alameda NB 1-L/T, 1-T AM 37.5 E 50.5 F 282.6 F 434.6 F Street Avenue SB 1-T, 1-T/R PM 44.9 E 86.9 F 1,955.9 F * F EB 1-L/R
With Improvement AM 37.1 E 44.2 E
PM 65.9 F 99.9 F
9 Abbott Los Palos NB 1-L, 1-T, 1-T/R AM 5.6 A 5.7 A 6.4 A 6.6 A Street Drive - SB 1-L, 1-T, 1-T/R PM 8.9 A 9.1 A 10.4 B 10.9 B Malarin EB 1-L/T/R
Street WB 1-L/T, 1-R
10 Abbott E Romie NB 1-L, 2-T, 1-R AM 22.5 C 25.4 C 41.4 D 41.4 D Street Lane - SB 1-L, 2-T, 1-R PM 26.7 C 26.6 C 31.4 C 31.7 C Abbott EB 1-L, 1-L/T, 1-R
Place WB 1-L/T/R
11 E Blanco Abbott NB 1-L, 2-T, 1-R AM 35.6 D 36.9 D 76.2 E 78.0 E Road - Street SB 1-L, 2-T, 1-R PM 35.3 D 37.0 D 50.5 D 56.5 E S Sanborn EB 1-L, 1-L/T, 1-T, 1-R
Road WB 1-L, 1-L/T, 1-T, 1-R AM 41.2 D 43.4 D
PM 39.0 D 42.4 D
Notes:
1. L, T, R = Left, Through, Right. 7. N/A = Not Applicable. Intersection does not existi under this scenario.
2. NB, SB, EB, WB = Left, Through, Right, Northbound, Southbound, Eastbound, Westbound. 8. Analysis performed using 2010 and 2000 Highway Capacity Manual methodologies.
3. * = Delay exceeds 3000 seconds 9. Level of service calculations can be found in Appendices E - H.
4. Overall Caltrans level of service standard is the transition between LOS C and LOS D, abbreviated as "LOS C-D". Caltrans side-street standard 10. LOS highlighted in red indicates intersection operating below level of service standard. assumed as LOS C-D. City of Salinas overall and side-streeet level of service standards are LOS D. 11. LOS with a thick black bo rder represents a significant impact. Resulting levels of service with
5. For signalized and all-way stop intersection analysis, delay is average overall delay in seconds per vehicle (sec/veh). rec ommended improvements noted under "With Improvements". A list of applied improvements For one- and two-way stop intersections, delays are side-street approach operations, also in seconds per vehicle (sec/veh). can be found on Exhibit 6B.
6. Alternatives 1 and 2 refer to different improvement alternatives for the same intersection. See Exhibit 6B for details.
City of
Salinas
Signal D
With Improvement
City of
Salinas
Signal D
City of
Salinas
Signal D
City of
Salinas
City of
Salinas
Caltrans
Caltrans
With Improvement
City of
Salinas
One-Way
Stop D
City of
Salinas
One-Way
Stop D
City of
Salinas
Signal D
With Improvement
City of
Salinas
Two-Way
Stop D/D
With Improvement
Signal D
Signal D
Signal C-D
Two-Way
Stop
Existing
Conditions
(Peak Season)
Existing Plus
Project
Conditions
Delay LOS Delay LOS
C-D/C-D
With Improvement
(Alternative 2)
With Improvement
With Improvement
With Improvement
(Alternative 1)
Cumulative
Without Project
Conditions
Cumulative
Plus Project
Conditions
Delay LOS Delay LOS
Keith Higgins
Traffic Engineer
Exhibit 6A
Intersection
Levels of Service
N-S E-W
Street Street Jurisdiction
1 E Market Market
Street - Way -
Sherwood E Market
Drive Street
2 Front E Alisal
Street Street
3 Abbott John
Street Street
(SR 68)
4 Spring John
Street Street
(SR 68)
5 S Sanborn John
Road Street
6 Abbott Maple
Street Street
7 Abbott Spicer
Street Street
8 Abbott Alameda
Street Avenue
9 Abbott Los Palos
Street Drive -
Malarin
Street
10 Abbott E Romie
Street Lane -
Abbott
Place
11 E Blanco Abbott
Road - Street
S Sanborn
Road
Notes:
1. L, T, R = Left, Through, Right.
2. NB, SB, EB, WB, RTO, TWLTL = Left, Through, Right, Northbound, Southbound, Eastbound, Westbound Right Turn Overlap, Two-Way L eft Turn Lane.
3. N/A = Not Applicable. Intersection does not exist under this scenario.
4. "TFO xx" refers to City of Salinas Traffic Fee Ordinance project.
Modify John Median to:
a. Prevent EB L, WB L
b. Prevent NB L, NB T
c. Prevent SB L, SB T
Modify John Median to:
a. Prevent EB L, WB L
b. Prevent NB L, NB T
c. Prevent SB L, SB T
Modify John Median to:
a. Prevent EB L, WB L
b. Prevent NB L, NB T
c. Prevent SB L, SB T
Modify John Median to:
a. Prevent EB L, WB L
b. Prevent SB L, SB T
c. Prevent NB L, NB T
a. Add 2nd WB L
Alternative 1: Same as
Existing Plus Project
Alternative 2: Same as
Existing Plus Project
PLUS
c. Add 2nd NB R
a. Add 2nd WB L
Alternative 1: Same as
Existing Plus Project
Alternative 2: Same as
Existing Plus Project
PLUS
c. Add 2nd NB R
Add WB RTO
Signal Phase
Add WB RTO
Signal Phase
None Required None Required Add EB RTO
Signal Phase
Add EB RTO
Signal Phase
Existing
Conditions
(Peak Season)
Existing
Plus Project
Conditions
Cumulative
Without Project
Conditions
Cumulative
Plus Project
Conditions
City of
Salinas
City of
Salinas
Caltrans
Caltrans
None Required None Required
City of
Salinas
None Required None Required Add NB RTO
Signal Phase
Add NB RTO
Signal Phase
a. Add EB R
b. Add NB L (TFO 42)
c. Add SB L (TFO 42)
d. Signalize Intersection
a. Add EB R
b. Add NB L (TFO 42)
c. Add SB L (TFO 42)
d. Add WB R
e. Signalize Intersection
f. Add WB RTO
Signal Phase
City of
Salinas
None Required None Required None Required None Required City of
Salinas
a. Add EB R
b. Add NB L (TFO 42)
c. Add SB L (TFO 42)
a. Add EB R
b. Add NB L (TFO 42)
c. Add SB L (TFO 42)
d. Add WB R
e. Signalize Intersection
f. Add WB RTO
Signal Phase
None Required
a. Add EB R
b. Add Median Acceleration
Lane or
Two-Way Left Turn Lane
City of
Salinas
None Required None Required None Required None Required City of
Salinas
None Required
a. Add EB R
b. Add Median Acceleration
Lane or
Two-Way Left Turn Lane
None Required None Required
City of
Salinas
None Required None Required
Implement Salinas TFO 68:
a. Add 2nd EB L
b. Add 2nd WB L
c. Convert Abbott Left Turn
Signal Phasing to Protected
Implement Salinas TFO 68:
a. Add 2nd EB L
b. Add 2nd WB L
c. Convert Abbott Left Turn
Signal Phasing to Protected
City of
Salinas
None Required None Required
Keith Higgins
Traffic Engineer
Exhibit 6B
Recommended
Intersection Improvements
ITE DAILY PEAK % PEAK %
LAND USE TRIP HOUR OF % % HOUR OF % %
TRIP GENERATION RATES CODE RATE RATE ADT IN OUT RATE ADT IN OUT All Suites Hotel (per occupied room) 6.24 0.48 8% 0.67 0.33 0.52 8% 0.43 0.57 Variety Store (per 1,000 sq. ft.) 63.47 3.18 5% 0.57 0.43 6.84 11% 0.52 0.48 General Office (per 1,000 sq. ft.) 9.74 1.16 12% 0.86 0.14 1.15 12% 0.16 0.84 Medical - Dental Office (per 1,000 sq. ft.) 34.80 2.78 8% 0.78 0.22 3.46 10% 0.28 0.72 Fast Casual Restaurant (per 1,000 sq. ft.) 315.17 22.06 7% 0.67 0.33 25.21 8% 0.55 0.45 Quality Restaurant (per 1,000 sq. ft.) 83.84 0.73 1% 0.60 0.40 7.80 9% 0.50 0.50 Fast Food Restaurant without Drive-Through (per 1,000 sq. ft.) 346.23 25.10 7% 0.60 0.40 28.34 8% 0.50 0.50 Supermarket (per 1,000 sq. ft.) 106.78 3.82 4% 0.60 0.40 9.24 9% 0.51 0.49 Walk-in Bank (per 1,000 sq. ft.)4 100.03 12.13 12% 0.44 0.56 26.40 26% 0.51 0.49 Multi-Family Residential (per dwelling unit) 7.32 0.46 6% 0.23 0.77 0.56 8% 0.63 0.37 Phase 1 - Gross & Net Trips 693 53 8% 36 17 58 8% 25 33 Phases 1 and 2 - Gross Trips 2,256 134 6% 77 57 219 10% 109 110 Net Trips (5% Internal) 2,143 127 6% 73 54 208 10% 103 104 Phases 1 through 3 - Gross Trips 4,260 256 6% 154 102 403 9% 196 207 Net Trips (10% Internal) 3,834 230 6% 139 92 362 9% 176 186 Phases 1 through 4 - Gross Trips 6,407 388 6% 233 155 592 9% 292 300 Net Trips (10% Internal) 5,766 349 6% 210 140 533 9% 262 270 Phases 1 through 5 - Gross Trips 7,903 476 6% 285 191 726 9% 359 366 Net Trips (10% Internal) 7,112 428 6% 257 172 653 9% 323 330 Phases 1 through 6 - Gross Trips 11,562 698 6% 384 314 1,148 10% 578 569 Net Trips (10% Internal) 10,405 628 6% 346 282 1,033 10% 520 512 Vehicles 1,074 161 15% 120 41 150 14% 57 93
Passenger Car Equivalents 1,500 225 15% 168 57 214 14% 82 132 Notes:
1. Trip generation and pass-by rates published by Institute of Transportation Engineers (ITE), Trip Generation Manual, 10th Edition, 2017.
2. Pass-By trip rates published by Institute of Transportation Engineers (ITE), Trip Generation Handbook, 3rd Edition, 2017.
3. Sq. Ft. = square feet
4. ITE does not provide daily trip generation rate for Walk-In Bank (ITE Land Use 911). Daily rate estimated from Drive-In Bank (ITE Land Use 912). 933
AM PEAK HOUR PM PEAK HOUR
311
814
710
720
930
931
850
911
220
Project Incremental Trip Generation by Phases
Historic Trip Generation
Keith Higgins
Traffic Engineer
Exhibit 7
Project Trip Generation
(Page 1 of 2 - Trip Generation Rates
and Cumulative Trip Generation by Phase)
PEAK % PEAK %
PROJECT DAILY HOUR OF TRIPS TRIPS HOUR OF TRIPS TRIPS
PROPOSED USE SIZE TRIPS TRIPS ADT IN OUT TRIPS ADT IN OUT
1. PHASE 1
Hilton Home2 Suites 111 Rooms 693 53 8% 36 17 58 8% 25 33
2. PHASE 2
Building 1F - Variety Store 7,900 Sq. Ft. 501 25 5% 14 11 54 11% 28 26 - Multi-Family Residential 14 Units 102 6 6% 1 5 8 8% 4 4 Building 1H - Variety Store 6,000 Sq. Ft. 381 19 5% 11 8 41 11% 21 20 - Multi-Family Residential 6 Units 44 3 7% 1 2 3 7% 2 1 Building 1J - Variety Store 7,500 Sq. Ft. 476 24 5% 14 10 51 11% 27 24 - Multi-Family Residential 8 Units 59 4 7% 1 3 4 7% 2 2 Phase 2 Subtotal 1,563 81 5% 42 39 161 10% 84 77
3. PHASE 3
Building 1G (12,800 s.f.) - Variety Store 3,200 Sq. Ft. 203 10 5% 6 4 22 11% 11 11 - Fast Food Restaurant without Drive-Through 3,200 Sq. Ft. 1,108 80 7% 48 32 91 8% 46 46 - 70% General Office 4,480 Sq. Ft. 44 5 11% 4 1 5 11% 1 4 - 30% Medical Office 1,920 Sq. Ft. 67 5 7% 4 1 7 10% 2 5 Building 1I (12,800 s.f.) - Variety Store 3,200 Sq. Ft. 203 10 5% 6 4 22 11% 11 11 - Quality Restaurant 3,200 Sq. Ft. 268 2 1% 1 1 25 9% 13 12 - 70% General Office 4,480 Sq. Ft. 44 5 11% 4 1 5 11% 1 4 - 30% Medical Office 1,920 Sq. Ft. 67 5 7% 4 1 7 10% 2 5 Phase 3 Subtotal 25,600 Sq. Ft. 2,004 122 6% 77 45 184 9% 87 97
4. PHASE 4
Building 1D (8,500 s.f.) - Variety Store 4,250 Sq. Ft. 270 14 5% 8 6 29 11% 15 14 - Fast Food Restaurant without Drive-Through 4,250 Sq. Ft. 1,471 107 7% 64 43 120 8% 60 60 Building 1E (5,500 s.f.) - Variety Store 2,750 Sq. Ft. 175 9 5% 5 4 19 11% 10 9 - Quality Restaurant 2,750 Sq. Ft. 231 2 1% 1 1 21 9% 11 10 Phase 4 - Subtotal 14,000 Sq. Ft. 2,147 132 6% 79 53 189 9% 96 93
5. PHASE 5
Building 1B (5,500 s.f.) - Variety Store 2,750 Sq. Ft. 175 9 5% 5 4 19 11% 10 9 - Fast Food Restaurant without Drive-Through 2,750 Sq. Ft. 952 69 7% 41 28 78 8% 39 39 Building 1C (5,000 s.f.) - Variety Store 2,500 Sq. Ft. 159 8 5% 5 3 17 11% 9 8 - Quality Restaurant 2,500 Sq. Ft. 210 2 1% 1 1 20 10% 10 10 Phase 5 Subtotal 10,500 Sq. Ft. 1,496 88 6% 52 36 134 9% 68 66
6. PHASE 6
Building 3A - Variety Store 4,800 Sq. Ft. 305 15 5% 9 6 33 11% 17 16 - Multi-Family Residential 4 Units 29 2 7% 0 2 2 7% 1 1 Building 3B - Variety Store 5,400 Sq. Ft. 343 17 5% 10 7 37 11% 19 18 - Multi-Family Residential 18 Units 132 8 6% 2 6 10 8% 5 5 Building 3C - Variety Store 6,000 Sq. Ft. 381 19 5% 11 8 41 11% 21 20 - Multi-Family Residential 6 Units 44 3 7% 1 2 3 7% 2 1 Building 3D - Variety Store 13,000 Sq. Ft. 825 41 5% 23 18 89 11% 46 43 - Multi-Family Residential 36 Units 264 17 6% 4 13 20 8% 10 10 Building 3E - Variety Store 7,000 Sq. Ft. 444 22 5% 13 9 48 11% 25 23 - Multi-Family Residential 16 Units 117 7 6% 2 5 9 8% 5 4 Building 3F - Bank 3,800 Sq. Ft. 380 46 12% 20 26 100 26% 51 49 - Multi-Family Residential 4 Units 29 2 7% 0 2 2 7% 1 1 Building 4 - Multi-Family Residential 50 Units 366 23 6% 5 18 28 8% 15 13 Phase 6 Subtotal 3,659 222 6% 99 123 422 12% 219 203
7. PHASE 7
Building 2A - Multi-Family Residential 80 Units 586 37 6% 9 28 45 8% 23 22 Builidng 2B (17,000 s.f.) - Variety Store 8,500 Sq. Ft. 539 27 5% 15 12 58 11% 30 28 - General Office 8,500 Sq. Ft. 83 10 12% 9 1 10 12% 2 8 Builidng 2C (20,800 s.f.) - Market 11,200 Sq. Ft. 1,196 43 4% 26 17 103 9% 53 50 - Medical Office 9,600 Sq. Ft. 334 27 8% 21 6 33 10% 9 24 Phase 7 Subtotal 2,738 144 5% 80 64 249 9% 117 132
PROJECT GRAND TOTAL (PHASES 1-7) - GROSS TRIPS 14,300 842 6% 464 378 1,397 10% 695 702 NET TRIPS (10% Internal) 12,870 758 6% 418 340 1,257 10% 625 632
ANALYZED TRIP GENERATION
PROJECT GRAND TOTAL (PHASES 1-7) - GROSS TRIPS 14,477 862 6% 475 387 1,423 10% 708 715 NET TRIPS (10% Internal) 13,029 776 6% 427 349 1,280 10% 637 643 Note:
1. Analyzed Trip Generation is based on a prior project definition. Analysis of this prior definition consititues a slightly more conservative analysis of the project.
A. INITIAL PROJECT - PHASES 1 THROUGH 5
AM PEAK HOUR PM PEAK HOUR
WEEKDAY
Keith Higgins
Traffic Engineer
Exhibit 7
Project Trip Generation
(Page 2 of 2 - Individual Trip Generation by Phase)
Basemap Source: Google Maps, 2019.
4 6
3 2
1 Project
Site
N
5 7
8 9
10 11
2%
4%
11% 1%
12%
2%
1%
16%
4%9%
4%
1%
2%
4%
1%
2%
2%
9%
2%
LEGEND
Study Intersection Number
Project Trip Distribution
Percentage (Overall)
Project Trip Distribution
Percentage (Segment)
X%
X
XX%
15%
17%
38%
8%
27%
13%
18%
24%
9%
Keith Higgins
Traffic Engineer
Exhibit 8
Project Trip
Distribution
0(0)
0(0)
0(0)
0(0)
0(0)
55(81)
0(0) 0(0) 0(0)
0(0) 0(0) 0(0)
4(6) 4(6) 82(122)
81(121)
0(0) 0(0) 0(0)
0(0) 0(0) 30(44)
0(0) 9(13) 25(39)
0(0)
38(71)
4(6)
7(13)
83(154)
4(6)
45(129)
94(173)
0(0)
0(0)
0(0)
17(26)
0(0)
0(0)
167(250)
0(0) 0(0) 139(257)
163(243) 17(26) 14(26)
0(0) 0(0) 63(116)
0(0) 14(26) 0(0)
0(0) 14(26) 17(26)
166(246) 0(0) 0(0)
0(0)
0(0)
133(244)
0(0)
0(0)
0(0)
0(0)
0(0)
77(115)
0(0)
0(0)
4(6)
0(0)
7(13)
0(0)
0(0) 0(0) 0(0)
0(0) 0(0) 0(0)
0(0) 0(0) 0(0)
0(0) 4(6) 0(0)
0(0) 0(0) 0(0)
0(0) 0(0) 0(0)
0(0)
77(115)
0(0)
0(0)
73(109)
0(0)
0(0)
73(109)
0(0)
0(0)
0(0)
14(26)
7(13)
0(0)
0(0)
0(0) 9(13) 0(0)
0(0) 0(0) 54(81)
0(0) 0(0) 109(162)
9(13) 17(26) 0(0)
0(0) 0(0) 33(62)
0(0) 0(0) 39(70)
0(0)
64(96)
0(0)
0(0)
38(57)
0(0)
0(0)
0(0)
100(182)
1. E Market Street - Sherwood Drive /
Market Way - E Market Street 2. Front Street / E Alisal Street 3. Abbott Street / John Street (SR 68) 47(70)
102(151)
60(89)
4. Spring Street / John Street (SR 68) 5. S Sanborn Road / John Street 6. Abbott Street / Maple Street 0(0)
0(0)
0(0)
7. Abbott Street / Spicer Street 8. Abbott Street / Alameda Avenue 9. Abbott Street / Los Palos Drive - Malarin Street 63(116)
59(110)
52(97)
10. Abbott Street / E Romie Lane - Abbott Place 11. E Blanco Road - S Sanborn Road / Abbott Street 12. New Spring Street - Chapin Driveway / John Street (SR 68)
52(97)
31(58)
0(0)
E Romie Ln
Malarin St
Abbott St
Abbott St
Front St
Alameda Ave
Abbott St
E Alisal St
Commercial
Dwy
E Market St
Sherwood Dr
Spring St
Abbott St
John St
(SR 68)
John St
S Sanborn Rd
Commercial
Dwy
Abbott St
Spicer St
Abbott St
Market Way
E Market St
Maple St
Los Palos Dr
Abbott Pl
John St
(SR 68)
E Blanco Rd
S Sanborn Rd
Abbott St
Keith Higgins
Traffic Engineer
Exhibit 9
Project Trip Assignment
AM & PM Peak Hour Volumes
21(39)
186(287)
162(70)
89(154)
9(12)
142(147)
222(400) 118(211) 57(71)
17(34) 514(369) 866(621)
545(363) 84(73) 593(406)
81(121)
0(0) 116(231) 42(54)
0(0) 341(736) 450(719)
8(13) 71(64) 105(93)
18(21)
643(1197)
263(596)
62(71)
372(731)
70(145)
90(264)
345(714)
244(598)
7(6)
0(5)
183(198)
50(31)
43(40)
167(250)
12(8) 35(22) 139(257)
1590(1211) 365(284) 14(26)
0(0) 305(224) 63(116)
4(4) 80(189) 35(24)
742(1333) 136(296) 17(26)
171(246) 66(93) 76(39)
0(0)
0(0)
133(244)
36(144)
360(795)
310(506)
40(55)
519(1270)
77(115)
0(0)
110(17)
69(54)
0(0)
286(129)
68(26)
31(114) 0(0) 45(105)
0(0) 0(0) 23(45)
16(3) 0(0) 85(128)
0(0) 40(63) 10(52)
0(0) 0(0) 0(1)
0(0) 34(10) 3(12)
0(0)
635(1295)
43(54)
12(23)
645(1283)
0(0)
28(25)
573(993)
121(109)
139(109)
23(15)
285(259)
152(152)
0(0)
0(0)
0(8) 99(345) 0(0)
3(4) 371(418) 1496(1060)
16(40) 233(320) 109(162)
250(367) 185(272) 0(0)
6(0) 257(284) 782(1408)
220(320) 211(232) 39(70)
361(291)
566(722)
9(17)
200(232)
443(622)
324(244)
0(0)
0(0)
100(182)
1. E Market Street - Sherwood Drive /
Market Way - E Market Street 2. Front Street / E Alisal Street 3. Abbott Street / John Street (SR 68) 1034(616)
758(434)
609(323)
4. Spring Street / John Street (SR 68) 5. S Sanborn Road / John Street 6. Abbott Street / Maple Street 0(0)
558(405)
1106(505)
7. Abbott Street / Spicer Street 8. Abbott Street / Alameda Avenue 9. Abbott Street / Los Palos Drive - Malarin Street 1116(667)
1058(614)
576(419)
10. Abbott Street / E Romie Lane - Abbott Place 11. E Blanco Road - S Sanborn Road / Abbott Street 12. New Spring Street - Chapin Driveway / John Street (SR 68)
441(452)
691(490)
0(0)
E Romie Ln
Malarin St
Abbott St
Abbott St
Front St
Alameda Ave
Abbott St
E Alisal St
Commercial
Dwy
E Market St
Sherwood Dr
Spring St
Abbott St
John St
(SR 68)
John St
S Sanborn Rd
Commercial
Dwy
Abbott St
Spicer St
Abbott St
Market Way
E Market St
Maple St
Los Palos Dr
Abbott Pl
John St
(SR 68)
E Blanco Rd
S Sanborn Rd
Abbott St
Keith Higgins
Traffic Engineer
Exhibit 10
Existing Plus Project Conditions
AM & PM Peak Hour Volumes
21(39)
211(327)
153(308)
58(153)
12(15)
154(172)
204(446) 92(194) 91(135)
17(34) 563(570) 832(624)
574(423) 134(241) 656(398)
0(0) 130(87) 45(57)
0(0) 416(799) 469(691)
8(13) 244(137) 85(60)
18(21)
880(1745)
300(696)
108(129)
577(870)
56(82)
50(140)
560(865)
220(686)
7(6)
0(5)
331(290)
70(40)
52(54)
0(1)
12(8) 30(30) 0(0)
1570(1149) 400(266) 0(0)
5(3) 425(281) 0(0)
4(4) 167(302) 45(39)
834(1543) 170(350) 0(0)
5(2) 110(70) 82(45)
2(2)
0(1)
7(8)
110(340)
417(859)
420(645)
45(60)
785(1652)
0(0)
0(0)
140(35)
85(52)
0(0)
400(140)
120(50)
35(195) 0(0) 50(200)
0(0) 0(0) 25(48)
20(10) 0(0) 90(135)
0(0) 45(93) 12(55)
0(0) 0(0) 0(1)
0(0) 44(15) 5(15)
0(0)
805(1527)
40(60)
15(26)
800(1494)
0(0)
30(30)
713(1115)
125(120)
136(158)
23(15)
210(300)
219(264)
40(75)
24(47)
0(8) 322(205) 31(44)
3(4) 548(245) 1547(1085)
16(40) 249(190) 0(0)
249(556) 238(311) 51(71)
6(0) 733(479) 766(1438)
269(463) 230(210) 0(0)
488(262)
624(588)
9(17)
224(282)
452(710)
256(298)
0(0)
0(0)
0(0)
10. Abbott Street / E Romie Lane - Abbott Place 11. E Blanco Road - S Sanborn Road / Abbott Street 12. New Spring Street - Chapin Driveway / John Street (SR 68)
524(531)
520(603)
0(0)
7. Abbott Street / Spicer Street 8. Abbott Street / Alameda Avenue 9. Abbott Street / Los Palos Drive - Malarin Street 1550(1180)
1485(1138)
690(683)
4. Spring Street / John Street (SR 68) 5. S Sanborn Road / John Street 6. Abbott Street / Maple Street 0(0)
638(437)
1589(1148)
1. E Market Street - Sherwood Drive /
Market Way - E Market Street 2. Front Street / E Alisal Street 3. Abbott Street / John Street (SR 68) 1377(871)
838(634)
920(765)
E Romie Ln
Malarin St
Abbott St
Abbott St
Front St
Alameda Ave
Abbott St
E Alisal St
Commercial
Dwy
E Market St
Sherwood Dr
Spring St
Abbott St
John St
(SR 68)
John St
S Sanborn Rd
Commercial
Dwy
Abbott St
Spicer St
Abbott St
Market Way
E Market St
Maple St
Los Palos Dr
Abbott Pl
John St
(SR 68)
E Blanco Rd
S Sanborn Rd
Abbott St
Keith Higgins
Traffic Engineer
Exhibit 11
Cumulative Without Project Conditions
AM & PM Peak Hour Volumes
21(39)
211(327)
153(308)
58(153)
12(15)
209(253)
204(446) 92(194) 91(135)
17(34) 563(570) 832(624)
578(429) 138(247) 738(520)
81(121)
0(0) 130(87) 45(57)
0(0) 416(799) 499(735)
8(13) 253(150) 110(99)
18(21)
918(1816)
304(702)
115(142)
660(1024)
60(88)
95(269)
654(1038)
220(686)
7(6)
0(5)
348(316)
70(40)
52(54)
167(250)
12(8) 30(30) 139(257)
1735(1392) 417(292) 14(26)
0(0) 425(281) 63(116)
4(4) 181(328) 45(39)
834(1543) 184(376) 17(26)
171(246) 110(70) 82(45)
0(0)
0(0)
133(244)
110(340)
417(859)
420(645)
45(60)
785(1652)
77(115)
0(0)
140(35)
89(58)
0(0)
407(153)
120(50)
35(195) 0(0) 50(200)
0(0) 0(0) 25(48)
20(10) 0(0) 90(135)
0(0) 49(99) 12(55)
0(0) 0(0) 0(1)
0(0) 44(15) 5(15)
0(0)
882(1642)
40(60)
15(26)
873(1603)
0(0)
30(30)
786(1224)
125(120)
136(158)
23(15)
224(326)
226(277)
40(75)
24(47)
0(8) 331(218) 31(44)
3(4) 548(245) 1601(1166)
16(40) 249(190) 109(162)
258(569) 255(337) 51(71)
6(0) 733(479) 799(1500)
269(463) 230(210) 39(70)
488(262)
688(684)
9(17)
224(282)
490(767)
256(298)
0(0)
0(0)
100(182)
10. Abbott Street / E Romie Lane - Abbott Place 11. E Blanco Road - S Sanborn Road / Abbott Street 12. New Spring Street - Chapin Driveway / John Street (SR 68)
576(628)
551(661)
0(0)
7. Abbott Street / Spicer Street 8. Abbott Street / Alameda Avenue 9. Abbott Street / Los Palos Drive - Malarin Street 1613(1296)
1544(1248)
742(780)
4. Spring Street / John Street (SR 68) 5. S Sanborn Road / John Street 6. Abbott Street / Maple Street 0(0)
638(437)
1589(1148)
1. E Market Street - Sherwood Drive /
Market Way - E Market Street 2. Front Street / E Alisal Street 3. Abbott Street / John Street (SR 68) 1424(941)
940(785)
980(854)
E Romie Ln
Malarin St
Abbott St
Abbott St
Front St
Alameda Ave
Abbott St
E Alisal St
Commercial
Dwy
E Market St
Sherwood Dr
Spring St
Abbott St
John St
(SR 68)
John St
S Sanborn Rd
Commercial
Dwy
Abbott St
Spicer St
Abbott St
Market Way
E Market St
Maple St
Los Palos Dr
Abbott Pl
John St
(SR 68)
E Blanco Rd
S Sanborn Rd
Abbott St
Keith Higgins
Traffic Engineer
Exhibit 12
Cumulative Plus Project Conditions
AM & PM Peak Hour Volumes
95(151)
2(3)
20(45)
110(150)
2(3) 79(143)
97(198) 20(30)
2(3) 30(45)
111(150) 22(40)
120(196) 20(30)
30(45) 4(6)
24(50)
2(3)
2(3)
4(6)
32(61)
20(35)
40. Internal Private Drive / Maple Street 41. Internal Private Drive / Internal North Drive 2(3)
41(51)
Internal North DrMaple St
Internal Private Dr
Internal Private Dr
Keith Higgins
Traffic Engineer
Exhibit 13
Internal Project Driveways
at Project Buildout
(Cumulative Plus Project Conditions)
AM & PM Peak Hour Volumes
Proposed Proposed
N-S E-W Lane Intersection LOS Peak
Street Street Configuration Control Standard Hour
40 Internal Maple NB 1-L/T/R AM 9.0 A
Driveways Street SB 1-L/T/R PM 12.2 B
West EB 1-L/T/R
WB 1-L/T/R
41 Spring Internal NB 1-L/T/R AM 8.4 A
Street Driveways SB 1-L/T/R PM 9.8 A
North EB 1-L/T/R
WB 1-L/T/R
Notes:
1. L, T, R = Left, Through, Right.
2. NB, SB, EB, WB = Left, Through, Righ t, Northbound, Southbound, Eastbound, Westbound.
3. Overall Caltrans level of service standard is the transition between LOS C and LOS D, abbreviated as "LOS C-D". Caltrans side-street sta assumed as LOS C-D. City of Salinas overall and side-streeet level of service standards are LOS D.
4. For one- and two-way stop intersections, delays are side-street approach operations, also in seconds per vehicle (sec/veh).
5. Analysis performed using 2010 Highway Capacity Manual methodologies.
6. Level of service calculations can be found in Appendix H.
7. LOS highlighted in red indicates intersection operating below level of service standard.
Cumulative
Plus Project
Conditions
Delay LOS
All Way
Stop D
All Way
Stop D
Keith Higgins
Traffic Engineer
Exhibit 14
Internal Intersection
Levels of Service
Appendix A
Level of Service
Descriptions
G-1.2 LOS 2010 and 2000 Sig Inter
APPENDIX A1
LEVEL OF SERVICE (LOS) DESCRIPTION
SIGNALIZED INTERSECTIONS
The capacity of an urban street is related primarily to the signal timing and the geometric characteristics of the facility as well as to the composition of traffic on the facility. Geometrics are a fixed characteristic of a facility. Thus, while traffic composition may vary somewhat over time, the capacity of a facility is generally a stable value that can be significantly improved only by initiating geometric improvements. A traffic signal essentially allocates time among conflicting traffic movements that seek to use the same space. The way in which time is allocated significantly affects the operation and the capacity of the intersection and its approaches.
The methodology for signalized intersection is designed to consider individual intersection approaches and individual lane groups within approaches. A lane group consists of one or more lanes on an intersection approach. The outputs from application of the method described in the HCM 2010 and 2000 are reported on the basis of each lane. For a given lane group at a signalized intersection, three indications are displayed: green, yellow and red.
The red indication may include a short period during which all indications are red, referred to as an all-red interval and the yellow indication forms the change and clearance interval between two green phases.
The methodology for analyzing the capacity and level of service must consider a wide variety of prevailing conditions, including the amount and distribution of traffic movements, traffic composition, geometric characteristics, and details of intersection signalization. The methodology addresses the capacity, LOS, and other performance measures for lane groups and the intersection approaches and the LOS for the intersection as a whole.
Capacity is evaluated in terms of the ratio of demand flow rate to capacity (v/c ratio), whereas LOS is evaluated on the basis of control delay per vehicle (in seconds per vehicle). The methodology does not take into account the potential impact of downstream congestion on intersection operation, nor does the methodology detect and adjust for the impacts of turn-pocket overflows on through traffic and intersection operation.
LEVEL OF SERVICE (LOS) CRITERIA FOR SIGNALIZED INTERSECTIONS (Reference 2010 and 2000 Highway Capacity Manual)
Level of Service Control Delay (seconds / vehicle)
A <10
B >10 - 20
>C >20 - 35
D >35 - 55
E >55 - 80
F >80
APPENDIX A2
LEVEL OF SERVICE (LOS) DESCRIPTION
UNSIGNALIZED INTERSECTIONS WITH ALL-WAY STOP CONTROL (AWSC) AWSC intersections require every vehicle to stop at the intersection before proceeding.
Since each driver must stop, the judgement as to whether to proceed into the intersection is a function of traffic conditions on the other approaches. While giving priority to the driver on the right is a recognized rule in some areas, it is not a good descriptor of actual intersection operations. What happens is the development of a consensus of right-of-way that alternates between the drivers on the intersection approaches, a consensus that depends primarily on the intersection geometry and the arrival patterns at the stop line.
If no traffic is present on the other approaches, a driver can proceed immediately after the stop is made. If there is traffic on one or mor e of the other approaches, a driver proceeds only after determining that there are no vehicles currently in the intersection and that it is the driver’s turn to proceed. Since no traffic signal controls the stream movement or allocates the right -of-way to each conflicting stream, the rate of departure is controlled by the interaction between the traffic streams themselves.
For AWSC intersections, the average control delay (in seconds per vehicle) is used as the primary measure of performance. Control delay is the increased time of travel for a vehicle approaching and passing through an AWSC intersection, compared with a free-flow vehicle if it were not required to slow down or stop at the intersection.
The criteria for AWSC intersections have different th reshold values than do those for signalized intersections, primarily because drivers expect different levels of performance from different kinds of traffic control devices (i.e., traffic signals, two way stop or all way stop, etc.). The expectation is that a signalized intersection is designed to carry higher traffic volumes than an AWSC intersection and a higher level of control delay is acceptable at a signalized intersection for the same LOS.
For AWSC analysis using the HCM 20 10 method, the LOS shown re flects the weighted average of the delay on each of the approaches.
LEVEL OF SERVICE (LOS) CRITERIA FOR AWSC INTERSECTIONS
(Reference 2010 Highway Capacity Manual)
Level of Service Control Delay (seconds / vehicle)
A 0-10
B >10-15
>C >15-25
D >25-35
E >35-50
F >50
G-2 Un Sig 2010 2-way Stop
APPENDIX A3
LEVEL OF SERVICE (LOS) DESCRIPTION
UNSIGNALIZED INTERSECTIONS WITH TWO-WAY STOP CONTROL (TWSC) TWSC intersections are widely used and stop signs are used to control vehicle movements at such intersections. At TWSC intersections, the stop-controlled approaches are referred to as the minor street approaches; they can be either public streets or private driveways. The intersection approaches that are not controlled by stop signs are referred to as the major street approaches.
A three-leg intersection is considered to be a standard type of TWSC intersection if the single minor street approach (i.e. the stem of the T configuration) is controlled by a stop sign. Three-leg intersections where two of the three approaches are controlled by stop signs are a special form of unsignalized intersection control.
At TWSC intersections, drivers on the controlled approaches are required to select gaps in the major street flow through which to execute crossing or turning maneuvers on the basis of judgment. In the presence of a queue, each driver on the controlled approach must use some time to move into the front-of-queue position and prepare to evaluate gaps in the major street flow. Capacity analysis at TWSC intersections depends on a clear description and understanding of the interaction of drivers on the minor or stop-controlled approach with drivers on the major street. Both gap acceptance and empirical models have been developed to describe this interaction.
Thus, the capacity of the controlled legs is based on three factors:
· the distribution of gaps in the major street traffic stream; · driver judgment in selecting gaps through which to execute the desired maneuvers; and · the follow-up time required by each driver in a queue.
The delay experienced by a motorist is made up of a number of factors that relate to control, geometrics, traffic and incidents. Total delay is the difference between the travel time actually experienced and the reference travel time that would result during base conditions, in the absence of incident, control, traffic or geometric delay. Average control delay for any particular minor movement is a function of the capacity of the approach and the degree of saturation and referred to as level of service.
LEVEL OF SERVICE (LOS) CRITERIA FOR TWSC INTERSECTIONS
(Reference 2010 Highway Capacity Manual)
Level of Service Control Delay (seconds / vehicle)
A 0 - 10
B >10 - 15
>C >15 - 25
D >25 - 35
E >35 - 50
F >50
Appendix B
Existing and Proposed
Bicycle Facilities
near Project Site
Basemap Source: Transportation Agency for Monterey County Bicycle and Pedestrian Master Plan, Alta Planning + Design, December 2011.
Project
Site
Keith Higgins
Traffic Engineer
Appendix B
Appendix C
Intersection
Traffic Volu
me
Counts
www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
0 5
1 3
5 1
3 5
23 1000 0 1 6 1 3
8 0
Peak Hour 0 26 28 21 75 0 1
1 1 0 2 13 2Count Total 0 50 64 32 146 0
0 3 00 0 0 0 0 28:45 AM 0 7 3 2 12
0 0 1 0 2 0
0 8:30 AM 0 10 10 2 22 0 0 0
0 0 0 1 0 0
2 0
8:15 AM 0 4 8 7 19 0 0
1 0 0 1 2 1
0 1 0
8:00 AM 0 6 3 6 15 0
0 0 0 0 0 2
0 0 0
0 7:30 AM 0 7 5 4 16 0 0 0
0 0 0 4 1 0
4 22 0
EB WB NB SB Total East
7:45 AM 0 9 12 4 25
0 0 1
0% 0% 3%HV% - - - 0% -
0 0
7:15 AM 0 5 7 3 15 0 0
0 1 0 1 0 0
West North South
7:00 AM 0 2 16
19 17 605 244 0 186 9878 0 541 17 222 1
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
5% - 5% 1% 0% 3%4% 0% 3%
Peak
Hour
All 0 0 0
386 1 30 1,023 460 0
0 9 12 0 75 00 7 0 0 16 12
21 2,849 0
HV 0 0 0 0 0
Count Total 0 0 0 10 0 859 44 371 1,649 42 4,875 0
587 2,461130 54 0 62 173 70 82 15 59 0 3
55 179 7 604 2,744
8:45 AM 0 0 0 2
46 0 2 130 85 0
590 2,849
8:30 AM 0 0 0 0 0 92 8
141 48 0 46 200 30 80 6 61 0 4
54 212 8 680 2,747
8:15 AM 0 0 0 1
60 0 2 145 71 0
870 2,414
8:00 AM 0 0 0 3 0 121 4
169 81 0 64 303 90 187 3 44 0 7
22 272 1 709 0
7:45 AM 0 0 0 3
57 1 4 150 44 0
488 0
7:30 AM 0 0 0 1 0 153 4
102 42 0 39 182 50 82 3 29 0 4
29 128 2 347 0
7:15 AM 0 0 0 0
30 0 4 56 35 07:00 AM 0 0 0 0 0 62 1
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
Market Way Market St E Front St Sherwood Dr
15-min
Total
UT LT TH RT
Date: 11-21-2019
Peak Hour Count Period: 7:00 AM 9:00 AM
SB 1.8% 0.79
TOTAL 2.6% 0.82
TH RT
WB 3.3% 0.83
NB 3.2% 0.84
Peak Hour: 7:30 AM 8:30 AM
HV %: PHF
EB 0.0% 0.67
0 0
0 0
0 0
0 0
0 0
0 1
3 0
1 6
N
E Front St
Market Way
Market StE Front St
Market Way
Sherwood Dr
2,849TEV:
0.82PHF: 21
987
186
1,194
827
0 222
17 541
780
430
0 244
605
17 867
1,537
1 8
0 0
8 55
0 Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0
0 0 0
0 0 0
0 0 0
0 0 0
000 1 0 0
000 1 0 0
0000
0 0
0 00
0 THLT
00001000
0 00
0 0
1 0 0
0 0 0
0 THLT
10 0 0 00 0
2 000 1 0
0 0
0 0
Peak Hour
0 0Count Total
0 1000 00 0 0 0
0 1
8:45 AM
0 0 0 0
1 8:30 AM
00 0 0 00 0
1 1
8:15 AM
0 0 0
0 0 0
0 0 0
0 0 0
1 8:00 AM
000 0
0 0
7:45 AM
0 0 0 0
0 7:30 AM
00 0 0 00 07:15 AM 0
0 0
0 0 0
1 07:00 AM
RT
75 0
Interval
Start
Market Way Market St E Front St Sherwood Dr
15-min
Total
Rolling
One Hour
16 12 0 9 12 00 19 0 7 0 0
RTTHLT RTTHLTRT
13 19 0 146 0
Peak Hour 0 0 0 0
10 0 0 26 38 0Count Total 0 0 0 0 0 39 1
12 681 2 0 0 2 00 5 1 1 0 0
2 0 0 22 81
8:45 AM 0 0 0 0
1 0 0 2 8 0
19 75
8:30 AM 0 0 0 0 0 9 0
5 3 0 3 4 00 3 0 1 0 0
2 4 0 15 71
8:15 AM 0 0 0 0
1 0 0 1 2 0
25 78
8:00 AM 0 0 0 0 0 5 0
6 6 0 2 2 00 7 0 2 0 0
2 2 0 16 0
7:45 AM 0 0 0 0
3 0 0 4 1 0
15 0
7:30 AM 0 0 0 0 0 4 0
4 3 0 1 2 00 5 0 0 0 0
1 3 0 22 0
7:15 AM 0 0 0 0
1 0 0 3 13 0
TH RT
7:00 AM 0 0 0 0 0 1 0
UT LT TH RT UT LT
Northbound Southbound
UT LT TH RT UT LT TH RT
Interval
Start
Market Way Market St E Front St Sherwood Dr
15-min
Total
Rolling
One HourEastbound Westbound
SouthboundNorthboundWestboundEastbound
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
9 4
7 5
4 1
3 10
43 1310 2 2 4 1 7
22 1
Peak Hour 0 12 19 8 39 0 0
1 0 4 7 16 4Count Total 0 28 38 19 85 2
0 3 00 0 0 0 0 75:45 PM 0 2 1 1 4
1 1 2 0 1 0
0 5:30 PM 0 1 8 3 12 0 0 0
0 0 0 0 0 1
2 1
5:15 PM 0 5 3 0 8 0 0
0 0 0 0 1 0
1 3 0
5:00 PM 0 3 4 3 10 0
0 0 0 1 1 1
0 5 0
0 4:30 PM 0 1 10 2 13 0 0 0
0 0 0 1 1 2
3 13 2
EB WB NB SB Total East
4:45 PM 0 3 4 2 9
1 1 2
0% 0% 0%HV% - - - 0% -
5 0
4:15 PM 0 6 5 5 16 0 0
1 0 1 4 2 2
West North South
4:00 PM 0 7 3
7 18 1,126 490 0 287 54613 0 317 34 400 3
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
3% - 1% 1% 0% 1%2% 6% 1%
Peak
Hour
All 0 0 0
718 6 43 2,007 962 0
0 4 4 0 39 02 3 0 0 2 17
39 3,273 0
HV 0 0 0 0 0
Count Total 0 0 0 29 0 635 55 563 1,027 69 6,114 0
637 3,140184 107 0 63 120 70 68 3 72 0 7
61 139 11 815 3,273
5:45 PM 0 0 0 6
98 0 7 290 111 0
862 3,201
5:30 PM 0 0 0 5 0 85 8
313 139 0 60 147 80 78 10 103 0 2
81 128 10 826 3,065
5:15 PM 0 0 0 2
108 1 4 288 110 0
770 2,974
5:00 PM 0 0 0 4 0 80 12
235 130 0 85 132 100 74 4 91 2 5
69 108 10 743 0
4:45 PM 0 0 0 2
78 2 7 241 137 0
726 0
4:30 PM 0 0 0 4 0 82 5
222 122 0 83 124 80 80 3 76 1 3
61 129 5 735 0
4:15 PM 0 0 0 4
92 0 8 234 106 04:00 PM 0 0 0 2 0 88 10
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
Market Way Market St E Front St Sherwood Dr
15-min
Total
UT LT TH RT
Date: 11-21-2019
Peak Hour Count Period: 4:00 PM 6:00 PM
SB 0.9% 0.96
TOTAL 1.2% 0.95
TH RT
WB 1.6% 0.94
NB 1.2% 0.90
Peak Hour: 4:45 PM 5:45 PM
HV %: PHF
EB 0.0% 0.65
0 0
0 0
2 0
0 0
0 0
0 0
7 1
1 4
N
E Front St
Market Way
Market StE Front St
Market Way
Sherwood Dr
3,273TEV:
0.95PHF: 39
546
287
872
1,526
0 400
34 317
751
777
0 490
1,126
18 1,637
879
3 13
0 0
13 91
0 Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 1
0 1 0
0 0 0
0 0 0
0 0 0
000 0 0 0
020 0 1 0
0020
0 0
0 00
0 THLT
01000001
0 00
0 0
0 0 0
0 0 0
0 THLT
20 0 2 00 0
7 010 0 0
1 0
0 0
Peak Hour
0 3Count Total
0 1000 00 0 0 0
1 2
5:45 PM
0 0 0 0
2 5:30 PM
00 0 0 00 0
0 2
5:15 PM
0 0 0
0 0 0
0 0 0
0 0 0
6 5:00 PM
100 0
1 0
4:45 PM
0 0 0 0
0 4:30 PM
00 0 0 00 04:15 PM 0
0 0
0 0 0
4 04:00 PM
RT
39 0
Interval
Start
Market Way Market St E Front St Sherwood Dr
15-min
Total
Rolling
One Hour
2 17 0 4 4 00 7 2 3 0 0
RTTHLT RTTHLTRT
9 10 0 85 0
Peak Hour 0 0 0 0
4 0 0 4 34 0Count Total 0 0 0 0 0 21 3
4 340 1 0 0 1 00 2 0 0 0 0
2 1 0 12 39
5:45 PM 0 0 0 0
0 0 0 1 7 0
8 40
5:30 PM 0 0 0 0 0 1 0
1 2 0 0 0 00 3 2 0 0 0
1 2 0 10 48
5:15 PM 0 0 0 0
2 0 0 0 4 0
9 51
5:00 PM 0 0 0 0 0 1 0
0 4 0 1 1 00 2 0 1 0 0
0 2 0 13 0
4:45 PM 0 0 0 0
0 0 0 1 9 0
16 0
4:30 PM 0 0 0 0 0 1 0
0 5 0 4 1 00 6 0 0 0 0
1 2 0 13 0
4:15 PM 0 0 0 0
1 0 0 1 2 0
TH RT
4:00 PM 0 0 0 0 0 5 1
UT LT TH RT UT LT
Northbound Southbound
UT LT TH RT UT LT TH RT
Interval
Start
Market Way Market St E Front St Sherwood Dr
15-min
Total
Rolling
One HourEastbound Westbound
SouthboundNorthboundWestboundEastbound
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
3 1
8 13
1 4
3 4
37 21130 0 1 3 5 0
2 23
Peak Hour 12 23 27 20 82 1 0
0 1 0 2 5 7Count Total 24 54 47 51 176 1
0 0 30 0 1 0 1 18:45 AM 1 7 4 11 23
0 0 1 1 0 1
2 8:30 AM 3 9 10 5 27 0 0 0
0 0 1 1 1 0
0 0
8:15 AM 4 3 5 5 17 1 0
0 0 0 0 1 0
3 0 10
8:00 AM 2 6 6 5 19 0
0 0 0 0 0 0
2 0 6
0 7:30 AM 6 15 5 5 31 0 0 0
0 0 0 0 0 1
8 17 0
EB WB NB SB Total East
7:45 AM 3 5 6 5 19
0 0 0
- 4% 7%HV% - 1% 3% 2% -
1 1
7:15 AM 1 7 8 7 23 0 0
0 0 0 0 1 0
West North South
7:00 AM 4 2 3
3 55 289 66 0 89 65662 0 80 514 118 0
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
9% - 6% 2% 1% 3%4% 2% 7%
Peak
Hour
All 0 116 341
241 0 91 519 112 0
0 5 14 1 82 012 8 0 2 19 6
162 2,548 0
HV 0 1 10 1 0
Count Total 0 185 560 92 0 120 887 184 1,149 236 4,376 0 560 2,34071 13 0 30 132 210 11 114 42 0 8
22 136 26 568 2,548
8:45 AM 0 24 87 7
26 0 20 91 19 0
583 2,546
8:30 AM 0 22 62 16 0 14 114
74 12 0 22 159 230 17 97 36 0 12
24 164 53 629 2,380
8:15 AM 0 34 83 14
29 0 11 58 19 0
768 2,036
8:00 AM 0 22 93 10 0 19 127
66 16 0 21 197 600 30 176 27 0 12
27 159 32 566 0
7:45 AM 0 38 103 22
27 0 8 62 18 0
417 0
7:30 AM 0 20 58 11 0 15 129
65 11 0 20 111 120 8 78 33 0 13
18 91 9 285 0
7:15 AM 0 17 44 5
21 0 7 32 4 07:00 AM 0 8 30 7 0 6 52
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
E Alisal St E Alisal St E Front St E Front St
15-min
Total
UT LT TH RT
Date: 11-21-2019
Peak Hour Count Period: 7:00 AM 9:00 AM
SB 2.2% 0.82
TOTAL 3.2% 0.83
TH RT
WB 3.2% 0.76
NB 6.6% 0.79
Peak Hour: 7:45 AM 8:45 AM
HV %: PHF
EB 2.3% 0.80
1 0
0 0
0 0
0 0
0 0
0 0
0 13
5 3
N
E Front St
E Alisal St
E Alisal StE Front St
E Alisal St
E Front St
2,548TEV:
0.83PHF: 162
656
89 907
523
0 118
514
80 712
496
0 66
289
55 410
798
0 62
341
116
519
731
0 Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0
0 0 0
0 0 0
0 0 0
0 0 0
100 0 0 0
100 0 0 0
0000
0 0
0 00
0 THLT
00000000
0 00
0 0
0 0 0
0 0 0
0 THLT
10 0 0 00 0
2 000 0 1
0 0
0 0
Peak Hour
0 0Count Total
0 2110 00 0 0 0
0 1
8:45 AM
0 0 0 0
1 8:30 AM
10 0 0 00 0
0 0
8:15 AM
0 0 0
0 0 1
0 0 0
0 0 0
0 8:00 AM
000 0
0 0
7:45 AM
0 0 0 0
0 7:30 AM
00 0 0 00 07:15 AM 0
0 0
0 0 0
0 07:00 AM
RT
82 0
Interval
Start
E Alisal St E Alisal St E Front St E Front St
15-min
Total
Rolling
One Hour
19 6 0 5 14 10 3 12 8 0 2
RTTHLT RTTHLTRT
9 40 2 176 0
Peak Hour 0 1 10 1
15 0 5 33 9 0Count Total 0 3 18 3 0 10 29
23 863 1 0 0 10 10 0 4 3 0 0
1 4 0 27 82
8:45 AM 0 0 1 0
3 0 1 7 2 0
17 86
8:30 AM 0 0 3 0 0 0 6
5 0 0 1 4 00 0 2 1 0 0
1 4 0 19 92
8:15 AM 0 0 4 0
1 0 1 2 3 0
19 90
8:00 AM 0 0 1 1 0 2 3
5 1 0 2 2 10 1 1 3 0 0
0 5 0 31 0
7:45 AM 0 1 2 0
3 0 1 4 0 0
23 0
7:30 AM 0 0 5 1 0 5 7
4 2 0 0 7 00 2 4 1 0 2
4 4 0 17 0
7:15 AM 0 1 0 0
0 0 0 3 0 0
TH RT
7:00 AM 0 1 2 1 0 0 2
UT LT TH RT UT LT
Northbound Southbound
UT LT TH RT UT LT TH RT
Interval
Start
E Alisal St E Alisal St E Front St E Front St
15-min
Total
Rolling
One HourEastbound Westbound
SouthboundNorthboundWestboundEastbound
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
1 11
8 2
7 6
8 9
52 23160 0 4 1 6 0
2 32
Peak Hour 10 11 8 22 51 4 0
1 0 1 7 6 12Count Total 23 21 24 37 105 5
0 2 30 0 0 1 1 45:45 PM 1 0 3 3 7
0 1 1 4 0 3
5 5:30 PM 0 3 3 4 10 0 1 0
0 0 1 0 1 0
0 3
5:15 PM 3 2 2 5 12 1 0
0 0 0 1 0 4
0 0 2
5:00 PM 2 3 1 8 14 1
1 0 0 0 1 0
1 0 6
9 4:30 PM 3 3 1 4 11 1 0 0
0 0 0 0 2 0
1 14 1
EB WB NB SB Total East
4:45 PM 2 3 4 5 14
0 1 1
- 2% 1%HV% - 0% 1% 4% -
0 1
4:15 PM 4 5 7 7 23 0 0
0 0 0 1 0 0
West North South
4:00 PM 8 2 3
0 58 577 139 0 154 28351 0 67 369 211 0
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
0% - 1% 7% 1% 2%0% 2% 1%
Peak
Hour
All 0 231 736
389 0 104 1,026 243 0
0 2 19 1 51 08 3 0 1 7 0
70 2,946 0
HV 0 1 7 2 0
Count Total 0 406 1,330 92 0 113 726 325 617 162 5,533 0 535 2,80277 14 0 34 69 230 14 84 32 0 8
55 91 23 675 2,939
5:45 PM 0 47 121 12
55 0 12 113 23 0
779 2,946
5:30 PM 0 48 139 6 0 8 102
132 42 0 40 66 160 13 109 72 0 18
36 75 17 813 2,826
5:15 PM 0 65 193 13
47 0 12 173 47 0
672 2,731
5:00 PM 0 78 209 14 0 19 86
127 22 0 40 64 180 20 86 38 0 19
38 78 19 682 0
4:45 PM 0 44 179 15
54 0 9 145 28 0
659 0
4:30 PM 0 44 155 9 0 15 88
117 34 0 44 90 250 11 77 46 0 14
38 84 21 718 0
4:15 PM 0 37 155 9
45 0 12 142 33 04:00 PM 0 43 179 14 0 13 94
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
E Alisal St E Alisal St E Front St E Front St
15-min
Total
UT LT TH RT
Date: 11-21-2019
Peak Hour Count Period: 4:00 PM 6:00 PM
SB 4.3% 0.94
TOTAL 1.7% 0.91
TH RT
WB 1.7% 0.83
NB 1.0% 0.83
Peak Hour: 4:30 PM 5:30 PM
HV %: PHF
EB 1.0% 0.85
2 2
0 0
0 0
0 0
0 0
0 0
0 16
6 1
N
E Front St
E Alisal St
E Alisal StE Front St
E Alisal St
E Front St
2,946TEV:
0.91PHF: 70
283
154
507
1,019
0 211
369
67 647
1,029
0 139
577
58 774
401
0 51
736
231
1,018
497
0 Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0
0 0 0
0 0 0
0 1 0
0 0 0
220 0 0 0
230 0 1 0
0010
1 0
1 00
0 THLT
00000000
1 00
0 0
0 0 0
0 0 0
0 THLT
40 0 0 00 0
7 000 0 0
0 0
1 0
Peak Hour
1 0Count Total
0 4100 00 0 0 0
1 4
5:45 PM
0 0 0 0
4 5:30 PM
10 0 0 00 0
1 3
5:15 PM
0 0 0
0 1 0
0 0 0
0 0 0
3 5:00 PM
100 0
1 0
4:45 PM
0 0 0 0
0 4:30 PM
00 0 0 00 04:15 PM 0
0 0
0 0 0
1 04:00 PM
RT
51 0
Interval
Start
E Alisal St E Alisal St E Front St E Front St
15-min
Total
Rolling
One Hour
7 0 0 2 19 10 0 8 3 0 1
RTTHLT RTTHLTRT
4 32 1 105 0
Peak Hour 0 1 7 2
9 0 1 20 3 0Count Total 0 2 19 2 0 0 12
7 433 0 0 0 3 00 0 0 0 0 0
0 4 0 10 50
5:45 PM 0 0 1 0
1 0 0 1 2 0
12 51
5:30 PM 0 0 0 0 0 0 2
1 0 0 0 4 10 0 2 0 0 1
2 6 0 14 62
5:15 PM 0 1 1 1
1 0 0 1 0 0
14 62
5:00 PM 0 0 2 0 0 0 2
4 0 0 0 5 00 0 2 1 0 0
0 4 0 11 0
4:45 PM 0 0 1 1
1 0 0 1 0 0
23 0
4:30 PM 0 0 3 0 0 0 2
6 1 0 2 5 00 0 1 4 0 0
0 1 0 14 0
4:15 PM 0 0 4 0
1 0 0 3 0 0
TH RT
4:00 PM 0 1 7 0 0 0 1
UT LT TH RT UT LT
Northbound Southbound
UT LT TH RT UT LT TH RT
Interval
Start
E Alisal St E Alisal St E Front St E Front St
15-min
Total
Rolling
One HourEastbound Westbound
SouthboundNorthboundWestboundEastbound
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
2 1
1 1
3 1
2 1
12 620 0 0 2 1 1
2 6
Peak Hour 9 17 23 16 65 0 0
1 2 0 3 3 1Count Total 20 41 57 34 152 0
0 0 10 0 2 0 2 08:45 AM 3 5 11 7 26
0 1 1 0 1 0
0 8:30 AM 1 9 10 4 24 0 1 0
0 0 0 0 0 1
0 1
8:15 AM 1 2 7 4 14 0 0
0 0 0 0 2 0
1 0 0
8:00 AM 5 8 5 3 21 0
0 0 0 0 0 0
0 0 1
1 7:30 AM 2 1 6 6 15 0 0 0
0 0 0 0 0 0
1 15 0
EB WB NB SB Total East
7:45 AM 1 6 5 3 15
0 0 0
0% 5% 6%HV% - 2% 1% 4% -
0 2
7:15 AM 4 4 8 6 22 0 0
0 0 0 0 0 0
West North South
7:00 AM 3 6 5
7 44 221 234 0 87 54980 0 471 832 57 1
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
3% - 7% 2% 0% 2%1% 1% 5%
Peak
Hour
All 0 42 410
120 1 96 453 442 0
0 6 10 0 65 07 3 0 2 13 8
9 3,037 0
HV 0 1 5 3 0
Count Total 0 66 716 140 0 858 1,337 135 904 14 5,282 0 658 2,80767 65 0 11 106 40 100 156 18 0 17
16 98 0 669 3,006
8:45 AM 0 11 81 22
20 0 22 73 59 0
699 3,037
8:30 AM 0 8 74 16 0 108 175
73 81 0 24 118 30 117 149 14 0 10
22 142 2 781 2,868
8:15 AM 0 13 81 16
14 0 11 48 48 0
857 2,475
8:00 AM 0 8 110 20 0 138 218
54 55 0 19 179 30 121 238 14 0 13
22 110 1 700 0
7:45 AM 0 12 117 32
15 1 10 46 50 0
530 0
7:30 AM 0 9 102 12 0 95 227
61 46 0 10 97 10 99 101 14 0 7
11 54 0 388 0
7:15 AM 0 3 77 14
11 0 6 31 38 07:00 AM 0 2 74 8 0 80 73
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
John St John St Abbott St Abbott St
15-min
Total
UT LT TH RT
Date: 11-21-2019
Peak Hour Count Period: 7:00 AM 9:00 AM
SB 2.5% 0.80
TOTAL 2.1% 0.89
TH RT
WB 1.3% 0.91
NB 4.6% 0.76
Peak Hour: 7:30 AM 8:30 AM
HV %: PHF
EB 1.7% 0.83
0 0
0 0
0 0
0 0
0 0
0 0
1 2
1 2
N
Abbott St
John St
John StAbbott St
John St
Abbott St
3,037TEV:
0.89PHF: 9
549
87 645
320
0 57
832
471
1,360
731
0 234
221
44 500
1,101
1 80
410
42 532
885
0 Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0
0 0 0
0 0 0
0 1 0
0 0 0
000 0 0 0
000 0 1 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
3 000 2 0
0 0
0 0
Peak Hour
0 0Count Total
0 3200 20 0 0 0
1 1
8:45 AM
0 0 0 0
0 8:30 AM
00 0 0 00 0
0 0
8:15 AM
0 0 0
0 0 0
0 0 0
0 0 0
0 8:00 AM
000 0
0 0
7:45 AM
0 0 0 0
0 7:30 AM
00 0 0 00 07:15 AM 0
0 0
0 0 0
0 07:00 AM
RT
65 0
Interval
Start
John St John St Abbott St Abbott St
15-min
Total
Rolling
One Hour
13 8 0 6 10 00 7 7 3 0 2
RTTHLT RTTHLTRT
9 25 0 152 0
Peak Hour 0 1 5 3
9 0 3 33 21 0Count Total 0 2 11 7 0 18 14
26 854 6 0 1 6 00 2 1 2 0 1
2 2 0 24 74
8:45 AM 0 0 1 2
1 0 0 7 3 0
14 65
8:30 AM 0 0 1 0 0 6 2
4 1 0 1 3 00 1 1 0 0 2
0 3 0 21 73
8:15 AM 0 0 1 0
1 0 0 3 2 0
15 67
8:00 AM 0 1 2 2 0 4 3
2 3 0 2 1 00 2 3 1 0 0
3 3 0 15 0
7:45 AM 0 0 0 1
1 0 0 4 2 0
22 0
7:30 AM 0 0 2 0 0 0 0
6 2 0 0 6 00 1 2 1 0 0
0 1 0 15 0
7:15 AM 0 0 3 1
2 0 0 3 2 0
TH RT
7:00 AM 0 1 1 1 0 2 2
UT LT TH RT UT LT
Northbound Southbound
UT LT TH RT UT LT TH RT
Interval
Start
John St John St Abbott St Abbott St
15-min
Total
Rolling
One HourEastbound Westbound
SouthboundNorthboundWestboundEastbound
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
2 3
5 2
3 4
2 0
21 1240 1 1 1 4 3
3 10
Peak Hour 7 18 25 17 67 0 0
0 0 1 1 3 5Count Total 13 30 43 33 119 0
0 0 00 0 0 0 0 05:45 PM 2 5 4 4 15
0 0 1 1 0 0
4 5:30 PM 2 4 7 3 16 0 0 0
0 0 0 0 0 0
0 2
5:15 PM 2 2 6 6 16 0 0
0 0 0 0 1 0
0 1 1
5:00 PM 0 1 1 3 5 0
0 0 0 0 0 0
2 1 1
1 4:30 PM 3 3 5 3 14 0 0 0
0 0 0 0 2 0
1 11 0
EB WB NB SB Total East
4:45 PM 1 3 6 7 17
1 1 1
50% 1% 3%HV% - 2% 1% 4% -
1 1
4:15 PM 3 6 10 6 25 0 0
0 0 0 0 0 0
West North South
4:00 PM 0 6 4
8 133 520 538 0 66 23454 0 259 619 71 2
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
2% - 3% 6% 0% 2%3% 1% 1%
Peak
Hour
All 0 54 595
122 2 216 952 954 0
0 2 15 0 67 09 1 1 1 13 10
12 3,157 0
HV 0 1 4 2 0
Count Total 0 116 1,150 109 0 437 1,197 132 411 31 5,829 0 540 2,67261 67 0 22 40 30 48 137 13 0 14
12 47 2 607 2,894
5:45 PM 0 11 115 9
15 0 9 89 87 0
676 3,115
5:30 PM 0 11 133 12 0 41 149
128 106 0 15 47 40 34 127 13 0 25
17 43 10 849 3,151
5:15 PM 0 16 142 19
10 0 35 154 156 0
762 3,157
5:00 PM 0 24 165 15 0 55 165
139 123 0 17 50 50 55 156 12 0 32
21 59 3 828 0
4:45 PM 0 15 143 15
16 2 35 141 142 0
712 0
4:30 PM 0 18 146 13 0 60 172
92 125 0 12 63 10 75 132 24 0 28
16 62 3 855 0
4:15 PM 0 9 139 12
19 0 38 148 148 04:00 PM 0 12 167 14 0 69 159
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
John St John St Abbott St Abbott St
15-min
Total
UT LT TH RT
Date: 11-21-2019
Peak Hour Count Period: 4:00 PM 6:00 PM
SB 5.4% 0.94
TOTAL 2.1% 0.92
TH RT
WB 1.9% 0.96
NB 2.1% 0.89
Peak Hour: 4:00 PM 5:00 PM
HV %: PHF
EB 1.0% 0.91
0 0
0 0
1 0
0 0
0 0
0 0
3 4
4 1
N
Abbott St
John St
John StAbbott St
John St
Abbott St
3,157TEV:
0.92PHF: 12
234
66 312
645
0 71
619
259
949
1,199
0 538
520
133
1,193
549
2 54
595
54 703
764
0 Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any. 1 0
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
10 0 1 00 0
1 000 0 0
0 0
0 0
Peak Hour
0 1Count Total
0 0000 00 0 0 0
0 0
5:45 PM
0 0 0 0
1 5:30 PM
00 0 0 00 0
0 1
5:15 PM
0 0 0
0 0 0
0 0 0
0 0 0
1 5:00 PM
000 0
1 0
4:45 PM
0 0 0 0
0 4:30 PM
00 0 0 00 04:15 PM 0
0 0
0 0 0
0 04:00 PM
RT
67 0
Interval
Start
John St John St Abbott St Abbott St
15-min
Total
Rolling
One Hour
13 10 0 2 15 00 8 9 1 1 1
RTTHLT RTTHLTRT
4 29 0 119 0
Peak Hour 0 1 4 2
3 1 1 20 21 0Count Total 0 2 8 3 0 14 13
15 522 2 0 0 4 00 2 2 1 0 0
1 2 0 16 54
5:45 PM 0 0 2 0
1 0 0 3 4 0
16 52
5:30 PM 0 1 1 0 0 1 2
2 4 0 0 6 00 2 0 0 0 0
1 2 0 5 61
5:15 PM 0 0 1 1
0 0 0 0 1 0
17 67
5:00 PM 0 0 0 0 0 1 0
5 1 0 1 6 00 2 1 0 0 0
0 3 0 14 0
4:45 PM 0 0 1 0
0 1 0 0 4 0
25 0
4:30 PM 0 1 1 1 0 1 2
6 3 0 1 5 00 1 5 0 0 1
0 1 0 11 0
4:15 PM 0 0 2 1
1 0 0 2 2 0
TH RT
4:00 PM 0 0 0 0 0 4 1
UT LT TH RT UT LT
Northbound Southbound
UT LT TH RT UT LT TH RT
Interval
Start
John St John St Abbott St Abbott St
15-min
Total
Rolling
One HourEastbound Westbound
SouthboundNorthboundWestboundEastbound
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
2 1
0 0
3 1
2 1
10 420 1 1 0 0 2
5 5
Peak Hour 20 17 4 0 41 0 0
1 0 2 3 0 0Count Total 41 43 13 0 97 0
0 1 00 0 0 0 0 08:45 AM 8 5 0 0 13
1 2 0 0 2 0
0 8:30 AM 5 10 3 0 18 0 1 0
0 0 0 0 0 1
1 2
8:15 AM 4 2 0 0 6 0 0
0 0 1 1 0 0
0 0 0
8:00 AM 4 8 1 0 13 0
0 0 0 0 0 0
0 0 0
1 7:30 AM 7 1 2 0 10 0 0 0
0 0 0 0 0 0
0 12 0
EB WB NB SB Total East
7:45 AM 5 6 1 0 12
0 0 0
- 0% -HV% - 0% 3% 40% -
0 2
7:15 AM 5 4 4 0 13 0 0
0 0 0 0 0 0
West North South
7:00 AM 3 7 2
0 2 0 7 0 0 05 0 5 1,354 12 0
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
57% - - - 0% 2%0% 1% 0%
Peak
Hour
All 0 4 717
26 0 8 0 18 0
0 0 0 0 41 017 0 0 0 0 4
7 2,113 0
HV 0 0 18 2 0
Count Total 0 6 1,265 10 1 13 2,299 0 0 12 3,658 0
435 1,9040 0 0 0 0 41 2 274 3 0 1
0 0 0 459 2,067
8:45 AM 0 1 147 2
7 0 1 0 5 0
468 2,113
8:30 AM 0 1 149 0 0 2 294
0 0 0 0 0 20 1 285 1 0 0
0 0 4 542 2,014
8:15 AM 0 1 176 2
2 0 0 0 2 0
598 1,754
8:00 AM 0 0 178 1 0 1 354
0 2 0 0 0 00 1 390 7 0 1
0 0 1 505 0
7:45 AM 0 3 193 1
2 0 1 0 3 0
369 0
7:30 AM 0 0 170 1 0 2 325
0 4 0 0 0 10 2 223 1 0 2
0 0 0 282 0
7:15 AM 0 0 133 3
3 0 2 0 2 07:00 AM 0 0 119 0 0 2 154
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
John St John St Spring St Spring St
15-min
Total
UT LT TH RT
Date: 11-21-2019
Peak Hour Count Period: 7:00 AM 9:00 AM
SB 0.0% 0.44
TOTAL 1.9% 0.88
TH RT
WB 1.2% 0.86
NB 44.4% 0.56
Peak Hour: 7:30 AM 8:30 AM
HV %: PHF
EB 2.8% 0.92
0 0
0 0
0 1
0 0
0 0
0 0
2 2
0 0
N
Spring St
John St
John StSpring St
John St
Spring St
2,113TEV:
0.88PHF: 7
0 0
7 16
0 12
1,354
5 1,371
724
0 7
0 2
9 10
0 5
717
4 726
1,363
0 Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0
0 0 0
1 0 0
0 1 0
0 0 0
000 0 0 0
000 0 1 0
0000
0 0
0 00
0 THLT
00000000
0 00
0 0
0 0 0
0 0 0
0 THLT
10 1 0 00 0
3 000 0 0
0 0
0 0
Peak Hour
2 0Count Total
0 3000 00 0 0 0
2 3
8:45 AM
0 0 0 1
1 8:30 AM
00 0 0 00 0
1 1
8:15 AM
0 0 0
0 0 0
0 0 0
0 0 0
0 8:00 AM
000 0
0 0
7:45 AM
0 0 0 0
0 7:30 AM
00 0 0 00 07:15 AM 0
0 0
0 0 0
0 07:00 AM
RT
41 0
Interval
Start
John St John St Spring St Spring St
15-min
Total
Rolling
One Hour
0 4 0 0 0 00 0 17 0 0 0
RTTHLT RTTHLTRT
0 0 0 97 0
Peak Hour 0 0 18 2
0 0 0 0 13 0Count Total 0 0 38 3 0 3 40
13 500 0 0 0 0 00 0 5 0 0 0
0 0 0 18 49
8:45 AM 0 0 7 1
0 0 0 0 3 0
6 41
8:30 AM 0 0 5 0 0 1 9
0 0 0 0 0 00 0 2 0 0 0
0 0 0 13 48
8:15 AM 0 0 3 1
0 0 0 0 1 0
12 47
8:00 AM 0 0 4 0 0 0 8
0 1 0 0 0 00 0 6 0 0 0
0 0 0 10 0
7:45 AM 0 0 4 1
0 0 0 0 2 0
13 0
7:30 AM 0 0 7 0 0 0 1
0 4 0 0 0 00 1 3 0 0 0
0 0 0 12 0
7:15 AM 0 0 5 0
0 0 0 0 2 0
TH RT
7:00 AM 0 0 3 0 0 1 6
UT LT TH RT UT LT
Northbound Southbound
UT LT TH RT UT LT TH RT
Interval
Start
John St John St Spring St Spring St
15-min
Total
Rolling
One HourEastbound Westbound
SouthboundNorthboundWestboundEastbound
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
3 2
2 3
3 3
0 1
17 1030 0 0 2 0 5
8 7
Peak Hour 16 16 4 1 37 0 0
0 0 0 0 2 0Count Total 33 33 4 1 71 0
0 1 00 0 0 0 0 05:45 PM 4 7 0 0 11
0 0 0 0 0 0
2 5:30 PM 6 4 0 0 10 0 0 0
0 0 0 0 0 1
1 2
5:15 PM 5 3 0 0 8 0 0
0 0 0 0 0 0
0 2 1
5:00 PM 2 3 0 0 5 0
0 0 0 0 0 0
0 2 0
1 4:30 PM 5 3 0 1 9 0 0 0
0 0 0 0 0 1
0 7 0
EB WB NB SB Total East
4:45 PM 3 3 3 0 9
0 0 0
- 0% 100%HV% - 0% 1% 100% -
0 1
4:15 PM 6 6 0 0 12 0 0
0 0 0 0 2 0
West North South
4:00 PM 2 4 1
0 2 1 8 0 5 02 0 3 928 8 0
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
38% - 20% - 0% 2%0% 2% 0%
Peak
Hour
All 0 4 1,206
16 0 2 1 11 0
0 1 0 0 37 016 0 0 0 1 3
6 2,173 0
HV 0 0 14 2 0
Count Total 0 11 2,245 2 0 6 1,734 9 0 14 4,051 0
402 1,8780 1 0 0 0 00 2 192 2 0 0
1 0 1 443 2,006
5:45 PM 0 0 205 0
2 0 0 0 1 0
478 2,130
5:30 PM 0 0 234 0 0 0 204
0 1 0 1 0 40 1 179 3 0 0
2 0 3 555 2,141
5:15 PM 0 2 287 0
1 0 0 0 0 0
530 2,173
5:00 PM 0 5 313 0 0 0 231
1 2 0 1 0 10 0 225 4 0 2
2 0 2 567 0
4:45 PM 0 0 293 1
3 0 0 0 2 0
489 0
4:30 PM 0 3 307 1 0 1 246
0 1 0 0 0 20 1 211 0 0 0
2 0 1 587 0
4:15 PM 0 0 274 0
1 0 0 0 3 04:00 PM 0 1 332 0 0 1 246
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
John St John St Spring St Spring St
15-min
Total
UT LT TH RT
Date: 11-21-2019
Peak Hour Count Period: 4:00 PM 6:00 PM
SB 9.1% 0.69
TOTAL 1.7% 0.93
TH RT
WB 1.7% 0.94
NB 36.4% 0.55
Peak Hour: 4:00 PM 5:00 PM
HV %: PHF
EB 1.3% 0.91
0 0
0 0
0 0
0 0
0 0
0 0
5 3
0 2
N
Spring St
John St
John StSpring St
John St
Spring St
2,173TEV:
0.93PHF: 6
0 5
11 13
0 8
928
3 939
1,219
0 8
1 2
11 5
0 2
1,206
4 1,212
936
0 Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0
0 0 0
0 0 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 00 0 0 0
0 0
5:45 PM
0 0 0 0
0 5:30 PM
00 0 0 00 0
0 0
5:15 PM
0 0 0
0 0 0
0 0 0
0 0 0
0 5:00 PM
000 0
0 0
4:45 PM
0 0 0 0
0 4:30 PM
00 0 0 00 04:15 PM 0
0 0
0 0 0
0 04:00 PM
RT
37 0
Interval
Start
John St John St Spring St Spring St
15-min
Total
Rolling
One Hour
1 3 0 1 0 00 0 16 0 0 0
RTTHLT RTTHLTRT
1 0 0 71 0
Peak Hour 0 0 14 2
0 0 0 1 3 0Count Total 0 0 31 2 0 3 30
11 340 0 0 0 0 00 2 5 0 0 0
0 0 0 10 32
5:45 PM 0 0 4 0
0 0 0 0 0 0
8 31
5:30 PM 0 0 6 0 0 0 4
0 0 0 0 0 00 1 2 0 0 0
0 0 0 5 35
5:15 PM 0 0 5 0
0 0 0 0 0 0
9 37
5:00 PM 0 0 2 0 0 0 3
1 2 0 0 0 00 0 3 0 0 0
1 0 0 9 0
4:45 PM 0 0 2 1
0 0 0 0 0 0
12 0
4:30 PM 0 0 4 1 0 0 3
0 0 0 0 0 00 0 6 0 0 0
0 0 0 7 0
4:15 PM 0 0 6 0
0 0 0 0 1 0
TH RT
4:00 PM 0 0 2 0 0 0 4
UT LT TH RT UT LT
Northbound Southbound
UT LT TH RT UT LT TH RT
Interval
Start
John St John St Spring St Spring St
15-min
Total
Rolling
One HourEastbound Westbound
SouthboundNorthboundWestboundEastbound
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
12 7
30 5
9 13
13 5
94 57100 1 1 23 7 17
22 21
Peak Hour 7 10 21 11 49 0 0
0 0 2 2 38 13Count Total 12 22 40 32 106 0
1 0 10 0 0 0 0 38:45 AM 2 1 4 0 7
0 0 5 2 2 4
4 8:30 AM 0 4 3 4 11 0 0 0
0 0 0 6 2 1
1 0
8:15 AM 1 2 6 1 10 0 0
0 0 0 0 7 1
2 1 1
8:00 AM 2 1 5 5 13 0
0 0 0 1 1 1
2 14 5
3 7:30 AM 4 3 5 4 16 0 0 0
0 1 1 1 3 0
10 20 0
EB WB NB SB Total East
7:45 AM 0 4 5 1 10
0 0 9
- 0% 4%HV% - 3% 3% 2% -
3 3
7:15 AM 0 5 7 7 19 0 0
0 0 0 0 6 0
West North South
7:00 AM 3 2 5
3 36 360 310 1 49 55866 0 305 348 35 0
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
2% 0% 6% 1% 1% 2%1% 2% 3%
Peak
Hour
All 0 66 122
46 0 85 642 521 2
0 3 7 1 49 06 1 0 0 16 5
166 2,422 0
HV 0 2 4 1 0
Count Total 0 111 219 114 0 574 583 68 1,007 284 4,256 0 431 2,04978 51 0 2 100 350 51 55 4 0 9
1 110 38 523 2,279
8:45 AM 0 11 22 13
4 0 21 97 45 1
535 2,422
8:30 AM 0 15 20 18 0 76 77
85 50 0 3 113 530 73 89 3 0 8
11 138 33 560 2,382
8:15 AM 0 18 24 16
9 0 6 89 71 0
661 2,207
8:00 AM 0 14 28 22 0 72 67
93 82 0 14 153 410 85 91 19 0 8
21 154 39 666 0
7:45 AM 0 24 39 12
4 0 14 93 107 1
495 0
7:30 AM 0 10 31 16 0 75 101
60 70 0 11 115 240 84 62 1 0 15
5 124 21 385 0
7:15 AM 0 11 34 8
2 0 4 47 45 07:00 AM 0 8 21 9 0 58 41
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
John St John St Sanborn Rd Sanborn Rd
15-min
Total
UT LT TH RT
Date: 11-21-2019
Peak Hour Count Period: 7:00 AM 9:00 AM
SB 1.4% 0.90
TOTAL 2.0% 0.91
TH RT
WB 1.5% 0.88
NB 3.0% 0.82
Peak Hour: 7:30 AM 8:30 AM
HV %: PHF
EB 2.8% 0.85
0 0
0 0
1 0
0 0
0 0
0 0
17 10
7 23
N
Sanborn Rd
John St
John StSanborn Rd
John St
Sanborn Rd
2,422TEV:
0.91PHF: 166
558
49 774
462
1 35
348
305
688
481
0 310
360
36 706
929
0 66
122
66 254
550
0 Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0
0 1 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
10 0 1 00 0
2 000 0 0
0 0
0 0
Peak Hour
0 2Count Total
0 0000 00 0 0 0
0 1
8:45 AM
0 0 0 0
1 8:30 AM
00 0 0 00 0
0 2
8:15 AM
0 0 0
0 0 0
0 0 0
0 0 0
2 8:00 AM
100 0
0 0
7:45 AM
0 0 0 0
0 7:30 AM
10 0 1 00 07:15 AM 0
0 0
0 0 0
0 07:00 AM
RT
49 0
Interval
Start
John St John St Sanborn Rd Sanborn Rd
15-min
Total
Rolling
One Hour
16 5 0 3 7 10 3 6 1 0 0
RTTHLT RTTHLTRT
5 24 3 106 0
Peak Hour 0 2 4 1
2 0 3 25 12 0Count Total 0 3 7 2 0 8 12
7 412 2 0 0 0 00 1 0 0 0 0
0 4 0 11 44
8:45 AM 0 0 1 1
1 0 1 2 0 0
10 49
8:30 AM 0 0 0 0 0 1 2
2 4 0 0 1 00 1 1 0 0 0
1 4 0 13 58
8:15 AM 0 0 1 0
0 0 0 4 1 0
10 65
8:00 AM 0 0 1 1 0 1 0
5 0 0 0 1 00 0 3 1 0 0
2 1 1 16 0
7:45 AM 0 0 0 0
0 0 0 5 0 0
19 0
7:30 AM 0 2 2 0 0 1 2
2 3 0 1 6 00 2 3 0 0 2
1 7 2 20 0
7:15 AM 0 0 0 0
0 0 0 3 2 0
TH RT
7:00 AM 0 1 2 0 0 1 1
UT LT TH RT UT LT
Northbound Southbound
UT LT TH RT UT LT TH RT
Interval
Start
John St John St Sanborn Rd Sanborn Rd
15-min
Total
Rolling
One HourEastbound Westbound
SouthboundNorthboundWestboundEastbound
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
18 20
43 17
17 27
24 36
202
10490 1 1 50 35 10
20 20
Peak Hour 2 4 13 5 24 0 0
0 0 1 1 88 74Count Total 7 9 22 9 47 0
12 0 70 0 0 0 0 175:45 PM 1 1 3 2 7
0 0 12 9 1 2
0 5:30 PM 1 2 1 1 5 0 0 0
0 0 0 12 14 1
0 0
5:15 PM 0 1 1 1 3 0 0
0 0 1 1 9 8
5 2 0
5:00 PM 0 0 2 2 4 0
0 0 0 0 0 10
8 7 9
2 4:30 PM 2 2 4 1 9 0 0 0
0 0 0 5 10 3
1 4 0
EB WB NB SB Total East
4:45 PM 0 1 6 1 8
0 0 19
0% 4% 0%HV% - 0% 0% 1% -
6 0
4:15 PM 2 2 3 0 7 0 0
0 0 0 0 4 8
West North South
4:00 PM 1 0 2
1 142 795 506 5 26 40593 0 224 258 22 2
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
1% 0% 0% 1% 1% 1%0% 1% 0%
Peak
Hour
All 0 163 270
47 3 240 1,464 978 5
0 0 4 1 24 03 0 0 5 3 5
172 3,083 0
HV 0 0 1 1 0
Count Total 0 308 526 182 1 446 543 50 788 349 5,930 0
725 2,957166 131 0 2 89 501 52 75 9 0 24
6 90 39 665 3,026
5:45 PM 0 45 58 23
4 1 20 176 99 0
743 3,083
5:30 PM 0 38 56 24 0 51 61
190 125 1 8 85 470 49 53 6 1 32
10 115 39 824 3,002
5:15 PM 0 36 90 20
6 0 35 201 136 2
794 2,973
5:00 PM 0 43 71 26 0 56 84
227 121 1 4 112 390 63 53 2 0 44
4 93 47 722 0
4:45 PM 0 48 57 23
8 1 31 177 124 1
662 0
4:30 PM 0 36 52 24 0 56 68
153 115 0 12 85 370 51 67 1 0 30
4 119 51 795 0
4:15 PM 0 30 63 18
11 0 24 174 127 04:00 PM 0 32 79 24 0 68 82
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
John St John St Sanborn Rd Sanborn Rd
15-min
Total
UT LT TH RT
Date: 11-21-2019
Peak Hour Count Period: 4:00 PM 6:00 PM
SB 0.8% 0.92
TOTAL 0.8% 0.94
TH RT
WB 0.8% 0.86
NB 0.9% 0.92
Peak Hour: 4:30 PM 5:30 PM
HV %: PHF
EB 0.4% 0.90
0 0
0 0
1 0
0 0
0 0
0 0
10 9
35 50
N
Sanborn Rd
John St
John StSanborn Rd
John St
Sanborn Rd
3,083TEV:
0.94PHF: 172
405
26 608
985
5 22
258
224
504
802
0 506
795
142
1,445
724
2 93
270
163
526
572
0 Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0
0 0 0
0 1 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
10 0 1 00 0
1 000 0 0
0 0
0 0
Peak Hour
0 1Count Total
0 1000 00 0 0 0
0 1
5:45 PM
0 0 0 0
1 5:30 PM
00 0 0 00 0
1 1
5:15 PM
0 0 0
0 0 0
0 0 0
0 0 0
0 5:00 PM
000 0
0 0
4:45 PM
0 0 0 0
0 4:30 PM
00 0 0 00 04:15 PM 0
0 0
0 0 0
0 04:00 PM
RT
24 0
Interval
Start
John St John St Sanborn Rd Sanborn Rd
15-min
Total
Rolling
One Hour
3 5 0 0 4 10 1 3 0 0 5
RTTHLT RTTHLTRT
0 7 2 47 0
Peak Hour 0 0 1 1
0 0 5 7 10 0Count Total 0 1 4 2 0 4 5
7 192 1 0 0 2 00 1 0 0 0 0
0 0 1 5 20
5:45 PM 0 0 1 0
0 0 0 0 1 0
3 24
5:30 PM 0 0 1 0 0 2 0
0 0 0 0 1 00 0 1 0 0 1
0 1 1 4 28
5:15 PM 0 0 0 0
0 0 1 0 1 0
8 28
5:00 PM 0 0 0 0 0 0 0
2 2 0 0 1 00 1 0 0 0 2
0 1 0 9 0
4:45 PM 0 0 0 0
0 0 1 1 2 0
7 0
4:30 PM 0 0 1 1 0 0 2
1 2 0 0 0 00 0 2 0 0 0
0 1 0 4 0
4:15 PM 0 1 0 1
0 0 0 1 1 0
TH RT
4:00 PM 0 0 1 0 0 0 0
UT LT TH RT UT LT
Northbound Southbound
UT LT TH RT UT LT TH RT
Interval
Start
John St John St Sanborn Rd Sanborn Rd
15-min
Total
Rolling
One HourEastbound Westbound
SouthboundNorthboundWestboundEastbound
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
1 5
2 3
6 3
3 5
28 1500 0 0 7 7 1
2 0
Peak Hour 2 0 28 25 55 0 0
0 1 0 1 10 16Count Total 5 0 57 51 113 0
3 0 00 0 1 0 1 28:45 AM 2 0 10 11 23
0 0 1 2 0 0
0 8:30 AM 0 0 10 8 18 0 0 0
0 0 0 1 1 1
0 0
8:15 AM 1 0 6 4 11 0 0
0 0 0 0 4 2
2 0 0
8:00 AM 1 0 7 10 18 0
0 0 0 0 0 1
2 0 0
0 7:30 AM 1 0 6 3 10 0 0 0
0 0 0 1 3 1
4 9 0
EB WB NB SB Total East
7:45 AM 0 0 5 3 8
0 0 0
0% 3% 5%HV% - 0% - 3% -
0 0
7:15 AM 0 0 8 8 16 0 0
0 0 0 0 0 1
West North South
7:00 AM 0 0 5
0 39 509 0 0 0 1,06576 0 0 0 0 1
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
- - - 2% 5% 3%- - -
Peak
Hour
All 0 35 0
0 2 54 922 0 0
0 0 23 2 55 00 0 0 1 27 0
43 1,768 0
HV 0 0 0 2 0
Count Total 0 73 0 128 0 0 0 1 1,802 96 3,078 0
393 1,682148 0 0 1 209 90 0 0 0 1 5
0 222 7 400 1,768
8:45 AM 0 7 0 13
0 0 9 141 0 0
447 1,714
8:30 AM 0 8 0 13 0 0 0
151 0 0 0 237 140 0 0 0 0 12
0 285 10 442 1,593
8:15 AM 0 11 0 22
0 0 12 103 0 0
479 1,396
8:00 AM 0 9 0 23 0 0 0
114 0 0 0 321 120 0 0 0 1 6
0 204 14 346 0
7:45 AM 0 7 0 18
0 0 4 100 0 0
326 0
7:30 AM 0 9 0 15 0 0 0
93 0 0 0 190 130 0 0 0 0 3
0 134 17 245 0
7:15 AM 0 14 0 13
0 0 3 72 0 07:00 AM 0 8 0 11 0 0 0
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
Maple St Driveway Abbott St Abbott St
15-min
Total
UT LT TH RT
Date: 11-21-2019
Peak Hour Count Period: 7:00 AM 9:00 AM
SB 2.3% 0.83
TOTAL 3.1% 0.92
TH RT
WB - -
NB 5.1% 0.84
Peak Hour: 7:45 AM 8:45 AM
HV %: PHF
EB 1.8% 0.84
0 0
0 0
0 0
0 0
0 0
0 0
1 0
7 7
N
Abbott St
Maple St
DrivewayAbbott St
Maple St
Abbott St
1,768TEV:
0.92PHF: 43
1,065
0 1,108
544
0 0
0 0
0 0
0 0
509
39 549
1,142
1 76
0 35
111
82 0
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0
0 0 0
0 0 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
1 000 1 0
0 0
0 0
Peak Hour
0 0Count Total
0 1100 10 0 0 0
0 0
8:45 AM
0 0 0 0
0 8:30 AM
00 0 0 00 0
0 0
8:15 AM
0 0 0
0 0 0
0 0 0
0 0 0
0 8:00 AM
000 0
0 0
7:45 AM
0 0 0 0
0 7:30 AM
00 0 0 00 07:15 AM 0
0 0
0 0 0
0 07:00 AM
RT
55 0
Interval
Start
Maple St Driveway Abbott St Abbott St
15-min
Total
Rolling
One Hour
27 0 0 0 23 20 0 0 0 0 1
RTTHLT RTTHLTRT
1 44 6 113 0
Peak Hour 0 0 0 2
0 0 2 55 0 0Count Total 0 2 0 3 0 0 0
23 7010 0 0 1 10 00 0 0 0 0 0
0 8 0 18 55
8:45 AM 0 1 0 1
0 0 0 10 0 0
11 47
8:30 AM 0 0 0 0 0 0 0
5 0 0 0 4 00 0 0 0 0 1
0 9 1 18 52
8:15 AM 0 0 0 1
0 0 0 7 0 0
8 43
8:00 AM 0 0 0 1 0 0 0
5 0 0 0 2 10 0 0 0 0 0
0 3 0 10 0
7:45 AM 0 0 0 0
0 0 1 5 0 0
16 0
7:30 AM 0 1 0 0 0 0 0
8 0 0 0 6 20 0 0 0 0 0
0 2 2 9 0
7:15 AM 0 0 0 0
0 0 0 5 0 0
TH RT
7:00 AM 0 0 0 0 0 0 0
UT LT TH RT UT LT
Northbound Southbound
UT LT TH RT UT LT TH RT
Interval
Start
Maple St Driveway Abbott St Abbott St
15-min
Total
Rolling
One HourEastbound Westbound
SouthboundNorthboundWestboundEastbound
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
6 4
2 4
4 1
5 3
29 1400 1 3 1 13 0
2 0
Peak Hour 1 0 22 24 47 2 0
0 0 1 3 4 23Count Total 2 0 43 47 92 2
2 0 00 0 0 0 0 15:45 PM 1 0 4 5 10
0 0 1 4 0 0
0 5:30 PM 0 0 7 3 10 0 0 0
0 0 0 0 1 0
0 0
5:15 PM 0 0 6 10 16 0 0
0 0 0 0 1 3
4 0 0
5:00 PM 0 0 1 3 4 0
0 0 0 0 0 0
2 0 0
0 4:30 PM 0 0 6 6 12 1 0 0
0 0 1 0 4 0
5 9 0
EB WB NB SB Total East
4:45 PM 1 0 5 8 14
1 2 0
0% 0% 2%HV% - 0% - 3% -
2 0
4:15 PM 0 0 10 7 17 1 0
0 0 0 0 1 3
West North South
4:00 PM 0 0 4
0 54 1,210 0 1 0 48039 0 0 0 0 1
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
- 0% - 5% 5% 3%- - -
Peak
Hour
All 0 24 0
1 1 93 2,095 0 1
0 0 22 2 47 00 0 0 0 22 0
40 1,849 0
HV 0 0 0 1 0
Count Total 0 41 0 63 0 0 0 1 888 70 3,254 0
236 1,409132 0 0 0 83 70 0 0 0 0 6
0 91 9 303 1,600
5:45 PM 0 4 0 4
0 0 9 186 0 0
363 1,788
5:30 PM 0 3 0 5 0 0 0
231 0 0 1 99 50 0 0 1 0 14
0 98 12 507 1,849
5:15 PM 0 5 0 7
0 0 20 360 0 0
427 1,845
5:00 PM 0 2 0 15 0 0 0
279 0 0 0 110 90 0 0 0 0 15
0 123 11 491 0
4:45 PM 0 8 0 6
0 1 15 322 0 1
424 0
4:30 PM 0 9 0 9 0 0 0
249 0 0 0 149 80 0 0 0 0 4
0 135 9 503 0
4:15 PM 0 5 0 9
0 0 10 336 0 04:00 PM 0 5 0 8 0 0 0
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
Maple St Driveway Abbott St Abbott St
15-min
Total
UT LT TH RT
Date: 11-21-2019
Peak Hour Count Period: 4:00 PM 6:00 PM
SB 4.6% 0.83
TOTAL 2.5% 0.91
TH RT
WB - -
NB 1.7% 0.83
Peak Hour: 4:15 PM 5:15 PM
HV %: PHF
EB 1.6% 0.88
1 0
1 0
1 0
0 0
0 0
0 0
0 0
13 1
N
Abbott St
Maple St
DrivewayAbbott St
Maple St
Abbott St
1,849TEV:
0.91PHF: 40
480
0 521
1,235
1 0
0 0
0 0
0 0
1,210
54 1,265
520
1 39
0 24
63 94
0 Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any. 1 0
0 0 0
0 0 0
0 0 0
0 0 0
101 0 0 0
101 0 0 0
0000
0 0
1 00
0 THLT
00000000
0 00
0 0
0 0 0
0 0 0
0 THLT
30 0 1 00 0
3 000 0 0
0 0
0 0
Peak Hour
0 1Count Total
0 0000 00 0 0 0
0 0
5:45 PM
0 0 0 0
2 5:30 PM
00 0 0 00 0
0 3
5:15 PM
0 0 0
0 0 0
0 0 0
0 0 0
3 5:00 PM
000 0
2 0
4:45 PM
0 0 0 0
0 4:30 PM
10 0 0 00 04:15 PM 1
0 0
0 0 0
0 04:00 PM
RT
47 0
Interval
Start
Maple St Driveway Abbott St Abbott St
15-min
Total
Rolling
One Hour
22 0 0 0 22 20 0 0 0 0 0
RTTHLT RTTHLTRT
0 45 2 92 0
Peak Hour 0 0 0 1
0 0 0 43 0 0Count Total 0 0 0 2 0 0 0
10 404 0 0 0 5 00 0 0 0 0 0
0 3 0 10 44
5:45 PM 0 0 0 1
0 0 0 7 0 0
16 46
5:30 PM 0 0 0 0 0 0 0
6 0 0 0 10 00 0 0 0 0 0
0 3 0 4 47
5:15 PM 0 0 0 0
0 0 0 1 0 0
14 52
5:00 PM 0 0 0 0 0 0 0
5 0 0 0 7 10 0 0 0 0 0
0 5 1 12 0
4:45 PM 0 0 0 1
0 0 0 6 0 0
17 0
4:30 PM 0 0 0 0 0 0 0
10 0 0 0 7 00 0 0 0 0 0
0 5 0 9 0
4:15 PM 0 0 0 0
0 0 0 4 0 0
TH RT
4:00 PM 0 0 0 0 0 0 0
UT LT TH RT UT LT
Northbound Southbound
UT LT TH RT UT LT TH RT
Interval
Start
Maple St Driveway Abbott St Abbott St
15-min
Total
Rolling
One HourEastbound Westbound
SouthboundNorthboundWestboundEastbound
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
3 1
0 2
3 2
2 4
17 900 0 0 4 5 0
1 1
Peak Hr 0 0 39 25 64 0 0
0 1 0 1 7 8Count Total 0 5 70 50 125 0
3 0 00 0 1 0 1 18:45 AM 0 1 10 12 23
0 0 0 2 0 0
0 8:30 AM 0 0 14 7 21 0 0 0
0 0 0 1 1 0
0 0
8:15 AM 0 0 8 8 16 0 0
0 0 0 0 2 1
1 0 0
8:00 AM 0 0 10 7 17 0
0 0 0 0 0 1
0 0 0
0 7:30 AM 0 0 10 3 13 0 0 0
0 0 0 1 0 0
2 7 0
EB WB NB SB Total East
7:45 AM 0 0 7 3 10
0 0 0
- - 5%HV% - - - - -
1 1
7:15 AM 0 2 8 8 18 0 0
0 0 0 0 1 0
West North South
7:00 AM 0 2 3
0 0 548 38 0 110 1,0130 0 1 0 31 0
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
26% - 3% 2% - 4%0% - 0%
Peak
Hour
All 0 0 0
65 0 0 926 64 1
0 3 22 0 64 00 0 0 0 29 10
0 1,741 0
HV 0 0 0 0 0
Count Total 0 0 0 0 0 5 0 201 1,709 0 2,971 0
382 1,651144 3 1 13 208 00 3 0 10 0 0
26 212 0 404 1,741
8:45 AM 0 0 0 0
10 0 0 150 6 0
434 1,682
8:30 AM 0 0 0 0 0 0 0
164 12 0 15 235 00 0 0 8 0 0
28 273 0 431 1,536
8:15 AM 0 0 0 0
9 0 0 109 11 0
472 1,320
8:00 AM 0 0 0 0 0 1 0
125 9 0 41 293 00 0 0 4 0 0
33 197 0 345 0
7:45 AM 0 0 0 0
10 0 0 97 8 0
288 0
7:30 AM 0 0 0 0 0 0 0
79 8 0 22 172 00 0 0 7 0 0
23 119 0 215 0
7:15 AM 0 0 0 0
7 0 0 58 7 07:00 AM 0 0 0 0 0 1 0
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
n/a Spicer St Abbott St Abbott St
15-min
Total
UT LT TH RT
SB 2.2% 0.84
TOTAL 3.7% 0.92
TH RTUT LT TH RT UT LT
WB 0.0% 0.80
NB 6.7% 0.83
Peak Hour: 7:45 AM 8:45 AM
HV %: PHF
EB - -
Date: 11-21-2019
Peak Hour Count Period: 7:00 AM 9:00 AM
N
Abbott St
Spicer St
Spicer St
Abbott St
Abbott St
1,741TEV:
0.92PHF: 1,013
110 1,123
579
0 31
1 32
148
0 38
548586
1,014
0 0
0 0
0 0
0 0
0 5
4 Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 1 0Count Total 0 0 0 0 0 0 0 1
11 0 0 0 0 1
0 0
8:45 AM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
8:30 AM 0 0 0 0 0 0
0 0 0 0 0 08:15 AM 0 0 0 0 0
0 0 0 0 0 0
0 8:00 AM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0
7:45 AM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
7:30 AM 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0 0
7:15 AM 0 0 0 0 0
0 0 0 0 0 0
TH RT LT TH RT
7:00 AM 0 0 0 0
Westbound Northbound Southbound
LT TH RT LT TH RT LT
64 0
Interval
Start
n/a Spicer St Abbott St Abbott St
15-min
Total
Rolling
One HourEastbound
29 10 0 3 22 00 0 0 0 0 0
4 45 0 125 0
Peak Hour 0 0 0 0
5 0 0 51 19 1Count Total 0 0 0 0 0 0 0
23 779 1 1 0 11 00 0 0 1 0 0
0 7 0 21 64
8:45 AM 0 0 0 0
0 0 0 11 3 0
16 56
8:30 AM 0 0 0 0 0 0 0
6 2 0 0 8 00 0 0 0 0 0
2 5 0 17 58
8:15 AM 0 0 0 0
0 0 0 7 3 0
10 48
8:00 AM 0 0 0 0 0 0 0
5 2 0 1 2 00 0 0 0 0 0
0 3 0 13 0
7:45 AM 0 0 0 0
0 0 0 6 4 0
18 0
7:30 AM 0 0 0 0 0 0 0
5 3 0 1 7 00 0 0 2 0 0
0 2 0 7 0
7:15 AM 0 0 0 0
2 0 0 2 1 0
TH RT
7:00 AM 0 0 0 0 0 0 0
UT LT TH RT UT LT
Northbound Southbound
UT LT TH RT UT LT TH RT
Interval
Start
n/a Spicer St Abbott St Abbott St
15-min
Total
Rolling
One HourEastbound Westbound
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
5 2
3 3
3 3
3 1
23 1102 2 4 3 8 0
1 0
Peak Hr 0 1 34 23 58 0 0
0 4 2 6 8 14Count Total 0 5 61 46 112 0
0 0 00 0 0 0 0 15:45 PM 0 0 6 6 12
0 0 1 1 1 0
0 5:30 PM 0 1 11 2 14 0 0 0
0 0 0 1 2 0
0 0
5:15 PM 0 2 5 10 17 0 0
0 1 1 2 1 2
2 0 0
5:00 PM 0 0 5 3 8 0
0 0 1 0 1 1
2 0 0
0 4:30 PM 0 1 8 5 14 0 0 0
0 0 0 0 2 0
5 11 0
EB WB NB SB Total East
4:45 PM 0 0 9 9 18
1 1 1
- - 2%HV% - - - - -
0 0
4:15 PM 0 0 12 6 18 0 0
0 2 0 2 2 3
West North South
4:00 PM 0 1 5
0 0 1,120 14 0 17 5260 0 3 0 114 0
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
86% - 12% 4% - 3%0% - 1%
Peak
Hour
All 0 0 0
194 0 0 1,933 26 0
0 2 21 0 58 00 1 0 0 22 12
0 1,794 0
HV 0 0 0 0 0
Count Total 0 0 0 0 0 10 0 34 953 0 3,150 0
224 1,362124 2 0 2 84 00 1 0 11 0 0
4 95 0 297 1,553
5:45 PM 0 0 0 0
22 0 0 169 4 0
351 1,732
5:30 PM 0 0 0 0 0 3 0
225 2 0 4 105 00 1 0 14 0 0
2 121 0 490 1,794
5:15 PM 0 0 0 0
36 0 0 328 3 0
415 1,788
5:00 PM 0 0 0 0 0 0 0
258 3 0 5 117 00 1 0 31 0 0
2 138 0 476 0
4:45 PM 0 0 0 0
26 0 0 307 3 0
413 0
4:30 PM 0 0 0 0 0 0 0
227 5 0 8 150 00 2 0 21 0 0
7 143 0 484 0
4:15 PM 0 0 0 0
33 0 0 295 4 04:00 PM 0 0 0 0 0 2 0
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
n/a Spicer St Abbott St Abbott St
15-min
Total
UT LT TH RT
SB 4.2% 0.86
TOTAL 3.2% 0.92
TH RTUT LT TH RT UT LT
WB 0.9% 0.81
NB 3.0% 0.86
Peak Hour: 4:15 PM 5:15 PM
HV %: PHF
EB - -
Date: 11-21-2019
Peak Hour Count Period: 4:00 PM 6:00 PM
N
Abbott St
Spicer St
Spicer St
Abbott St
Abbott St
1,794TEV:
0.92PHF: 526
17 543
1,234
0 114
3 117
31 0
14 1,1201,134
529
0 2
0 0
2 0
0 0
0 8
3 Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 4 00 0 2 0 0 2Peak Hour 0 0 0 0 0
1 0 2 0 6 0Count Total 0 0 0 0 0 0 0 3
20 0 0 0 0 0
0 3
5:45 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 4
5:30 PM 0 0 0 0 0 0
0 0 0 0 0 05:15 PM 0 0 0 0 0
0 0 1 0 2 4
4 5:00 PM 0 0 0 0 0 0 0 1
1 0 0 0 0 1
1 0
4:45 PM 0 0 0 0 0 0 0
0 0 0 0 1 0
0 0 0
4:30 PM 0 0 0 0 0 0
0 0 0 0 0 0
0 0 2 0
4:15 PM 0 0 0 0 0
0 0 0 1 1 0
TH RT LT TH RT
4:00 PM 0 0 0 0
Westbound Northbound Southbound
LT TH RT LT TH RT LT
58 0
Interval
Start
n/a Spicer St Abbott St Abbott St
15-min
Total
Rolling
One HourEastbound
22 12 0 2 21 00 0 0 1 0 0
4 42 0 112 0
Peak Hour 0 0 0 0
5 0 0 39 22 0Count Total 0 0 0 0 0 0 0
12 514 2 0 0 6 00 0 0 0 0 0
0 2 0 14 57
5:45 PM 0 0 0 0
1 0 0 7 4 0
17 57
5:30 PM 0 0 0 0 0 0 0
3 2 0 1 9 00 0 0 2 0 0
0 3 0 8 58
5:15 PM 0 0 0 0
0 0 0 2 3 0
18 61
5:00 PM 0 0 0 0 0 0 0
6 3 0 1 8 00 0 0 0 0 0
0 5 0 14 0
4:45 PM 0 0 0 0
1 0 0 5 3 0
18 0
4:30 PM 0 0 0 0 0 0 0
9 3 0 1 5 00 0 0 0 0 0
1 4 0 11 0
4:15 PM 0 0 0 0
1 0 0 3 2 0
TH RT
4:00 PM 0 0 0 0 0 0 0
UT LT TH RT UT LT
Northbound Southbound
UT LT TH RT UT LT TH RT
Interval
Start
n/a Spicer St Abbott St Abbott St
15-min
Total
Rolling
One HourEastbound Westbound
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
0 1
0 2
4 4
1 6
18 1100 0 0 7 2 2
4 0
Peak Hr 0 0 40 22 62 0 0
0 1 0 1 11 3Count Total 1 0 71 45 117 0
1 2 00 0 1 0 1 38:45 AM 0 0 10 11 21
0 0 1 0 0 0
0 8:30 AM 0 0 14 8 22 0 0 0
0 0 0 2 0 2
0 0
8:15 AM 0 0 8 7 15 0 0
0 0 0 0 3 1
1 0 0
8:00 AM 0 0 10 5 15 0
0 0 0 0 0 1
0 0 0
0 7:30 AM 0 0 10 3 13 0 0 0
0 0 0 1 0 0
2 5 0
EB WB NB SB Total East
7:45 AM 0 0 8 2 10
0 0 0
- 8% 7%HV% - 0% - 0% -
0 0
7:15 AM 1 0 8 7 16 0 0
0 0 0 0 0 0
West North South
7:00 AM 0 0 3
0 12 557 0 0 0 94434 0 0 0 0 0
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
- - - 2% 3% 4%- - -
Peak
Hour
All 0 36 0
0 0 18 924 0 0
0 0 20 2 62 00 0 0 1 39 0
65 1,648 0
HV 0 0 0 0 0
Count Total 0 74 0 60 0 0 0 0 1,608 102 2,786 0
365 1,572142 0 0 0 204 70 0 0 0 0 2
0 196 16 378 1,648
8:45 AM 0 4 0 6
0 0 2 152 0 0
429 1,586
8:30 AM 0 7 0 5 0 0 0
170 0 0 0 221 140 0 0 0 0 8
0 255 18 400 1,423
8:15 AM 0 8 0 8
0 0 0 113 0 0
441 1,214
8:00 AM 0 8 0 6 0 0 0
122 0 0 0 272 170 0 0 0 0 2
0 189 10 316 0
7:45 AM 0 13 0 15
0 0 2 92 0 0
266 0
7:30 AM 0 14 0 9 0 0 0
75 0 0 0 158 130 0 0 0 0 0
0 113 7 191 0
7:15 AM 0 13 0 7
0 0 2 58 0 07:00 AM 0 7 0 4 0 0 0
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
Alameda Ave n/a Abbott St Abbott St
15-min
Total
UT LT TH RT
SB 2.2% 0.87
TOTAL 3.8% 0.93
TH RTUT LT TH RT UT LT
WB - -
NB 7.0% 0.80
Peak Hour: 7:45 AM 8:45 AM
HV %: PHF
EB 0.0% 0.63
Date: 11-21-2019
Peak Hour Count Period: 7:00 AM 9:00 AM
0 0
0 0
0 0
2 0
2 7
N
Abbott St
Alameda Ave
Abbott St
Abbott St
Alameda Ave
1,648TEV:
0.93PHF: 65
944 1,009
593
0 557
12569
978
0 34
3670
77 0
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 1 0Count Total 0 0 0 0 0 0 0 1
11 0 0 0 0 1
0 0
8:45 AM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
8:30 AM 0 0 0 0 0 0
0 0 0 0 0 08:15 AM 0 0 0 0 0
0 0 0 0 0 0
0 8:00 AM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0
7:45 AM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
7:30 AM 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0 0
7:15 AM 0 0 0 0 0
0 0 0 0 0 0
TH RT LT TH RT
7:00 AM 0 0 0 0
Westbound Northbound Southbound
LT TH RT LT TH RT LT
62 0
Interval
Start
Alameda Ave n/a Abbott St Abbott St
15-min
Total
Rolling
One HourEastbound
39 0 0 0 20 20 0 0 0 0 1
0 43 2 117 0
Peak Hour 0 0 0 0
0 0 1 70 0 0Count Total 0 0 0 1 0 0 0
21 7310 0 0 0 11 00 0 0 0 0 0
0 6 2 22 62
8:45 AM 0 0 0 0
0 0 0 14 0 0
15 53
8:30 AM 0 0 0 0 0 0 0
8 0 0 0 7 00 0 0 0 0 0
0 5 0 15 54
8:15 AM 0 0 0 0
0 0 0 10 0 0
10 44
8:00 AM 0 0 0 0 0 0 0
7 0 0 0 2 00 0 0 0 0 1
0 3 0 13 0
7:45 AM 0 0 0 0
0 0 0 10 0 0
16 0
7:30 AM 0 0 0 0 0 0 0
8 0 0 0 7 00 0 0 0 0 0
0 2 0 5 0
7:15 AM 0 0 0 1
0 0 0 3 0 0
TH RT
7:00 AM 0 0 0 0 0 0 0
UT LT TH RT UT LT
Northbound Southbound
UT LT TH RT UT LT TH RT
Interval
Start
Alameda Ave n/a Abbott St Abbott St
15-min
Total
Rolling
One HourEastbound Westbound
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
6 2
3 2
4 4
3 3
27 1102 2 4 5 2 4
11 0
Peak Hr 0 0 34 22 56 0 0
0 4 2 6 13 3Count Total 0 0 61 42 103 0
0 3 00 0 0 0 0 05:45 PM 0 0 5 6 11
0 0 2 0 1 0
0 5:30 PM 0 0 11 2 13 0 0 0
0 0 0 3 0 1
0 0
5:15 PM 0 0 5 9 14 0 0
0 1 1 2 2 2
0 1 0
5:00 PM 0 0 5 4 9 0
0 0 1 0 1 1
0 2 0
0 4:30 PM 0 0 8 5 13 0 0 0
0 0 0 1 0 1
3 9 0
EB WB NB SB Total East
4:45 PM 0 0 9 8 17
1 1 1
- 0% 3%HV% - 0% - 0% -
2 0
4:15 PM 0 0 12 5 17 0 0
0 2 0 2 3 1
West North South
4:00 PM 0 0 6
0 23 1,074 0 1 0 47410 0 0 0 0 0
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
- 0% - 5% 0% 3%- - -
Peak
Hour
All 0 57 0
0 0 34 1,845 0 1
0 0 22 0 56 00 0 0 0 34 0
48 1,687 0
HV 0 0 0 0 0
Count Total 0 104 0 22 0 0 0 0 864 92 2,962 0
215 1,290116 0 0 0 73 120 0 0 0 0 3
0 91 8 278 1,454
5:45 PM 0 8 0 3
0 0 4 160 0 0
334 1,632
5:30 PM 0 12 0 3 0 0 0
208 0 0 0 92 140 0 0 0 0 1
0 106 14 463 1,687
5:15 PM 0 16 0 3
0 0 9 316 0 0
379 1,672
5:00 PM 0 14 0 4 0 0 0
246 0 0 0 104 110 0 0 0 0 3
0 123 11 456 0
4:45 PM 0 15 0 0
0 0 9 295 0 1
389 0
4:30 PM 0 14 0 3 0 0 0
217 0 0 0 141 120 0 0 0 0 2
0 134 10 448 0
4:15 PM 0 14 0 3
0 0 3 287 0 04:00 PM 0 11 0 3 0 0 0
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
Alameda Ave n/a Abbott St Abbott St
15-min
Total
UT LT TH RT
SB 4.2% 0.85
TOTAL 3.3% 0.91
TH RTUT LT TH RT UT LT
WB - -
NB 3.1% 0.84
Peak Hour: 4:15 PM 5:15 PM
HV %: PHF
EB 0.0% 0.93
Date: 11-21-2019
Peak Hour Count Period: 4:00 PM 6:00 PM
0 0
0 2
2 0
4 0
2 5
N
Abbott St
Alameda Ave
Abbott St
Abbott St
Alameda Ave
1,687TEV:
0.91PHF: 48
474 523
1,132
1 1,074
231,097
484
0 10
5767
71 0
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 4 00 0 2 0 0 2Peak Hour 0 0 0 0 0
0 0 2 0 6 0Count Total 0 0 0 0 0 0 0 4
20 0 0 0 0 0
0 3
5:45 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 4
5:30 PM 0 0 0 0 0 0
0 0 0 0 0 05:15 PM 0 0 0 0 0
0 0 1 0 2 4
4 5:00 PM 0 0 0 0 0 0 0 1
1 0 0 0 0 1
1 0
4:45 PM 0 0 0 0 0 0 0
0 0 0 0 1 0
0 0 0
4:30 PM 0 0 0 0 0 0
0 0 0 0 0 0
0 0 2 0
4:15 PM 0 0 0 0 0
0 0 0 2 0 0
TH RT LT TH RT
4:00 PM 0 0 0 0
Westbound Northbound Southbound
LT TH RT LT TH RT LT
56 0
Interval
Start
Alameda Ave n/a Abbott St Abbott St
15-min
Total
Rolling
One HourEastbound
34 0 0 0 22 00 0 0 0 0 0
0 42 0 103 0
Peak Hour 0 0 0 0
0 0 0 61 0 0Count Total 0 0 0 0 0 0 0
11 475 0 0 0 6 00 0 0 0 0 0
0 2 0 13 53
5:45 PM 0 0 0 0
0 0 0 11 0 0
14 53
5:30 PM 0 0 0 0 0 0 0
5 0 0 0 9 00 0 0 0 0 0
0 4 0 9 56
5:15 PM 0 0 0 0
0 0 0 5 0 0
17 56
5:00 PM 0 0 0 0 0 0 0
9 0 0 0 8 00 0 0 0 0 0
0 5 0 13 0
4:45 PM 0 0 0 0
0 0 0 8 0 0
17 0
4:30 PM 0 0 0 0 0 0 0
12 0 0 0 5 00 0 0 0 0 0
0 3 0 9 0
4:15 PM 0 0 0 0
0 0 0 6 0 0
TH RT
4:00 PM 0 0 0 0 0 0 0
UT LT TH RT UT LT
Northbound Southbound
UT LT TH RT UT LT TH RT
Interval
Start
Alameda Ave n/a Abbott St Abbott St
15-min
Total
Rolling
One HourEastbound Westbound
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
2 2
0 10
5 4
4 2
29 2360 0 0 7 4 6
9 7
Peak Hour 0 18 35 19 72 0 0
0 0 0 0 8 5Count Total 0 33 66 44 143 0
1 1 00 0 0 0 0 08:45 AM 0 1 7 10 18
0 0 2 0 0 2
1 8:30 AM 0 2 10 5 17 0 0 0
0 0 0 2 0 1
2 1
8:15 AM 0 5 8 7 20 0 0
0 0 0 0 1 1
3 3 2
8:00 AM 0 7 10 5 22 0
0 0 0 0 0 2
0 0 0
0 7:30 AM 0 7 11 3 21 0 0 0
0 0 0 0 0 2
2 10 0
EB WB NB SB Total East
7:45 AM 0 4 7 2 13
0 0 0
- 0% 7%HV% - 0% - 0% -
0 1
7:15 AM 0 4 8 10 22 0 0
0 0 0 0 1 0
West North South
7:00 AM 0 3 5
15 28 485 111 0 68 4693 0 55 23 45 0
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
3% - 1% 4% 0% 5%27% 4% 4%
Peak
Hour
All 0 10 0
66 0 40 827 168 0
0 1 18 0 72 01 2 0 0 32 3
279 1,576 0
HV 0 0 0 0 0
Count Total 0 18 3 3 0 91 31 123 821 452 2,643 0
351 1,497119 16 0 16 105 590 11 1 14 0 5
12 113 53 351 1,576
8:45 AM 0 4 1 0
16 0 5 114 23 0
396 1,521
8:30 AM 0 5 0 0 0 10 0
149 16 0 13 107 670 21 6 10 0 6
17 124 77 399 1,349
8:15 AM 0 1 0 0
10 0 8 105 32 0
430 1,146
8:00 AM 0 1 0 1 0 13 11
117 40 0 26 125 820 11 6 9 0 9
14 93 58 296 0
7:45 AM 0 3 0 2
2 0 3 90 16 0
224 0
7:30 AM 0 3 1 0 0 12 4
68 12 0 16 84 280 8 1 4 0 2
9 70 28 196 0
7:15 AM 0 1 0 0
1 0 2 65 13 07:00 AM 0 0 1 0 0 5 2
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
Los Palos Dr Malarin St Abbott St Abbott St
15-min
Total
UT LT TH RT
Date: 11-21-2019
Peak Hour Count Period: 7:00 AM 9:00 AM
SB 2.3% 0.88
TOTAL 4.6% 0.92
TH RT
WB 14.6% 0.83
NB 5.6% 0.91
Peak Hour: 7:45 AM 8:45 AM
HV %: PHF
EB 0.0% 0.65
0 0
0 0
0 0
0 0
0 0
0 0
6 6
4 7
N
Abbott St
Los Palos Dr
Malarin StAbbott St
Los Palos Dr
Abbott St
1,576TEV:
0.92PHF: 279
469
68 816
540
0 45
23 55
123
179
0 111
485
28 624
527
0 3
0 10
13 330
0 Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0
0 0 0
0 0 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 00 0 0 0
0 0
8:45 AM
0 0 0 0
0 8:30 AM
00 0 0 00 0
0 0
8:15 AM
0 0 0
0 0 0
0 0 0
0 0 0
0 8:00 AM
000 0
0 0
7:45 AM
0 0 0 0
0 7:30 AM
00 0 0 00 07:15 AM 0
0 0
0 0 0
0 07:00 AM
RT
72 0
Interval
Start
Los Palos Dr Malarin St Abbott St Abbott St
15-min
Total
Rolling
One Hour
32 3 0 1 18 00 15 1 2 0 0
RTTHLT RTTHLTRT
3 41 0 143 0
Peak Hour 0 0 0 0
2 0 0 61 5 0Count Total 0 0 0 0 0 28 3
18 777 0 0 0 10 00 0 1 0 0 0
0 5 0 17 72
8:45 AM 0 0 0 0
0 0 0 10 0 0
20 76
8:30 AM 0 0 0 0 0 2 0
7 1 0 0 7 00 5 0 0 0 0
1 4 0 22 78
8:15 AM 0 0 0 0
1 0 0 9 1 0
13 66
8:00 AM 0 0 0 0 0 5 1
6 1 0 0 2 00 3 0 1 0 0
1 2 0 21 0
7:45 AM 0 0 0 0
0 0 0 11 0 0
22 0
7:30 AM 0 0 0 0 0 7 0
6 2 0 1 9 00 4 0 0 0 0
0 2 0 10 0
7:15 AM 0 0 0 0
0 0 0 5 0 0
TH RT
7:00 AM 0 0 0 0 0 2 1
UT LT TH RT UT LT
Northbound Southbound
UT LT TH RT UT LT TH RT
Interval
Start
Los Palos Dr Malarin St Abbott St Abbott St
15-min
Total
Rolling
One HourEastbound Westbound
SouthboundNorthboundWestboundEastbound
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
8 3
6 1
3 0
2 2
25 1330 1 2 4 2 4
7 3
Peak Hour 0 17 34 15 66 1 0
0 0 1 2 8 7Count Total 0 22 58 34 114 1
0 0 00 0 0 0 0 25:45 PM 0 0 3 5 8
0 0 1 0 1 0
0 5:30 PM 0 1 10 3 14 0 0 0
0 0 0 0 0 0
1 0
5:15 PM 0 2 3 8 13 0 0
0 0 0 0 1 1
1 0 0
5:00 PM 0 5 7 4 16 0
1 0 0 0 1 0
0 3 2
1 4:30 PM 0 3 7 1 11 0 0 0
0 0 0 2 0 0
3 13 0
EB WB NB SB Total East
4:45 PM 0 4 10 5 19
1 1 1
- 4% 4%HV% - 0% 0% 0% -
2 0
4:15 PM 0 5 10 5 20 0 0
0 0 0 0 1 5
West North South
4:00 PM 0 2 8
17 25 784 39 0 26 29712 0 123 45 105 0
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
3% - 0% 5% 0% 4%14% 0% 0%
Peak
Hour
All 0 52 1
180 0 37 1,383 72 1
0 0 15 0 66 00 0 0 1 32 1
116 1,625 0
HV 0 0 0 0 0
Count Total 0 66 1 14 0 182 65 38 560 203 2,802 0
188 1,19992 1 0 0 45 220 8 3 15 0 1
2 53 19 236 1,374
5:45 PM 0 1 0 0
13 0 2 123 5 1
317 1,588
5:30 PM 0 1 0 1 0 8 8
154 9 0 5 73 180 21 5 19 0 4
7 70 26 458 1,625
5:15 PM 0 8 0 1
34 0 7 231 5 0
363 1,603
5:00 PM 0 17 0 4 0 43 14
169 7 0 9 72 170 19 8 28 0 9
4 85 26 450 0
4:45 PM 0 19 1 5
31 0 7 223 12 0
354 0
4:30 PM 0 12 0 2 0 30 18
161 15 0 6 70 470 31 5 12 0 2
5 92 28 436 0
4:15 PM 0 4 0 1
28 0 5 230 18 04:00 PM 0 4 0 0 0 22 4
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
Los Palos Dr Malarin St Abbott St Abbott St
15-min
Total
UT LT TH RT
Date: 11-21-2019
Peak Hour Count Period: 4:00 PM 6:00 PM
SB 3.4% 0.89
TOTAL 4.1% 0.89
TH RT
WB 6.2% 0.75
NB 4.0% 0.87
Peak Hour: 4:15 PM 5:15 PM
HV %: PHF
EB 0.0% 0.65
0 0
1 0
1 0
0 0
0 0
0 0
4 3
2 4
N
Abbott St
Los Palos Dr
Malarin StAbbott St
Los Palos Dr
Abbott St
1,625TEV:
0.89PHF: 116
297
26 439
941
0 105
45 123
273
66 0
39 784
25 848
432
0 12
1 52
65 186
0 Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any. 1 0
0 0 0
0 0 0
0 0 0
0 0 0
001 0 0 0
001 0 0 0
0000
0 0
0 00
0 THLT
00000000
0 00
1 0
0 0 0
0 0 0
0 THLT
20 0 1 00 0
2 000 0 0
0 0
0 0
Peak Hour
0 1Count Total
0 0000 00 0 0 0
0 1
5:45 PM
0 0 0 0
2 5:30 PM
00 0 0 00 0
0 2
5:15 PM
0 0 0
0 0 0
0 0 0
0 0 0
2 5:00 PM
100 0
1 0
4:45 PM
0 0 0 0
0 4:30 PM
00 0 0 00 04:15 PM 0
0 0
0 0 0
0 04:00 PM
RT
66 0
Interval
Start
Los Palos Dr Malarin St Abbott St Abbott St
15-min
Total
Rolling
One Hour
32 1 0 0 15 00 17 0 0 0 1
RTTHLT RTTHLTRT
0 34 0 114 0
Peak Hour 0 0 0 0
0 0 1 54 3 0Count Total 0 0 0 0 0 22 0
8 513 0 0 0 5 00 0 0 0 0 0
0 3 0 14 62
5:45 PM 0 0 0 0
0 0 0 10 0 0
13 59
5:30 PM 0 0 0 0 0 1 0
3 0 0 0 8 00 2 0 0 0 0
0 4 0 16 66
5:15 PM 0 0 0 0
0 0 1 6 0 0
19 63
5:00 PM 0 0 0 0 0 5 0
10 0 0 0 5 00 4 0 0 0 0
0 1 0 11 0
4:45 PM 0 0 0 0
0 0 0 6 1 0
20 0
4:30 PM 0 0 0 0 0 3 0
10 0 0 0 5 00 5 0 0 0 0
0 3 0 13 0
4:15 PM 0 0 0 0
0 0 0 6 2 0
TH RT
4:00 PM 0 0 0 0 0 2 0
UT LT TH RT UT LT
Northbound Southbound
UT LT TH RT UT LT TH RT
Interval
Start
Los Palos Dr Malarin St Abbott St Abbott St
15-min
Total
Rolling
One HourEastbound Westbound
SouthboundNorthboundWestboundEastbound
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
0 2
1 1
3 0
0 1
8 400 0 0 3 1 0
1 1
Peak Hour 18 1 30 32 81 0 0
0 1 0 2 4 2Count Total 29 7 59 68 163 1
1 0 00 0 0 0 0 08:45 AM 3 1 5 10 19
0 0 0 0 0 0
0 8:30 AM 4 0 9 6 19 0 0 0
0 0 0 0 0 0
0 0
8:15 AM 5 1 7 14 27 0 0
0 0 0 0 3 0
1 0 0
8:00 AM 7 0 7 7 21 0
0 0 0 0 0 0
0 0 1
0 7:30 AM 3 0 10 9 22 1 0 1
0 0 0 1 0 1
4 13 0
EB WB NB SB Total East
7:45 AM 2 0 7 5 14
0 2 0
0% 1% 6%HV% - 5% 0% 3% -
0 0
7:15 AM 3 2 10 13 28 0 0
0 0 0 0 0 0
West North South
7:00 AM 2 3 4
1 328 477 4 16 2 309210 0 6 1 0 13
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
25% 6% 50% 5% 10% 5%17% 0% -
Peak
Hour
All 0 241 1
0 24 490 785 11 23
1 1 16 14 81 00 0 0 2 27 1
139 1,747 0
HV 0 11 0 7 0
Count Total 0 407 2 367 0 15 2 2 559 236 2,923 0
380 1,60697 0 0 0 78 340 1 1 0 6 65
0 66 36 369 1,747
8:45 AM 0 55 0 43
0 4 71 105 0 2
426 1,713
8:30 AM 0 49 0 33 0 3 0
113 1 3 0 83 360 2 0 0 4 72
2 75 31 431 1,527
8:15 AM 0 69 0 43
0 4 78 112 2 4
521 1,317
8:00 AM 0 59 0 62 0 1 1
147 1 7 0 85 360 0 0 0 1 107
0 58 18 335 0
7:45 AM 0 64 1 72
0 2 64 91 3 5
240 0
7:30 AM 0 42 1 49 0 2 0
57 4 1 0 63 230 2 0 0 1 20
0 51 22 221 0
7:15 AM 0 40 0 29
0 2 13 63 0 17:00 AM 0 29 0 36 0 4 0
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
E Romie Ln driveway Abbott St Abbott St
15-min
Total
UT LT TH RT
Date: 11-21-2019
Peak Hour Count Period: 7:00 AM 9:00 AM
SB 6.9% 0.91
TOTAL 4.6% 0.84
TH RT
WB 14.3% 0.58
NB 3.6% 0.80
Peak Hour: 7:45 AM 8:45 AM
HV %: PHF
EB 4.0% 0.82
0 0
0 0
0 0
0 0
0 0
0 0
0 0
1 3
N
Abbott St
E Romie Ln
drivewayAbbott St
E Romie Ln
Abbott St
1,747TEV:
0.84PHF: 139
309
2 466
734
16 0
1 6
7 7
0 4
477
328
822
538
13 210
1 241
452
468
0 Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0
0 0 0
0 0 0
0 0 0
0 0 0
000 0 0 0
100 0 0 0
0000
0 0
1 00
0 THLT
00000000
0 00
0 0
0 0 0
0 0 0
0 THLT
00 0 0 00 0
2 001 0 0
0 0
0 0
Peak Hour
0 0Count Total
0 0000 00 0 0 0
0 0
8:45 AM
0 0 0 0
2 8:30 AM
00 0 0 00 0
0 2
8:15 AM
0 0 0
0 0 0
0 0 0
0 0 0
2 8:00 AM
000 0
2 0
7:45 AM
1 0 0 0
0 7:30 AM
00 0 0 00 07:15 AM 0
0 0
0 0 0
0 07:00 AM
RT
81 0
Interval
Start
E Romie Ln driveway Abbott St Abbott St
15-min
Total
Rolling
One Hour
27 1 1 1 16 140 1 0 0 0 2
RTTHLT RTTHLTRT
1 40 26 163 0
Peak Hour 0 11 0 7
0 2 7 48 2 1Count Total 0 21 0 8 0 7 0
19 865 0 0 0 8 20 1 0 0 0 0
0 3 3 19 81
8:45 AM 0 2 0 1
0 0 0 9 0 0
27 84
8:30 AM 0 2 0 2 0 0 0
5 0 0 0 11 30 1 0 0 0 2
1 2 3 21 85
8:15 AM 0 3 0 2
0 0 0 6 1 1
14 77
8:00 AM 0 4 0 3 0 0 0
7 0 0 0 0 50 0 0 0 0 0
0 6 3 22 0
7:45 AM 0 2 0 0
0 0 2 8 0 0
28 0
7:30 AM 0 3 0 0 0 0 0
6 1 0 0 9 40 2 0 0 1 2
0 1 3 13 0
7:15 AM 0 3 0 0
0 1 1 2 0 0
TH RT
7:00 AM 0 2 0 0 0 3 0
UT LT TH RT UT LT
Northbound Southbound
UT LT TH RT UT LT TH RT
Interval
Start
E Romie Ln driveway Abbott St Abbott St
15-min
Total
Rolling
One HourEastbound Westbound
SouthboundNorthboundWestboundEastbound
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
3 1
0 1
11 1
0 1
18 500 0 0 5 0 0
0 0
Peak Hour 19 7 31 28 85 0 0
0 0 0 0 9 9Count Total 29 13 47 53 142 0
1 0 00 0 0 0 0 05:45 PM 1 1 3 4 9
0 0 0 0 0 0
0 5:30 PM 3 0 2 5 10 0 0 0
0 0 0 1 0 0
0 0
5:15 PM 2 4 6 8 20 0 0
0 0 0 0 3 8
0 0 0
5:00 PM 4 1 5 8 18 0
0 0 0 0 0 1
0 0 0
0 4:30 PM 4 3 4 5 16 0 0 0
0 0 0 1 0 0
4 23 0
EB WB NB SB Total East
4:45 PM 6 1 6 10 23
0 0 0
4% 0% 6%HV% - 4% - 2% -
0 0
4:15 PM 2 1 11 9 23 0 0
0 0 0 0 3 0
West North South
4:00 PM 7 2 10
6 206 456 2 11 4 325295 0 20 2 3 25
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
0% 9% 50% 4% 10% 5%30% 0% 33%
Peak
Hour
All 0 354 0
3 52 378 768 2 14
1 2 14 11 85 00 1 1 1 29 0
109 1,812 0
HV 0 13 0 6 0
Count Total 0 594 0 578 0 42 5 4 575 196 3,211 0
226 1,39950 0 0 0 40 100 3 2 0 6 32
0 43 19 275 1,583
5:45 PM 0 43 0 40
0 6 32 61 0 1
406 1,783
5:30 PM 0 48 0 59 0 6 0
86 0 1 0 71 330 7 0 0 9 58
0 96 25 492 1,810
5:15 PM 0 65 0 76
0 6 50 115 0 1
410 1,812
5:00 PM 0 84 0 108 0 6 1
96 0 3 1 69 270 6 1 0 6 49
2 90 30 475 0
4:45 PM 0 82 0 70
1 9 53 121 1 3
433 0
4:30 PM 0 96 0 62 0 7 0
108 0 4 1 85 260 2 1 0 5 50
0 81 26 494 0
4:15 PM 0 76 0 75
2 5 54 131 1 14:00 PM 0 100 0 88 0 5 0
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
E Romie Ln driveway Abbott St Abbott St
15-min
Total
UT LT TH RT
Date: 11-21-2019
Peak Hour Count Period: 4:00 PM 6:00 PM
SB 6.2% 0.90
TOTAL 4.7% 0.92
TH RT
WB 28.0% 0.78
NB 4.5% 0.90
Peak Hour: 4:00 PM 5:00 PM
HV %: PHF
EB 2.9% 0.86
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 5
N
Abbott St
E Romie Ln
drivewayAbbott St
E Romie Ln
Abbott St
1,812TEV:
0.92PHF: 109
325
4 449
824
11 3
2 20
25 6
0 2
456
206
689
665
25 295
0 354
649
317
0 Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0
0 0 0
0 0 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 00 0 0 0
0 0
5:45 PM
0 0 0 0
0 5:30 PM
00 0 0 00 0
0 0
5:15 PM
0 0 0
0 0 0
0 0 0
0 0 0
0 5:00 PM
000 0
0 0
4:45 PM
0 0 0 0
0 4:30 PM
00 0 0 00 04:15 PM 0
0 0
0 0 0
0 04:00 PM
RT
85 0
Interval
Start
E Romie Ln driveway Abbott St Abbott St
15-min
Total
Rolling
One Hour
29 0 1 2 14 110 6 0 1 1 1
RTTHLT RTTHLTRT
2 33 17 142 0
Peak Hour 0 13 0 6
1 1 1 45 0 1Count Total 0 21 0 8 0 12 0
9 573 0 0 0 4 00 1 0 0 0 0
0 4 1 10 71
5:45 PM 0 1 0 0
0 0 0 2 0 0
20 77
5:30 PM 0 3 0 0 0 0 0
6 0 0 0 5 30 4 0 0 0 0
0 6 2 18 80
5:15 PM 0 1 0 1
0 0 0 5 0 0
23 85
5:00 PM 0 3 0 1 0 1 0
6 0 0 1 5 40 1 0 0 0 0
0 2 3 16 0
4:45 PM 0 5 0 1
1 1 0 3 0 0
23 0
4:30 PM 0 3 0 1 0 2 0
11 0 1 1 4 30 1 0 0 0 0
0 3 1 23 0
4:15 PM 0 2 0 0
0 0 1 9 0 0
TH RT
4:00 PM 0 3 0 4 0 2 0
UT LT TH RT UT LT
Northbound Southbound
UT LT TH RT UT LT TH RT
Interval
Start
E Romie Ln driveway Abbott St Abbott St
15-min
Total
Rolling
One HourEastbound Westbound
SouthboundNorthboundWestboundEastbound
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
0 1
4 1
3 2
1 0
12 1000 1 1 4 2 4
6 0
Peak Hour 30 47 61 25 163 0 0
0 0 1 1 4 2Count Total 48 92 119 56 315 0
0 0 00 0 0 0 0 08:45 AM 4 11 11 8 34
0 0 0 0 1 0
0 8:30 AM 8 14 22 6 50 0 0 0
0 0 0 2 0 0
2 0
8:15 AM 12 12 20 14 58 0 0
0 0 0 0 0 1
0 0 0
8:00 AM 4 14 9 5 32 0
0 0 0 0 0 1
1 2 0
0 7:30 AM 6 8 21 6 41 0 0 0
0 0 0 0 0 1
5 24 0
EB WB NB SB Total East
7:45 AM 8 13 11 0 32
1 1 1
- 9% 5%HV% 0% 1% 4% 3% -
0 0
7:15 AM 3 15 14 12 44 0 0
0 0 0 0 0 0
West North South
7:00 AM 3 5 11
17 228 356 75 22 143 222324 0 125 660 261 0
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
29% 0% 4% 4% 6% 5%14% 3% 4%
Peak
Hour
All 1 174 405
413 0 419 582 156 38
0 6 9 10 163 020 10 0 20 19 22
171 3,167 0
HV 0 2 18 10 0
Count Total 1 292 718 564 0 221 1,203 258 379 291 5,535 0 619 2,83479 20 5 42 45 350 30 107 53 0 61
24 28 32 705 3,158
8:45 AM 0 34 66 42
61 0 64 81 27 8
769 3,167
8:30 AM 0 36 99 68 0 25 152
77 22 5 39 46 500 29 190 52 0 56
40 61 52 741 2,951
8:15 AM 0 39 91 73
54 0 52 86 16 9
943 2,701
8:00 AM 1 57 81 87 0 34 111
113 20 5 34 61 360 35 206 99 0 65
30 54 33 714 0
7:45 AM 0 45 129 95
56 0 55 80 17 3
553 0
7:30 AM 0 33 104 69 0 27 153
29 15 1 29 44 320 27 148 18 0 35
20 40 21 491 0
7:15 AM 0 26 77 72
20 0 31 37 19 27:00 AM 0 22 71 58 0 14 136
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
E Blanco Rd S Sanborn Rd Abbott St Abbott St
15-min
Total
UT LT TH RT
Date: 11-21-2019
Peak Hour Count Period: 7:00 AM 9:00 AM
SB 4.5% 0.86
TOTAL 5.1% 0.84
TH RT
WB 4.5% 0.77
NB 9.3% 0.83
Peak Hour: 7:30 AM 8:30 AM
HV %: PHF
EB 3.3% 0.84
0 0
0 0
1 0
0 0
0 0
0 0
4 0
2 4
N
Abbott St
E Blanco Rd
S Sanborn RdAbbott St
E Blanco Rd
Abbott St
3,167TEV:
0.84PHF: 171
222
143
558
813
22 261
660
125
1,046
623
0 75
356
228
659
671
0 324
405
174
904
1,060
1 Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any. 1 0
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
10 0 1 00 0
1 000 0 0
0 0
0 0
Peak Hour
0 1Count Total
0 0000 00 0 0 0
0 0
8:45 AM
0 0 0 0
1 8:30 AM
00 0 0 00 0
0 1
8:15 AM
0 0 0
0 0 0
0 0 0
0 0 0
1 8:00 AM
000 0
1 0
7:45 AM
0 0 0 0
0 7:30 AM
00 0 0 00 07:15 AM 0
0 0
0 0 0
0 07:00 AM
RT
163 0
Interval
Start
E Blanco Rd S Sanborn Rd Abbott St Abbott St
15-min
Total
Rolling
One Hour
19 22 0 6 9 100 17 20 10 0 20
RTTHLT RTTHLTRT
15 22 18 315 0
Peak Hour 0 2 18 10
17 0 38 37 44 1Count Total 0 5 24 19 0 29 46
34 1744 3 0 4 2 20 4 7 0 0 4
1 3 1 50 172
8:45 AM 0 1 3 0
2 0 6 6 10 1
58 163
8:30 AM 0 1 2 5 0 4 8
5 8 0 2 5 70 4 6 2 0 7
2 1 2 32 149
8:15 AM 0 0 7 5
3 0 3 4 2 0
32 141
8:00 AM 0 0 2 2 0 4 7
4 7 0 0 0 00 6 4 3 0 0
2 3 1 41 0
7:45 AM 0 0 6 2
2 0 10 6 5 0
44 0
7:30 AM 0 2 3 1 0 3 3
5 6 0 3 5 40 3 8 4 0 3
1 3 1 24 0
7:15 AM 0 1 1 1
1 0 5 3 3 0
TH RT
7:00 AM 0 0 0 3 0 1 3
UT LT TH RT UT LT
Northbound Southbound
UT LT TH RT UT LT TH RT
Interval
Start
E Blanco Rd S Sanborn Rd Abbott St Abbott St
15-min
Total
Rolling
One HourEastbound Westbound
SouthboundNorthboundWestboundEastbound
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
2 1
1 1
1 0
0 5
11 400 0 1 0 3 1
3 0
Peak Hour 24 33 56 26 139 1 0
0 0 0 2 2 6Count Total 46 60 100 55 261 2
1 2 00 0 0 0 0 25:45 PM 4 6 6 6 22
0 0 0 0 0 0
0 5:30 PM 5 8 6 7 26 0 0 0
0 0 0 0 0 0
1 0
5:15 PM 5 6 15 7 33 0 0
0 0 0 0 0 0
1 0 0
5:00 PM 5 9 15 7 36 0
0 0 0 0 0 0
1 0 0
0 4:30 PM 9 9 10 6 34 0 0 0
0 0 1 0 1 0
9 41 1
EB WB NB SB Total East
4:45 PM 4 8 16 7 35
0 0 0
- 3% 5%HV% 0% 3% 2% 4% -
0 0
4:15 PM 6 7 15 6 34 1 0
0 0 0 1 0 2
West North South
4:00 PM 8 7 17
17 320 323 162 26 220 259204 0 89 422 173 0
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
19% 0% 3% 6% 2% 5%19% 2% 4%
Peak
Hour
All 1 141 550
304 0 547 564 274 62
0 7 16 3 139 09 7 0 10 16 30
192 3,082 0
HV 0 4 11 9 0
Count Total 2 286 1,075 437 0 155 777 411 478 316 5,688 0 500 2,67131 23 9 34 37 260 16 93 26 0 19
39 42 27 614 2,866
5:45 PM 0 25 115 46
19 0 60 51 19 7
684 3,009
5:30 PM 1 43 143 55 0 15 93
69 24 13 54 67 390 12 83 38 0 73
57 67 64 873 3,082
5:15 PM 0 30 122 60
34 0 95 82 47 7
695 3,017
5:00 PM 1 45 166 55 0 21 132
71 29 7 59 58 450 23 101 42 0 72
46 64 49 757 0
4:45 PM 0 28 119 41
46 0 73 92 50 4
757 0
4:30 PM 0 37 137 48 0 18 93
78 36 8 58 70 340 27 96 51 0 80
64 73 32 808 0
4:15 PM 0 31 128 60
48 0 75 90 46 74:00 PM 0 47 145 72 0 23 86
UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound
UT LT TH RT
Interval
Start
E Blanco Rd S Sanborn Rd Abbott St Abbott St
15-min
Total
UT LT TH RT
Date: 11-21-2019
Peak Hour Count Period: 4:00 PM 6:00 PM
SB 3.7% 0.89
TOTAL 4.5% 0.88
TH RT
WB 4.8% 0.91
NB 7.0% 0.90
Peak Hour: 4:15 PM 5:15 PM
HV %: PHF
EB 2.7% 0.84
0 1
0 0
0 0
0 0
0 0
0 0
1 0
3 0
N
Abbott St
E Blanco Rd
S Sanborn RdAbbott St
E Blanco Rd
Abbott St
3,082TEV:
0.88PHF: 192
259
220
697
663
26 173
422
89 684
932
0 162
323
320
805
552
0 204
550
141
896
935
1 Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0
0 0 0
0 0 0
0 0 0
0 0 0
010 0 0 0
020 0 0 0
0010
0 0
0 01
0 THLT
00000000
0 00
0 0
0 0 0
0 0 0
0 THLT
10 0 0 00 0
2 000 0 0
0 0
0 0
Peak Hour
0 0Count Total
0 0000 00 0 0 0
0 0
5:45 PM
0 0 0 0
0 5:30 PM
00 0 0 00 0
0 1
5:15 PM
0 0 0
0 0 0
0 0 0
0 0 0
2 5:00 PM
000 0
0 0
4:45 PM
0 0 0 0
0 4:30 PM
10 0 0 00 04:15 PM 0
0 0
0 0 0
1 04:00 PM
RT
139 0
Interval
Start
E Blanco Rd S Sanborn Rd Abbott St Abbott St
15-min
Total
Rolling
One Hour
16 30 0 7 16 30 17 9 7 0 10
RTTHLT RTTHLTRT
14 37 4 261 0
Peak Hour 0 4 11 9
9 0 20 30 50 0Count Total 0 8 22 16 0 36 15
22 1172 3 0 2 3 10 4 2 0 0 1
0 7 0 26 130
5:45 PM 0 1 0 3
0 0 2 1 3 0
33 138
5:30 PM 0 1 4 0 0 8 0
5 6 0 3 4 00 3 3 0 0 4
2 3 2 36 139
5:15 PM 0 0 3 2
2 0 2 2 11 0
35 144
5:00 PM 0 1 4 0 0 7 0
5 8 0 1 6 00 4 4 0 0 3
2 4 0 34 0
4:45 PM 0 1 1 2
2 0 3 2 5 0
34 0
4:30 PM 0 1 3 5 0 4 3
7 6 0 2 3 10 2 2 3 0 2
2 7 0 41 0
4:15 PM 0 1 3 2
2 0 3 6 8 0
TH RT
4:00 PM 0 2 4 2 0 4 1
UT LT TH RT UT LT
Northbound Southbound
UT LT TH RT UT LT TH RT
Interval
Start
E Blanco Rd S Sanborn Rd Abbott St Abbott St
15-min
Total
Rolling
One HourEastbound Westbound
SouthboundNorthboundWestboundEastbound
Project Manager: (415) 310-6469 [email protected] Appendix D
Seasonal
Growth Rate
Calculations
Seasonality
Salinas Ag-Industrial (2008)
Volumes
Non-Season
LT R LT R L T R L T R L T RLT R L T RL T R
1. S Main (SR 68) / Blanco Rd 253 802 575 104 425 130 190 499 213 405 372 82 235 593 400 126 761 221 311 323 264 583 447 121 8435
10. Blanco - Sanborn / Abbott 154 438 243 158 706 237 161 239 208 252 284 50 184 685 161 47 476 153 250 243 150 280 354 119 6232
16. Harkins Rd / Abbott St 70 172 55 94 207 86 123 197 105 52 425 50 151 189 47 25 143 117 64 311 58 20 266 124 3151
41. E Romie / Abbott 205 3 191 3 5 0 19 355 95 279 345 5 363 0 281 17 3 0 21 347 77 226 477 5 3322 Peak Season
LT R LT R L T R L T R L T RLT R L T RL T R
1. S Main (SR 68) / Blanco Rd 240 756 570 107 511 152 194 505 203 404 353 75 234 673 451 95 740 208 343 348 186 603 485 124 8560
10. Blanco - Sanborn / Abbott 141 417 236 182 640 222 138 242 235 256 282 63 278 701 204 104 483 212 232 236 188 267 479 289 6727
16. Harkins Rd / Abbott St 86 174 61 107 241 84 98 234 146 76 453 82 191 234 106 72 129 113 97 321 108 44 372 194 3823
41. E Romie / Abbott 172 7 202 12 1 1 23 434 99 304 370 9 359 2 258 39 7 2 20 318 61 237 574 9 3520 Net Difference
LT R LT R L T R L T R L T RLT R L T RL T R
1. S Main (SR 68) / Blanco Rd -13 -46 -5 3 86 22 4 6 -10 -1 -19 -7 -1 80 51 -31 -21 -13 32 25 -78 20 38 3 125
10. Blanco - Sanborn / Abbott -13 -21 -7 24 -66 -15 -23 3 27 4 -2 13 94 16 43 57 7 59 -18 -7 38 -13 125 170 495
16. Harkins Rd / Abbott St 16 2 6 13 34 -2 -25 37 41 24 28 32 40 45 59 47 -14 -4 33 10 50 24 106 70 672
41. E Romie / Abbott -33 4 11 9 -4 1 4 79 4 25 25 4 -4 2 -23 22 4 2 -1 -29 -16 11 97 4 198 Percentage Growth
LT R LT R L T R L T R L T RLT R L T RL T R
1. S Main (SR 68) / Blanco Rd -5.14% -5.74% -0.87% 2.88% 20.24% 16.92% 2.11% 1.20% -4.69% -0.25% -5.11% -8.54% -0.43% 13.49% 12.75% -24.60% -2.76 % -5.88% 10.29% 7.74% -29.55% 3.43% 8.50% 2.48% 1.48%
10. Blanco - Sanborn / Abbott -8.44% -4.79% -2.88% 15.19% -9.35% -6.33% -14.29% 1.26% 12.98% 1.59% -0.70% 26.00% 51.09% 2.34% 26.71% 121.28% 1.47 % 38.56% -7.20% -2.88% 25.33% -4.64% 35.31% 142.86% 7.94%
16. Harkins Rd / Abbott St 22.86% 1.16% 10.91% 13.83% 16.43% -2.33% -20.33% 18.78% 39.05% 46.15% 6.59% 64.00% 26.49% 23.81% 125.53% 188.00% -9.79 % -3.42% 51.56% 3.22% 86.21% 120.00% 39.85% 56.45% 21.33% Average
41. E Romie / Abbott -16.10% 133.33% 5.76% 300.00% -80.00% N/A 21.05% 22.25% 4.21% 8.96% 7.25% 80.00% -1.10% N/A -8.19% 129.41% 133.33% N/A -4.76% - 8.36% -20.78% 4.87% 20.34% 80.00% 5.96% 9.18% Eastbound WestboundNorthbound Southbound Eastbound Westbound Northbound Southbound Overall
Overall
Overall
Westbound
AM PM
Northbound Southbound Eastbound
Southbound EastboundNorthbound Westbound
Northbound Southbound Eastbound
Eastbound
Volumes
Volumes
Volumes
AM PM
Northbound Southbound Eastbound
Volumes
Westbound
Westbound
Overall
Intersection
Intersection
Intersection
Intersection
AM PM
Westbound
AM PM
Northbound Southbound Eastbound Westbound Northbound Southbound Sesonality
Effective Adjustment Volume Growth
Salinas Home2 Suites
Volumes
Non-Season
L TRL T R LTRL TR L TRL T R L T RL T R
8. Work / John (SR 68) 111 55 124 30 122 61 49 539 151 196 1,230 91 101 150 246 67 53 47 79 1,049 158 157 806 76 5748
15. Abbott / Alameda 12 557 0 0 944 65 36 0 34 0 0 0 23 1,074 0 0 479 48 57 0 10 0 0 0 3339
17. Abbott / E Romie 341 477 4 18 309 139 241 1 210 6 1 0 231 456 2 15 325 109 354 0 295 20 2 3 3559
18. E Blanco - S Sanborn / Abbott 175 405 324 125 660 261 143 222 171 228 356 75 142 550 204 89 422 173 246 259 192 320 323 162 6227 Seasonal Growth
L TRL T R LTRL TR L TRL T R L T RL T R
8. Work / John (SR 68) 0 0 0 0 0 0 0 10 0 0 4 0000 0 0000 6 0 0 0 2 5 0 1 3 5
15. Abbott / Alameda 0 15 0 0 55 0 0 0 0 0 0 0 0 100 0 0 25 0 0 0 0 0 0 0 195
17. Abbott / E Romie 20 25 5 5 80 0 0 5 10 10 2 0 60 170 15 0 30 0 0 0 25 20 2 5 489
18. E Blanco - S Sanborn / Abbott 25 0 0 20 0 10 25 35 40 5 15 15 90 15 40 50 10 60 0 25 40 0 95 170 785 Percentage Growth
L TRL T R LTRL TR L TRL T R L T RL T R
8. Work / John (SR 68) 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 1.86% 0.00% 0.00% 3.25% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 5.72% 0.00% 0 .00% 3.10% 0.00% 2.35%
15. Abbott / Alameda 0.00% 2.69% N/A N/A 5.83% 0.00% 0.00% N/A 0.00% N/A N/A N/A 0.00% 9.31% N/A N/A 5.22% 0.00% 0.00% N/A 0.00% N/A N/A N/A 5.84%
17. Abbott / E Romie 5.87% 5.24% 125.00% 27.78% 25.89% 0.00% 0.00% 500.00% 4.76% 166.67% 200.00% N/A 25.97% 37.28% 750.00% 0.00% 9.23% 0.00% 0.00% N /A 8.47% 100.00% 100.00% 166.67% 13.74% Average
18. E Blanco - S Sanborn / Abbott 14.29% 0.00% 0.00% 16.00% 0.00% 3.83% 17.48% 15.77% 23.39% 2.19% 4.21% 20.00% 63.38% 2.73% 19.61% 56.18% 2.37% 3 4.68% 0.00% 9.65% 20.83% 0.00% 29.41% 104.94% 12.61% 8.63% Northbound Southbound Eastbound
AM PM
Northbound Southbound Eastbound Westbound Northbound Southbound Eastbound Westbound Eastbound WestboundWestbound Northbound Southbound
AM PM
WestboundSouthbound Eastbound
AM PM
Northbound Southbound Eastbound Westbound Northbound
Intersection
Volumes
Overall
Intersection Overall
Intersection
Volumes
Overall
Volumes
Appendix E
Level of Service
Calculations
Existing
Conditions
HCM Signalized Intersection Capacity Analysis Existing AM 1: E Market St & Market Way & Sherwood Dr
Salinas Home2Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 0 0 541 17 222 18 605 259 186 987 21 Future Volume (vph) 0 0 0 541 17 222 18 605 259 186 987 21 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 0.95 0.95 1.00 1.00 0.95 0.88 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 0.98 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00
Flt Protected 0.95 0.96 1.00 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1498 1507 1388 1577 3154 2427 1593 3174 Flt Permitted 0.95 0.96 1.00 0.95 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1498 1507 1388 1577 3154 2427 1593 3174 Peak-hour factor, PHF 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 Adj. Flow (vph) 0 0 0 660 21 271 22 738 316 227 1204 26 RTOR Reduction (vph) 00000 1 9 8000020
Lane Group Flow (vph) 0 0 0 343 338 73 22 738 316 227 1228 0 Confl. Peds. (#/hr) 4 6 2
Heavy Vehicles (%) 2% 2% 2% 3% 3% 3% 3% 3% 3% 2% 2% 2%
Turn Type Split NA Perm Prot NA Free Prot NA
Protected Phases 8 8 5 2 1 6
Permitted Phases 8 Free
Actuated Green, G (s) 16.5 16.5 16.5 0.8 21.4 61.1 11.2 31.8 Effective Green, g (s) 16.5 16.5 16.5 0.8 21.4 61.1 11.2 31.8 Actuated g/C Ratio 0.27 0.27 0.27 0.01 0.35 1.00 0.18 0.52 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 404 406 374 20 1104 2427 292 1651
v/s Ratio Prot c0.23 0.22 0.01 0.23 c0.14 c0.39
v/s Ratio Perm 0.05 0.13
v/c Ratio 0.85 0.83 0.20 1.10 0.67 0.13 0.78 0.74
Uniform Delay, d1 21.1 21.0 17.2 30.2 16.8 0.0 23.8 11.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 15.2 13.6 0.3 234.8 3.2 0.1 12.2 3.1 Delay (s) 36.3 34.6 17.4 264.9 20.1 0.1 36.0 14.5
Level of Service D C B F C A D B
Approach Delay (s) 0.0 30.3 19.2 17.9
Approach LOS A C B B
Intersection Summary
HCM 2000 Control Delay 21.7 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.82
Actuated Cycle Length (s) 61.1 Sum of lost time (s) 12.0 Intersection Capacity Utilization 61.5% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM 2010 Signalized Intersection Summary Existing AM
2: Front St & E Alisal St
Salinas Home2Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 116 341 62 80 514 118 55 289 66 89 656 162 Future Volume (veh/h) 116 341 62 80 514 118 55 289 66 89 656 162 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 1.00 1.00 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 Adj Sat Flow, veh/h/ln 1863 1863 1863 1845 1845 1900 1776 1776 1776 1863 1863 1863 Adj Flow Rate, veh/h 140 411 75 96 619 142 66 348 80 107 790 195 Adj No. of Lanes 121120121121
Peak Hour Factor 0.83 0.83 0.83 0.83 0.83 0.83 0.83 0.83 0.83 0.83 0.83 0.83 Percent Heavy Veh, % 222333777222
Cap, veh/h 175 1056 466 122 763 175 94 860 383 137 978 435 Arrive On Green 0.10 0.30 0.30 0.07 0.27 0.27 0.06 0.25 0.25 0.08 0.28 0.28 Sat Flow, veh/h 1774 3539 1563 1757 2834 649 1691 3374 1504 1774 3539 1575 Grp Volume(v), veh/h 140 411 75 96 382 379 66 348 80 107 790 195 Grp Sat Flow(s),veh/h/ln 1774 1770 1563 1757 1752 1730 1691 1687 1504 1774 1770 1575 Q Serve(g_s), s 4.6 5.5 2.1 3.2 12.2 12.3 2.3 5.1 2.5 3.6 12.5 6.1 Cycle Q Clear(g_c), s 4.6 5.5 2.1 3.2 12.2 12.3 2.3 5.1 2.5 3.6 12.5 6.1 Prop In Lane 1.00 1.00 1.00 0.38 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 175 1056 466 122 472 466 94 860 383 137 978 435 V/C Ratio(X) 0.80 0.39 0.16 0.79 0.81 0.81 0.70 0.40 0.21 0.78 0.81 0.45 Avail Cap(c_a), veh/h 175 1116 493 147 526 519 141 1019 454 148 1069 475 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 26.5 16.7 15.5 27.5 20.5 20.5 27.8 18.6 17.6 27.2 20.2 17.9 Incr Delay (d2), s/veh 22.9 0.2 0.2 20.5 8.5 8.7 9.1 0.3 0.3 22.0 4.4 0.7 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 3.4 2.7 0.9 2.2 7.0 6.9 1.3 2.4 1.1 2.6 6.6 2.7 LnGrp Delay(d),s/veh 49.3 16.9 15.7 47.9 28.9 29.2 36.9 18.9 17.8 49.2 24.6 18.6 LnGrp LOS D B B DCCDBBDCB
Approach Vol, veh/h 626 857 494 1092
Approach Delay, s/veh 24.0 31.2 21.1 25.9
Approach LOS CCCC
Timer 12345678
Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 9.1 19.8 8.7 22.4 7.8 21.1 10.4 20.6 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 5.0 18.1 5.0 18.9 5.0 18.1 5.9 18.0 Max Q Clear Time (g_c+I1), s 5.6 7.1 5.2 7.5 4.3 14.5 6.6 14.3 Green Ext Time (p_c), s 0.0 1.9 0.0 2.2 0.0 2.0 0.0 1.7 Intersection Summary
HCM 2010 Ctrl Delay 26.2
HCM 2010 LOS C
Existing AMHCM 2010 Signalized Intersection Summary
3: Abbott St & John St (SR 68)
Salinas Home2Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 42 420 80 511 866 57 45 251 244 87 549 9 Future Volume (veh/h) 42 420 80 511 866 57 45 251 244 87 549 9 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1900 1810 1810 1810 1845 1845 1845 Adj Flow Rate, veh/h 47 472 90 574 973 64 51 282 274 98 617 10 Adj No. of Lanes 121120121121
Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Percent Heavy Veh, % 222222555333
Cap, veh/h 69 600 268 602 1585 104 70 743 331 118 849 379 Arrive On Green 0.04 0.17 0.17 0.34 0.47 0.47 0.04 0.22 0.22 0.07 0.24 0.24 Sat Flow, veh/h 1774 3539 1578 1774 3371 222 1723 3438 1534 1757 3505 1566 Grp Volume(v), veh/h 47 472 90 574 511 526 51 282 274 98 617 10 Grp Sat Flow(s),veh/h/ln 1774 1770 1578 1774 1770 1823 1723 1719 1534 1757 1752 1566 Q Serve(g_s), s 2.3 11.1 4.3 27.4 18.6 18.6 2.5 6.1 14.8 4.8 14.0 0.4 Cycle Q Clear(g_c), s 2.3 11.1 4.3 27.4 18.6 18.6 2.5 6.1 14.8 4.8 14.0 0.4 Prop In Lane 1.00 1.00 1.00 0.12 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 69 600 268 602 832 857 70 743 331 118 849 379 V/C Ratio(X) 0.68 0.79 0.34 0.95 0.61 0.61 0.73 0.38 0.83 0.83 0.73 0.03 Avail Cap(c_a), veh/h 135 736 328 604 836 861 100 743 331 118 849 379 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 41.1 34.4 31.7 27.9 17.1 17.1 41.0 29.0 32.4 39.9 30.2 25.0 Incr Delay (d2), s/veh 11.0 4.6 0.7 25.4 1.3 1.3 14.3 1.5 20.6 37.5 5.4 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 1.3 5.8 2.0 17.6 9.4 9.7 1.5 3.0 8.1 3.5 7.4 0.2 LnGrp Delay(d),s/veh 52.0 39.0 32.4 53.3 18.4 18.4 55.3 30.5 53.0 77.4 35.6 25.2 LnGrp LOS DDCDBBECDEDC
Approach Vol, veh/h 609 1611 607 725
Approach Delay, s/veh 39.1 30.8 42.7 41.1
Approach LOS DCDD
Timer 12345678
Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 10.3 23.2 33.9 19.2 8.0 25.5 7.9 45.2 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 5.8 18.7 29.5 18.0 5.0 19.5 6.6 40.9 Max Q Clear Time (g_c+I1), s 6.8 16.8 29.4 13.1 4.5 16.0 4.3 20.6 Green Ext Time (p_c), s 0.0 0.6 0.0 1.5 0.0 1.4 0.0 7.0 Intersection Summary
HCM 2010 Ctrl Delay 36.4
HCM 2010 LOS D
Existing AMHCM 2010 TWSC
4: Spring St & John St (SR 68)
Salinas Home2Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 0.3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 4 742 5 5 1425 12 207007
Future Vol, veh/h 4 742 5 5 1425 12 207007
Conflicting Peds, #/hr 2 03302100001
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None
Storage Length - - - 210 --------
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 88 88 88 88 88 88 88 88 88 88 88 88
Heavy Vehicles, % 3 33222 4 4 4 4 4 4222
Mvmt Flow 5 843 6 6 1619 14 208008
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 1635 0 0 852 0 0 1682 2506 428 2072 2502 820 Stage 1 - ----- 8 5 9 8 5 9- 1640 1640 -
Stage 2 - ----- 8 2 3 1647 - 432 862 -
Critical Hdwy 4.16 - - 4.14 - - 8.38 7.38 7.78 7.54 6.54 6.94 Critical Hdwy Stg 1 - ----- 7.38 6.38 - 6.54 5.54 -
Critical Hdwy Stg 2 - ----- 7.38 6.38 - 6.54 5.54 -
Follow-up Hdwy 2.23 - - 2.22 - - 3.94 4.44 3.74 3.52 4.02 3.32 Pot Cap-1 Maneuver 388 - - 783 - - 40 15 473 31 28 318
Stage 1 - ----- 2 4 2 2 8 7- 1 0 4 1 5 7-
Stage 2 - ----- 2 5 7 1 0 2- 5 7 2 3 7 0-
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 387 - - 781 - - 38 14 472 30 27 317
Mov Cap-2 Maneuver - ----- 3 8 1 4- 3 0 2 7-
Stage 1 - ----- 2 3 6 2 8 0- 1 0 1 1 5 5-
Stage 2 - ----- 2 4 8 1 0 1- 5 4 9 3 6 0-
Approach EB WB NB SB
HCM Control Delay, s 0.3 0 34.3 16.6
HCM LOS D C
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 133 387 - - 781 - - 317
HCM Lane V/C Ratio 0.077 0.012 - - 0.007 - - 0.025
HCM Control Delay (s) 34.3 14.4 0.2 - 9.6 - - 16.6
HCM Lane LOS D B A - A - - C
HCM 95th %tile Q(veh) 0.2 0 - - 0 - - 0.1
Existing AMHCM 2010 Signalized Intersection Summary
5: S Sanborn Rd & John St
Salinas Home2Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 66 122 66 305 348 35 36 360 310 50 558 166 Future Volume (veh/h) 66 122 66 305 348 35 36 360 310 50 558 166 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 0.98 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 Adj Sat Flow, veh/h/ln 1845 1845 1900 1863 1863 1863 1845 1845 1845 1863 1863 1863 Adj Flow Rate, veh/h 73 134 73 335 382 38 40 396 341 55 613 182 Adj No. of Lanes 120121121121
Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Percent Heavy Veh, % 333222333222
Cap, veh/h 149 328 168 390 999 439 72 970 423 89 1013 450 Arrive On Green 0.08 0.15 0.15 0.22 0.28 0.28 0.04 0.28 0.28 0.05 0.29 0.29 Sat Flow, veh/h 1757 2228 1140 1774 3539 1555 1757 3505 1529 1774 3539 1572 Grp Volume(v), veh/h 73 104 103 335 382 38 40 396 341 55 613 182 Grp Sat Flow(s),veh/h/ln 1757 1752 1616 1774 1770 1555 1757 1752 1529 1774 1770 1572 Q Serve(g_s), s 2.3 3.2 3.4 10.7 5.1 1.1 1.3 5.4 12.2 1.8 8.8 5.5 Cycle Q Clear(g_c), s 2.3 3.2 3.4 10.7 5.1 1.1 1.3 5.4 12.2 1.8 8.8 5.5 Prop In Lane 1.00 0.71 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 149 258 238 390 999 439 72 970 423 89 1013 450 V/C Ratio(X) 0.49 0.40 0.44 0.86 0.38 0.09 0.56 0.41 0.81 0.62 0.60 0.40 Avail Cap(c_a), veh/h 260 536 494 467 1491 655 149 1102 481 151 1112 494 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 25.7 22.8 22.9 22.1 17.0 15.5 27.7 17.4 19.8 27.4 18.1 17.0 Incr Delay (d2), s/veh 2.5 1.0 1.3 13.0 0.2 0.1 6.6 0.3 8.7 6.7 0.8 0.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.2 1.6 1.6 6.6 2.5 0.5 0.8 2.6 6.1 1.0 4.4 2.4 LnGrp Delay(d),s/veh 28.2 23.8 24.1 35.0 17.2 15.6 34.4 17.6 28.6 34.1 18.9 17.5 LnGrp LOS CCCDBBCBCCBB
Approach Vol, veh/h 280 755 777 850
Approach Delay, s/veh 25.0 25.1 23.3 19.6
Approach LOS C C C B
Timer 12345678
Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 7.5 20.8 17.4 13.2 6.9 21.4 9.5 21.1 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 5.0 18.5 15.5 18.0 5.0 18.5 8.7 24.8 Max Q Clear Time (g_c+I1), s 3.8 14.2 12.7 5.4 3.3 10.8 4.3 7.1 Green Ext Time (p_c), s 0.0 1.6 0.3 0.9 0.0 2.9 0.0 2.4 Intersection Summary
HCM 2010 Ctrl Delay 22.8
HCM 2010 LOS C
Existing AMHCM 2010 TWSC
6: Abbott St & Maple St/Private Dwy
Salinas Home2Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 5.6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 35 0 76 0 0 0 40 519 0 0 1106 43
Future Vol, veh/h 35 0 76 0 0 0 40 519 0 0 1106 43
Conflicting Peds, #/hr 1 01101707707
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None
Storage Length - -----------
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 2 22222555222
Mvmt Flow 38 0 83 0 0 0 43 564 0 0 1202 47
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 1602 1890 633 1259 1913 290 1256 0 0 571 0 0 Stage 1 1233 1233 - 657 657 -------
Stage 2 369 657 - 602 1256 -------
Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.2 - - 4.14 - - Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 -------
Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 -------
Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.25 - - 2.22 - - Pot Cap-1 Maneuver 71 69 422 127 67 707 533 - - 998 - - Stage 1 187 247 - 420 460 -------
Stage 2 623 460 - 453 241 -------
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 64 60 419 92 58 702 530 - - 992 - -
Mov Cap-2 Maneuver 64 60 - 92 58 -------
Stage 1 164 246 - 368 403 -------
Stage 2 549 403 - 363 240 -------
Approach EB WB NB SB
HCM Control Delay, s 85.3 0 1.4 0
HCM LOS F A
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 530 - - 152 - 992 - -
HCM Lane V/C Ratio 0.082 - - 0.794 ----
HCM Control Delay (s) 12.4 0.6 - 85.3 0 0 - -
HCM Lane LOS B A - F A A - -
HCM 95th %tile Q(veh) 0.3 - - 5 - 0 - -
Existing AMHCM 2010 TWSC
7: Abbott St & Spicer St
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 2.2
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 16 31 558 43 110 1053
Future Vol, veh/h 16 31 558 43 110 1053
Conflicting Peds, #/hr 0 00440
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 -----
Veh in Median Storage, # 0 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 27722
Mvmt Flow 17 34 607 47 120 1145
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 1448 331 0 0 658 0
Stage 1 635 -----
Stage 2 813 -----
Critical Hdwy 6.84 6.94 - - 4.14 -
Critical Hdwy Stg 1 5.84 -----
Critical Hdwy Stg 2 5.84 -----
Follow-up Hdwy 3.52 3.32 - - 2.22 -
Pot Cap-1 Maneuver 122 665 - - 926 -
Stage 1 490 -----
Stage 2 396 -----
Platoon blocked, % - - -
Mov Cap-1 Maneuver 78 663 - - 923 -
Mov Cap-2 Maneuver 78 -----
Stage 1 314 -----
Stage 2 396 -----
Approach WB NB SB
HCM Control Delay, s 31.3 0 2.2
HCM LOS D
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - 187 923 -
HCM Lane V/C Ratio - - 0.273 0.13 -
HCM Control Delay (s) - - 31.3 9.5 1.4
HCM Lane LOS - - D A A
HCM 95th %tile Q(veh) - - 1.1 0.4 -
Existing AMHCM 2010 TWSC
8: Abbott St & Alameda Ave
Salinas Home2Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 1.7
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 36 34 12 572 999 65
Future Vol, veh/h 36 34 12 572 999 65
Conflicting Peds, #/hr 2 02002
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 -----
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 93 93 93 93 93 93
Heavy Vehicles, % 2 27722
Mvmt Flow 39 37 13 615 1074 70
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 1447 574 1146 0 - 0
Stage 1 1111 -----
Stage 2 336 -----
Critical Hdwy 6.84 6.94 4.24 - - -
Critical Hdwy Stg 1 5.84 -----
Critical Hdwy Stg 2 5.84 -----
Follow-up Hdwy 3.52 3.32 2.27 - - -
Pot Cap-1 Maneuver 122 462 578 - - -
Stage 1 277 -----
Stage 2 696 -----
Platoon blocked, % - - -
Mov Cap-1 Maneuver 117 461 577 - - -
Mov Cap-2 Maneuver 117 -----
Stage 1 267 -----
Stage 2 695 -----
Approach EB NB SB
HCM Control Delay, s 37.5 0.4 0
HCM LOS E
Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR
Capacity (veh/h) 577 - 184 - -
HCM Lane V/C Ratio 0.022 - 0.409 - -
HCM Control Delay (s) 11.4 0.2 37.5 - -
HCM Lane LOS B A E - -
HCM 95th %tile Q(veh) 0.1 - 1.8 - -
Existing AMHCM 2010 Signalized Intersection Summary
9: Abbott St & Los Palos Dr/Malarin St
Salinas Home2Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 10 0 3 85 23 45 28 500 121 68 524 279 Future Volume (veh/h) 10 0 3 85 23 45 28 500 121 68 524 279 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 0.99 0.99 0.99 0.99 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 Adj Sat Flow, veh/h/ln 1900 1863 1900 1900 1652 1652 1792 1792 1900 1863 1863 1900 Adj Flow Rate, veh/h 11 0 3 92 25 49 30 543 132 74 570 303 Adj No. of Lanes 010011120120
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 15 15 15 666222
Cap, veh/h 216 17 24 290 51 188 493 1799 436 600 1477 785 Arrive On Green 0.14 0.00 0.14 0.14 0.14 0.14 0.66 0.66 0.66 0.66 0.66 0.66 Sat Flow, veh/h 525 126 177 1075 373 1386 608 2717 658 759 2231 1185 Grp Volume(v), veh/h 14 0 0 117 0 49 30 339 336 74 452 421 Grp Sat Flow(s),veh/h/ln 827 0 0 1449 0 1386 608 1703 1672 759 1770 1646 Q Serve(g_s), s 0.0 0.0 0.0 0.0 0.0 1.4 1.1 3.7 3.8 2.0 5.2 5.2 Cycle Q Clear(g_c), s 3.1 0.0 0.0 3.1 0.0 1.4 6.2 3.7 3.8 5.8 5.2 5.2 Prop In Lane 0.79 0.21 0.79 1.00 1.00 0.39 1.00 0.72
Lane Grp Cap(c), veh/h 257 0 0 341 0 188 493 1128 1107 600 1172 1090 V/C Ratio(X) 0.05 0.00 0.00 0.34 0.00 0.26 0.06 0.30 0.30 0.12 0.39 0.39 Avail Cap(c_a), veh/h 727 0 0 794 0 669 493 1128 1107 600 1172 1090 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 16.8 0.0 0.0 18.0 0.0 17.2 4.8 3.2 3.2 4.4 3.4 3.4 Incr Delay (d2), s/veh 0.1 0.0 0.0 0.6 0.0 0.7 0.2 0.7 0.7 0.4 1.0 1.0 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 0.2 0.0 0.0 1.4 0.0 0.6 0.2 1.9 1.9 0.5 2.7 2.5 LnGrp Delay(d),s/veh 16.9 0.0 0.0 18.6 0.0 18.0 5.1 3.9 3.9 4.8 4.4 4.4 LnGrp LOS B B BAAAAAA
Approach Vol, veh/h 14 166 705 947
Approach Delay, s/veh 16.9 18.4 3.9 4.4
Approach LOS BBAA
Timer 12345678
Assigned Phs 2468
Phs Duration (G+Y+Rc), s 34.0 10.5 34.0 10.5
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 29.5 21.5 29.5 21.5
Max Q Clear Time (g_c+I1), s 8.2 5.1 7.8 5.1
Green Ext Time (p_c), s 4.6 0.0 6.6 0.7
Intersection Summary
HCM 2010 Ctrl Delay 5.6
HCM 2010 LOS A
Existing AMHCM Signalized Intersection Capacity Analysis 10: Abbott St & E Romie Ln/Abbott Pl
Salinas Home2Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 241 6 220 16 3 0 361 502 9 23 389 139 Future Volume (vph) 241 6 220 16 3 0 361 502 9 23 389 139 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 0.98 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 0.95 1.00 0.96 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1649 1657 1553 1601 1736 3471 1518 1687 3374 1489 Flt Permitted 0.95 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1649 1657 1553 1667 1736 3471 1518 1687 3374 1489 Peak-hour factor, PHF 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 Adj. Flow (vph) 287 7 262 19 4 0 430 598 11 27 463 165
RTOR Reduction (vph) 0 0 219 00000500 1 1 7
Lane Group Flow (vph) 146 148 43 0 23 0 430 598 6 27 463 48 Confl. Peds. (#/hr) 31
Heavy Vehicles (%) 4% 4% 4% 14% 14% 14% 4% 4% 4% 7% 7% 7% Turn Type Split NA Perm Perm NA Prot NA Perm Prot NA Perm Protected Phases 4 4 7 5 2 1 6
Permitted Phases 4 7 2 6
Actuated Green, G (s) 12.0 12.0 12.0 1.7 20.4 40.0 40.0 2.0 21.6 21.6 Effective Green, g (s) 12.0 12.0 12.0 1.7 20.4 40.0 40.0 2.0 21.6 21.6 Actuated g/C Ratio 0.16 0.16 0.16 0.02 0.28 0.54 0.54 0.03 0.29 0.29 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 268 269 252 38 480 1883 823 45 988 436 v/s Ratio Prot 0.09 c0.09 c0.25 0.17 0.02 c0.14
v/s Ratio Perm 0.03 c0.01 0.00 0.03
v/c Ratio 0.54 0.55 0.17 0.61 0.90 0.32 0.01 0.60 0.47 0.11 Uniform Delay, d1 28.3 28.4 26.6 35.7 25.6 9.3 7.7 35.5 21.3 19.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.3 2.4 0.3 24.3 18.9 0.4 0.0 19.7 1.6 0.5 Delay (s) 30.6 30.8 26.9 59.9 44.6 9.8 7.8 55.1 22.9 19.5 Level of Service C C C E D A A E C B
Approach Delay (s) 28.9 59.9 24.1 23.4
Approach LOS C E C C
Intersection Summary
HCM 2000 Control Delay 25.5 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.65
Actuated Cycle Length (s) 73.7 Sum of lost time (s) 18.0 Intersection Capacity Utilization 54.0% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
Existing AMHCM Signalized Intersection Capacity Analysis 11: E Blanco Rd/S Sanborn Rd & Abbott St
Salinas Home2Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 168 257 211 233 371 90 200 405 324 145 660 271 Future Volume (vph) 168 257 211 233 371 90 200 405 324 145 660 271 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 0.91 0.91 1.00 0.91 0.91 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 0.98 1.00 1.00 1.00 1.00 1.00 0.98 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 0.99 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1564 3276 1515 1507 3158 1456 1752 3505 1568 1719 3438 1511 Flt Permitted 0.95 0.99 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1564 3276 1515 1507 3158 1456 1752 3505 1568 1719 3438 1511 Peak-hour factor, PHF 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 Adj. Flow (vph) 200 306 251 277 442 107 238 482 386 173 786 323 RTOR Reduction (vph) 0 0 207 0 0 86 0 0 278 0 0 239
Lane Group Flow (vph) 164 342 44 233 486 21 238 482 108 173 786 84 Confl. Peds. (#/hr) 2 4 4
Heavy Vehicles (%) 5% 5% 5% 9% 9% 9% 3% 3% 3% 5% 5% 5%
Turn Type Split NA Perm Split NA Perm Prot NA Perm Prot NA Perm Protected Phases 4 4 7 7 5 2 1 6
Permitted Phases 4726
Actuated Green, G (s) 14.9 14.9 14.9 16.9 16.9 16.9 13.4 23.9 23.9 11.7 22.2 22.2 Effective Green, g (s) 14.9 14.9 14.9 16.9 16.9 16.9 13.4 23.9 23.9 11.7 22.2 22.2 Actuated g/C Ratio 0.17 0.17 0.17 0.20 0.20 0.20 0.16 0.28 0.28 0.14 0.26 0.26 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 272 571 264 298 624 288 274 980 438 235 893 392 v/s Ratio Prot c0.10 0.10 c0.15 0.15 c0.14 0.14 0.10 c0.23 v/s Ratio Perm 0.03 0.01 0.07 0.06
v/c Ratio 0.60 0.60 0.17 0.78 0.78 0.07 0.87 0.49 0.25 0.74 0.88 0.21 Uniform Delay, d1 32.5 32.5 30.0 32.5 32.5 27.9 35.1 25.7 23.8 35.4 30.3 24.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 3.7 1.7 0.3 12.5 6.1 0.1 24.0 0.4 0.3 11.4 10.1 0.3 Delay (s) 36.3 34.2 30.3 45.0 38.6 28.0 59.1 26.1 24.1 46.7 40.4 25.0 Level of Service DCCDDCECCDDC
Approach Delay (s) 33.3 39.0 32.5 37.4
Approach LOS CDCD
Intersection Summary
HCM 2000 Control Delay 35.6 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.79
Actuated Cycle Length (s) 85.4 Sum of lost time (s) 18.0 Intersection Capacity Utilization 64.6% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Existing PM 1: E Market St & Market Wy & Sherwood Dr
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 0 0 357 34 400 21 1126 590 287 546 39 Future Volume (vph) 0 0 0 357 34 400 21 1126 590 287 546 39 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 0.95 0.95 1.00 1.00 0.95 0.88 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 0.98 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.99
Flt Protected 0.95 0.96 1.00 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1681 1700 1552 1770 3539 2725 1770 3499 Flt Permitted 0.95 0.96 1.00 0.95 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1681 1700 1552 1770 3539 2725 1770 3499 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 0 0 0 376 36 421 22 1185 621 302 575 41 RTOR Reduction (vph) 00000 2 1 9000070
Lane Group Flow (vph) 0 0 0 207 205 202 22 1185 621 302 609 0 Confl. Peds. (#/hr) 7 4 1
Turn Type Split NA Perm Prot NA Free Prot NA
Protected Phases 8 8 5 2 1 6
Permitted Phases 8 Free
Actuated Green, G (s) 13.1 13.1 13.1 0.8 24.4 60.5 11.0 34.6 Effective Green, g (s) 13.1 13.1 13.1 0.8 24.4 60.5 11.0 34.6 Actuated g/C Ratio 0.22 0.22 0.22 0.01 0.40 1.00 0.18 0.57 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 363 368 336 23 1427 2725 321 2001
v/s Ratio Prot 0.12 0.12 0.01 c0.33 c0.17 0.17
v/s Ratio Perm c0.13 0.23
v/c Ratio 0.57 0.56 0.60 0.96 0.83 0.23 0.94 0.30
Uniform Delay, d1 21.2 21.1 21.3 29.8 16.2 0.0 24.4 6.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.2 1.8 3.0 166.5 5.7 0.2 34.9 0.4 Delay (s) 23.3 22.9 24.3 196.4 21.9 0.2 59.3 7.1
Level of Service C C C F C A E A
Approach Delay (s) 0.0 23.8 16.7 24.3
Approach LOS A C B C
Intersection Summary
HCM 2000 Control Delay 20.3 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.79
Actuated Cycle Length (s) 60.5 Sum of lost time (s) 12.0 Intersection Capacity Utilization 68.3% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
HCM 2010 Signalized Intersection Summary Existing PM
2: Front St & E Alisal St
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 231 736 51 67 369 211 58 577 139 154 283 70 Future Volume (veh/h) 231 736 51 67 369 211 58 577 139 154 283 70 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 1.00 1.00 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 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1900 1863 1863 1863 1827 1827 1827 Adj Flow Rate, veh/h 254 809 56 74 405 232 64 634 153 169 311 77 Adj No. of Lanes 121120121121
Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Percent Heavy Veh, % 222222222444
Cap, veh/h 299 1217 537 96 499 283 90 809 362 208 1033 459 Arrive On Green 0.17 0.34 0.34 0.05 0.23 0.23 0.05 0.23 0.23 0.12 0.30 0.30 Sat Flow, veh/h 1774 3539 1561 1774 2180 1235 1774 3539 1581 1740 3471 1543 Grp Volume(v), veh/h 254 809 56 74 328 309 64 634 153 169 311 77 Grp Sat Flow(s),veh/h/ln 1774 1770 1561 1774 1770 1645 1774 1770 1581 1740 1736 1543 Q Serve(g_s), s 9.8 13.8 1.7 2.9 12.4 12.6 2.5 11.9 5.9 6.7 4.9 2.6 Cycle Q Clear(g_c), s 9.8 13.8 1.7 2.9 12.4 12.6 2.5 11.9 5.9 6.7 4.9 2.6 Prop In Lane 1.00 1.00 1.00 0.75 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 299 1217 537 96 405 377 90 809 362 208 1033 459 V/C Ratio(X) 0.85 0.67 0.10 0.77 0.81 0.82 0.71 0.78 0.42 0.81 0.30 0.17 Avail Cap(c_a), veh/h 363 1318 582 153 449 418 178 949 424 258 1097 488 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 28.6 19.8 15.8 33.1 25.9 25.9 33.1 25.7 23.3 30.4 19.2 18.4 Incr Delay (d2), s/veh 14.7 1.1 0.1 12.2 9.7 11.3 10.0 3.7 0.8 14.7 0.2 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 6.0 6.9 0.8 1.7 7.1 6.9 1.5 6.2 2.6 4.1 2.4 1.1 LnGrp Delay(d),s/veh 43.2 20.9 15.9 45.3 35.6 37.3 43.2 29.4 24.1 45.1 19.4 18.6 LnGrp LOS D C B DDDDCCDBB
Approach Vol, veh/h 1119 711 851 557
Approach Delay, s/veh 25.7 37.3 29.5 27.1
Approach LOS CDCC
Timer 12345678
Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 13.0 20.7 8.3 28.9 8.1 25.6 16.5 20.7 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 10.5 19.0 6.1 26.4 7.1 22.4 14.5 18.0 Max Q Clear Time (g_c+I1), s 8.7 13.9 4.9 15.8 4.5 6.9 11.8 14.6 Green Ext Time (p_c), s 0.1 2.1 0.0 4.2 0.0 2.0 0.2 1.3 Intersection Summary
HCM 2010 Ctrl Delay 29.5
HCM 2010 LOS C
Existing PMHCM 2010 Signalized Intersection Summary
3: Abbott St & John St (SR 68)
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 54 675 54 284 621 71 135 541 598 66 234 12 Future Volume (veh/h) 54 675 54 284 621 71 135 541 598 66 234 12 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1900 1863 1863 1863 1810 1810 1810 Adj Flow Rate, veh/h 59 734 59 309 675 77 147 588 650 72 254 13 Adj No. of Lanes 121120121121
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222222555
Cap, veh/h 77 815 363 345 1221 139 181 1117 499 91 917 408 Arrive On Green 0.04 0.23 0.23 0.19 0.38 0.38 0.10 0.32 0.32 0.05 0.27 0.27 Sat Flow, veh/h 1774 3539 1575 1774 3202 365 1774 3539 1582 1723 3438 1531 Grp Volume(v), veh/h 59 734 59 309 373 379 147 588 650 72 254 13 Grp Sat Flow(s),veh/h/ln 1774 1770 1575 1774 1770 1797 1774 1770 1582 1723 1719 1531 Q Serve(g_s), s 2.9 17.6 2.6 14.8 14.4 14.4 7.1 11.9 27.5 3.6 5.1 0.5 Cycle Q Clear(g_c), s 2.9 17.6 2.6 14.8 14.4 14.4 7.1 11.9 27.5 3.6 5.1 0.5 Prop In Lane 1.00 1.00 1.00 0.20 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 77 815 363 345 675 685 181 1117 499 91 917 408 V/C Ratio(X) 0.76 0.90 0.16 0.89 0.55 0.55 0.81 0.53 1.30 0.79 0.28 0.03 Avail Cap(c_a), veh/h 149 833 371 377 675 685 222 1117 499 109 917 408 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 41.2 32.6 26.8 34.2 21.1 21.1 38.3 24.5 29.8 40.8 25.3 23.6 Incr Delay (d2), s/veh 14.2 12.7 0.2 21.8 1.0 1.0 17.0 1.8 150.1 26.9 0.8 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 1.7 10.0 1.2 9.3 7.2 7.3 4.3 6.1 32.8 2.4 2.5 0.2 LnGrp Delay(d),s/veh 55.5 45.3 27.0 56.0 22.1 22.1 55.4 26.3 179.9 67.7 26.0 23.8 LnGrp LOS E D C E C C E C F E C C
Approach Vol, veh/h 852 1061 1385 339
Approach Delay, s/veh 44.8 32.0 101.4 34.8
Approach LOS D C F C
Timer 12345678
Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 9.1 32.0 21.5 24.6 13.4 27.7 8.3 37.7 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 5.5 27.5 18.5 20.5 10.9 22.1 7.3 31.7 Max Q Clear Time (g_c+I1), s 5.6 29.5 16.8 19.6 9.1 7.1 4.9 16.4 Green Ext Time (p_c), s 0.0 0.0 0.2 0.5 0.1 1.4 0.0 4.2 Intersection Summary
HCM 2010 Ctrl Delay 61.7
HCM 2010 LOS E
Existing PMHCM 2010 TWSC
4: Spring St & John St (SR 68)
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 0.7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 4 1333 2 3 968 8218506
Future Vol, veh/h 4 1333 2 3 968 8218506
Conflicting Peds, #/hr 5 03305002200
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None
Storage Length - - - 210 --------
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93
Heavy Vehicles, % 2 22222 3 6 3 6 3 6999
Mvmt Flow 4 1433 2 3 1041 9219506
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 1055 0 0 1438 0 0 1972 2506 723 1784 2503 530 Stage 1 - ----- 1445 1445 - 1057 1057 -
Stage 2 - ----- 5 2 7 1061 - 727 1446 -
Critical Hdwy 4.14 - - 4.14 - - 8.22 7.22 7.62 7.68 6.68 7.08 Critical Hdwy Stg 1 - ----- 7.22 6.22 - 6.68 5.68 -
Critical Hdwy Stg 2 - ----- 7.22 6.22 - 6.68 5.68 -
Follow-up Hdwy 2.22 - - 2.22 - - 3.86 4.36 3.66 3.59 4.09 3.39 Pot Cap-1 Maneuver 656 - - 468 - - 25 17 301 48 26 476
Stage 1 - ----- 1 0 1 1 4 4- 2 2 8 2 8 5-
Stage 2 - ----- 4 2 4 2 3 5- 3 6 6 1 8 3-
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 653 - - 467 - - 24 16 300 43 25 474
Mov Cap-2 Maneuver - ----- 2 4 1 6- 4 3 2 5-
Stage 1 - ----- 9 8 1 3 9- 2 2 0 2 8 2-
Stage 2 - ----- 4 1 6 2 3 3- 3 4 2 1 7 7-
Approach EB WB NB SB
HCM Control Delay, s 0.2 0 73.6 54.1
HCM LOS F F
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 64 653 - - 467 - - 85
HCM Lane V/C Ratio 0.185 0.007 - - 0.007 - - 0.139
HCM Control Delay (s) 73.6 10.6 0.2 - 12.8 - - 54.1
HCM Lane LOS F B A - B - - F
HCM 95th %tile Q(veh) 0.6 0 - - 0 - - 0.5
Existing PMHCM 2010 Signalized Intersection Summary
5: S Sanborn Rd & John St
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 163 270 93 224 258 22 144 795 506 31 405 172 Future Volume (veh/h) 163 270 93 224 258 22 144 795 506 31 405 172 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.99 1.00 0.96 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 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 173 287 99 238 274 23 153 846 538 33 431 183 Adj No. of Lanes 120121121121
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 222222222222
Cap, veh/h 225 463 156 284 749 330 192 1232 527 61 971 418 Arrive On Green 0.13 0.18 0.18 0.16 0.21 0.21 0.11 0.35 0.35 0.03 0.27 0.27 Sat Flow, veh/h 1774 2590 873 1774 3539 1561 1774 3539 1515 1774 3539 1523 Grp Volume(v), veh/h 173 194 192 238 274 23 153 846 538 33 431 183 Grp Sat Flow(s),veh/h/ln 1774 1770 1693 1774 1770 1561 1774 1770 1515 1774 1770 1523 Q Serve(g_s), s 6.1 6.5 6.8 8.4 4.3 0.8 5.4 13.2 22.5 1.2 6.5 6.4 Cycle Q Clear(g_c), s 6.1 6.5 6.8 8.4 4.3 0.8 5.4 13.2 22.5 1.2 6.5 6.4 Prop In Lane 1.00 0.52 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 225 316 303 284 749 330 192 1232 527 61 971 418 V/C Ratio(X) 0.77 0.61 0.63 0.84 0.37 0.07 0.80 0.69 1.02 0.54 0.44 0.44 Avail Cap(c_a), veh/h 296 493 472 316 1024 452 233 1232 527 137 1040 448 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 27.3 24.5 24.6 26.3 21.8 20.4 28.1 18.0 21.1 30.7 19.4 19.3 Incr Delay (d2), s/veh 8.5 1.9 2.2 16.4 0.3 0.1 14.5 1.6 44.3 7.1 0.3 0.7 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 3.3 3.3 5.4 2.1 0.3 3.5 6.7 15.7 0.7 3.2 2.8 LnGrp Delay(d),s/veh 35.8 26.4 26.8 42.8 22.1 20.5 42.7 19.7 65.4 37.8 19.7 20.1 LnGrp LOS DCCDCCDBFDBC
Approach Vol, veh/h 559 535 1537 647
Approach Delay, s/veh 29.4 31.2 38.0 20.7
Approach LOS CCDC
Timer 12345678
Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 6.7 27.0 14.8 16.0 11.5 22.2 12.7 18.2 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 5.0 22.5 11.5 18.0 8.5 19.0 10.8 18.7 Max Q Clear Time (g_c+I1), s 3.2 24.5 10.4 8.8 7.4 8.5 8.1 6.3 Green Ext Time (p_c), s 0.0 0.0 0.1 1.5 0.0 2.6 0.1 1.4 Intersection Summary
HCM 2010 Ctrl Delay 32.0
HCM 2010 LOS C
Existing PMHCM 2010 TWSC
6: Abbott St & Maple St/Private Dwy
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 2.3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 24 0 39 0 0 0 55 1270 0 1 505 40
Future Vol, veh/h 24 0 39 0 0 0 55 1270 0 1 505 40
Conflicting Peds, #/hr 0 01100 1 30220 1 3
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None
Storage Length - -----------
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 91 91 91 91 91 91 91 91 91 91 91 91
Heavy Vehicles, % 2 22222222555
Mvmt Flow 26 0 43 0 0 0 60 1396 0 1 555 44
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 1410 2110 314 1799 2132 700 612 0 0 1398 0 0 Stage 1 592 592 - 1518 1518 -------
Stage 2 818 1518 - 281 614 -------
Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 - - 4.2 - - Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 -------
Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 -------
Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.25 - - Pot Cap-1 Maneuver 98 50 682 50 49 382 963 - - 470 - -
Stage 1 460 492 - 125 180 -------
Stage 2 336 180 - 702 481 -------
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 76 35 674 37 35 381 953 - - 469 - -
Mov Cap-2 Maneuver 76 35 - 37 35 -------
Stage 1 328 485 - 90 129 -------
Stage 2 242 129 - 655 474 -------
Approach EB WB NB SB
HCM Control Delay, s 40.3 0 1.5 0
HCM LOS E A
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 953 - - 169 - 469 - -
HCM Lane V/C Ratio 0.063 - - 0.41 - 0.002 - -
HCM Control Delay (s) 9 1.2 - 40.3 0 12.7 0 -
HCM Lane LOS A A - EABA -
HCM 95th %tile Q(veh) 0.2 - - 1.8 - 0 - -
Existing PMHCM 2010 TWSC
7: Abbott St & Spicer St
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 1.4
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 3 114 1180 54 17 551
Future Vol, veh/h 3 114 1180 54 17 551
Conflicting Peds, #/hr 0 00330
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 -----
Veh in Median Storage, # 0 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 23344
Mvmt Flow 3 124 1283 59 18 599
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 1652 674 0 0 1345 0
Stage 1 1316 -----
Stage 2 336 -----
Critical Hdwy 6.84 6.94 - - 4.18 -
Critical Hdwy Stg 1 5.84 -----
Critical Hdwy Stg 2 5.84 -----
Follow-up Hdwy 3.52 3.32 - - 2.24 -
Pot Cap-1 Maneuver 89 397 - - 498 -
Stage 1 215 -----
Stage 2 696 -----
Platoon blocked, % - - -
Mov Cap-1 Maneuver 84 396 - - 497 -
Mov Cap-2 Maneuver 84 -----
Stage 1 203 -----
Stage 2 696 -----
Approach WB NB SB
HCM Control Delay, s 20.2 0 0.7
HCM LOS C
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - 362 497 -
HCM Lane V/C Ratio - - 0.351 0.037 -
HCM Control Delay (s) - - 20.2 12.5 0.3
HCM Lane LOS - - C B A
HCM 95th %tile Q(veh) - - 1.5 0.1 -
Existing PMHCM 2010 TWSC
8: Abbott St & Alameda Ave
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 2.1
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 57 10 23 1174 504 48
Future Vol, veh/h 57 10 23 1174 504 48
Conflicting Peds, #/hr 4 02002
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 -----
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 91 91 91 91 91 91
Heavy Vehicles, % 2 23344
Mvmt Flow 63 11 25 1290 554 53
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 1282 306 609 0 - 0
Stage 1 583 -----
Stage 2 699 -----
Critical Hdwy 6.84 6.94 4.16 - - -
Critical Hdwy Stg 1 5.84 -----
Critical Hdwy Stg 2 5.84 -----
Follow-up Hdwy 3.52 3.32 2.23 - - -
Pot Cap-1 Maneuver 157 690 959 - - -
Stage 1 521 -----
Stage 2 454 -----
Platoon blocked, % - - -
Mov Cap-1 Maneuver 142 689 957 - - -
Mov Cap-2 Maneuver 142 -----
Stage 1 472 -----
Stage 2 453 -----
Approach EB NB SB
HCM Control Delay, s 44.9 0.6 0
HCM LOS E
Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR
Capacity (veh/h) 957 - 161 - -
HCM Lane V/C Ratio 0.026 - 0.457 - -
HCM Control Delay (s) 8.9 0.4 44.9 - -
HCM Lane LOS A A E - -
HCM 95th %tile Q(veh) 0.1 - 2.1 - -
Existing PMHCM Signalized Intersection Capacity Analysis 11: E Blanco Rd/S Sanborn Rd & Abbott St
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 246 284 232 320 418 332 232 585 244 139 432 233 Future Volume (vph) 246 284 232 320 418 332 232 585 244 139 432 233 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 0.91 0.91 1.00 0.91 0.91 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 0.99 1.00 0.95 0.99 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1579 3291 1528 1535 3206 1509 1752 3505 1568 1719 3438 1518 Flt Permitted 0.95 0.99 1.00 0.95 0.99 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1579 3291 1528 1535 3206 1509 1752 3505 1568 1719 3438 1518 Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Adj. Flow (vph) 280 323 264 364 475 377 264 665 277 158 491 265 RTOR Reduction (vph) 0 0 214 0 0 265 0 0 208 0 0 211
Lane Group Flow (vph) 196 407 50 273 566 112 264 665 69 158 491 54 Confl. Peds. (#/hr) 3 1
Heavy Vehicles (%) 4% 4% 4% 7% 7% 7% 3% 3% 3% 5% 5% 5%
Turn Type Split NA Perm Split NA Perm Prot NA Perm Prot NA Perm Protected Phases 4 4 7 7 5 2 1 6
Permitted Phases 4726
Actuated Green, G (s) 16.0 16.0 16.0 18.8 18.8 18.8 15.0 21.2 21.2 11.0 17.2 17.2 Effective Green, g (s) 16.0 16.0 16.0 18.8 18.8 18.8 15.0 21.2 21.2 11.0 17.2 17.2 Actuated g/C Ratio 0.19 0.19 0.19 0.22 0.22 0.22 0.18 0.25 0.25 0.13 0.20 0.20 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 297 619 287 339 709 333 309 874 391 222 695 307 v/s Ratio Prot c0.12 0.12 c0.18 0.18 c0.15 c0.19 0.09 0.14 v/s Ratio Perm 0.03 0.07 0.04 0.04
v/c Ratio 0.66 0.66 0.17 0.81 0.80 0.34 0.85 0.76 0.18 0.71 0.71 0.17 Uniform Delay, d1 32.0 32.0 28.9 31.4 31.3 27.9 33.9 29.6 25.0 35.5 31.6 28.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 5.2 2.5 0.3 13.0 6.3 0.6 19.9 3.9 0.2 10.3 3.3 0.3 Delay (s) 37.2 34.5 29.2 44.4 37.6 28.5 53.9 33.5 25.3 45.8 34.8 28.3 Level of Service DCCDDCDCCDCC
Approach Delay (s) 33.5 36.3 36.1 34.8
Approach LOS CDDC
Intersection Summary
HCM 2000 Control Delay 35.3 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.79
Actuated Cycle Length (s) 85.0 Sum of lost time (s) 18.0 Intersection Capacity Utilization 64.3% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
Existing AMHCM 2010 Signalized Intersection Summary
: Abbott St & Los Palos Dr/Malarin St
Salinas Home2Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 10 0 3 85 23 45 28 500 121 68 524 279 Future Volume (veh/h) 10 0 3 85 23 45 28 500 121 68 524 279 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 0.99 0.99 0.99 0.99 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 Adj Sat Flow, veh/h/ln 1900 1863 1900 1900 1652 1652 1792 1792 1900 1863 1863 1900 Adj Flow Rate, veh/h 11 0 3 92 25 49 30 543 132 74 570 303 Adj No. of Lanes 010011120120
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 P e r c e n t H e a v y V e h , % 222 1 5 1 5 1 5666222 Cap, veh/h 216 17 24 290 51 188 493 1799 436 600 1477 785 Arrive On Green 0.14 0.00 0.14 0.14 0.14 0.14 0.66 0.66 0.66 0.66 0.66 0.66 Sat Flow, veh/h 525 126 177 1075 373 1386 608 2717 658 759 2231 1185 Grp Volume(v), veh/h 14 0 0 117 0 49 30 339 336 74 452 421 Grp Sat Flow(s),veh/h/ln 827 0 0 1449 0 1386 608 1703 1672 759 1770 1646 Q Serve(g_s), s 0.0 0.0 0.0 0.0 0.0 1.4 1.1 3.7 3.8 2.0 5.2 5.2 Cycle Q Clear(g_c), s 3.1 0.0 0.0 3.1 0.0 1.4 6.2 3.7 3.8 5.8 5.2 5.2 Prop In Lane 0.79 0.21 0.79 1.00 1.00 0.39 1.00 0.72
Lane Grp Cap(c), veh/h 257 0 0 341 0 188 493 1128 1107 600 1172 1090 V/C Ratio(X) 0.05 0.00 0.00 0.34 0.00 0.26 0.06 0.30 0.30 0.12 0.39 0.39 Avail Cap(c_a), veh/h 727 0 0 794 0 669 493 1128 1107 600 1172 1090 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 16.8 0.0 0.0 18.0 0.0 17.2 4.8 3.2 3.2 4.4 3.4 3.4 Incr Delay (d2), s/veh 0.1 0.0 0.0 0.6 0.0 0.7 0.2 0.7 0.7 0.4 1.0 1.0 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 0.2 0.0 0.0 1.4 0.0 0.6 0.2 1.9 1.9 0.5 2.7 2.5 LnGrp Delay(d),s/veh 16.9 0.0 0.0 18.6 0.0 18.0 5.1 3.9 3.9 4.8 4.4 4.4 L n G r p L O S B B BAAAAAA
Approach Vol, veh/h 14 166 705 947
Approach Delay, s/veh 16.9 18.4 3.9 4.4
A p p r o a c h L O S BBAA
Timer 12345678
Assigned Phs 2468
Phs Duration (G+Y+Rc), s 34.0 10.5 34.0 10.5
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 29.5 21.5 29.5 21.5
Max Q Clear Time (g_c+I1), s 8.2 5.1 7.8 5.1
Green Ext Time (p_c), s 4.6 0.0 6.6 0.7
Intersection Summary
HCM 2010 Ctrl Delay 5.6
HCM 2010 LOS A
Existing AMHCM Signalized Intersection Capacity Analysis : Abbott St & E Romie Ln/Abbott Pl
Salinas Home2Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 241 6 220 16 3 0 361 502 9 23 389 139 Future Volume (vph) 241 6 220 16 3 0 361 502 9 23 389 139 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 0.98 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 0.95 1.00 0.96 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1649 1657 1553 1601 1736 3471 1518 1687 3374 1489 Flt Permitted 0.95 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1649 1657 1553 1667 1736 3471 1518 1687 3374 1489 Peak-hour factor, PHF 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 Adj. Flow (vph) 287 7 262 19 4 0 430 598 11 27 463 165
RTOR Reduction (vph) 0 0 219 00000500 1 1 7
Lane Group Flow (vph) 146 148 43 0 23 0 430 598 6 27 463 48 Confl. Peds. (#/hr) 31
Heavy Vehicles (%) 4% 4% 4% 14% 14% 14% 4% 4% 4% 7% 7% 7% Turn Type Split NA Perm Perm NA Prot NA Perm Prot NA Perm Protected Phases 4 4 7 5 2 1 6
Permitted Phases 4 7 2 6
Actuated Green, G (s) 12.0 12.0 12.0 1.7 20.4 40.0 40.0 2.0 21.6 21.6 Effective Green, g (s) 12.0 12.0 12.0 1.7 20.4 40.0 40.0 2.0 21.6 21.6 Actuated g/C Ratio 0.16 0.16 0.16 0.02 0.28 0.54 0.54 0.03 0.29 0.29 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 268 269 252 38 480 1883 823 45 988 436 v/s Ratio Prot 0.09 c0.09 c0.25 0.17 0.02 c0.14
v/s Ratio Perm 0.03 c0.01 0.00 0.03
v/c Ratio 0.54 0.55 0.17 0.61 0.90 0.32 0.01 0.60 0.47 0.11 Uniform Delay, d1 28.3 28.4 26.6 35.7 25.6 9.3 7.7 35.5 21.3 19.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.3 2.4 0.3 24.3 18.9 0.4 0.0 19.7 1.6 0.5 Delay (s) 30.6 30.8 26.9 59.9 44.6 9.8 7.8 55.1 22.9 19.5 Level of Service C C C E D A A E C B
Approach Delay (s) 28.9 59.9 24.1 23.4
Approach LOS C E C C
Intersection Summary
HCM 2000 Control Delay 25.5 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.65
Actuated Cycle Length (s) 73.7 Sum of lost time (s) 18.0 Intersection Capacity Utilization 54.0% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
Existing PMHCM Signalized Intersection Capacity Analysis 11: E Blanco Rd/S Sanborn Rd & Abbott St
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 246 284 232 320 418 332 232 585 244 139 432 233 Future Volume (vph) 246 284 232 320 418 332 232 585 244 139 432 233 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 0.91 0.91 1.00 0.91 0.91 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 0.99 1.00 0.95 0.99 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1579 3291 1528 1535 3206 1509 1752 3505 1568 1719 3438 1518 Flt Permitted 0.95 0.99 1.00 0.95 0.99 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1579 3291 1528 1535 3206 1509 1752 3505 1568 1719 3438 1518 Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Adj. Flow (vph) 280 323 264 364 475 377 264 665 277 158 491 265 RTOR Reduction (vph) 0 0 214 0 0 265 0 0 208 0 0 211
Lane Group Flow (vph) 196 407 50 273 566 112 264 665 69 158 491 54 Confl. Peds. (#/hr) 3 1
Heavy Vehicles (%) 4% 4% 4% 7% 7% 7% 3% 3% 3% 5% 5% 5%
Turn Type Split NA Perm Split NA Perm Prot NA Perm Prot NA Perm Protected Phases 4 4 7 7 5 2 1 6
Permitted Phases 4726
Actuated Green, G (s) 16.0 16.0 16.0 18.8 18.8 18.8 15.0 21.2 21.2 11.0 17.2 17.2 Effective Green, g (s) 16.0 16.0 16.0 18.8 18.8 18.8 15.0 21.2 21.2 11.0 17.2 17.2 Actuated g/C Ratio 0.19 0.19 0.19 0.22 0.22 0.22 0.18 0.25 0.25 0.13 0.20 0.20 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 297 619 287 339 709 333 309 874 391 222 695 307 v/s Ratio Prot c0.12 0.12 c0.18 0.18 c0.15 c0.19 0.09 0.14 v/s Ratio Perm 0.03 0.07 0.04 0.04
v/c Ratio 0.66 0.66 0.17 0.81 0.80 0.34 0.85 0.76 0.18 0.71 0.71 0.17 Uniform Delay, d1 32.0 32.0 28.9 31.4 31.3 27.9 33.9 29.6 25.0 35.5 31.6 28.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 5.2 2.5 0.3 13.0 6.3 0.6 19.9 3.9 0.2 10.3 3.3 0.3 Delay (s) 37.2 34.5 29.2 44.4 37.6 28.5 53.9 33.5 25.3 45.8 34.8 28.3 Level of Service DCCDDCDCCDCC
Approach Delay (s) 33.5 36.3 36.1 34.8
Approach LOS CDDC
Intersection Summary
HCM 2000 Control Delay 35.3 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.79
Actuated Cycle Length (s) 85.0 Sum of lost time (s) 18.0 Intersection Capacity Utilization 64.3% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
Existing AMHCM 2010 Signalized Intersection Summary
3: Abbott St & John St (SR 68) With Improvement
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 46 416 80 511 866 57 45 251 244 87 549 9 Future Volume (veh/h) 46 416 80 511 866 57 45 251 244 87 549 9 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1900 1810 1810 1810 1845 1845 1845 Adj Flow Rate, veh/h 52 467 90 574 973 64 51 282 274 98 617 10 Adj No. of Lanes 121220121121
Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Percent Heavy Veh, % 222222555333
Cap, veh/h 81 701 312 672 1172 77 78 946 723 125 1055 471 Arrive On Green 0.05 0.20 0.20 0.20 0.35 0.35 0.05 0.28 0.28 0.07 0.30 0.30 Sat Flow, veh/h 1774 3539 1579 3442 3371 222 1723 3438 1535 1757 3505 1566 Grp Volume(v), veh/h 52 467 90 574 511 526 51 282 274 98 617 10 Grp Sat Flow(s),veh/h/ln 1774 1770 1579 1721 1770 1823 1723 1719 1535 1757 1752 1566 Q Serve(g_s), s 2.0 8.4 3.3 11.1 18.3 18.3 2.0 4.5 7.9 3.8 10.3 0.3 Cycle Q Clear(g_c), s 2.0 8.4 3.3 11.1 18.3 18.3 2.0 4.5 7.9 3.8 10.3 0.3 Prop In Lane 1.00 1.00 1.00 0.12 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 81 701 312 672 615 634 78 946 723 125 1055 471 V/C Ratio(X) 0.64 0.67 0.29 0.85 0.83 0.83 0.66 0.30 0.38 0.79 0.58 0.02 Avail Cap(c_a), veh/h 131 922 411 723 702 723 125 946 723 140 1055 471 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 32.4 25.6 23.6 26.8 20.7 20.7 32.4 19.8 11.8 31.6 20.5 17.0 Incr Delay (d2), s/veh 8.2 1.2 0.5 9.3 7.5 7.3 9.0 0.8 1.5 22.6 2.4 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 1.2 4.2 1.5 6.1 10.1 10.3 1.1 2.2 3.6 2.6 5.3 0.1 LnGrp Delay(d),s/veh 40.6 26.7 24.1 36.1 28.1 27.9 41.4 20.6 13.3 54.2 22.9 17.1 LnGrp LOS DCCDCCDCBDCB
Approach Vol, veh/h 609 1611 607 725
Approach Delay, s/veh 27.5 30.9 19.0 27.0
Approach LOS C C B C
Timer 12345678
Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 9.4 23.5 18.0 18.2 7.6 25.3 7.7 28.5 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 5.5 19.0 14.5 18.0 5.0 19.5 5.1 27.4 Max Q Clear Time (g_c+I1), s 5.8 9.9 13.1 10.4 4.0 12.3 4.0 20.3 Green Ext Time (p_c), s 0.0 1.9 0.4 2.0 0.0 2.4 0.0 3.7 Intersection Summary
HCM 2010 Ctrl Delay 27.5
HCM 2010 LOS C
Existing AMHCM 2010 TWSC
6: Abbott St & Maple St/Private Dwy With Improvement
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 3.2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 35 0 76 0 0 0 40 519 0 0 1106 43
Future Vol, veh/h 35 0 76 0 0 0 40 519 0 0 1106 43
Conflicting Peds, #/hr 1 01101707707
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None
Storage Length - - 0 - - - 0 - - 0 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 2 22222555222
Mvmt Flow 38 0 83 0 0 0 43 564 0 0 1202 47
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 1602 1890 633 1259 1913 290 1256 0 0 571 0 0 Stage 1 1233 1233 - 657 657 -------
Stage 2 369 657 - 602 1256 -------
Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.2 - - 4.14 - - Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 -------
Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 -------
Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.25 - - 2.22 - - Pot Cap-1 Maneuver 71 69 422 127 67 707 533 - - 998 - - Stage 1 187 247 - 420 460 -------
Stage 2 623 460 - 453 241 -------
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 66 63 419 95 61 702 530 - - 992 - -
Mov Cap-2 Maneuver 66 63 - 95 61 -------
Stage 1 171 246 - 384 420 -------
Stage 2 572 420 - 363 240 -------
Approach EB WB NB SB
HCM Control Delay, s 47.5 0 0.9 0
HCM LOS E A
Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1 SBL SBT SBR Capacity (veh/h) 530 - - 66 419 - 992 - -
HCM Lane V/C Ratio 0.082 - - 0.576 0.197 ----
HCM Control Delay (s) 12.4 - - 116.7 15.7 0 0 - -
HCM Lane LOS B - - F C A A - -
HCM 95th %tile Q(veh) 0.3 - - 2.4 0.7 - 0 - -
Existing PMHCM 2010 Signalized Intersection Summary
3: Abbott St & John St (SR 68) With Improvement
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 58 671 54 284 621 71 135 541 598 71 234 12 Future Volume (veh/h) 58 671 54 284 621 71 135 541 598 71 234 12 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1900 1863 1863 1863 1810 1810 1810 Adj Flow Rate, veh/h 63 729 59 309 675 77 147 588 650 77 254 13 Adj No. of Lanes 121220121121
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222222555
Cap, veh/h 90 858 382 418 1003 114 180 1141 702 97 954 425 Arrive On Green 0.05 0.24 0.24 0.12 0.31 0.31 0.10 0.32 0.32 0.06 0.28 0.28 Sat Flow, veh/h 1774 3539 1575 3442 3202 365 1774 3539 1582 1723 3438 1531 Grp Volume(v), veh/h 63 729 59 309 373 379 147 588 650 77 254 13 Grp Sat Flow(s),veh/h/ln 1774 1770 1575 1721 1770 1797 1774 1770 1582 1723 1719 1531 Q Serve(g_s), s 2.4 13.7 2.1 6.1 12.8 12.8 5.7 9.4 22.5 3.1 4.0 0.4 Cycle Q Clear(g_c), s 2.4 13.7 2.1 6.1 12.8 12.8 5.7 9.4 22.5 3.1 4.0 0.4 Prop In Lane 1.00 1.00 1.00 0.20 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 90 858 382 418 554 563 180 1141 702 97 954 425 V/C Ratio(X) 0.70 0.85 0.15 0.74 0.67 0.67 0.82 0.52 0.93 0.79 0.27 0.03 Avail Cap(c_a), veh/h 162 911 405 615 610 619 180 1141 702 150 954 425 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 32.7 25.3 20.9 29.7 20.9 20.9 30.8 19.3 18.4 32.6 19.7 18.4 Incr Delay (d2), s/veh 9.6 7.4 0.2 2.6 2.6 2.5 24.4 1.7 20.0 14.2 0.7 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 1.4 7.6 0.9 3.0 6.6 6.7 4.0 4.8 15.6 1.9 2.0 0.2 LnGrp Delay(d),s/veh 42.3 32.6 21.0 32.3 23.5 23.4 55.2 20.9 38.4 46.8 20.4 18.6 LnGrp LOS DCCCCCECDDCB
Approach Vol, veh/h 851 1061 1385 344
Approach Delay, s/veh 32.6 26.0 32.8 26.2
Approach LOS CCCC
Timer 12345678
Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 8.5 27.0 13.0 21.4 11.6 23.9 8.0 26.4 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 6.1 20.4 12.5 18.0 7.1 19.4 6.4 24.1 Max Q Clear Time (g_c+I1), s 5.1 24.5 8.1 15.7 7.7 6.0 4.4 14.8 Green Ext Time (p_c), s 0.0 0.0 0.5 1.1 0.0 1.3 0.0 3.2 Intersection Summary
HCM 2010 Ctrl Delay 30.1
HCM 2010 LOS C
Existing PMHCM 2010 TWSC
4: Spring St & John St (SR 68) With Improvement
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 0.1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 0 1338 2 3 970 9 0 0 11 0 0 6
Future Vol, veh/h 0 1338 2 3 970 9 0 0 11 0 0 6
Conflicting Peds, #/hr 5 03305002200
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None
Storage Length - - - 210 ---- 0-- 0
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93
Heavy Vehicles, % 2 22222 3 6 3 6 3 6999
Mvmt Flow 0 1439 2 3 1043 10 0 0 12 0 0 6
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All - 0 0 1444 0 0 - - 726 - - 532
Stage 1 - -----------
Stage 2 - -----------
Critical Hdwy - - - 4.14 ---- 7.62 - - 7.08
Critical Hdwy Stg 1 - -----------
Critical Hdwy Stg 2 - -----------
Follow-up Hdwy - - - 2.22 ---- 3.66 - - 3.39
Pot Cap-1 Maneuver 0 - - 465 - - 0 0 299 0 0 474
Stage 1 0 ----- 0 0- 0 0-
Stage 2 0 ----- 0 0- 0 0-
Platoon blocked, % - - - -
Mov Cap-1 Maneuver - - - 464 ---- 2 9 8-- 4 7 2
Mov Cap-2 Maneuver - -----------
Stage 1 - -----------
Stage 2 - -----------
Approach EB WB NB SB
HCM Control Delay, s 0 0 17.6 12.7
HCM LOS C B
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT WBR SBLn1
Capacity (veh/h) 298 - - 464 - - 472
HCM Lane V/C Ratio 0.04 - - 0.007 - - 0.014
HCM Control Delay (s) 17.6 - - 12.8 - - 12.7
HCM Lane LOS C - - B - - B
HCM 95th %tile Q(veh) 0.1 - - 0 - - 0
Existing PMHCM 2010 TWSC
6: Abbott St & Maple St/Private Dwy With Improvement
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 1.2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 24 0 39 0 0 0 55 1270 0 1 505 40
Future Vol, veh/h 24 0 39 0 0 0 55 1270 0 1 505 40
Conflicting Peds, #/hr 0 01100 1 30220 1 3
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None
Storage Length - - 0 - - - 0 - - 0 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 91 91 91 91 91 91 91 91 91 91 91 91
Heavy Vehicles, % 2 22222222555
Mvmt Flow 26 0 43 0 0 0 60 1396 0 1 555 44
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 1410 2110 314 1799 2132 700 612 0 0 1398 0 0 Stage 1 592 592 - 1518 1518 -------
Stage 2 818 1518 - 281 614 -------
Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 - - 4.2 - - Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 -------
Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 -------
Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.25 - - Pot Cap-1 Maneuver 98 50 682 50 49 382 963 - - 470 - -
Stage 1 460 492 - 125 180 -------
Stage 2 336 180 - 702 481 -------
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 92 46 674 44 45 381 953 - - 469 - -
Mov Cap-2 Maneuver 92 46 - 44 45 -------
Stage 1 426 486 - 117 168 -------
Stage 2 315 168 - 655 475 -------
Approach EB WB NB SB
HCM Control Delay, s 29.2 0 0.4 0
HCM LOS D A
Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1 SBL SBT SBR Capacity (veh/h) 953 - - 92 674 - 469 - -
HCM Lane V/C Ratio 0.063 - - 0.287 0.064 - 0.002 - -
HCM Control Delay (s) 9 - - 59.2 10.7 0 12.7 - -
HCM Lane LOS A - - F B A B - -
HCM 95th %tile Q(veh) 0.2 - - 1.1 0.2 - 0 - -
Appendix F
Level of Service
Calculations
Existing Plus Project
Conditions
HCM Signalized Intersection Capacity Analysis Existing Plus Project AM 1: E Market St & Market Way & Sherwood Dr
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 0 0 545 17 222 18 643 263 186 1034 21 Future Volume (vph) 0 0 0 545 17 222 18 643 263 186 1034 21 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 0.95 0.95 1.00 1.00 0.95 0.88 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 0.98 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00
Flt Protected 0.95 0.96 1.00 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1498 1507 1388 1577 3154 2427 1593 3174 Flt Permitted 0.95 0.96 1.00 0.95 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1498 1507 1388 1577 3154 2427 1593 3174 Peak-hour factor, PHF 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 Adj. Flow (vph) 0 0 0 665 21 271 22 784 321 227 1261 26 RTOR Reduction (vph) 00000 1 9 8000020
Lane Group Flow (vph) 0 0 0 346 340 73 22 784 321 227 1285 0 Confl. Peds. (#/hr) 4 6 2
Heavy Vehicles (%) 2% 2% 2% 3% 3% 3% 3% 3% 3% 2% 2% 2%
Turn Type Split NA Perm Prot NA Free Prot NA
Protected Phases 8 8 5 2 1 6
Permitted Phases 8 Free
Actuated Green, G (s) 16.5 16.5 16.5 0.8 21.4 61.1 11.2 31.8 Effective Green, g (s) 16.5 16.5 16.5 0.8 21.4 61.1 11.2 31.8 Actuated g/C Ratio 0.27 0.27 0.27 0.01 0.35 1.00 0.18 0.52 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 404 406 374 20 1104 2427 292 1651
v/s Ratio Prot c0.23 0.23 0.01 0.25 c0.14 c0.40
v/s Ratio Perm 0.05 0.13
v/c Ratio 0.86 0.84 0.20 1.10 0.71 0.13 0.78 0.78
Uniform Delay, d1 21.2 21.0 17.2 30.2 17.2 0.0 23.8 11.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 16.2 14.0 0.3 234.8 3.9 0.1 12.2 3.7 Delay (s) 37.3 35.0 17.4 264.9 21.0 0.1 36.0 15.5
Level of Service D C B F C A D B
Approach Delay (s) 0.0 30.9 19.8 18.6
Approach LOS A C B B
Intersection Summary
HCM 2000 Control Delay 22.2 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.84
Actuated Cycle Length (s) 61.1 Sum of lost time (s) 12.0 Intersection Capacity Utilization 63.1% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM 2010 Signalized Intersection Summary Existing Plus Project AM 2: Front St & E Alisal St
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 116 341 71 84 514 118 62 372 70 89 758 162 Future Volume (veh/h) 116 341 71 84 514 118 62 372 70 89 758 162 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 1.00 1.00 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 Adj Sat Flow, veh/h/ln 1863 1863 1863 1845 1845 1900 1776 1776 1776 1863 1863 1863 Adj Flow Rate, veh/h 140 411 86 101 619 142 75 448 84 107 913 195 Adj No. of Lanes 121120121121
Peak Hour Factor 0.83 0.83 0.83 0.83 0.83 0.83 0.83 0.83 0.83 0.83 0.83 0.83 Percent Heavy Veh, % 222333777222
Cap, veh/h 169 1019 450 129 752 172 99 913 407 137 1023 455 Arrive On Green 0.10 0.29 0.29 0.07 0.27 0.27 0.06 0.27 0.27 0.08 0.29 0.29 Sat Flow, veh/h 1774 3539 1562 1757 2834 649 1691 3374 1504 1774 3539 1575 Grp Volume(v), veh/h 140 411 86 101 382 379 75 448 84 107 913 195 Grp Sat Flow(s),veh/h/ln 1774 1770 1562 1757 1752 1730 1691 1687 1504 1774 1770 1575 Q Serve(g_s), s 4.8 5.8 2.6 3.5 12.7 12.7 2.7 6.9 2.7 3.7 15.3 6.2 Cycle Q Clear(g_c), s 4.8 5.8 2.6 3.5 12.7 12.7 2.7 6.9 2.7 3.7 15.3 6.2 Prop In Lane 1.00 1.00 1.00 0.38 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 169 1019 450 129 465 459 99 913 407 137 1023 455 V/C Ratio(X) 0.83 0.40 0.19 0.79 0.82 0.82 0.76 0.49 0.21 0.78 0.89 0.43 Avail Cap(c_a), veh/h 169 1083 478 142 511 504 137 989 441 144 1037 462 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 27.4 17.7 16.6 28.1 21.3 21.3 28.6 18.9 17.4 28.0 21.0 17.8 Incr Delay (d2), s/veh 27.2 0.3 0.2 22.6 9.7 10.0 14.5 0.4 0.2 23.1 9.9 0.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.6 2.8 1.1 2.5 7.3 7.3 1.6 3.2 1.1 2.7 8.8 2.8 LnGrp Delay(d),s/veh 54.6 18.0 16.8 50.8 31.0 31.3 43.2 19.4 17.7 51.1 30.9 18.5 LnGrp LOS D B B DCCDBBDCB
Approach Vol, veh/h 637 862 607 1215
Approach Delay, s/veh 25.9 33.4 22.1 30.7
Approach LOS CCCC
Timer 12345678
Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 9.3 21.2 9.0 22.3 8.1 22.3 10.4 20.9 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 5.0 18.1 5.0 18.9 5.0 18.1 5.9 18.0 Max Q Clear Time (g_c+I1), s 5.7 8.9 5.5 7.8 4.7 17.3 6.8 14.7 Green Ext Time (p_c), s 0.0 2.2 0.0 2.3 0.0 0.6 0.0 1.5 Intersection Summary
HCM 2010 Ctrl Delay 28.9
HCM 2010 LOS C
HCM Signalized Intersection Capacity Analysis Existing Plus Project AM 3: Abbott St & John St (SR 68)
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations
Traffic Volume (vph) 42 450 105 81 593 866 57 90 345 244 142 609 Future Volume (vph) 42 450 105 81 593 866 57 90 345 244 142 609 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00 0.98 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.99 1.00 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1770 3539 1558 1770 3503 1719 3438 1514 1752 3505 Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1770 3539 1558 1770 3503 1719 3438 1514 1752 3505 Peak-hour factor, PHF 0.89 0.89 0.89 0.92 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Adj. Flow (vph) 47 506 118 88 666 973 64 101 388 274 160 684 RTOR Reduction (vph) 0 0 100 004000 2 2 800
Lane Group Flow (vph) 47 506 18 0 754 1033 0 101 388 46 160 684 Confl. Peds. (#/hr) 2 1 2
Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 5% 5% 5% 3% 3%
Turn Type Prot NA Perm Prot Prot NA Prot NA Perm Prot NA Protected Phases 7 4 3 3 8 5 2 1 6
Permitted Phases 4 2
Actuated Green, G (s) 6.6 18.9 18.9 51.5 63.8 7.7 20.5 20.5 12.0 24.8 Effective Green, g (s) 6.6 18.9 18.9 51.5 63.8 7.7 20.5 20.5 12.0 24.8 Actuated g/C Ratio 0.05 0.16 0.16 0.43 0.53 0.06 0.17 0.17 0.10 0.21 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 96 553 243 753 1848 109 582 256 173 718 v/s Ratio Prot 0.03 c0.14 c0.43 0.29 0.06 0.11 c0.09 c0.20 v/s Ratio Perm 0.01 0.03
v/c Ratio 0.49 0.92 0.08 1.00 0.56 0.93 0.67 0.18 0.92 0.95 Uniform Delay, d1 55.5 50.2 43.5 34.7 19.1 56.3 47.0 43.0 54.0 47.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 3.9 19.8 0.1 33.1 0.4 62.7 5.9 1.6 46.8 23.8 Delay (s) 59.4 70.0 43.7 67.8 19.5 119.0 53.0 44.6 100.8 71.3 Level of Service E E D E B F D D F E
Approach Delay (s) 64.6 39.8 58.7 76.4
Approach LOS E D E E
Intersection Summary
HCM 2000 Control Delay 55.1 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 0.98
Actuated Cycle Length (s) 120.9 Sum of lost time (s) 18.0 Intersection Capacity Utilization 88.1% ICU Level of Service E Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Existing Plus Project AM 3: Abbott St & John St (SR 68)
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement SBR
Lane Configurations
Traffic Volume (vph) 9
Future Volume (vph) 9
Ideal Flow (vphpl) 1900
Total Lost time (s) 4.5
Lane Util. Factor 1.00
Frpb, ped/bikes 0.99
Flpb, ped/bikes 1.00
Frt 0.85
Flt Protected 1.00
Satd. Flow (prot) 1546
Flt Permitted 1.00
Satd. Flow (perm) 1546
Peak-hour factor, PHF 0.89
Adj. Flow (vph) 10
RTOR Reduction (vph) 8
Lane Group Flow (vph) 2
Confl. Peds. (#/hr) 1
Heavy Vehicles (%) 3%
Turn Type Perm
Protected Phases
Permitted Phases 6
Actuated Green, G (s) 24.8
Effective Green, g (s) 24.8
Actuated g/C Ratio 0.21
Clearance Time (s) 4.5
Vehicle Extension (s) 3.0
Lane Grp Cap (vph) 317
v/s Ratio Prot
v/s Ratio Perm 0.00
v/c Ratio 0.01
Uniform Delay, d1 38.2
Progression Factor 1.00
Incremental Delay, d2 0.0
Delay (s) 38.3
Level of Service D
Approach Delay (s)
Approach LOS
Intersection Summary
HCM 2010 TWSC Existing Plus Project AM
4: Project Dwy/Spring St & John St (SR 68)
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 1.1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 4 742 171 0 1590 12 0 0 133 0 0 7
Future Vol, veh/h 4 742 171 0 1590 12 0 0 133 0 0 7
Conflicting Peds, #/hr 2 03302100001
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None
Storage Length - ------- 0---
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 88 88 88 88 88 88 88 88 88 88 88 88
Heavy Vehicles, % 3 33222 4 4 4 4 4 4222
Mvmt Flow 5 843 194 0 1807 14 0 0 151 0 0 8
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 1823 0 0 - - 0 - - 522 2248 2866 914 Stage 1 - -------- 1816 1816 -
Stage 2 - -------- 4 3 2 1050 -
Critical Hdwy 4.16 ------- 7.78 7.54 6.54 6.94
Critical Hdwy Stg 1 - -------- 6.54 5.54 -
Critical Hdwy Stg 2 - -------- 6.54 5.54 -
Follow-up Hdwy 2.23 ------- 3.74 3.52 4.02 3.32
Pot Cap-1 Maneuver 328 - - 0 - - 0 0 404 23 16 276
Stage 1 - - - 0 - - 0 0 - 81 128 -
Stage 2 - - - 0 - - 0 0 - 572 302 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 327 ------- 4 0 3 1 4 1 5 2 7 5
Mov Cap-2 Maneuver - -------- 1 4 1 5-
Stage 1 - -------- 7 8 1 2 8-
Stage 2 - -------- 3 4 4 2 9 0-
Approach EB WB NB SB
HCM Control Delay, s 0.3 0 19.2 18.5
HCM LOS C C
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBT WBR SBLn1
Capacity (veh/h) 403 327 ---- 2 7 5
HCM Lane V/C Ratio 0.375 0.014 ---- 0.029
HCM Control Delay (s) 19.2 16.2 0.3 - - - 18.5
HCM Lane LOS C C A - - - C
HCM 95th %tile Q(veh) 1.7 0 ---- 0 . 1
Existing Plus Project AMHCM 2010 Signalized Intersection Summary 5: S Sanborn Rd & John St
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 80 136 66 305 365 35 36 360 310 50 558 183 Future Volume (veh/h) 80 136 66 305 365 35 36 360 310 50 558 183 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 0.97 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 Adj Sat Flow, veh/h/ln 1845 1845 1900 1863 1863 1863 1845 1845 1845 1863 1863 1863 Adj Flow Rate, veh/h 88 149 73 335 401 38 40 396 341 55 613 201 Adj No. of Lanes 120121121121
Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Percent Heavy Veh, % 333222333222
Cap, veh/h 148 348 161 390 1012 445 71 967 422 89 1010 449 Arrive On Green 0.08 0.15 0.15 0.22 0.29 0.29 0.04 0.28 0.28 0.05 0.29 0.29 Sat Flow, veh/h 1757 2310 1072 1774 3539 1555 1757 3505 1529 1774 3539 1572 Grp Volume(v), veh/h 88 111 111 335 401 38 40 396 341 55 613 201 Grp Sat Flow(s),veh/h/ln 1757 1752 1630 1774 1770 1555 1757 1752 1529 1774 1770 1572 Q Serve(g_s), s 2.9 3.4 3.7 10.8 5.4 1.1 1.3 5.5 12.3 1.8 8.9 6.2 Cycle Q Clear(g_c), s 2.9 3.4 3.7 10.8 5.4 1.1 1.3 5.5 12.3 1.8 8.9 6.2 Prop In Lane 1.00 0.66 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 148 264 245 390 1012 445 71 967 422 89 1010 449 V/C Ratio(X) 0.59 0.42 0.45 0.86 0.40 0.09 0.56 0.41 0.81 0.62 0.61 0.45 Avail Cap(c_a), veh/h 258 532 495 464 1481 651 148 1094 477 150 1105 491 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 26.2 22.8 22.9 22.2 17.0 15.5 27.9 17.5 20.0 27.6 18.3 17.4 Incr Delay (d2), s/veh 3.8 1.1 1.3 13.2 0.3 0.1 6.7 0.3 9.0 6.8 0.8 0.7 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 1.5 1.7 1.8 6.6 2.7 0.5 0.8 2.7 6.3 1.1 4.5 2.8 LnGrp Delay(d),s/veh 29.9 23.9 24.2 35.5 17.3 15.6 34.6 17.8 29.0 34.3 19.1 18.1 LnGrp LOS CCCDBBCBCCBB
Approach Vol, veh/h 310 774 777 869
Approach Delay, s/veh 25.7 25.1 23.6 19.8
Approach LOS C C C B
Timer 12345678
Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 7.5 20.8 17.5 13.4 6.9 21.4 9.5 21.4 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 5.0 18.5 15.5 18.0 5.0 18.5 8.7 24.8 Max Q Clear Time (g_c+I1), s 3.8 14.3 12.8 5.7 3.3 10.9 4.9 7.4 Green Ext Time (p_c), s 0.0 1.6 0.3 0.9 0.0 2.9 0.1 2.5 Intersection Summary
HCM 2010 Ctrl Delay 23.1
HCM 2010 LOS C
HCM 2010 TWSC Existing Plus Project AM
6: Abbott St & Maple St/Project Dwy
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 2.3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 35 17 76 63 14 139 40 519 77 167 1106 43 Future Vol, veh/h 35 17 76 63 14 139 40 519 77 167 1106 43 Conflicting Peds, #/hr 1 01101707707
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None
Storage Length - -----------
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 2 22222555222
Mvmt Flow 38 18 83 68 15 151 43 564 84 182 1202 47
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 1974 2338 633 1674 2319 332 1256 0 0 655 0 0 Stage 1 1597 1597 - 699 699 -------
Stage 2 377 741 - 975 1620 -------
Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.2 - - 4.14 - - Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 -------
Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 -------
Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.25 - - 2.22 - - Pot Cap-1 Maneuver ~ 37 36 422 ~ 62 37 664 533 - - 928 - - Stage 1 111 164 - 397 440 -------
Stage 2 616 421 - 270 160 -------
Platoon blocked, % - - - -
Mov Cap-1 Maneuver - ~ 11 419 - ~ 11 660 530 - - 923 - - Mov Cap-2 Maneuver - ~ 11 - - ~ 11 -------
Stage 1 96 56 - 344 381 -------
Stage 2 397 365 - ~ 50 55 -------
Approach EB WB NB SB
HCM Control Delay, s 1.4 3.4
HCM LOS - -
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 530 ---- 9 2 3--
HCM Lane V/C Ratio 0.082 ---- 0.197 - -
HCM Control Delay (s) 12.4 0.7 - - - 9.9 2.5 -
HCM Lane LOS B A - - - A A -
HCM 95th %tile Q(veh) 0.3 ---- 0 . 7--
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Existing Plus Project AMHCM 2010 TWSC
7: Abbott St & Spicer St
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 2.6
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 16 31 635 43 110 1116
Future Vol, veh/h 16 31 635 43 110 1116
Conflicting Peds, #/hr 0 00440
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 -----
Veh in Median Storage, # 0 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 27722
Mvmt Flow 17 34 690 47 120 1213
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 1565 373 0 0 741 0
Stage 1 718 -----
Stage 2 847 -----
Critical Hdwy 6.84 6.94 - - 4.14 -
Critical Hdwy Stg 1 5.84 -----
Critical Hdwy Stg 2 5.84 -----
Follow-up Hdwy 3.52 3.32 - - 2.22 -
Pot Cap-1 Maneuver 102 624 - - 862 -
Stage 1 444 -----
Stage 2 381 -----
Platoon blocked, % - - -
Mov Cap-1 Maneuver 58 622 - - 859 -
Mov Cap-2 Maneuver 58 -----
Stage 1 253 -----
Stage 2 381 -----
Approach WB NB SB
HCM Control Delay, s 43.2 0 2.5
HCM LOS E
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - 144 859 -
HCM Lane V/C Ratio - - 0.355 0.139 -
HCM Control Delay (s) - - 43.2 9.9 1.8
HCM Lane LOS - - E A A
HCM 95th %tile Q(veh) - - 1.5 0.5 -
Existing Plus Project AMHCM 2010 TWSC
8: Abbott St & Alameda Ave
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 2.2
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 40 34 12 645 1058 69
Future Vol, veh/h 40 34 12 645 1058 69
Conflicting Peds, #/hr 2 02002
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 -----
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 93 93 93 93 93 93
Heavy Vehicles, % 2 27722
Mvmt Flow 43 37 13 694 1138 74
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 1552 608 1214 0 - 0
Stage 1 1177 -----
Stage 2 375 -----
Critical Hdwy 6.84 6.94 4.24 - - -
Critical Hdwy Stg 1 5.84 -----
Critical Hdwy Stg 2 5.84 -----
Follow-up Hdwy 3.52 3.32 2.27 - - -
Pot Cap-1 Maneuver 104 439 543 - - -
Stage 1 255 -----
Stage 2 665 -----
Platoon blocked, % - - -
Mov Cap-1 Maneuver 100 438 542 - - -
Mov Cap-2 Maneuver 100 -----
Stage 1 245 -----
Stage 2 664 -----
Approach EB NB SB
HCM Control Delay, s 50.5 0.4 0
HCM LOS F
Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR
Capacity (veh/h) 542 - 155 - -
HCM Lane V/C Ratio 0.024 - 0.513 - -
HCM Control Delay (s) 11.8 0.2 50.5 - -
HCM Lane LOS B A F - -
HCM 95th %tile Q(veh) 0.1 - 2.5 - -
Existing Plus Project AMHCM 2010 Signalized Intersection Summary 9: Abbott St & Los Palos Dr/Malarin St
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 10 0 3 85 23 45 28 573 121 68 576 286 Future Volume (veh/h) 10 0 3 85 23 45 28 573 121 68 576 286 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 0.99 0.99 0.99 0.99 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 Adj Sat Flow, veh/h/ln 1900 1863 1900 1900 1652 1652 1792 1792 1900 1863 1863 1900 Adj Flow Rate, veh/h 11 0 3 92 25 49 30 623 132 74 626 311 Adj No. of Lanes 010011120120
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 15 15 15 666222
Cap, veh/h 216 17 24 290 51 188 468 1852 392 560 1515 753 Arrive On Green 0.14 0.00 0.14 0.14 0.14 0.14 0.66 0.66 0.66 0.66 0.66 0.66 Sat Flow, veh/h 525 126 177 1075 373 1386 572 2796 591 705 2288 1137 Grp Volume(v), veh/h 14 0 0 117 0 49 30 379 376 74 484 453 Grp Sat Flow(s),veh/h/ln 827 0 0 1449 0 1386 572 1703 1684 705 1770 1655 Q Serve(g_s), s 0.0 0.0 0.0 0.0 0.0 1.4 1.1 4.3 4.3 2.3 5.7 5.7 Cycle Q Clear(g_c), s 3.1 0.0 0.0 3.1 0.0 1.4 6.8 4.3 4.3 6.6 5.7 5.7 Prop In Lane 0.79 0.21 0.79 1.00 1.00 0.35 1.00 0.69
Lane Grp Cap(c), veh/h 257 0 0 341 0 188 468 1128 1115 560 1172 1096 V/C Ratio(X) 0.05 0.00 0.00 0.34 0.00 0.26 0.06 0.34 0.34 0.13 0.41 0.41 Avail Cap(c_a), veh/h 727 0 0 794 0 669 468 1128 1115 560 1172 1096 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 16.8 0.0 0.0 18.0 0.0 17.2 5.1 3.3 3.3 4.7 3.5 3.5 Incr Delay (d2), s/veh 0.1 0.0 0.0 0.6 0.0 0.7 0.3 0.8 0.8 0.5 1.1 1.2 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 0.2 0.0 0.0 1.4 0.0 0.6 0.2 2.3 2.2 0.5 3.0 2.9 LnGrp Delay(d),s/veh 16.9 0.0 0.0 18.6 0.0 18.0 5.3 4.1 4.1 5.2 4.6 4.7 LnGrp LOS B B BAAAAAA
Approach Vol, veh/h 14 166 785 1011
Approach Delay, s/veh 16.9 18.4 4.1 4.7
Approach LOS BBAA
Timer 12345678
Assigned Phs 2468
Phs Duration (G+Y+Rc), s 34.0 10.5 34.0 10.5
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 29.5 21.5 29.5 21.5
Max Q Clear Time (g_c+I1), s 8.8 5.1 8.6 5.1
Green Ext Time (p_c), s 5.2 0.0 7.1 0.7
Intersection Summary
HCM 2010 Ctrl Delay 5.7
HCM 2010 LOS A
Existing Plus Project AMHCM Signalized Intersection Capacity Analysis 10: Abbott St & E Romie Ln/Abbott Pl
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 250 6 220 16 3 0 361 566 9 23 441 139 Future Volume (vph) 250 6 220 16 3 0 361 566 9 23 441 139 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 0.98 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 0.95 1.00 0.96 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1649 1657 1553 1601 1736 3471 1518 1687 3374 1489 Flt Permitted 0.95 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1649 1657 1553 1667 1736 3471 1518 1687 3374 1489 Peak-hour factor, PHF 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 Adj. Flow (vph) 298 7 262 19 4 0 430 674 11 27 525 165
RTOR Reduction (vph) 0 0 219 00000500 1 1 7
Lane Group Flow (vph) 152 153 43 0 23 0 430 674 6 27 525 48 Confl. Peds. (#/hr) 31
Heavy Vehicles (%) 4% 4% 4% 14% 14% 14% 4% 4% 4% 7% 7% 7% Turn Type Split NA Perm Perm NA Prot NA Perm Prot NA Perm Protected Phases 4 4 7 5 2 1 6
Permitted Phases 4 7 2 6
Actuated Green, G (s) 12.2 12.2 12.2 1.7 20.4 40.0 40.0 2.0 21.6 21.6 Effective Green, g (s) 12.2 12.2 12.2 1.7 20.4 40.0 40.0 2.0 21.6 21.6 Actuated g/C Ratio 0.17 0.17 0.17 0.02 0.28 0.54 0.54 0.03 0.29 0.29 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 272 273 256 38 479 1878 821 45 986 435 v/s Ratio Prot 0.09 c0.09 c0.25 0.19 0.02 c0.16
v/s Ratio Perm 0.03 c0.01 0.00 0.03
v/c Ratio 0.56 0.56 0.17 0.61 0.90 0.36 0.01 0.60 0.53 0.11 Uniform Delay, d1 28.4 28.4 26.5 35.8 25.7 9.7 7.8 35.6 21.9 19.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.5 2.6 0.3 24.3 19.2 0.5 0.0 19.7 2.1 0.5 Delay (s) 30.9 31.0 26.8 60.0 44.9 10.2 7.8 55.2 24.0 19.6 Level of Service C C C E D B A E C B
Approach Delay (s) 29.0 60.0 23.6 24.2
Approach LOS C E C C
Intersection Summary
HCM 2000 Control Delay 25.4 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.67
Actuated Cycle Length (s) 73.9 Sum of lost time (s) 18.0 Intersection Capacity Utilization 54.0% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
Existing Plus Project AMHCM Signalized Intersection Capacity Analysis 11: E Blanco Rd/S Sanborn Rd & Abbott St
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 185 257 211 233 371 99 200 443 324 152 691 285 Future Volume (vph) 185 257 211 233 371 99 200 443 324 152 691 285 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 0.91 0.91 1.00 0.91 0.91 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 0.98 1.00 1.00 1.00 1.00 1.00 0.98 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 0.99 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1564 3270 1515 1507 3158 1456 1752 3505 1568 1719 3438 1511 Flt Permitted 0.95 0.99 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1564 3270 1515 1507 3158 1456 1752 3505 1568 1719 3438 1511 Peak-hour factor, PHF 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 Adj. Flow (vph) 220 306 251 277 442 118 238 527 386 181 823 339 RTOR Reduction (vph) 0 0 206 0 0 95 0 0 278 0 0 250
Lane Group Flow (vph) 169 357 45 233 486 23 238 527 108 181 823 89 Confl. Peds. (#/hr) 2 4 4
Heavy Vehicles (%) 5% 5% 5% 9% 9% 9% 3% 3% 3% 5% 5% 5%
Turn Type Split NA Perm Split NA Perm Prot NA Perm Prot NA Perm Protected Phases 4 4 7 7 5 2 1 6
Permitted Phases 4726
Actuated Green, G (s) 15.4 15.4 15.4 16.9 16.9 16.9 13.4 24.1 24.1 11.9 22.6 22.6 Effective Green, g (s) 15.4 15.4 15.4 16.9 16.9 16.9 13.4 24.1 24.1 11.9 22.6 22.6 Actuated g/C Ratio 0.18 0.18 0.18 0.20 0.20 0.20 0.16 0.28 0.28 0.14 0.26 0.26 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 279 583 270 295 618 285 272 978 437 237 900 395 v/s Ratio Prot 0.11 c0.11 c0.15 0.15 c0.14 0.15 0.11 c0.24 v/s Ratio Perm 0.03 0.02 0.07 0.06
v/c Ratio 0.61 0.61 0.17 0.79 0.79 0.08 0.88 0.54 0.25 0.76 0.91 0.22 Uniform Delay, d1 32.7 32.7 30.0 33.0 33.0 28.4 35.6 26.4 24.1 35.8 30.9 25.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 3.7 1.9 0.3 13.1 6.5 0.1 25.3 0.6 0.3 13.6 13.5 0.3 Delay (s) 36.3 34.6 30.3 46.1 39.5 28.5 60.9 27.0 24.4 49.4 44.4 25.3 Level of Service DCCDDCECCDDC
Approach Delay (s) 33.6 39.8 33.1 40.3
Approach LOS CDCD
Intersection Summary
HCM 2000 Control Delay 36.9 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.81
Actuated Cycle Length (s) 86.3 Sum of lost time (s) 18.0 Intersection Capacity Utilization 65.7% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Existing Plus Project PM 1: E Market St & Market Wy & Sherwood Dr
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 0 0 363 34 400 21 1197 596 287 616 39 Future Volume (vph) 0 0 0 363 34 400 21 1197 596 287 616 39 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 0.95 0.95 1.00 1.00 0.95 0.88 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 0.98 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.99
Flt Protected 0.95 0.96 1.00 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1681 1699 1552 1770 3539 2725 1770 3503 Flt Permitted 0.95 0.96 1.00 0.95 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1681 1699 1552 1770 3539 2725 1770 3503 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 0 0 0 382 36 421 22 1260 627 302 648 41 RTOR Reduction (vph) 00000 2 1 7000060
Lane Group Flow (vph) 0 0 0 206 212 204 22 1260 627 302 683 0 Confl. Peds. (#/hr) 7 4 1
Turn Type Split NA Perm Prot NA Free Prot NA
Protected Phases 8 8 5 2 1 6
Permitted Phases 8 Free
Actuated Green, G (s) 13.2 13.2 13.2 0.8 24.4 60.6 11.0 34.6 Effective Green, g (s) 13.2 13.2 13.2 0.8 24.4 60.6 11.0 34.6 Actuated g/C Ratio 0.22 0.22 0.22 0.01 0.40 1.00 0.18 0.57 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 366 370 338 23 1424 2725 321 2000
v/s Ratio Prot 0.12 0.12 0.01 c0.36 c0.17 0.19
v/s Ratio Perm c0.13 0.23
v/c Ratio 0.56 0.57 0.60 0.96 0.88 0.23 0.94 0.34
Uniform Delay, d1 21.1 21.2 21.3 29.9 16.8 0.0 24.5 6.9 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.0 2.1 3.0 166.5 8.4 0.2 34.9 0.5 Delay (s) 23.1 23.3 24.3 196.4 25.2 0.2 59.4 7.4
Level of Service C C C F C A E A
Approach Delay (s) 0.0 23.8 18.9 23.2
Approach LOS A C B C
Intersection Summary
HCM 2000 Control Delay 21.2 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.82
Actuated Cycle Length (s) 60.6 Sum of lost time (s) 12.0 Intersection Capacity Utilization 70.4% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
HCM 2010 Signalized Intersection Summary Existing Plus Project PM 2: Front St & E Alisal St
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 231 736 64 73 369 211 71 731 145 154 434 70 Future Volume (veh/h) 231 736 64 73 369 211 71 731 145 154 434 70 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 1.00 1.00 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 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1900 1863 1863 1863 1827 1827 1827 Adj Flow Rate, veh/h 254 809 70 80 405 232 78 803 159 169 477 77 Adj No. of Lanes 121120121121
Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Percent Heavy Veh, % 222222222444
Cap, veh/h 297 1176 519 103 486 275 100 888 397 207 1087 483 Arrive On Green 0.17 0.33 0.33 0.06 0.22 0.22 0.06 0.25 0.25 0.12 0.31 0.31 Sat Flow, veh/h 1774 3539 1560 1774 2180 1235 1774 3539 1581 1740 3471 1544 Grp Volume(v), veh/h 254 809 70 80 328 309 78 803 159 169 477 77 Grp Sat Flow(s),veh/h/ln 1774 1770 1560 1774 1770 1645 1774 1770 1581 1740 1736 1544 Q Serve(g_s), s 10.4 14.8 2.3 3.3 13.2 13.5 3.3 16.5 6.3 7.1 8.2 2.7 Cycle Q Clear(g_c), s 10.4 14.8 2.3 3.3 13.2 13.5 3.3 16.5 6.3 7.1 8.2 2.7 Prop In Lane 1.00 1.00 1.00 0.75 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 297 1176 519 103 395 367 100 888 397 207 1087 483 V/C Ratio(X) 0.86 0.69 0.13 0.78 0.83 0.84 0.78 0.90 0.40 0.82 0.44 0.16 Avail Cap(c_a), veh/h 343 1247 550 144 425 395 168 897 401 244 1087 483 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 30.3 21.6 17.5 34.8 27.8 27.8 34.9 27.2 23.4 32.2 20.5 18.6 Incr Delay (d2), s/veh 17.0 1.5 0.1 16.1 12.4 14.4 12.1 12.4 0.7 16.9 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 6.5 7.4 1.0 2.1 7.8 7.6 1.9 9.6 2.8 4.4 4.0 1.2 LnGrp Delay(d),s/veh 47.3 23.1 17.6 50.9 40.1 42.2 47.0 39.6 24.0 49.1 20.8 18.8 LnGrp LOS D C B DDDDDCDCB
Approach Vol, veh/h 1133 717 1040 723
Approach Delay, s/veh 28.2 42.2 37.8 27.2
Approach LOS CDDC
Timer 12345678
Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 13.4 23.3 8.8 29.4 8.7 28.0 17.0 21.2 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 10.5 19.0 6.1 26.4 7.1 22.4 14.5 18.0 Max Q Clear Time (g_c+I1), s 9.1 18.5 5.3 16.8 5.3 10.2 12.4 15.5 Green Ext Time (p_c), s 0.1 0.3 0.0 4.0 0.0 2.7 0.2 1.0 Intersection Summary
HCM 2010 Ctrl Delay 33.5
HCM 2010 LOS C
HCM Signalized Intersection Capacity Analysis Existing Plus Project PM 3: Abbott St & John St (SR 68)
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations
Traffic Volume (vph) 54 719 93 121 406 621 71 264 714 598 147 323 Future Volume (vph) 54 719 93 121 406 621 71 264 714 598 147 323 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00 0.99 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.98 1.00 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1770 3539 1551 1770 3478 1770 3539 1561 1719 3438 Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1770 3539 1551 1770 3478 1770 3539 1561 1719 3438 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 59 782 101 132 441 675 77 287 776 650 160 351 RTOR Reduction (vph) 0 0 79 006000 2 3 500
Lane Group Flow (vph) 59 782 22 0 573 746 0 287 776 415 160 351 Confl. Peds. (#/hr) 4 3 1
Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 5% 5%
Turn Type Prot NA Perm Prot Prot NA Prot NA Perm Prot NA Protected Phases 7 4 3 3 8 5 2 1 6
Permitted Phases 4 2
Actuated Green, G (s) 7.5 28.4 28.4 39.5 60.4 22.6 33.1 33.1 11.9 22.4 Effective Green, g (s) 7.5 28.4 28.4 39.5 60.4 22.6 33.1 33.1 11.9 22.4 Actuated g/C Ratio 0.06 0.22 0.22 0.30 0.46 0.17 0.25 0.25 0.09 0.17 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 101 767 336 534 1604 305 894 394 156 588 v/s Ratio Prot 0.03 c0.22 c0.32 0.21 c0.16 0.22 0.09 0.10 v/s Ratio Perm 0.01 c0.27
v/c Ratio 0.58 1.02 0.07 1.07 0.46 0.94 0.87 1.05 1.03 0.60 Uniform Delay, d1 60.2 51.2 40.7 45.7 24.2 53.5 46.8 48.9 59.5 50.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 8.3 37.5 0.1 60.0 0.2 36.1 11.1 60.4 79.0 4.4 Delay (s) 68.5 88.8 40.8 105.7 24.4 89.6 58.0 109.3 138.5 54.5 Level of Service E F D F C F E F F D
Approach Delay (s) 82.3 59.5 82.7 79.9
Approach LOS F E F E
Intersection Summary
HCM 2000 Control Delay 75.5 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 1.06
Actuated Cycle Length (s) 130.9 Sum of lost time (s) 18.0 Intersection Capacity Utilization 109.4% ICU Level of Service H Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Existing Plus Project PM 3: Abbott St & John St (SR 68)
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement SBR
Lane Configurations
Traffic Volume (vph) 12
Future Volume (vph) 12
Ideal Flow (vphpl) 1900
Total Lost time (s) 4.5
Lane Util. Factor 1.00
Frpb, ped/bikes 0.98
Flpb, ped/bikes 1.00
Frt 0.85
Flt Protected 1.00
Satd. Flow (prot) 1506
Flt Permitted 1.00
Satd. Flow (perm) 1506
Peak-hour factor, PHF 0.92
Adj. Flow (vph) 13
RTOR Reduction (vph) 11
Lane Group Flow (vph) 2
Confl. Peds. (#/hr) 4
Heavy Vehicles (%) 5%
Turn Type Perm
Protected Phases
Permitted Phases 6
Actuated Green, G (s) 22.4
Effective Green, g (s) 22.4
Actuated g/C Ratio 0.17
Clearance Time (s) 4.5
Vehicle Extension (s) 3.0
Lane Grp Cap (vph) 257
v/s Ratio Prot
v/s Ratio Perm 0.00
v/c Ratio 0.01
Uniform Delay, d1 45.0
Progression Factor 1.00
Incremental Delay, d2 0.1
Delay (s) 45.1
Level of Service D
Approach Delay (s)
Approach LOS
Intersection Summary
HCM 2010 TWSC Existing Plus Project PM
4: Project Dwy/Spring St & John St (SR 68)
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 11.1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 4 1333 246 0 1211 8 0 0 244 5 0 6
Future Vol, veh/h 4 1333 246 0 1211 8 0 0 244 5 0 6
Conflicting Peds, #/hr 5 03305002200
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None
Storage Length - ------- 0---
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93
Heavy Vehicles, % 2 22222 3 6 3 6 3 6999
Mvmt Flow 4 1433 265 0 1302 9 0 0 262 5 0 6
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 1316 0 0 - - 0 - - 854 2039 3021 661 Stage 1 - -------- 1312 1312 -
Stage 2 - -------- 7 2 7 1709 -
Critical Hdwy 4.14 ------- 7.62 7.68 6.68 7.08
Critical Hdwy Stg 1 - -------- 6.68 5.68 -
Critical Hdwy Stg 2 - -------- 6.68 5.68 -
Follow-up Hdwy 2.22 ------- 3.66 3.59 4.09 3.39
Pot Cap-1 Maneuver 521 - - 0 - - 0 0 ~ 241 30 11 389
Stage 1 - - - 0 - - 0 0 - 158 214 -
Stage 2 - - - 0 - - 0 0 - 366 135 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 519 ------- ~ 2 4 0- 8 3 8 7
Mov Cap-2 Maneuver - --------- 8-
Stage 1 - -------- 1 1 3 2 1 3-
Stage 2 - --------- 9 7-
Approach EB WB NB SB
HCM Control Delay, s 1.5 0 129.4
HCM LOS F -
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBT WBR SBLn1
Capacity (veh/h) 240 519 -----
HCM Lane V/C Ratio 1.093 0.008 -----
HCM Control Delay (s) 129.4 12 1.7 ----
HCM Lane LOS F B A ----
HCM 95th %tile Q(veh) 11.4 0 -----
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Existing Plus Project PMHCM 2010 Signalized Intersection Summary 5: S Sanborn Rd & John St
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 189 296 93 224 284 22 144 795 506 31 405 198 Future Volume (veh/h) 189 296 93 224 284 22 144 795 506 31 405 198 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 1.00 0.96 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 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 201 315 99 238 302 23 153 846 538 33 431 211 Adj No. of Lanes 120121121121
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 222222222222
Cap, veh/h 251 491 151 284 718 317 192 1221 522 61 960 413 Arrive On Green 0.14 0.18 0.18 0.16 0.20 0.20 0.11 0.34 0.34 0.03 0.27 0.27 Sat Flow, veh/h 1774 2655 819 1774 3539 1560 1774 3539 1514 1774 3539 1522 Grp Volume(v), veh/h 201 208 206 238 302 23 153 846 538 33 431 211 Grp Sat Flow(s),veh/h/ln 1774 1770 1704 1774 1770 1560 1774 1770 1514 1774 1770 1522 Q Serve(g_s), s 7.2 7.1 7.3 8.5 4.9 0.8 5.5 13.4 22.5 1.2 6.6 7.7 Cycle Q Clear(g_c), s 7.2 7.1 7.3 8.5 4.9 0.8 5.5 13.4 22.5 1.2 6.6 7.7 Prop In Lane 1.00 0.48 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 251 327 315 284 718 317 192 1221 522 61 960 413 V/C Ratio(X) 0.80 0.64 0.65 0.84 0.42 0.07 0.80 0.69 1.03 0.54 0.45 0.51 Avail Cap(c_a), veh/h 294 488 470 313 1015 447 231 1221 522 136 1031 443 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 27.1 24.6 24.7 26.6 22.7 21.0 28.4 18.4 21.4 31.0 19.7 20.1 Incr Delay (d2), s/veh 12.6 2.1 2.3 16.8 0.4 0.1 14.9 1.7 47.3 7.2 0.3 1.0 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 4.4 3.7 3.6 5.5 2.4 0.3 3.5 6.8 16.1 0.7 3.3 3.3 LnGrp Delay(d),s/veh 39.7 26.6 27.0 43.4 23.0 21.1 43.3 20.1 68.6 38.2 20.1 21.1 LnGrp LOS DCCDCCDCFDCC
Approach Vol, veh/h 615 563 1537 675
Approach Delay, s/veh 31.0 31.6 39.4 21.3
Approach LOS CCDC
Timer 12345678
Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 6.8 27.0 14.9 16.6 11.6 22.2 13.7 17.7 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 5.0 22.5 11.5 18.0 8.5 19.0 10.8 18.7 Max Q Clear Time (g_c+I1), s 3.2 24.5 10.5 9.3 7.5 9.7 9.2 6.9 Green Ext Time (p_c), s 0.0 0.0 0.1 1.6 0.0 2.5 0.1 1.5 Intersection Summary
HCM 2010 Ctrl Delay 33.0
HCM 2010 LOS C
HCM 2010 TWSC Existing Plus Project PM
6: Abbott St & Maple St/Private Dwy
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 9927
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 24 26 39 116 26 257 55 1270 115 250 505 40 Future Vol, veh/h 24 26 39 116 26 257 55 1270 115 250 505 40 Conflicting Peds, #/hr 0 01100 1 30220 1 3
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None
Storage Length - -----------
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 91 91 91 91 91 91 91 91 91 91 91 91
Heavy Vehicles, % 2 22222222555
Mvmt Flow 26 29 43 127 29 282 60 1396 126 275 555 44
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 1973 2784 314 2424 2743 763 612 0 0 1524 0 0 Stage 1 1140 1140 - 1581 1581 -------
Stage 2 833 1644 - 843 1162 -------
Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 - - 4.2 - - Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 -------
Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 -------
Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.25 - - Pot Cap-1 Maneuver 37 ~ 19 682 ~ 17 ~ 20 347 963 - - 419 - - Stage 1 214 274 - ~ 114 167 -------
Stage 2 329 156 - 325 267 -------
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 0 0 674 ~ 1 0 346 953 - - 418 - -
Mov Cap-2 Maneuver 0 0 - ~ 1 0 -------
Stage 1 117 ~ 2 - ~ 63 92 -------
Stage 2 ~ 23 86 - - ~ 2 -------
Approach EB WB NB SB
HCM Control Delay, s 11.2 $ 67710.9 2 13.5
HCM LOS B F
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 953 - - 674 3 418 - -
HCM Lane V/C Ratio 0.063 - - 0.145 146.154 0.657 - -
HCM Control Delay (s) 9 1.9 - 11.2 $ 67710.9 28.7 7.1 - HCM Lane LOS A A - B F D A -
HCM 95th %tile Q(veh) 0.2 - - 0.5 57.3 4.6 - -
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 2010 TWSC Existing Plus Project PM
6: Abbott St & Maple St/Private Dwy
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 9927
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 24 26 39 116 26 257 55 1270 115 250 505 40 Future Vol, veh/h 24 26 39 116 26 257 55 1270 115 250 505 40 Conflicting Peds, #/hr 0 01100 1 30220 1 3
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None
Storage Length - -----------
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 91 91 91 91 91 91 91 91 91 91 91 91
Heavy Vehicles, % 2 22222222555
Mvmt Flow 26 29 43 127 29 282 60 1396 126 275 555 44
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 1973 2784 314 2424 2743 763 612 0 0 1524 0 0 Stage 1 1140 1140 - 1581 1581 -------
Stage 2 833 1644 - 843 1162 -------
Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 - - 4.2 - - Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 -------
Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 -------
Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.25 - - Pot Cap-1 Maneuver 37 ~ 19 682 ~ 17 ~ 20 347 963 - - 419 - - Stage 1 214 274 - ~ 114 167 -------
Stage 2 329 156 - 325 267 -------
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 0 0 674 ~ 1 0 346 953 - - 418 - -
Mov Cap-2 Maneuver 0 0 - ~ 1 0 -------
Stage 1 117 ~ 2 - ~ 63 92 -------
Stage 2 ~ 23 86 - - ~ 2 -------
Approach EB WB NB SB
HCM Control Delay, s 11.2 $ 67710.9 2 13.5
HCM LOS B F
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 953 - - 674 3 418 - -
HCM Lane V/C Ratio 0.063 - - 0.145 146.154 0.657 - -
HCM Control Delay (s) 9 1.9 - 11.2 $ 67710.9 28.7 7.1 - HCM Lane LOS A A - B F D A -
HCM 95th %tile Q(veh) 0.2 - - 0.5 57.3 4.6 - -
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Existing Plus Project PMHCM 2010 TWSC
7: Abbott St & Spicer St
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 1.5
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 3 114 1295 54 17 667
Future Vol, veh/h 3 114 1295 54 17 667
Conflicting Peds, #/hr 0 00330
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 -----
Veh in Median Storage, # 0 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 23344
Mvmt Flow 3 124 1408 59 18 725
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 1840 737 0 0 1470 0
Stage 1 1441 -----
Stage 2 399 -----
Critical Hdwy 6.84 6.94 - - 4.18 -
Critical Hdwy Stg 1 5.84 -----
Critical Hdwy Stg 2 5.84 -----
Follow-up Hdwy 3.52 3.32 - - 2.24 -
Pot Cap-1 Maneuver 67 361 - - 445 -
Stage 1 184 -----
Stage 2 647 -----
Platoon blocked, % - - -
Mov Cap-1 Maneuver 62 360 - - 444 -
Mov Cap-2 Maneuver 62 -----
Stage 1 171 -----
Stage 2 647 -----
Approach WB NB SB
HCM Control Delay, s 23.4 0 0.7
HCM LOS C
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - 321 444 -
HCM Lane V/C Ratio - - 0.396 0.042 -
HCM Control Delay (s) - - 23.4 13.5 0.4
HCM Lane LOS - - C B A
HCM 95th %tile Q(veh) - - 1.8 0.1 -
Existing Plus Project PMHCM 2010 TWSC
8: Abbott St & Alameda Ave
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 3.6
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 63 10 23 1283 614 54
Future Vol, veh/h 63 10 23 1283 614 54
Conflicting Peds, #/hr 4 02002
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 -----
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 91 91 91 91 91 91
Heavy Vehicles, % 2 23344
Mvmt Flow 69 11 25 1410 675 59
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 1466 369 736 0 - 0
Stage 1 707 -----
Stage 2 759 -----
Critical Hdwy 6.84 6.94 4.16 - - -
Critical Hdwy Stg 1 5.84 -----
Critical Hdwy Stg 2 5.84 -----
Follow-up Hdwy 3.52 3.32 2.23 - - -
Pot Cap-1 Maneuver 119 628 859 - - -
Stage 1 450 -----
Stage 2 423 -----
Platoon blocked, % - - -
Mov Cap-1 Maneuver 103 627 858 - - -
Mov Cap-2 Maneuver 103 -----
Stage 1 389 -----
Stage 2 422 -----
Approach EB NB SB
HCM Control Delay, s 86.9 0.8 0
HCM LOS F
Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR
Capacity (veh/h) 858 - 116 - -
HCM Lane V/C Ratio 0.029 - 0.692 - -
HCM Control Delay (s) 9.3 0.6 86.9 - -
HCM Lane LOS A A F - -
HCM 95th %tile Q(veh) 0.1 - 3.7 - -
Existing Plus Project PMHCM 2010 Signalized Intersection Summary 9: Abbott St & Los Palos Dr/Malarin St
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 52 1 12 128 45 105 25 993 109 26 419 129 Future Volume (veh/h) 52 1 12 128 45 105 25 993 109 26 419 129 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1900 1900 1792 1792 1827 1827 1900 1845 1845 1900 Adj Flow Rate, veh/h 58 1 13 144 51 118 28 1116 122 29 471 145 Adj No. of Lanes 010011120120
Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Percent Heavy Veh, % 222666444333
Cap, veh/h 221 16 24 344 92 309 563 1954 213 323 1636 500 Arrive On Green 0.20 0.20 0.20 0.20 0.20 0.20 0.62 0.62 0.62 0.62 0.62 0.62 Sat Flow, veh/h 458 77 118 1084 452 1515 787 3156 344 443 2643 808 Grp Volume(v), veh/h 72 0 0 195 0 118 28 613 625 29 311 305 Grp Sat Flow(s),veh/h/ln 652 0 0 1536 0 1515 787 1736 1764 443 1752 1698 Q Serve(g_s), s 2.1 0.0 0.0 0.0 0.0 3.4 0.9 10.6 10.6 2.1 4.2 4.2 Cycle Q Clear(g_c), s 7.8 0.0 0.0 5.7 0.0 3.4 5.1 10.6 10.6 12.7 4.2 4.2 Prop In Lane 0.81 0.18 0.74 1.00 1.00 0.20 1.00 0.48
Lane Grp Cap(c), veh/h 261 0 0 436 0 309 563 1075 1092 323 1085 1051 V/C Ratio(X) 0.28 0.00 0.00 0.45 0.00 0.38 0.05 0.57 0.57 0.09 0.29 0.29 Avail Cap(c_a), veh/h 488 0 0 693 0 581 563 1075 1092 323 1085 1051 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 20.4 0.0 0.0 18.4 0.0 17.5 5.7 5.7 5.7 9.5 4.5 4.5 Incr Delay (d2), s/veh 0.6 0.0 0.0 0.7 0.0 0.8 0.2 2.2 2.2 0.5 0.7 0.7 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 1.0 0.0 0.0 2.6 0.0 1.5 0.2 5.6 5.7 0.3 2.2 2.2 LnGrp Delay(d),s/veh 21.0 0.0 0.0 19.1 0.0 18.3 5.9 7.9 7.9 10.0 5.2 5.2 LnGrp LOS C B BAAABAA
Approach Vol, veh/h 72 313 1266 645
Approach Delay, s/veh 21.0 18.8 7.9 5.4
Approach LOS C B A A
Timer 12345678
Assigned Phs 2468
Phs Duration (G+Y+Rc), s 36.0 14.9 36.0 14.9
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 31.5 19.5 31.5 19.5
Max Q Clear Time (g_c+I1), s 12.6 9.8 14.7 7.7
Green Ext Time (p_c), s 8.7 0.2 4.0 1.1
Intersection Summary
HCM 2010 Ctrl Delay 9.1
HCM 2010 LOS A
Existing Plus Project PMHCM Signalized Intersection Capacity Analysis 10: Abbott St & E Romie Ln/Abbott Pl
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 367 0 320 40 4 8 291 722 17 15 452 109 Future Volume (vph) 367 0 320 40 4 8 291 722 17 15 452 109 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 0.98 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 0.98 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 0.95 1.00 0.96 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1665 1665 1568 1398 1719 3438 1500 1703 3406 1524 Flt Permitted 0.95 0.95 1.00 0.86 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1665 1665 1568 1252 1719 3438 1500 1703 3406 1524 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 399 0 348 43 4 9 316 785 18 16 491 118
RTOR Reduction (vph) 0 0 284 09000900 8 1
Lane Group Flow (vph) 199 200 64 0 47 0 316 785 9 16 491 37 Confl. Peds. (#/hr) 5
Heavy Vehicles (%) 3% 3% 3% 28% 28% 28% 5% 5% 5% 6% 6% 6% Turn Type Split NA Perm Perm NA Prot NA Perm Prot NA Perm Protected Phases 4 4 7 5 2 1 6
Permitted Phases 4 7 2 6
Actuated Green, G (s) 14.3 14.3 14.3 4.1 16.5 39.9 39.9 0.9 24.3 24.3 Effective Green, g (s) 14.3 14.3 14.3 4.1 16.5 39.9 39.9 0.9 24.3 24.3 Actuated g/C Ratio 0.19 0.19 0.19 0.05 0.21 0.52 0.52 0.01 0.31 0.31 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 308 308 290 66 367 1776 775 19 1072 479 v/s Ratio Prot 0.12 c0.12 c0.18 c0.23 0.01 0.14
v/s Ratio Perm 0.04 c0.04 0.01 0.02
v/c Ratio 0.65 0.65 0.22 0.72 0.86 0.44 0.01 0.84 0.46 0.08 Uniform Delay, d1 29.1 29.1 26.7 36.0 29.2 11.7 9.1 38.1 21.2 18.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 4.6 4.7 0.4 31.1 18.3 0.8 0.0 131.7 1.4 0.3 Delay (s) 33.7 33.8 27.1 67.1 47.5 12.5 9.1 169.8 22.6 18.9 Level of Service C C C E D B A F C B
Approach Delay (s) 30.7 67.1 22.3 25.7
Approach LOS C E C C
Intersection Summary
HCM 2000 Control Delay 26.6 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.65
Actuated Cycle Length (s) 77.2 Sum of lost time (s) 18.0 Intersection Capacity Utilization 52.0% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
Existing Plus Project PMHCM Signalized Intersection Capacity Analysis 11: E Blanco Rd/S Sanborn Rd & Abbott St
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 272 284 232 320 418 345 232 622 244 152 490 259 Future Volume (vph) 272 284 232 320 418 345 232 622 244 152 490 259 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 0.91 0.91 1.00 0.91 0.91 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 0.99 1.00 0.95 0.99 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1579 3286 1528 1535 3206 1509 1752 3505 1568 1719 3438 1517 Flt Permitted 0.95 0.99 1.00 0.95 0.99 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1579 3286 1528 1535 3206 1509 1752 3505 1568 1719 3438 1517 Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Adj. Flow (vph) 309 323 264 364 475 392 264 707 277 173 557 294 RTOR Reduction (vph) 0 0 214 0 0 255 0 0 207 0 0 233
Lane Group Flow (vph) 207 425 50 273 566 137 264 707 70 173 557 61 Confl. Peds. (#/hr) 3 1
Heavy Vehicles (%) 4% 4% 4% 7% 7% 7% 3% 3% 3% 5% 5% 5%
Turn Type Split NA Perm Split NA Perm Prot NA Perm Prot NA Perm Protected Phases 4 4 7 7 5 2 1 6
Permitted Phases 4726
Actuated Green, G (s) 16.5 16.5 16.5 18.8 18.8 18.8 15.0 21.8 21.8 11.2 18.0 18.0 Effective Green, g (s) 16.5 16.5 16.5 18.8 18.8 18.8 15.0 21.8 21.8 11.2 18.0 18.0 Actuated g/C Ratio 0.19 0.19 0.19 0.22 0.22 0.22 0.17 0.25 0.25 0.13 0.21 0.21 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 301 628 292 334 698 328 304 885 396 223 717 316 v/s Ratio Prot c0.13 0.13 c0.18 0.18 c0.15 c0.20 0.10 0.16 v/s Ratio Perm 0.03 0.09 0.04 0.04
v/c Ratio 0.69 0.68 0.17 0.82 0.81 0.42 0.87 0.80 0.18 0.78 0.78 0.19 Uniform Delay, d1 32.5 32.4 29.2 32.1 32.1 29.0 34.7 30.2 25.2 36.3 32.3 28.2 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 6.4 2.9 0.3 14.3 7.1 0.9 22.1 5.1 0.2 15.5 5.3 0.3 Delay (s) 38.9 35.3 29.5 46.4 39.2 29.9 56.8 35.3 25.4 51.8 37.5 28.5 Level of Service DDCDDCEDCDDC
Approach Delay (s) 34.4 37.8 37.7 37.3
Approach LOS CDDD
Intersection Summary
HCM 2000 Control Delay 37.0 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.81
Actuated Cycle Length (s) 86.3 Sum of lost time (s) 18.0 Intersection Capacity Utilization 66.3% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Existing Plus Project AM 3: Abbott St & John St (SR 68) With Improvement
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations
Traffic Volume (vph) 47 445 105 81 593 866 57 90 345 244 147 609 Future Volume (vph) 47 445 105 81 593 866 57 90 345 244 147 609 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 1.00 0.97 0.95 1.00 0.95 1.00 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 1.00 1.00 0.99 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.99 1.00 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1770 3539 1560 3433 3504 1719 3438 1516 1752 3505 Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1770 3539 1560 3433 3504 1719 3438 1516 1752 3505 Peak-hour factor, PHF 0.89 0.89 0.89 0.92 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Adj. Flow (vph) 53 500 118 88 666 973 64 101 388 274 165 684 RTOR Reduction (vph) 0 0 91 006000 2 1 200
Lane Group Flow (vph) 53 500 27 0 754 1031 0 101 388 62 165 684 Confl. Peds. (#/hr) 2 1 2
Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 5% 5% 5% 3% 3%
Turn Type Prot NA Perm Prot Prot NA Prot NA Perm Prot NA Protected Phases 7 4 3 3 8 5 2 1 6
Permitted Phases 4 2
Actuated Green, G (s) 3.0 18.0 18.0 17.7 32.7 5.7 18.1 18.1 8.2 20.6 Effective Green, g (s) 3.0 18.0 18.0 17.7 32.7 5.7 18.1 18.1 8.2 20.6 Actuated g/C Ratio 0.04 0.22 0.22 0.22 0.41 0.07 0.23 0.23 0.10 0.26 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 66 796 351 759 1432 122 777 342 179 902 v/s Ratio Prot 0.03 0.14 c0.22 c0.29 0.06 0.11 c0.09 c0.20 v/s Ratio Perm 0.02 0.04
v/c Ratio 0.80 0.63 0.08 0.99 0.72 0.83 0.50 0.18 0.92 0.76 Uniform Delay, d1 38.2 28.0 24.4 31.1 19.8 36.7 27.0 25.0 35.6 27.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 48.8 1.6 0.1 30.9 1.8 34.8 2.3 1.2 45.2 5.9 Delay (s) 87.0 29.5 24.5 61.9 21.6 71.5 29.3 26.1 80.8 33.3 Level of Service F C C E C E C C F C
Approach Delay (s) 33.2 38.6 33.7 42.3
Approach LOS C D C D
Intersection Summary
HCM 2000 Control Delay 37.6 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.89
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 18.0 Intersection Capacity Utilization 70.2% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Existing Plus Project AM 3: Abbott St & John St (SR 68) With Improvement
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement SBR
Lane Configurations
Traffic Volume (vph) 9
Future Volume (vph) 9
Ideal Flow (vphpl) 1900
Total Lost time (s) 4.5
Lane Util. Factor 1.00
Frpb, ped/bikes 0.99
Flpb, ped/bikes 1.00
Frt 0.85
Flt Protected 1.00
Satd. Flow (prot) 1547
Flt Permitted 1.00
Satd. Flow (perm) 1547
Peak-hour factor, PHF 0.89
Adj. Flow (vph) 10
RTOR Reduction (vph) 7
Lane Group Flow (vph) 3
Confl. Peds. (#/hr) 1
Heavy Vehicles (%) 3%
Turn Type Perm
Protected Phases
Permitted Phases 6
Actuated Green, G (s) 20.6
Effective Green, g (s) 20.6
Actuated g/C Ratio 0.26
Clearance Time (s) 4.5
Vehicle Extension (s) 3.0
Lane Grp Cap (vph) 398
v/s Ratio Prot
v/s Ratio Perm 0.00
v/c Ratio 0.01
Uniform Delay, d1 22.1
Progression Factor 1.00
Incremental Delay, d2 0.0
Delay (s) 22.1
Level of Service C
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Signalized Intersection Capacity Analysis Existing Plus Project AM 3: Abbott St & John St (SR 68) With Improvement - Alternative 2 - Signal Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations
Traffic Volume (vph) 46 446 105 81 593 866 57 90 345 244 142 609 Future Volume (vph) 46 446 105 81 593 866 57 90 345 244 142 609 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 1.00 0.97 0.95 1.00 0.95 0.88 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.99 1.00 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1770 3539 1560 3433 3504 1719 3438 2707 1752 3505 Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1770 3539 1560 3433 3504 1719 3438 2707 1752 3505 Peak-hour factor, PHF 0.89 0.89 0.89 0.92 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Adj. Flow (vph) 52 501 118 88 666 973 64 101 388 274 160 684 RTOR Reduction (vph) 0 0 91 006000 2 1 100
Lane Group Flow (vph) 52 501 27 0 754 1031 0 101 388 63 160 684 Confl. Peds. (#/hr) 2 1 2
Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 5% 5% 5% 3% 3%
Turn Type Prot NA Perm Prot Prot NA Prot NA Prot Prot NA Protected Phases 7 4 3 3 8 52216
Permitted Phases 4
Actuated Green, G (s) 3.0 18.0 18.0 17.7 32.7 5.7 18.4 18.4 7.9 20.6 Effective Green, g (s) 3.0 18.0 18.0 17.7 32.7 5.7 18.4 18.4 7.9 20.6 Actuated g/C Ratio 0.04 0.22 0.22 0.22 0.41 0.07 0.23 0.23 0.10 0.26 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 66 796 351 759 1432 122 790 622 173 902 v/s Ratio Prot 0.03 0.14 c0.22 c0.29 0.06 0.11 0.02 c0.09 c0.20 v/s Ratio Perm 0.02
v/c Ratio 0.79 0.63 0.08 0.99 0.72 0.83 0.49 0.10 0.92 0.76 Uniform Delay, d1 38.2 28.0 24.4 31.1 19.8 36.7 26.7 24.3 35.8 27.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 44.9 1.6 0.1 30.9 1.8 34.8 2.2 0.3 46.8 5.9 Delay (s) 83.1 29.6 24.5 61.9 21.6 71.5 28.9 24.6 82.6 33.3 Level of Service F C C E C E C C F C
Approach Delay (s) 32.8 38.6 33.0 42.4
Approach LOS C D C D
Intersection Summary
HCM 2000 Control Delay 37.4 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.89
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 18.0 Intersection Capacity Utilization 69.6% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Existing Plus Project AM 3: Abbott St & John St (SR 68) With Improvement - Alternative 2 - Signal Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement SBR
Lane Configurations
Traffic Volume (vph) 9
Future Volume (vph) 9
Ideal Flow (vphpl) 1900
Total Lost time (s) 4.5
Lane Util. Factor 1.00
Frpb, ped/bikes 0.99
Flpb, ped/bikes 1.00
Frt 0.85
Flt Protected 1.00
Satd. Flow (prot) 1547
Flt Permitted 1.00
Satd. Flow (perm) 1547
Peak-hour factor, PHF 0.89
Adj. Flow (vph) 10
RTOR Reduction (vph) 7
Lane Group Flow (vph) 3
Confl. Peds. (#/hr) 1
Heavy Vehicles (%) 3%
Turn Type Perm
Protected Phases
Permitted Phases 6
Actuated Green, G (s) 20.6
Effective Green, g (s) 20.6
Actuated g/C Ratio 0.26
Clearance Time (s) 4.5
Vehicle Extension (s) 3.0
Lane Grp Cap (vph) 398
v/s Ratio Prot
v/s Ratio Perm 0.00
v/c Ratio 0.01
Uniform Delay, d1 22.1
Progression Factor 1.00
Incremental Delay, d2 0.0
Delay (s) 22.1
Level of Service C
Approach Delay (s)
Approach LOS
Intersection Summary
HCM 2010 TWSC Existing Plus Project AM
4: Project Dwy/Spring St & John St (SR 68) With Improvement Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 0 747 171 0 1590 12 0 0 133 0 0 7
Future Vol, veh/h 0 747 171 0 1590 12 0 0 133 0 0 7
Conflicting Peds, #/hr 2 03302100001
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None
Storage Length - ------- 0-- 0
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 88 88 88 88 88 88 88 88 88 88 88 88
Heavy Vehicles, % 3 33222 4 4 4 4 4 4222
Mvmt Flow 0 849 194 0 1807 14 0 0 151 0 0 8
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All - 0 0 - - 0 - - 525 - - 914
Stage 1 - -----------
Stage 2 - -----------
Critical Hdwy - ------- 7.78 - - 6.94
Critical Hdwy Stg 1 - -----------
Critical Hdwy Stg 2 - -----------
Follow-up Hdwy - ------- 3.74 - - 3.32
Pot Cap-1 Maneuver 0 - - 0 - - 0 0 402 0 0 276
Stage 1 0 - - 0 - - 0 0 - 0 0 -
Stage 2 0 - - 0 - - 0 0 - 0 0 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver - ------- 4 0 1-- 2 7 5
Mov Cap-2 Maneuver - -----------
Stage 1 - -----------
Stage 2 - -----------
Approach EB WB NB SB
HCM Control Delay, s 0 0 19.3 18.5
HCM LOS C C
Minor Lane/Major Mvmt NBLn1 EBT EBR WBT WBR SBLn1
Capacity (veh/h) 401 ---- 2 7 5
HCM Lane V/C Ratio 0.377 ---- 0.029
HCM Control Delay (s) 19.3 ---- 18.5
HCM Lane LOS C ---- C
HCM 95th %tile Q(veh) 1.7 ---- 0 . 1
HCM 2010 Signalized Intersection Summary Existing Plus Project AM 6: Abbott St & Maple St/Project Dwy With Improvement
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 35 17 76 63 14 139 40 519 77 167 1106 43 Future Volume (veh/h) 35 17 76 63 14 139 40 519 77 167 1106 43 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 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 Adj Sat Flow, veh/h/ln 1900 1863 1863 1900 1863 1863 1810 1810 1900 1863 1863 1900 Adj Flow Rate, veh/h 38 18 83 68 15 151 43 564 84 182 1202 47 Adj No. of Lanes 011011120120
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222555222
Cap, veh/h 113 33 473 122 15 680 61 1037 154 232 1533 60 Arrive On Green 0.30 0.30 0.30 0.30 0.30 0.30 0.04 0.35 0.35 0.13 0.44 0.44 Sat Flow, veh/h 0 110 1582 0 51 1582 1723 2999 445 1774 3471 136 Grp Volume(v), veh/h 56 0 83 83 0 151 43 323 325 182 612 637 Grp Sat Flow(s),veh/h/ln 110 0 1582 51 0 1582 1723 1719 1726 1774 1770 1838 Q Serve(g_s), s 0.0 0.0 2.1 0.0 0.0 3.2 1.3 8.1 8.1 5.3 15.8 15.8 Cycle Q Clear(g_c), s 16.0 0.0 2.1 16.0 0.0 3.2 1.3 8.1 8.1 5.3 15.8 15.8 Prop In Lane 0.68 1.00 0.82 1.00 1.00 0.26 1.00 0.07
Lane Grp Cap(c), veh/h 146 0 473 138 0 680 61 594 597 232 781 811 V/C Ratio(X) 0.38 0.00 0.18 0.60 0.00 0.22 0.71 0.54 0.55 0.78 0.78 0.78 Avail Cap(c_a), veh/h 146 0 473 138 0 680 129 642 645 398 926 961 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 17.6 0.0 13.9 23.8 0.0 9.6 25.5 14.1 14.1 22.5 12.8 12.8 Incr Delay (d2), s/veh 1.7 0.0 0.2 7.2 0.0 0.2 13.9 0.8 0.8 5.7 3.8 3.7 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 0.9 0.0 0.9 1.5 0.0 1.4 0.9 3.9 4.0 2.9 8.5 8.8 LnGrp Delay(d),s/veh 19.3 0.0 14.1 31.0 0.0 9.8 39.5 14.9 14.9 28.2 16.5 16.4 LnGrp LOS B B C A D B B C B B
Approach Vol, veh/h 139 234 691 1431
Approach Delay, s/veh 16.2 17.3 16.4 18.0
Approach LOS BBBB
Timer 12345678
Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 11.0 22.5 20.0 5.9 27.6 20.0
Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0
Max Green Setting (Gmax), s 12.0 20.0 16.0 4.0 28.0 16.0 Max Q Clear Time (g_c+I1), s 7.3 10.1 18.0 3.3 17.8 18.0 Green Ext Time (p_c), s 0.2 2.9 0.0 0.0 5.8 0.0
Intersection Summary
HCM 2010 Ctrl Delay 17.4
HCM 2010 LOS B
HCM Signalized Intersection Capacity Analysis Existing Plus Project PM 3: Abbott St & John St (SR 68) With Improvement
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations
Traffic Volume (vph) 58 715 93 121 406 621 71 264 714 598 152 323 Future Volume (vph) 58 715 93 121 406 621 71 264 714 598 152 323 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 1.00 0.97 0.95 1.00 0.95 1.00 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00 0.99 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.98 1.00 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1770 3539 1555 3433 3479 1770 3539 1562 1719 3438 Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1770 3539 1555 3433 3479 1770 3539 1562 1719 3438 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 63 777 101 132 441 675 77 287 776 650 165 351 RTOR Reduction (vph) 0 0 79 009000 1 2 300
Lane Group Flow (vph) 63 777 22 0 573 743 0 287 776 527 165 351 Confl. Peds. (#/hr) 4 3 1
Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 5% 5%
Turn Type Prot NA Perm Prot Prot NA Prot NA Perm Prot NA Protected Phases 7 4 3 3 8 5 2 1 6
Permitted Phases 4 2
Actuated Green, G (s) 4.9 19.8 19.8 14.6 29.5 17.1 29.6 29.6 8.9 21.4 Effective Green, g (s) 4.9 19.8 19.8 14.6 29.5 17.1 29.6 29.6 8.9 21.4 Actuated g/C Ratio 0.05 0.22 0.22 0.16 0.32 0.19 0.33 0.33 0.10 0.24 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 95 770 338 551 1129 332 1152 508 168 809 v/s Ratio Prot 0.04 c0.22 c0.17 0.21 c0.16 0.22 0.10 0.10 v/s Ratio Perm 0.01 c0.34
v/c Ratio 0.66 1.01 0.07 1.04 0.66 0.86 0.67 1.04 0.98 0.43 Uniform Delay, d1 42.2 35.6 28.2 38.2 26.4 35.8 26.5 30.7 40.9 29.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 16.1 34.7 0.1 49.1 1.4 20.2 3.2 50.1 63.8 1.7 Delay (s) 58.2 70.2 28.3 87.3 27.8 55.9 29.6 80.7 104.7 31.3 Level of Service E E C F C E C F F C
Approach Delay (s) 64.9 53.5 53.4 54.1
Approach LOS E D D D
Intersection Summary
HCM 2000 Control Delay 55.9 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 1.03
Actuated Cycle Length (s) 90.9 Sum of lost time (s) 18.0 Intersection Capacity Utilization 95.4% ICU Level of Service F Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Existing Plus Project PM 3: Abbott St & John St (SR 68) With Improvement
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement SBR
Lane Configurations
Traffic Volume (vph) 12
Future Volume (vph) 12
Ideal Flow (vphpl) 1900
Total Lost time (s) 4.5
Lane Util. Factor 1.00
Frpb, ped/bikes 0.98
Flpb, ped/bikes 1.00
Frt 0.85
Flt Protected 1.00
Satd. Flow (prot) 1511
Flt Permitted 1.00
Satd. Flow (perm) 1511
Peak-hour factor, PHF 0.92
Adj. Flow (vph) 13
RTOR Reduction (vph) 10
Lane Group Flow (vph) 3
Confl. Peds. (#/hr) 4
Heavy Vehicles (%) 5%
Turn Type Perm
Protected Phases
Permitted Phases 6
Actuated Green, G (s) 21.4
Effective Green, g (s) 21.4
Actuated g/C Ratio 0.24
Clearance Time (s) 4.5
Vehicle Extension (s) 3.0
Lane Grp Cap (vph) 355
v/s Ratio Prot
v/s Ratio Perm 0.00
v/c Ratio 0.01
Uniform Delay, d1 26.6
Progression Factor 1.00
Incremental Delay, d2 0.0
Delay (s) 26.7
Level of Service C
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Signalized Intersection Capacity Analysis Existing Plus Project PM 3: Abbott St & John St (SR 68) With Improvement - Alt 2 Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations
Traffic Volume (vph) 58 715 93 121 406 621 71 264 714 598 147 323 Future Volume (vph) 58 715 93 121 406 621 71 264 714 598 147 323 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 1.00 0.97 0.95 1.00 0.95 0.88 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00 0.98 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.98 1.00 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1770 3539 1555 3433 3479 1770 3539 2724 1719 3438 Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1770 3539 1555 3433 3479 1770 3539 2724 1719 3438 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 63 777 101 132 441 675 77 287 776 650 160 351 RTOR Reduction (vph) 0 0 77 009000 1 9 400
Lane Group Flow (vph) 63 777 24 0 573 743 0 287 776 456 160 351 Confl. Peds. (#/hr) 4 3 1
Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 5% 5%
Turn Type Prot NA Perm Prot Prot NA Prot NA Perm Prot NA Protected Phases 7 4 3 3 8 5 2 1 6
Permitted Phases 4 2
Actuated Green, G (s) 6.7 21.7 21.7 16.0 31.0 15.6 25.7 25.7 9.5 19.6 Effective Green, g (s) 6.7 21.7 21.7 16.0 31.0 15.6 25.7 25.7 9.5 19.6 Actuated g/C Ratio 0.07 0.24 0.24 0.18 0.34 0.17 0.28 0.28 0.10 0.22 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 130 844 371 604 1186 303 1000 770 179 741 v/s Ratio Prot 0.04 c0.22 c0.17 0.21 c0.16 c0.22 0.09 0.10 v/s Ratio Perm 0.02 0.17
v/c Ratio 0.48 0.92 0.06 0.95 0.63 0.95 0.78 0.59 0.89 0.47 Uniform Delay, d1 40.4 33.8 26.8 37.0 25.1 37.2 30.0 28.1 40.2 31.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.8 15.1 0.1 24.3 1.0 37.4 5.9 3.3 38.6 2.2 Delay (s) 43.3 48.9 26.8 61.3 26.1 74.7 35.8 31.4 78.8 33.3 Level of Service D D C E C E D C E C
Approach Delay (s) 46.2 41.4 40.7 47.1
Approach LOS D D D D
Intersection Summary
HCM 2000 Control Delay 42.8 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.92
Actuated Cycle Length (s) 90.9 Sum of lost time (s) 18.0 Intersection Capacity Utilization 79.4% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Existing Plus Project PM 3: Abbott St & John St (SR 68) With Improvement - Alt 2 Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement SBR
Lane Configurations
Traffic Volume (vph) 12
Future Volume (vph) 12
Ideal Flow (vphpl) 1900
Total Lost time (s) 4.5
Lane Util. Factor 1.00
Frpb, ped/bikes 0.98
Flpb, ped/bikes 1.00
Frt 0.85
Flt Protected 1.00
Satd. Flow (prot) 1511
Flt Permitted 1.00
Satd. Flow (perm) 1511
Peak-hour factor, PHF 0.92
Adj. Flow (vph) 13
RTOR Reduction (vph) 10
Lane Group Flow (vph) 3
Confl. Peds. (#/hr) 4
Heavy Vehicles (%) 5%
Turn Type Perm
Protected Phases
Permitted Phases 6
Actuated Green, G (s) 19.6
Effective Green, g (s) 19.6
Actuated g/C Ratio 0.22
Clearance Time (s) 4.5
Vehicle Extension (s) 3.0
Lane Grp Cap (vph) 325
v/s Ratio Prot
v/s Ratio Perm 0.00
v/c Ratio 0.01
Uniform Delay, d1 28.0
Progression Factor 1.00
Incremental Delay, d2 0.0
Delay (s) 28.1
Level of Service C
Approach Delay (s)
Approach LOS
Intersection Summary
HCM 2010 TWSC Existing Plus Project PM
4: Project Dwy/Spring St & John St (SR 68) With Improvement Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 5.1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 0 1338 246 0 1211 8 0 0 244 0 0 6
Future Vol, veh/h 0 1338 246 0 1211 8 0 0 244 0 0 6
Conflicting Peds, #/hr 5 03305002200
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None
Storage Length - ------- 0-- 0
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93
Heavy Vehicles, % 2 22222222999
Mvmt Flow 0 1439 265 0 1302 9 0 0 262 0 0 6
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All - 0 0 - - 0 - - 857 - - 661
Stage 1 - -----------
Stage 2 - -----------
Critical Hdwy - ------- 6.94 - - 7.08
Critical Hdwy Stg 1 - -----------
Critical Hdwy Stg 2 - -----------
Follow-up Hdwy - ------- 3.32 - - 3.39
Pot Cap-1 Maneuver 0 - - 0 - - 0 0 301 0 0 389
Stage 1 0 - - 0 - - 0 0 - 0 0 -
Stage 2 0 - - 0 - - 0 0 - 0 0 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver - ------- 3 0 0-- 3 8 7
Mov Cap-2 Maneuver - -----------
Stage 1 - -----------
Stage 2 - -----------
Approach EB WB NB SB
HCM Control Delay, s 0 0 63.1 14.5
HCM LOS F B
Minor Lane/Major Mvmt NBLn1 EBT EBR WBT WBR SBLn1
Capacity (veh/h) 300 ---- 3 8 7
HCM Lane V/C Ratio 0.875 ---- 0.017
HCM Control Delay (s) 63.1 ---- 14.5
HCM Lane LOS F ---- B
HCM 95th %tile Q(veh) 7.8 ---- 0 . 1
HCM 2010 Signalized Intersection Summary Existing Plus Project PM 6: Abbott St & Maple St/Private Dwy With Improvement
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 24 26 39 116 26 257 55 1270 115 250 505 40 Future Volume (veh/h) 24 26 39 116 26 257 55 1270 115 250 505 40 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 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 Adj Sat Flow, veh/h/ln 1900 1863 1863 1900 1863 1863 1863 1863 1900 1810 1810 1900 Adj Flow Rate, veh/h 26 29 43 127 29 282 60 1396 126 275 555 44 Adj No. of Lanes 011011120120
Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Percent Heavy Veh, % 222222222555
Cap, veh/h 67 52 320 83 11 601 77 1536 138 306 1942 154 Arrive On Green 0.20 0.20 0.20 0.20 0.20 0.20 0.04 0.47 0.47 0.18 0.60 0.60 Sat Flow, veh/h 0 258 1581 0 53 1581 1774 3281 295 1723 3225 255 Grp Volume(v), veh/h 55 0 43 156 0 282 60 750 772 275 295 304 Grp Sat Flow(s),veh/h/ln 258 0 1581 53 0 1581 1774 1770 1806 1723 1719 1761 Q Serve(g_s), s 0.0 0.0 1.8 0.0 0.0 10.6 2.6 30.9 31.4 12.3 6.5 6.5 Cycle Q Clear(g_c), s 16.0 0.0 1.8 16.0 0.0 10.6 2.6 30.9 31.4 12.3 6.5 6.5 Prop In Lane 0.47 1.00 0.81 1.00 1.00 0.16 1.00 0.14
Lane Grp Cap(c), veh/h 119 0 320 93 0 601 77 828 845 306 1035 1061 V/C Ratio(X) 0.46 0.00 0.13 1.67 0.00 0.47 0.78 0.90 0.91 0.90 0.29 0.29 Avail Cap(c_a), veh/h 119 0 320 93 0 601 157 852 869 306 1035 1061 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 27.1 0.0 25.8 37.7 0.0 18.5 37.4 19.4 19.5 31.8 7.5 7.6 Incr Delay (d2), s/veh 2.7 0.0 0.2 343.0 0.0 0.6 15.7 12.9 13.8 27.7 0.1 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 1.1 0.0 0.8 10.9 0.0 4.7 1.6 18.0 18.7 8.2 3.1 3.2 LnGrp Delay(d),s/veh 29.8 0.0 26.0 380.7 0.0 19.0 53.1 32.3 33.3 59.5 7.7 7.7 LnGrp LOS C C F B D C C E A A
Approach Vol, veh/h 98 438 1582 874
Approach Delay, s/veh 28.1 147.8 33.6 24.0
Approach LOS C F C C
Timer 12345678
Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 18.0 41.0 20.0 7.4 51.5 20.0
Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0
Max Green Setting (Gmax), s 14.0 38.0 16.0 7.0 45.0 16.0 Max Q Clear Time (g_c+I1), s 14.3 33.4 18.0 4.6 8.5 18.0 Green Ext Time (p_c), s 0.0 3.6 0.0 0.0 4.1 0.0
Intersection Summary
HCM 2010 Ctrl Delay 47.3
HCM 2010 LOS D
Appendix G
Level of Ser
vice
Calculations
Cumulative Without Project
Conditions
HCM Signalized Intersection Capacity Analysis Cumulative Without Project AM 1: E Market St & Market Way & Sherwood Dr
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 0 0 574 17 204 18 880 300 211 1377 21 Future Volume (vph) 0 0 0 574 17 204 18 880 300 211 1377 21 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 0.95 0.95 1.00 1.00 0.95 0.88 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 0.98 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00
Flt Protected 0.95 0.95 1.00 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1498 1506 1388 1577 3154 2427 1593 3177 Flt Permitted 0.95 0.95 1.00 0.95 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1498 1506 1388 1577 3154 2427 1593 3177 Peak-hour factor, PHF 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 Adj. Flow (vph) 0 0 0 683 20 243 21 1048 357 251 1639 25 RTOR Reduction (vph) 00000 1 7 7000010
Lane Group Flow (vph) 0 0 0 348 355 66 21 1048 357 251 1663 0 Confl. Peds. (#/hr) 4 6 2
Heavy Vehicles (%) 2% 2% 2% 3% 3% 3% 3% 3% 3% 2% 2% 2%
Turn Type Split NA Perm Prot NA Free Prot NA
Protected Phases 8 8 5 2 1 6
Permitted Phases 8 Free
Actuated Green, G (s) 16.7 16.7 16.7 0.8 21.3 61.5 11.5 32.0 Effective Green, g (s) 16.7 16.7 16.7 0.8 21.3 61.5 11.5 32.0 Actuated g/C Ratio 0.27 0.27 0.27 0.01 0.35 1.00 0.19 0.52 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 406 408 376 20 1092 2427 297 1653
v/s Ratio Prot 0.23 c0.24 0.01 0.33 c0.16 c0.52
v/s Ratio Perm 0.05 0.15
v/c Ratio 0.86 0.87 0.18 1.05 0.96 0.15 0.85 1.01
Uniform Delay, d1 21.3 21.4 17.1 30.4 19.7 0.0 24.1 14.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 16.2 17.9 0.2 217.8 19.1 0.1 19.3 23.5 Delay (s) 37.4 39.3 17.4 248.1 38.8 0.1 43.4 38.3
Level of Service D D B F D A D D
Approach Delay (s) 0.0 33.0 32.2 39.0
Approach LOS A C C D
Intersection Summary
HCM 2000 Control Delay 35.4 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.98
Actuated Cycle Length (s) 61.5 Sum of lost time (s) 12.0 Intersection Capacity Utilization 74.5% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
HCM 2010 Signalized Intersection Summary Cumulative Without Project AM 2: Front St & E Alisal St
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 130 416 244 134 563 92 108 577 56 58 838 153 Future Volume (veh/h) 130 416 244 134 563 92 108 577 56 58 838 153 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 1.00 1.00 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 Adj Sat Flow, veh/h/ln 1863 1863 1863 1845 1845 1900 1776 1776 1776 1863 1863 1863 Adj Flow Rate, veh/h 153 489 287 158 662 108 127 679 66 68 986 180 Adj No. of Lanes 121120121121
Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Percent Heavy Veh, % 222333777222
Cap, veh/h 164 977 431 138 791 129 133 1038 463 97 1006 448 Arrive On Green 0.09 0.28 0.28 0.08 0.26 0.26 0.08 0.31 0.31 0.05 0.28 0.28 Sat Flow, veh/h 1774 3539 1561 1757 3018 492 1691 3374 1505 1774 3539 1575 Grp Volume(v), veh/h 153 489 287 158 384 386 127 679 66 68 986 180 Grp Sat Flow(s),veh/h/ln 1774 1770 1561 1757 1752 1758 1691 1687 1505 1774 1770 1575 Q Serve(g_s), s 5.5 7.4 10.4 5.0 13.2 13.2 4.8 11.1 2.0 2.4 17.6 5.9 Cycle Q Clear(g_c), s 5.5 7.4 10.4 5.0 13.2 13.2 4.8 11.1 2.0 2.4 17.6 5.9 Prop In Lane 1.00 1.00 1.00 0.28 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 164 977 431 138 459 461 133 1038 463 97 1006 448 V/C Ratio(X) 0.93 0.50 0.67 1.15 0.84 0.84 0.96 0.65 0.14 0.70 0.98 0.40 Avail Cap(c_a), veh/h 164 1050 463 138 495 497 133 1038 463 139 1006 448 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 28.7 19.4 20.4 29.3 22.2 22.2 29.2 19.1 16.0 29.6 22.6 18.4 Incr Delay (d2), s/veh 50.3 0.4 3.3 121.1 11.3 11.4 64.6 1.5 0.1 8.7 23.6 0.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.9 3.7 4.9 7.0 7.7 7.8 4.6 5.3 0.8 1.4 11.8 2.6 LnGrp Delay(d),s/veh 79.0 19.8 23.7 150.4 33.5 33.6 93.8 20.6 16.1 38.2 46.2 19.0 LnGrp LOS E B C F C C F C B D D B
Approach Vol, veh/h 929 928 872 1234
Approach Delay, s/veh 30.7 53.4 30.9 41.8
Approach LOS CDCD
Timer 12345678
Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 8.0 24.1 9.5 22.1 9.5 22.6 10.4 21.2 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 5.0 18.1 5.0 18.9 5.0 18.1 5.9 18.0 Max Q Clear Time (g_c+I1), s 4.4 13.1 7.0 12.4 6.8 19.6 7.5 15.2 Green Ext Time (p_c), s 0.0 2.1 0.0 2.4 0.0 0.0 0.0 1.3 Intersection Summary
HCM 2010 Ctrl Delay 39.5
HCM 2010 LOS D
HCM 2010 Signalized Intersection Summary Cumulative Without Project AM 3: Abbott St & John St (SR 68)
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 45 469 85 656 832 91 50 560 220 154 920 12 Future Volume (veh/h) 45 469 85 656 832 91 50 560 220 154 920 12 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1900 1810 1810 1810 1845 1845 1845 Adj Flow Rate, veh/h 50 521 94 729 924 101 56 622 244 171 1022 13 Adj No. of Lanes 121120121121
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, % 222222555333
Cap, veh/h 71 637 284 596 1531 167 73 732 327 116 829 371 Arrive On Green 0.04 0.18 0.18 0.34 0.48 0.48 0.04 0.21 0.21 0.07 0.24 0.24 Sat Flow, veh/h 1774 3539 1578 1774 3218 352 1723 3438 1534 1757 3505 1566 Grp Volume(v), veh/h 50 521 94 729 508 517 56 622 244 171 1022 13 Grp Sat Flow(s),veh/h/ln 1774 1770 1578 1774 1770 1800 1723 1719 1534 1757 1752 1566 Q Serve(g_s), s 2.4 12.4 4.6 29.5 18.5 18.5 2.8 15.3 13.1 5.8 20.8 0.6 Cycle Q Clear(g_c), s 2.4 12.4 4.6 29.5 18.5 18.5 2.8 15.3 13.1 5.8 20.8 0.6 Prop In Lane 1.00 1.00 1.00 0.20 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 71 637 284 596 842 857 73 732 327 116 829 371 V/C Ratio(X) 0.70 0.82 0.33 1.22 0.60 0.60 0.77 0.85 0.75 1.47 1.23 0.04 Avail Cap(c_a), veh/h 133 726 324 596 842 857 98 732 327 116 829 371 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 41.6 34.6 31.4 29.1 16.9 16.9 41.6 33.2 32.3 41.0 33.5 25.8 Incr Delay (d2), s/veh 11.8 6.6 0.7 114.8 1.2 1.2 21.8 11.8 14.4 253.5 114.9 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 1.4 6.7 2.0 33.2 9.3 9.5 1.8 8.5 6.8 10.9 23.1 0.3 LnGrp Delay(d),s/veh 53.5 41.2 32.1 143.9 18.1 18.1 63.4 45.0 46.8 294.5 148.4 26.0 LnGrp LOS D D C F B B E D D F F C
Approach Vol, veh/h 665 1754 922 1206
Approach Delay, s/veh 40.8 70.4 46.6 167.8
Approach LOS D E D F
Timer 12345678
Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 10.3 23.2 34.0 20.3 8.2 25.3 8.0 46.3 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 5.8 18.7 29.5 18.0 5.0 19.5 6.6 40.9 Max Q Clear Time (g_c+I1), s 7.8 17.3 31.5 14.4 4.8 22.8 4.4 20.5 Green Ext Time (p_c), s 0.0 0.8 0.0 1.3 0.0 0.0 0.0 7.0 Intersection Summary
HCM 2010 Ctrl Delay 87.1
HCM 2010 LOS F
HCM 2010 TWSC Cumulative Without Project AM
4: Spring St & John St (SR 68)
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 0.3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 4 834 5 5 1570 12 207007
Future Vol, veh/h 4 834 5 5 1570 12 207007
Conflicting Peds, #/hr 2 03302100001
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None
Storage Length - - - 210 --------
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90
Heavy Vehicles, % 3 33222 4 4 4 4 4 4222
Mvmt Flow 4 927 6 6 1744 13 208008
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 1759 0 0 936 0 0 1826 2712 470 2237 2709 882 Stage 1 - ----- 9 4 1 9 4 1- 1765 1765 -
Stage 2 - ----- 8 8 5 1771 - 472 944 -
Critical Hdwy 4.16 - - 4.14 - - 8.38 7.38 7.78 7.54 6.54 6.94 Critical Hdwy Stg 1 - ----- 7.38 6.38 - 6.54 5.54 -
Critical Hdwy Stg 2 - ----- 7.38 6.38 - 6.54 5.54 -
Follow-up Hdwy 2.23 - - 2.22 - - 3.94 4.44 3.74 3.52 4.02 3.32 Pot Cap-1 Maneuver 347 - - 727 - - 30 11 441 23 21 289
Stage 1 - ----- 2 1 3 2 5 9- 8 7 1 3 6-
Stage 2 - ----- 2 3 2 8 6- 5 4 2 3 3 9-
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 346 - - 725 - - 28 11 440 22 20 288
Mov Cap-2 Maneuver - ----- 2 8 1 1- 2 2 2 0-
Stage 1 - ----- 2 0 7 2 5 2- 8 5 1 3 5-
Stage 2 - ----- 2 2 4 8 5- 5 2 0 3 3 0-
Approach EB WB NB SB
HCM Control Delay, s 0.3 0 43.7 17.8
HCM LOS E C
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 103 346 - - 725 - - 288
HCM Lane V/C Ratio 0.097 0.013 - - 0.008 - - 0.027
HCM Control Delay (s) 43.7 15.5 0.2 - 10 - - 17.8
HCM Lane LOS E C A - B - - C
HCM 95th %tile Q(veh) 0.3 0 - - 0 - - 0.1
Cumulative Without Project AMHCM 2010 Signalized Intersection Summary 5: S Sanborn Rd & John St
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 167 170 110 425 400 30 110 417 420 70 638 331 Future Volume (veh/h) 167 170 110 425 400 30 110 417 420 70 638 331 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 0.98 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 Adj Sat Flow, veh/h/ln 1845 1845 1900 1863 1863 1863 1845 1845 1845 1863 1863 1863 Adj Flow Rate, veh/h 180 183 118 457 430 32 118 448 452 75 686 356 Adj No. of Lanes 120121121121
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 333222333222
Cap, veh/h 227 341 208 408 939 412 130 989 432 99 934 414 Arrive On Green 0.13 0.16 0.16 0.23 0.27 0.27 0.07 0.28 0.28 0.06 0.26 0.26 Sat Flow, veh/h 1757 2079 1267 1774 3539 1553 1757 3505 1530 1774 3539 1571 Grp Volume(v), veh/h 180 153 148 457 430 32 118 448 452 75 686 356 Grp Sat Flow(s),veh/h/ln 1757 1752 1593 1774 1770 1553 1757 1752 1530 1774 1770 1571 Q Serve(g_s), s 6.7 5.4 5.8 15.5 6.8 1.0 4.5 7.1 19.0 2.8 11.9 14.5 Cycle Q Clear(g_c), s 6.7 5.4 5.8 15.5 6.8 1.0 4.5 7.1 19.0 2.8 11.9 14.5 Prop In Lane 1.00 0.80 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 227 288 262 408 939 412 130 989 432 99 934 414 V/C Ratio(X) 0.79 0.53 0.57 1.12 0.46 0.08 0.90 0.45 1.05 0.75 0.73 0.86 Avail Cap(c_a), veh/h 227 469 426 408 1304 572 130 989 432 132 973 432 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 28.4 25.8 25.9 25.9 20.7 18.5 30.9 19.9 24.2 31.3 22.6 23.6 Incr Delay (d2), s/veh 17.3 1.5 1.9 80.9 0.3 0.1 50.8 0.3 56.2 15.8 2.8 15.4 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 4.3 2.7 2.7 16.7 3.4 0.5 4.0 3.5 14.7 1.8 6.2 8.1 LnGrp Delay(d),s/veh 45.8 27.3 27.9 106.8 21.0 18.6 81.7 20.2 80.4 47.1 25.4 39.0 LnGrp LOS D C C F C B F C F D C D
Approach Vol, veh/h 481 919 1018 1117
Approach Delay, s/veh 34.4 63.6 54.1 31.2
Approach LOS C E D C
Timer 12345678
Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 8.3 23.5 20.0 15.6 9.5 22.3 13.2 22.4 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 5.0 18.5 15.5 18.0 5.0 18.5 8.7 24.8 Max Q Clear Time (g_c+I1), s 4.8 21.0 17.5 7.8 6.5 16.5 8.7 8.8 Green Ext Time (p_c), s 0.0 0.0 0.0 1.2 0.0 1.2 0.0 2.6 Intersection Summary
HCM 2010 Ctrl Delay 46.6
HCM 2010 LOS D
Cumulative Without Project AMHCM 2010 TWSC
6: Abbott St & Maple St/Private Dwy
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 52.8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 45 0 82 0 0 0 45 785 0 0 1589 52
Future Vol, veh/h 45 0 82 0 0 0 45 785 0 0 1589 52
Conflicting Peds, #/hr 1 01101707707
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None
Storage Length - -----------
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94
Heavy Vehicles, % 2 22222555222
Mvmt Flow 48 0 87 0 0 0 48 835 0 0 1690 55
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 2240 2663 881 1784 2690 426 1752 0 0 842 0 0 Stage 1 1725 1725 - 938 938 -------
Stage 2 515 938 - 846 1752 -------
Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.2 - - 4.14 - - Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 -------
Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 -------
Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.25 - - 2.22 - - Pot Cap-1 Maneuver ~ 23 22 290 52 21 577 341 - - 789 - - Stage 1 92 142 - 284 341 -------
Stage 2 511 341 - 323 138 -------
Platoon blocked, % - - - -
Mov Cap-1 Maneuver ~ 18 16 288 29 15 573 339 - - 784 - - Mov Cap-2 Maneuver ~ 18 16 - 29 15 -------
Stage 1 67 141 - 208 250 -------
Stage 2 376 250 - 225 137 -------
Approach EB WB NB SB
HCM Control Delay, s $ 1060.8 0 2.9 0
HCM LOS F A
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 339 - - 46 - 784 - -
HCM Lane V/C Ratio 0.141 - - 2.937 ----
HCM Control Delay (s) 17.4 2.1 - $ 1060.8 0 0 - -
HCM Lane LOS C A - F A A - -
HCM 95th %tile Q(veh) 0.5 - - 14.6 - 0 - -
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Cumulative Without Project AMHCM 2010 TWSC
7: Abbott St & Spicer St
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 3.7
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 20 35 805 40 140 1550
Future Vol, veh/h 20 35 805 40 140 1550
Conflicting Peds, #/hr 0 00440
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 -----
Veh in Median Storage, # 0 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 94 94 94 94 94 94
Heavy Vehicles, % 2 27722
Mvmt Flow 21 37 856 43 149 1649
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 2005 454 0 0 903 0
Stage 1 882 -----
Stage 2 1123 -----
Critical Hdwy 6.84 6.94 - - 4.14 -
Critical Hdwy Stg 1 5.84 -----
Critical Hdwy Stg 2 5.84 -----
Follow-up Hdwy 3.52 3.32 - - 2.22 -
Pot Cap-1 Maneuver 52 553 - - 749 -
Stage 1 365 -----
Stage 2 273 -----
Platoon blocked, % - - -
Mov Cap-1 Maneuver 0 551 - - 747 -
Mov Cap-2 Maneuver 0 -----
Stage 1 0 -----
Stage 2 273 -----
Approach WB NB SB
HCM Control Delay, s 12.3 0 5.2
HCM LOS B
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - 551 747 -
HCM Lane V/C Ratio - - 0.106 0.199 -
HCM Control Delay (s) - - 12.3 11 4.7
HCM Lane LOS - - B B A
HCM 95th %tile Q(veh) - - 0.4 0.7 -
Cumulative Without Project AMHCM 2010 TWSC
8: Abbott St & Alameda Ave
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 10.5
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 45 44 15 800 1485 85
Future Vol, veh/h 45 44 15 800 1485 85
Conflicting Peds, #/hr 2 02002
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 -----
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 95 95 95 95 95 95
Heavy Vehicles, % 2 27722
Mvmt Flow 47 46 16 842 1563 89
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 2065 828 1654 0 - 0
Stage 1 1610 -----
Stage 2 455 -----
Critical Hdwy 6.84 6.94 4.24 - - -
Critical Hdwy Stg 1 5.84 -----
Critical Hdwy Stg 2 5.84 -----
Follow-up Hdwy 3.52 3.32 2.27 - - -
Pot Cap-1 Maneuver ~ 47 314 364 - - -
Stage 1 149 -----
Stage 2 606 -----
Platoon blocked, % - - -
Mov Cap-1 Maneuver ~ 43 313 363 - - -
Mov Cap-2 Maneuver ~ 43 -----
Stage 1 136 -----
Stage 2 605 -----
Approach EB NB SB
HCM Control Delay, s 282.6 0.9 0
HCM LOS F
Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR
Capacity (veh/h) 363 - 75 - -
HCM Lane V/C Ratio 0.043 - 1.249 - -
HCM Control Delay (s) 15.4 0.6 282.6 - -
HCM Lane LOS C A F - -
HCM 95th %tile Q(veh) 0.1 - 7.2 - -
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 2010 Signalized Intersection Summary Cumulative Without Project AM 9: Abbott St & Los Palos Dr/Malarin St
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 12 0 5 90 25 50 30 713 125 120 690 400 Future Volume (veh/h) 12 0 5 90 25 50 30 713 125 120 690 400 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 0.99 0.99 0.99 0.99 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 Adj Sat Flow, veh/h/ln 1900 1863 1900 1900 1652 1652 1792 1792 1900 1863 1863 1900 Adj Flow Rate, veh/h 13 0 5 96 27 53 32 759 133 128 734 426 Adj No. of Lanes 010011120120
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 2 2 2 15 15 15 666222
Cap, veh/h 206 22 34 294 54 196 384 1905 334 493 1419 821 Arrive On Green 0.14 0.00 0.14 0.14 0.14 0.14 0.66 0.66 0.66 0.66 0.66 0.66 Sat Flow, veh/h 482 153 244 1067 384 1386 464 2895 507 620 2157 1247 Grp Volume(v), veh/h 18 0 0 123 0 53 32 446 446 128 602 558 Grp Sat Flow(s),veh/h/ln 878 0 0 1451 0 1386 464 1703 1700 620 1770 1635 Q Serve(g_s), s 0.0 0.0 0.0 0.0 0.0 1.5 1.7 5.4 5.4 5.4 7.9 8.0 Cycle Q Clear(g_c), s 3.3 0.0 0.0 3.2 0.0 1.5 9.7 5.4 5.4 10.9 7.9 8.0 Prop In Lane 0.72 0.28 0.78 1.00 1.00 0.30 1.00 0.76
Lane Grp Cap(c), veh/h 262 0 0 348 0 196 384 1121 1118 493 1164 1076 V/C Ratio(X) 0.07 0.00 0.00 0.35 0.00 0.27 0.08 0.40 0.40 0.26 0.52 0.52 Avail Cap(c_a), veh/h 724 0 0 790 0 665 384 1121 1118 493 1164 1076 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 16.8 0.0 0.0 17.9 0.0 17.2 6.5 3.6 3.6 6.1 4.0 4.0 Incr Delay (d2), s/veh 0.1 0.0 0.0 0.6 0.0 0.7 0.4 1.1 1.1 1.3 1.6 1.8 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 0.2 0.0 0.0 1.5 0.0 0.6 0.3 2.8 2.8 1.1 4.2 3.9 LnGrp Delay(d),s/veh 16.9 0.0 0.0 18.5 0.0 17.9 6.9 4.6 4.6 7.3 5.6 5.8 LnGrp LOS B B BAAAAAA
Approach Vol, veh/h 18 176 924 1288
Approach Delay, s/veh 16.9 18.3 4.7 5.9
Approach LOS BBAA
Timer 12345678
Assigned Phs 2468
Phs Duration (G+Y+Rc), s 34.0 10.8 34.0 10.8
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 29.5 21.5 29.5 21.5
Max Q Clear Time (g_c+I1), s 11.7 5.3 12.9 5.2
Green Ext Time (p_c), s 6.0 0.0 8.6 0.7
Intersection Summary
HCM 2010 Ctrl Delay 6.4
HCM 2010 LOS A
Cumulative Without Project AMHCM Signalized Intersection Capacity Analysis 10: Abbott St & E Romie Ln/Abbott Pl
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 249 6 269 16 3 0 488 624 9 23 524 136 Future Volume (vph) 249 6 269 16 3 0 488 624 9 23 524 136 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 0.98 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 0.95 1.00 0.96 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1649 1657 1553 1598 1736 3471 1518 1687 3374 1489 Flt Permitted 0.95 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1649 1657 1553 1667 1736 3471 1518 1687 3374 1489 Peak-hour factor, PHF 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 Adj. Flow (vph) 290 7 313 19 3 0 567 726 10 27 609 158
RTOR Reduction (vph) 0 0 262 00000500 1 1 2
Lane Group Flow (vph) 148 149 51 0 22 0 567 726 5 27 609 46 Confl. Peds. (#/hr) 31
Heavy Vehicles (%) 4% 4% 4% 14% 14% 14% 4% 4% 4% 7% 7% 7% Turn Type Split NA Perm Perm NA Prot NA Perm Prot NA Perm Protected Phases 4 4 7 5 2 1 6
Permitted Phases 4 7 2 6
Actuated Green, G (s) 12.1 12.1 12.1 1.7 21.1 40.6 40.6 2.0 21.5 21.5 Effective Green, g (s) 12.1 12.1 12.1 1.7 21.1 40.6 40.6 2.0 21.5 21.5 Actuated g/C Ratio 0.16 0.16 0.16 0.02 0.28 0.55 0.55 0.03 0.29 0.29 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 268 269 252 38 492 1894 828 45 975 430 v/s Ratio Prot 0.09 c0.09 c0.33 0.21 0.02 c0.18
v/s Ratio Perm 0.03 c0.01 0.00 0.03
v/c Ratio 0.55 0.55 0.20 0.58 1.15 0.38 0.01 0.60 0.62 0.11 Uniform Delay, d1 28.7 28.7 27.0 36.0 26.7 9.7 7.7 35.8 22.9 19.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.5 2.5 0.4 19.6 89.7 0.6 0.0 19.7 3.0 0.5 Delay (s) 31.1 31.1 27.4 55.6 116.4 10.3 7.7 55.5 26.0 19.9 Level of Service C C C E F B A E C B
Approach Delay (s) 29.2 55.6 56.4 25.8
Approach LOS C E E C
Intersection Summary
HCM 2000 Control Delay 41.4 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.80
Actuated Cycle Length (s) 74.4 Sum of lost time (s) 18.0 Intersection Capacity Utilization 61.0% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
Cumulative Without Project AMHCM Signalized Intersection Capacity Analysis 11: E Blanco Rd/S Sanborn Rd & Abbott St
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 238 733 230 249 548 322 224 452 256 219 520 210 Future Volume (vph) 238 733 230 249 548 322 224 452 256 219 520 210 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 0.91 0.91 1.00 0.91 0.91 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 0.98 1.00 1.00 1.00 1.00 1.00 0.98 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1564 3288 1515 1507 3166 1455 1752 3505 1568 1719 3438 1511 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1564 3288 1515 1507 3166 1455 1752 3505 1568 1719 3438 1511 Peak-hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Adj. Flow (vph) 280 862 271 293 645 379 264 532 301 258 612 247 RTOR Reduction (vph) 0 0 154 0 0 277 0 0 227 0 0 189
Lane Group Flow (vph) 252 890 117 264 674 102 264 532 74 258 612 58 Confl. Peds. (#/hr) 2 4 4
Heavy Vehicles (%) 5% 5% 5% 9% 9% 9% 3% 3% 3% 5% 5% 5%
Turn Type Split NA Perm Split NA Perm Prot NA Perm Prot NA Perm Protected Phases 4 4 7 7 5 2 1 6
Permitted Phases 4726
Actuated Green, G (s) 18.0 18.0 18.0 18.0 18.0 18.0 13.5 21.6 21.6 12.6 20.7 20.7 Effective Green, g (s) 18.0 18.0 18.0 18.0 18.0 18.0 13.5 21.6 21.6 12.6 20.7 20.7 Actuated g/C Ratio 0.20 0.20 0.20 0.20 0.20 0.20 0.15 0.24 0.24 0.14 0.23 0.23 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 319 671 309 307 646 296 268 858 384 245 806 354 v/s Ratio Prot 0.16 c0.27 0.18 c0.21 c0.15 0.15 0.15 c0.18 v/s Ratio Perm 0.08 0.07 0.05 0.04
v/c Ratio 0.79 1.33 0.38 0.86 1.04 0.34 0.99 0.62 0.19 1.05 0.76 0.16 Uniform Delay, d1 33.3 35.1 30.3 33.9 35.1 30.1 37.2 29.6 26.4 37.8 31.4 26.9 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 12.2 157.1 0.8 20.6 47.2 0.7 50.4 1.4 0.2 72.1 4.1 0.2 Delay (s) 45.6 192.2 31.0 54.5 82.3 30.8 87.7 31.0 26.6 109.9 35.6 27.1 Level of Service D F C D F C F C C F D C
Approach Delay (s) 135.1 61.9 43.5 50.9
Approach LOS F E D D
Intersection Summary
HCM 2000 Control Delay 76.2 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 1.02
Actuated Cycle Length (s) 88.2 Sum of lost time (s) 18.0 Intersection Capacity Utilization 77.3% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Cumulative Without Project PM 1: E Market St & Market Wy & Sherwood Dr
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 0 0 423 34 446 21 1745 696 327 871 39 Future Volume (vph) 0 0 0 423 34 446 21 1745 696 327 871 39 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 0.95 0.95 1.00 1.00 0.95 0.88 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 0.98 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.99
Flt Protected 0.95 0.96 1.00 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1681 1697 1552 1770 3539 2725 1770 3513 Flt Permitted 0.95 0.96 1.00 0.95 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1681 1697 1552 1770 3539 2725 1770 3513 Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Adj. Flow (vph) 0 0 0 436 35 460 22 1799 718 337 898 40 RTOR Reduction (vph) 00000 2 1 2000040
Lane Group Flow (vph) 0 0 0 235 236 248 22 1799 718 337 934 0 Confl. Peds. (#/hr) 7 4 1
Turn Type Split NA Perm Prot NA Free Prot NA
Protected Phases 8 8 5 2 1 6
Permitted Phases 8 Free
Actuated Green, G (s) 13.6 13.6 13.6 0.8 24.4 61.0 11.0 34.6 Effective Green, g (s) 13.6 13.6 13.6 0.8 24.4 61.0 11.0 34.6 Actuated g/C Ratio 0.22 0.22 0.22 0.01 0.40 1.00 0.18 0.57 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 374 378 346 23 1415 2725 319 1992
v/s Ratio Prot 0.14 0.14 0.01 c0.51 c0.19 0.27
v/s Ratio Perm c0.16 0.26
v/c Ratio 0.63 0.62 0.72 0.96 1.27 0.26 1.06 0.47
Uniform Delay, d1 21.4 21.4 21.9 30.1 18.3 0.0 25.0 7.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 3.3 3.2 6.9 166.5 127.8 0.2 66.0 0.8 Delay (s) 24.7 24.6 28.8 196.6 146.1 0.2 91.0 8.6
Level of Service C C C F F A F A
Approach Delay (s) 0.0 26.7 105.3 30.4
Approach LOS A C F C
Intersection Summary
HCM 2000 Control Delay 69.7 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 1.07
Actuated Cycle Length (s) 61.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 89.1% ICU Level of Service E Analysis Period (min) 15
c Critical Lane Group
HCM 2010 Signalized Intersection Summary Cumulative Without Project PM 2: Front St & E Alisal St
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 87 799 137 241 570 194 129 870 82 153 634 308 Future Volume (veh/h) 87 799 137 241 570 194 129 870 82 153 634 308 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 1.00 1.00 1.00 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 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1900 1863 1863 1863 1827 1827 1827 Adj Flow Rate, veh/h 94 859 147 259 613 209 139 935 88 165 682 331 Adj No. of Lanes 121120121121
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 222222222444
Cap, veh/h 122 1070 471 146 819 279 170 907 405 203 961 427 Arrive On Green 0.07 0.30 0.30 0.08 0.32 0.32 0.10 0.26 0.26 0.12 0.28 0.28 Sat Flow, veh/h 1774 3539 1558 1774 2593 883 1774 3539 1581 1740 3471 1543 Grp Volume(v), veh/h 94 859 147 259 418 404 139 935 88 165 682 331 Grp Sat Flow(s),veh/h/ln 1774 1770 1558 1774 1770 1707 1774 1770 1581 1740 1736 1543 Q Serve(g_s), s 3.9 16.6 5.4 6.1 15.7 15.7 5.7 19.0 3.3 6.9 13.1 14.6 Cycle Q Clear(g_c), s 3.9 16.6 5.4 6.1 15.7 15.7 5.7 19.0 3.3 6.9 13.1 14.6 Prop In Lane 1.00 1.00 1.00 0.52 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 122 1070 471 146 559 539 170 907 405 203 961 427 V/C Ratio(X) 0.77 0.80 0.31 1.77 0.75 0.75 0.82 1.03 0.22 0.81 0.71 0.77 Avail Cap(c_a), veh/h 347 1260 555 146 559 539 170 907 405 246 1048 466 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 33.9 23.8 19.9 34.0 22.7 22.8 32.9 27.6 21.7 32.0 24.1 24.7 Incr Delay (d2), s/veh 9.6 3.3 0.4 375.0 5.5 5.8 25.9 38.2 0.3 15.8 2.0 7.4 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 2.2 8.6 2.4 18.2 8.5 8.3 4.0 14.0 1.5 4.2 6.5 7.1 LnGrp Delay(d),s/veh 43.5 27.1 20.3 409.0 28.3 28.5 58.8 65.7 22.0 47.8 26.2 32.1 LnGrp LOS D C C F C C E F CDCC
Approach Vol, veh/h 1100 1081 1162 1178
Approach Delay, s/veh 27.6 119.6 61.6 30.9
Approach LOS C F E C
Timer 12345678
Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 13.1 23.5 10.6 26.9 11.6 25.0 9.6 27.9 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 10.5 19.0 6.1 26.4 7.1 22.4 14.5 18.0 Max Q Clear Time (g_c+I1), s 8.9 21.0 8.1 18.6 7.7 16.6 5.9 17.7 Green Ext Time (p_c), s 0.1 0.0 0.0 3.8 0.0 2.8 0.1 0.1 Intersection Summary
HCM 2010 Ctrl Delay 59.2
HCM 2010 LOS E
HCM 2010 Signalized Intersection Summary Cumulative Without Project PM 3: Abbott St & John St (SR 68)
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 57 691 60 398 624 135 140 865 686 172 765 15 Future Volume (veh/h) 57 691 60 398 624 135 140 865 686 172 765 15 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1900 1863 1863 1863 1810 1810 1810 Adj Flow Rate, veh/h 61 743 65 428 671 145 151 930 738 185 823 16 Adj No. of Lanes 121120121121
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 222222222555
Cap, veh/h 78 806 359 365 1126 243 184 1082 483 105 904 403 Arrive On Green 0.04 0.23 0.23 0.21 0.39 0.39 0.10 0.31 0.31 0.06 0.26 0.26 Sat Flow, veh/h 1774 3539 1575 1774 2895 625 1774 3539 1582 1723 3438 1531 Grp Volume(v), veh/h 61 743 65 428 410 406 151 930 738 185 823 16 Grp Sat Flow(s),veh/h/ln 1774 1770 1575 1774 1770 1751 1774 1770 1582 1723 1719 1531 Q Serve(g_s), s 3.1 18.5 3.0 18.5 16.6 16.6 7.5 22.3 27.5 5.5 20.9 0.7 Cycle Q Clear(g_c), s 3.1 18.5 3.0 18.5 16.6 16.6 7.5 22.3 27.5 5.5 20.9 0.7 Prop In Lane 1.00 1.00 1.00 0.36 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 78 806 359 365 688 681 184 1082 483 105 904 403 V/C Ratio(X) 0.78 0.92 0.18 1.17 0.60 0.60 0.82 0.86 1.53 1.76 0.91 0.04 Avail Cap(c_a), veh/h 144 806 359 365 688 681 215 1082 483 105 904 403 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 42.6 34.0 28.0 35.7 21.9 21.9 39.5 29.4 31.2 42.2 32.1 24.7 Incr Delay (d2), s/veh 15.1 15.9 0.2 103.3 1.4 1.4 19.3 8.9 247.4 376.2 14.8 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 1.8 10.8 1.3 19.5 8.4 8.3 4.7 12.2 45.2 13.6 11.7 0.3 LnGrp Delay(d),s/veh 57.7 49.9 28.2 139.0 23.3 23.3 58.8 38.4 278.6 418.5 46.9 24.9 LnGrp LOS E D C F C C E D F F D C
Approach Vol, veh/h 869 1244 1819 1024
Approach Delay, s/veh 48.8 63.1 137.5 113.7
Approach LOS D E F F
Timer 12345678
Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 10.0 32.0 23.0 25.0 13.8 28.2 8.5 39.5 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 5.5 27.5 18.5 20.5 10.9 22.1 7.3 31.7 Max Q Clear Time (g_c+I1), s 7.5 29.5 20.5 20.5 9.5 22.9 5.1 18.6 Green Ext Time (p_c), s 0.0 0.0 0.0 0.0 0.1 0.0 0.0 4.4 Intersection Summary
HCM 2010 Ctrl Delay 98.4
HCM 2010 LOS F
HCM 2010 TWSC Cumulative Without Project PM
4: Spring St & John St (SR 68)
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 1.2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 4 1543 2 3 1149 8218506
Future Vol, veh/h 4 1543 2 3 1149 8218506
Conflicting Peds, #/hr 5 03305002200
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None
Storage Length - - - 210 --------
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95
Heavy Vehicles, % 2 22222 3 6 3 6 3 6999
Mvmt Flow 4 1624 2 3 1209 8218506
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 1222 0 0 1629 0 0 2247 2864 818 2047 2861 614 Stage 1 - ----- 1636 1636 - 1224 1224 -
Stage 2 - ----- 6 1 1 1228 - 823 1637 -
Critical Hdwy 4.14 - - 4.14 - - 8.22 7.22 7.62 7.68 6.68 7.08 Critical Hdwy Stg 1 - ----- 7.22 6.22 - 6.68 5.68 -
Critical Hdwy Stg 2 - ----- 7.22 6.22 - 6.68 5.68 -
Follow-up Hdwy 2.22 - - 2.22 - - 3.86 4.36 3.66 3.59 4.09 3.39 Pot Cap-1 Maneuver 566 - - 395 - - 15 9 256 30 15 418
Stage 1 - ----- 7 4 1 1 2- 1 7 9 2 3 6-
Stage 2 - ----- 3 7 3 1 9 0- 3 1 9 1 4 7-
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 564 - - 394 - - 14 8 255 24 14 416
Mov Cap-2 Maneuver - ----- 1 4 8- 2 4 1 4-
Stage 1 - ----- 6 8 1 0 3- 1 6 5 2 3 3-
Stage 2 - ----- 3 6 5 1 8 8- 2 8 2 1 3 6-
Approach EB WB NB SB
HCM Control Delay, s 0.4 0 141.6 99.9
HCM LOS F F
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 37 564 - - 394 - - 49
HCM Lane V/C Ratio 0.313 0.007 - - 0.008 - - 0.236
HCM Control Delay (s) 141.6 11.4 0.4 - 14.2 - - 99.9
HCM Lane LOS F B A - B - - F
HCM 95th %tile Q(veh) 1 0 - - 0 - - 0.8
Cumulative Without Project PMHCM 2010 Signalized Intersection Summary 5: S Sanborn Rd & John St
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 302 350 70 281 266 30 340 859 645 40 437 290 Future Volume (veh/h) 302 350 70 281 266 30 340 859 645 40 437 290 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.98 1.00 0.96 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 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 315 365 73 293 277 31 354 895 672 42 455 302 Adj No. of Lanes 120121121121
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 222222222222
Cap, veh/h 282 547 108 301 695 306 222 1200 513 71 899 386 Arrive On Green 0.16 0.19 0.19 0.17 0.20 0.20 0.13 0.34 0.34 0.04 0.25 0.25 Sat Flow, veh/h 1774 2938 581 1774 3539 1559 1774 3539 1513 1774 3539 1518 Grp Volume(v), veh/h 315 218 220 293 277 31 354 895 672 42 455 302 Grp Sat Flow(s),veh/h/ln 1774 1770 1750 1774 1770 1559 1774 1770 1513 1774 1770 1518 Q Serve(g_s), s 10.8 7.8 7.9 11.2 4.6 1.1 8.5 15.2 23.0 1.6 7.5 12.6 Cycle Q Clear(g_c), s 10.8 7.8 7.9 11.2 4.6 1.1 8.5 15.2 23.0 1.6 7.5 12.6 Prop In Lane 1.00 0.33 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 282 329 326 301 695 306 222 1200 513 71 899 386 V/C Ratio(X) 1.12 0.66 0.67 0.97 0.40 0.10 1.59 0.75 1.31 0.59 0.51 0.78 Avail Cap(c_a), veh/h 282 469 464 301 975 430 222 1200 513 131 991 425 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 28.5 25.6 25.7 28.0 23.8 22.4 29.7 19.8 22.4 32.0 21.7 23.6 Incr Delay (d2), s/veh 88.4 2.3 2.4 44.9 0.4 0.1 287.3 2.6 153.0 7.5 0.4 8.5 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 12.1 4.0 4.1 9.1 2.3 0.5 21.8 7.8 31.3 0.9 3.7 6.2 LnGrp Delay(d),s/veh 116.9 27.9 28.2 72.9 24.1 22.5 316.9 22.4 175.4 39.5 22.1 32.0 LnGrp LOS F C C E C C F C F D C C
Approach Vol, veh/h 753 601 1921 799
Approach Delay, s/veh 65.2 47.8 130.2 26.8
Approach LOS E D F C
Timer 12345678
Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 7.2 27.5 16.0 17.1 13.0 21.7 15.3 17.8 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 5.0 22.5 11.5 18.0 8.5 19.0 10.8 18.7 Max Q Clear Time (g_c+I1), s 3.6 25.0 13.2 9.9 10.5 14.6 12.8 6.6 Green Ext Time (p_c), s 0.0 0.0 0.0 1.6 0.0 1.7 0.0 1.4 Intersection Summary
HCM 2010 Ctrl Delay 85.8
HCM 2010 LOS F
Cumulative Without Project PMHCM 2010 TWSC
6: Abbott St & Maple St/Private Dwy
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 3.6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 39 0 45 0 0 0 60 1652 0 1 1148 54
Future Vol, veh/h 39 0 45 0 0 0 60 1652 0 1 1148 54
Conflicting Peds, #/hr 0 01100 1 30220 1 3
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None
Storage Length - -----------
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93
Heavy Vehicles, % 2 22222222555
Mvmt Flow 42 0 48 0 0 0 65 1776 0 1 1234 58
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 2296 3186 660 2528 3215 890 1305 0 0 1778 0 0 Stage 1 1278 1278 - 1908 1908 -------
Stage 2 1018 1908 - 620 1307 -------
Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 - - 4.2 - - Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 -------
Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 -------
Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.25 - - Pot Cap-1 Maneuver ~ 21 10 406 14 10 286 526 - - 333 - - Stage 1 176 235 - 71 115 -------
Stage 2 254 115 - 442 228 -------
Platoon blocked, % - - - -
Mov Cap-1 Maneuver - 0 401 - 0 286 520 - - 332 - -
Mov Cap-2 Maneuver - 0 - - 0 -------
Stage 1 176 230 - 71 0 -------
Stage 2 - 0 - 384 223 -------
Approach EB WB NB SB
HCM Control Delay, s 0 6.2 0.1
HCM LOS - A
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 520 ---- 3 3 2--
HCM Lane V/C Ratio 0.124 ---- 0.003 - -
HCM Control Delay (s) 12.9 6 - - 0 15.9 0.1 -
HCM Lane LOS B A - - A C A -
HCM 95th %tile Q(veh) 0.4 ---- 0--
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Cumulative Without Project PMHCM 2010 TWSC
7: Abbott St & Spicer St
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 13.9
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 10 195 1527 60 35 1180
Future Vol, veh/h 10 195 1527 60 35 1180
Conflicting Peds, #/hr 0 00330
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 -----
Veh in Median Storage, # 0 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 94 94 94 94 94 94
Heavy Vehicles, % 2 23344
Mvmt Flow 11 207 1624 64 37 1255
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 2361 847 0 0 1691 0
Stage 1 1659 -----
Stage 2 702 -----
Critical Hdwy 6.84 6.94 - - 4.18 -
Critical Hdwy Stg 1 5.84 -----
Critical Hdwy Stg 2 5.84 -----
Follow-up Hdwy 3.52 3.32 - - 2.24 -
Pot Cap-1 Maneuver 30 305 - - 365 -
Stage 1 140 -----
Stage 2 453 -----
Platoon blocked, % - - -
Mov Cap-1 Maneuver 20 304 - - 364 -
Mov Cap-2 Maneuver 20 -----
Stage 1 93 -----
Stage 2 453 -----
Approach WB NB SB
HCM Control Delay, s 187.4 0 2.9
HCM LOS F
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - 180 364 -
HCM Lane V/C Ratio - - 1.212 0.102 -
HCM Control Delay (s) - - 187.4 16 2.5
HCM Lane LOS - - F C A
HCM 95th %tile Q(veh) - - 11.7 0.3 -
Cumulative Without Project PMHCM 2010 TWSC
8: Abbott St & Alameda Ave
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 76.6
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 93 15 26 1494 1138 52
Future Vol, veh/h 93 15 26 1494 1138 52
Conflicting Peds, #/hr 4 02002
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 -----
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 93 93 93 93 93 93
Heavy Vehicles, % 2 23344
Mvmt Flow 100 16 28 1606 1224 56
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 2117 642 1282 0 - 0
Stage 1 1254 -----
Stage 2 863 -----
Critical Hdwy 6.84 6.94 4.16 - - -
Critical Hdwy Stg 1 5.84 -----
Critical Hdwy Stg 2 5.84 -----
Follow-up Hdwy 3.52 3.32 2.23 - - -
Pot Cap-1 Maneuver ~ 43 417 532 - - -
Stage 1 232 -----
Stage 2 373 -----
Platoon blocked, % - - -
Mov Cap-1 Maneuver ~ 22 416 531 - - -
Mov Cap-2 Maneuver ~ 22 -----
Stage 1 118 -----
Stage 2 372 -----
Approach EB NB SB
HCM Control Delay, s $ 1955.9 3.1 0
HCM LOS F
Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR
Capacity (veh/h) 531 - 25 - -
HCM Lane V/C Ratio 0.053 - 4.645 - -
HCM Control Delay (s) 12.2 2.9 $ 1955.9 - -
HCM Lane LOS B A F - -
HCM 95th %tile Q(veh) 0.2 - 14.4 - -
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 2010 Signalized Intersection Summary Cumulative Without Project PM 9: Abbott St & Los Palos Dr/Malarin St
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 55 1 15 135 48 200 30 1115 120 50 683 140 Future Volume (veh/h) 55 1 15 135 48 200 30 1115 120 50 683 140 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1900 1900 1792 1792 1827 1827 1900 1845 1845 1900 Adj Flow Rate, veh/h 60 1 16 148 53 220 33 1225 132 55 751 154 Adj No. of Lanes 010011120120
Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Percent Heavy Veh, % 222666444333
Cap, veh/h 213 17 28 348 96 324 425 1932 208 284 1770 363 Arrive On Green 0.21 0.21 0.21 0.21 0.21 0.21 0.61 0.61 0.61 0.61 0.61 0.61 Sat Flow, veh/h 413 80 129 1060 450 1515 601 3161 340 396 2896 594 Grp Volume(v), veh/h 77 0 0 201 0 220 33 671 686 55 454 451 Grp Sat Flow(s),veh/h/ln 622 0 0 1510 0 1515 601 1736 1765 396 1752 1737 Q Serve(g_s), s 2.3 0.0 0.0 0.0 0.0 6.9 1.6 12.6 12.7 5.3 7.0 7.0 Cycle Q Clear(g_c), s 8.4 0.0 0.0 6.1 0.0 6.9 8.6 12.6 12.7 18.0 7.0 7.0 Prop In Lane 0.78 0.21 0.74 1.00 1.00 0.19 1.00 0.34
Lane Grp Cap(c), veh/h 257 0 0 445 0 324 425 1061 1079 284 1071 1062 V/C Ratio(X) 0.30 0.00 0.00 0.45 0.00 0.68 0.08 0.63 0.64 0.19 0.42 0.42 Avail Cap(c_a), veh/h 451 0 0 680 0 573 425 1061 1079 284 1071 1062 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 20.3 0.0 0.0 18.3 0.0 18.6 7.5 6.3 6.4 12.1 5.3 5.3 Incr Delay (d2), s/veh 0.6 0.0 0.0 0.7 0.0 2.5 0.4 2.9 2.9 1.5 1.2 1.2 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 1.1 0.0 0.0 2.7 0.0 3.1 0.3 6.8 7.0 0.7 3.6 3.6 LnGrp Delay(d),s/veh 21.0 0.0 0.0 19.0 0.0 21.1 7.9 9.2 9.2 13.6 6.5 6.5 LnGrp LOS C B C AAABAA
Approach Vol, veh/h 77 421 1390 960
Approach Delay, s/veh 21.0 20.1 9.2 6.9
Approach LOS C C A A
Timer 12345678
Assigned Phs 2468
Phs Duration (G+Y+Rc), s 36.0 15.5 36.0 15.5
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 31.5 19.5 31.5 19.5
Max Q Clear Time (g_c+I1), s 14.7 10.4 20.0 8.9
Green Ext Time (p_c), s 9.2 0.2 5.1 1.4
Intersection Summary
HCM 2010 Ctrl Delay 10.4
HCM 2010 LOS B
Cumulative Without Project PMHCM Signalized Intersection Capacity Analysis 10: Abbott St & E Romie Ln/Abbott Pl
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 556 0 463 40 4 8 262 588 17 15 531 158 Future Volume (vph) 556 0 463 40 4 8 262 588 17 15 531 158 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 0.98 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 0.98 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 0.95 1.00 0.96 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1665 1665 1568 1398 1719 3438 1500 1703 3406 1524 Flt Permitted 0.95 0.95 1.00 0.86 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1665 1665 1568 1252 1719 3438 1500 1703 3406 1524 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 591 0 493 43 4 9 279 626 18 16 565 168
RTOR Reduction (vph) 0 0 262 09000900 1 1 7
Lane Group Flow (vph) 295 296 231 0 47 0 279 626 9 16 565 51 Confl. Peds. (#/hr) 5
Heavy Vehicles (%) 3% 3% 3% 28% 28% 28% 5% 5% 5% 6% 6% 6% Turn Type Split NA Perm Perm NA Prot NA Perm Prot NA Perm Protected Phases 4 4 7 5 2 1 6
Permitted Phases 4 7 2 6
Actuated Green, G (s) 16.8 16.8 16.8 4.1 15.9 39.1 39.1 0.9 24.1 24.1 Effective Green, g (s) 16.8 16.8 16.8 4.1 15.9 39.1 39.1 0.9 24.1 24.1 Actuated g/C Ratio 0.21 0.21 0.21 0.05 0.20 0.50 0.50 0.01 0.31 0.31 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 354 354 333 65 346 1703 743 19 1040 465 v/s Ratio Prot 0.18 c0.18 c0.16 0.18 0.01 c0.17
v/s Ratio Perm 0.15 c0.04 0.01 0.03
v/c Ratio 0.83 0.84 0.69 0.73 0.81 0.37 0.01 0.84 0.54 0.11 Uniform Delay, d1 29.7 29.7 28.7 36.9 30.0 12.3 10.1 38.9 22.8 19.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 15.4 15.6 6.1 34.1 12.8 0.6 0.0 131.7 2.0 0.5 Delay (s) 45.1 45.3 34.8 70.9 42.9 12.9 10.1 170.7 24.9 20.2 Level of Service D D C E D B B F C C
Approach Delay (s) 40.5 70.9 21.9 26.9
Approach LOS D E C C
Intersection Summary
HCM 2000 Control Delay 31.4 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.70
Actuated Cycle Length (s) 78.9 Sum of lost time (s) 18.0 Intersection Capacity Utilization 58.9% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
Cumulative Without Project PMHCM Signalized Intersection Capacity Analysis 11: E Blanco Rd/S Sanborn Rd & Abbott St
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 311 479 210 190 245 205 282 710 298 264 603 300 Future Volume (vph) 311 479 210 190 245 205 282 710 298 264 603 300 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 0.91 0.91 1.00 0.91 0.91 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 0.99 1.00 0.95 0.99 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1579 3308 1528 1535 3205 1509 1752 3505 1568 1719 3438 1517 Flt Permitted 0.95 0.99 1.00 0.95 0.99 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1579 3308 1528 1535 3205 1509 1752 3505 1568 1719 3438 1517 Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Adj. Flow (vph) 349 538 236 213 275 230 317 798 335 297 678 337 RTOR Reduction (vph) 0 0 187 0 0 189 0 0 246 0 0 262
Lane Group Flow (vph) 286 601 49 158 330 41 317 798 89 297 678 75 Confl. Peds. (#/hr) 3 1
Heavy Vehicles (%) 4% 4% 4% 7% 7% 7% 3% 3% 3% 5% 5% 5%
Turn Type Split NA Perm Split NA Perm Prot NA Perm Prot NA Perm Protected Phases 4 4 7 7 5 2 1 6
Permitted Phases 4726
Actuated Green, G (s) 18.0 18.0 18.0 15.4 15.4 15.4 15.5 22.7 22.7 11.8 19.0 19.0 Effective Green, g (s) 18.0 18.0 18.0 15.4 15.4 15.4 15.5 22.7 22.7 11.8 19.0 19.0 Actuated g/C Ratio 0.21 0.21 0.21 0.18 0.18 0.18 0.18 0.26 0.26 0.14 0.22 0.22 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 330 693 320 275 574 270 316 926 414 236 760 335 v/s Ratio Prot 0.18 c0.18 0.10 c0.10 0.18 c0.23 c0.17 0.20 v/s Ratio Perm 0.03 0.03 0.06 0.05
v/c Ratio 0.87 0.87 0.15 0.57 0.57 0.15 1.00 0.86 0.21 1.26 0.89 0.22 Uniform Delay, d1 32.8 32.8 27.7 32.3 32.3 29.7 35.2 30.1 24.6 37.1 32.5 27.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 20.5 11.1 0.2 2.9 1.4 0.3 51.4 8.3 0.3 145.9 12.8 0.3 Delay (s) 53.3 43.9 28.0 35.1 33.7 30.0 86.6 38.4 24.9 183.0 45.2 27.7 Level of Service DDCDCCFDCFDC
Approach Delay (s) 42.9 32.8 45.8 71.9
Approach LOS D C D E
Intersection Summary
HCM 2000 Control Delay 50.5 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.87
Actuated Cycle Length (s) 85.9 Sum of lost time (s) 18.0 Intersection Capacity Utilization 72.3% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Cumulative Without Project AM 1: E Market St & Market Way & Sherwood Dr With Improvement Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 0 0 574 17 204 18 880 300 211 1377 21 Future Volume (vph) 0 0 0 574 17 204 18 880 300 211 1377 21 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 0.95 0.95 1.00 1.00 0.95 0.88 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 0.98 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00
Flt Protected 0.95 0.95 1.00 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1498 1506 1396 1577 3154 2427 1593 3177 Flt Permitted 0.95 0.95 1.00 0.95 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1498 1506 1396 1577 3154 2427 1593 3177 Peak-hour factor, PHF 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 Adj. Flow (vph) 0 0 0 683 20 243 21 1048 357 251 1639 25 RTOR Reduction (vph) 00000 1 7000010
Lane Group Flow (vph) 0 0 0 348 355 226 21 1048 357 251 1663 0 Confl. Peds. (#/hr) 4 6 2
Heavy Vehicles (%) 2% 2% 2% 3% 3% 3% 3% 3% 3% 2% 2% 2%
Turn Type Split NA pm+ov Prot NA Free Prot NA
Protected Phases 88152 16
Permitted Phases 8 Free
Actuated Green, G (s) 22.8 22.8 39.4 1.6 38.6 90.0 16.6 53.6 Effective Green, g (s) 22.8 22.8 39.4 1.6 38.6 90.0 16.6 53.6 Actuated g/C Ratio 0.25 0.25 0.44 0.02 0.43 1.00 0.18 0.60 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 379 381 673 28 1352 2427 293 1892
v/s Ratio Prot 0.23 c0.24 0.06 0.01 0.33 c0.16 c0.52
v/s Ratio Perm 0.10 0.15
v/c Ratio 0.92 0.93 0.34 0.75 0.78 0.15 0.86 0.88
Uniform Delay, d1 32.7 32.8 16.7 44.0 22.0 0.0 35.5 15.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 26.5 29.3 0.3 71.8 4.4 0.1 21.0 6.2 Delay (s) 59.2 62.1 17.0 115.8 26.4 0.1 56.6 21.6
Level of Service E E B F C A E C
Approach Delay (s) 0.0 49.5 21.1 26.2
Approach LOS A D C C
Intersection Summary
HCM 2000 Control Delay 29.7 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.92
Actuated Cycle Length (s) 90.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 74.5% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
HCM 2010 Signalized Intersection Summary Cumulative Without Project AM 2: Front St & E Alisal St With Improvement
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 130 416 244 134 563 92 108 577 56 58 838 153 Future Volume (veh/h) 130 416 244 134 563 92 108 577 56 58 838 153 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1845 1845 1900 1776 1776 1776 1863 1863 1863 Adj Flow Rate, veh/h 153 489 287 158 662 108 127 679 66 68 986 180 Adj No. of Lanes 121120121121
Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Percent Heavy Veh, % 222333777222
Cap, veh/h 181 850 518 186 738 120 154 1208 539 91 1126 501 Arrive On Green 0.10 0.24 0.24 0.11 0.24 0.24 0.09 0.36 0.36 0.05 0.32 0.32 Sat Flow, veh/h 1774 3539 1558 1757 3018 492 1691 3374 1506 1774 3539 1576 Grp Volume(v), veh/h 153 489 287 158 384 386 127 679 66 68 986 180 Grp Sat Flow(s),veh/h/ln 1774 1770 1558 1757 1752 1758 1691 1687 1506 1774 1770 1576 Q Serve(g_s), s 6.2 9.0 11.1 6.5 15.6 15.6 5.4 11.9 2.2 2.8 19.4 6.5 Cycle Q Clear(g_c), s 6.2 9.0 11.1 6.5 15.6 15.6 5.4 11.9 2.2 2.8 19.4 6.5 Prop In Lane 1.00 1.00 1.00 0.28 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 181 850 518 186 428 430 154 1208 539 91 1126 501 V/C Ratio(X) 0.85 0.58 0.55 0.85 0.90 0.90 0.82 0.56 0.12 0.75 0.88 0.36 Avail Cap(c_a), veh/h 181 866 525 186 436 437 154 1208 539 125 1178 525 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 32.5 24.6 20.2 32.3 26.9 26.9 32.9 19.0 15.9 34.5 23.7 19.3 Incr Delay (d2), s/veh 29.3 0.9 1.2 29.0 20.6 20.8 29.2 0.6 0.1 15.0 7.4 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 4.5 4.5 4.9 4.7 10.0 10.1 3.8 5.6 0.9 1.7 10.6 2.9 LnGrp Delay(d),s/veh 61.7 25.6 21.4 61.3 47.5 47.7 62.0 19.6 16.0 49.4 31.1 19.7 LnGrp LOS E C C E D D E B B D C B
Approach Vol, veh/h 929 928 872 1234
Approach Delay, s/veh 30.2 50.0 25.5 30.5
Approach LOS CDCC
Timer 12345678
Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 8.3 30.9 12.3 22.2 11.2 27.9 12.0 22.5 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 5.2 26.0 7.8 18.0 6.7 24.5 7.5 18.3 Max Q Clear Time (g_c+I1), s 4.8 13.9 8.5 13.1 7.4 21.4 8.2 17.6 Green Ext Time (p_c), s 0.0 3.9 0.0 1.9 0.0 2.0 0.0 0.3 Intersection Summary
HCM 2010 Ctrl Delay 33.9
HCM 2010 LOS C
HCM 2010 Signalized Intersection Summary Cumulative Without Project AM 3: Abbott St & John St (SR 68) With Improvement
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 49 465 85 656 832 91 50 560 220 154 920 12 Future Volume (veh/h) 49 465 85 656 832 91 50 560 220 154 920 12 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1900 1810 1810 1810 1845 1845 1845 Adj Flow Rate, veh/h 54 517 94 729 924 101 56 622 244 171 1022 13 Adj No. of Lanes 121220121121
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, % 222222555333
Cap, veh/h 75 640 285 802 1196 131 74 888 396 207 1167 521 Arrive On Green 0.04 0.18 0.18 0.23 0.37 0.37 0.04 0.26 0.26 0.12 0.33 0.33 Sat Flow, veh/h 1774 3539 1578 3442 3218 352 1723 3438 1535 1757 3505 1567 Grp Volume(v), veh/h 54 517 94 729 508 517 56 622 244 171 1022 13 Grp Sat Flow(s),veh/h/ln 1774 1770 1578 1721 1770 1800 1723 1719 1535 1757 1752 1567 Q Serve(g_s), s 2.6 12.0 4.4 17.6 21.7 21.7 2.8 14.0 12.0 8.1 23.5 0.5 Cycle Q Clear(g_c), s 2.6 12.0 4.4 17.6 21.7 21.7 2.8 14.0 12.0 8.1 23.5 0.5 Prop In Lane 1.00 1.00 1.00 0.20 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 75 640 285 802 658 669 74 888 396 207 1167 521 V/C Ratio(X) 0.72 0.81 0.33 0.91 0.77 0.77 0.76 0.70 0.62 0.83 0.88 0.02 Avail Cap(c_a), veh/h 106 744 332 824 690 702 101 888 396 252 1167 521 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 40.5 33.6 30.5 31.9 23.7 23.7 40.5 28.8 28.0 36.9 26.9 19.2 Incr Delay (d2), s/veh 13.1 5.8 0.7 13.7 5.2 5.1 19.5 4.6 7.0 17.0 9.3 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 1.5 6.4 2.0 9.9 11.5 11.7 1.7 7.2 5.8 4.9 12.9 0.2 LnGrp Delay(d),s/veh 53.6 39.4 31.2 45.7 28.9 28.8 60.0 33.3 35.0 53.9 36.2 19.3 LnGrp LOS DDCDCCECCDDB
Approach Vol, veh/h 665 1754 922 1206
Approach Delay, s/veh 39.4 35.8 35.4 38.6
Approach LOS DDDD
Timer 12345678
Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 14.6 26.6 24.5 20.0 8.2 33.0 8.1 36.3 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 12.3 21.2 20.5 18.0 5.0 28.5 5.1 33.4 Max Q Clear Time (g_c+I1), s 10.1 16.0 19.6 14.0 4.8 25.5 4.6 23.7 Green Ext Time (p_c), s 0.1 2.3 0.3 1.4 0.0 1.9 0.0 4.6 Intersection Summary
HCM 2010 Ctrl Delay 37.0
HCM 2010 LOS D
HCM 2010 TWSC Cumulative Without Project AM
4: Spring St & John St (SR 68) With Improvement
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 0.1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 0 839 5 0 1570 12 009007
Future Vol, veh/h 0 839 5 0 1570 12 009007
Conflicting Peds, #/hr 2 03302100001
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None
Storage Length - ------- 0-- 0
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90
Heavy Vehicles, % 3 33222 4 4 4 4 4 4222
Mvmt Flow 0 932 6 0 1744 13 0 0 10 0 0 8
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All - 0 0 - - 0 - - 472 - - 882
Stage 1 - -----------
Stage 2 - -----------
Critical Hdwy - ------- 7.78 - - 6.94
Critical Hdwy Stg 1 - -----------
Critical Hdwy Stg 2 - -----------
Follow-up Hdwy - ------- 3.74 - - 3.32
Pot Cap-1 Maneuver 0 - - 0 - - 0 0 439 0 0 289
Stage 1 0 - - 0 - - 0 0 - 0 0 -
Stage 2 0 - - 0 - - 0 0 - 0 0 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver - ------- 4 3 8-- 2 8 8
Mov Cap-2 Maneuver - -----------
Stage 1 - -----------
Stage 2 - -----------
Approach EB WB NB SB
HCM Control Delay, s 0 0 13.4 17.8
HCM LOS B C
Minor Lane/Major Mvmt NBLn1 EBT EBR WBT WBR SBLn1
Capacity (veh/h) 438 ---- 2 8 8
HCM Lane V/C Ratio 0.023 ---- 0.027
HCM Control Delay (s) 13.4 ---- 17.8
HCM Lane LOS B ---- C
HCM 95th %tile Q(veh) 0.1 ---- 0 . 1
Cumulative Without Project AMHCM 2010 Signalized Intersection Summary 5: S Sanborn Rd & John St With Improvement
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 167 170 110 425 400 30 110 417 420 70 638 331 Future Volume (veh/h) 167 170 110 425 400 30 110 417 420 70 638 331 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 0.98 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 Adj Sat Flow, veh/h/ln 1845 1845 1900 1863 1863 1863 1845 1845 1845 1863 1863 1863 Adj Flow Rate, veh/h 180 183 118 457 430 32 118 448 452 75 686 356 Adj No. of Lanes 120121121121
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 333222333222
Cap, veh/h 225 317 193 500 1084 477 148 1001 879 96 904 401 Arrive On Green 0.13 0.15 0.15 0.28 0.31 0.31 0.08 0.29 0.29 0.05 0.26 0.26 Sat Flow, veh/h 1757 2078 1266 1774 3539 1557 1757 3505 1530 1774 3539 1570 Grp Volume(v), veh/h 180 153 148 457 430 32 118 448 452 75 686 356 Grp Sat Flow(s),veh/h/ln 1757 1752 1591 1774 1770 1557 1757 1752 1530 1774 1770 1570 Q Serve(g_s), s 7.9 6.4 6.9 19.9 7.6 1.2 5.3 8.3 14.5 3.3 14.3 17.4 Cycle Q Clear(g_c), s 7.9 6.4 6.9 19.9 7.6 1.2 5.3 8.3 14.5 3.3 14.3 17.4 Prop In Lane 1.00 0.80 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 225 268 243 500 1084 477 148 1001 879 96 904 401 V/C Ratio(X) 0.80 0.57 0.61 0.91 0.40 0.07 0.80 0.45 0.51 0.78 0.76 0.89 Avail Cap(c_a), veh/h 386 396 359 568 1155 508 165 1001 879 145 933 414 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 33.7 31.3 31.5 27.7 21.8 19.6 35.8 23.3 10.6 37.2 27.4 28.6 Incr Delay (d2), s/veh 6.4 1.9 2.5 18.2 0.2 0.1 21.2 0.3 0.5 14.1 3.6 19.9 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 4.3 3.2 3.2 12.2 3.7 0.5 3.4 4.1 6.2 2.0 7.4 9.8 LnGrp Delay(d),s/veh 40.2 33.3 34.0 45.9 22.1 19.6 57.0 23.6 11.1 51.3 31.0 48.4 LnGrp LOS DCCDCBECBDCD
Approach Vol, veh/h 481 919 1018 1117
Approach Delay, s/veh 36.1 33.8 21.9 37.9
Approach LOS DCCD
Timer 12345678
Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 8.8 27.3 26.9 16.7 11.2 24.9 14.7 28.9 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 6.5 22.0 25.5 18.0 7.5 21.0 17.5 26.0 Max Q Clear Time (g_c+I1), s 5.3 16.5 21.9 8.9 7.3 19.4 9.9 9.6 Green Ext Time (p_c), s 0.0 2.3 0.6 1.1 0.0 1.0 0.3 2.7 Intersection Summary
HCM 2010 Ctrl Delay 32.0
HCM 2010 LOS C
HCM 2010 Signalized Intersection Summary Cumulative Without Project AM 6: Abbott St & Maple St/Private Dwy With Improvement
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 45 0 82 0 0 0 45 785 0 0 1589 52 Future Volume (veh/h) 45 0 82 0 0 0 45 785 0 0 1589 52
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 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 Adj Sat Flow, veh/h/ln 1900 1863 1863 1900 1863 1900 1810 1810 1900 1863 1863 1900 Adj Flow Rate, veh/h 48 0 87 0 0 0 48 835 0 0 1690 55
Adj No. of Lanes 011010120120
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 222222555222
Cap, veh/h 277 0 140 0 165 0 68 2551 0 4 2161 70
Arrive On Green 0.09 0.00 0.09 0.00 0.00 0.00 0.04 0.74 0.00 0.00 0.62 0.62 Sat Flow, veh/h 1401 0 1578 0 1863 0 1723 3529 0 1774 3498 113 Grp Volume(v), veh/h 48 0 87 0 0 0 48 835 0 0 852 893
Grp Sat Flow(s),veh/h/ln 1401 0 1578 0 1863 0 1723 1719 0 1774 1770 1842 Q Serve(g_s), s 1.5 0.0 2.5 0.0 0.0 0.0 1.3 3.9 0.0 0.0 16.8 17.0 Cycle Q Clear(g_c), s 1.5 0.0 2.5 0.0 0.0 0.0 1.3 3.9 0.0 0.0 16.8 17.0 Prop In Lane 1.00 1.00 0.00 0.00 1.00 0.00 1.00 0.06
Lane Grp Cap(c), veh/h 277 0 140 0 165 0 68 2551 0 4 1093 1138 V/C Ratio(X) 0.17 0.00 0.62 0.00 0.00 0.00 0.70 0.33 0.00 0.00 0.78 0.78 Avail Cap(c_a), veh/h 627 0 535 0 631 0 146 2551 0 150 1237 1288 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 0.00 0.00 0.00 1.00 1.00 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 20.3 0.0 20.8 0.0 0.0 0.0 22.4 2.1 0.0 0.0 6.7 6.7 Incr Delay (d2), s/veh 0.3 0.0 4.5 0.0 0.0 0.0 12.4 0.1 0.0 0.0 2.9 2.9 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 0.6 0.0 1.3 0.0 0.0 0.0 0.8 1.8 0.0 0.0 8.7 9.4 LnGrp Delay(d),s/veh 20.6 0.0 25.2 0.0 0.0 0.0 34.8 2.1 0.0 0.0 9.5 9.6 LnGrp LOS C C C A A A
Approach Vol, veh/h 135 0 883 1745
Approach Delay, s/veh 23.6 0.0 3.9 9.6
Approach LOS C A A
Timer 12345678
Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 0.0 39.0 8.2 5.9 33.2 8.2
Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0
Max Green Setting (Gmax), s 4.0 33.0 16.0 4.0 33.0 16.0 Max Q Clear Time (g_c+I1), s 0.0 5.9 4.5 3.3 19.0 0.0
Green Ext Time (p_c), s 0.0 6.6 0.3 0.0 10.2 0.0
Intersection Summary
HCM 2010 Ctrl Delay 8.5
HCM 2010 LOS A
HCM 2010 TWSC Cumulative Without Project AM
8: Abbott St & Alameda Ave With Improvement
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 1.4
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 45 44 15 800 1485 85
Future Vol, veh/h 45 44 15 800 1485 85
Conflicting Peds, #/hr 2 02002
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 0 150 - - -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 95 95 95 95 95 95
Heavy Vehicles, % 2 27722
Mvmt Flow 47 46 16 842 1563 89
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 2065 828 1654 0 - 0
Stage 1 1610 -----
Stage 2 455 -----
Critical Hdwy 6.84 6.94 4.24 - - -
Critical Hdwy Stg 1 5.84 -----
Critical Hdwy Stg 2 5.84 -----
Follow-up Hdwy 3.52 3.32 2.27 - - -
Pot Cap-1 Maneuver ~ 47 314 364 - - -
Stage 1 149 -----
Stage 2 606 -----
Platoon blocked, % - - -
Mov Cap-1 Maneuver ~ 45 313 363 - - -
Mov Cap-2 Maneuver 117 -----
Stage 1 142 -----
Stage 2 605 -----
Approach EB NB SB
HCM Control Delay, s 37.1 0.3 0
HCM LOS E
Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR
Capacity (veh/h) 363 - 117 313 - -
HCM Lane V/C Ratio 0.043 - 0.405 0.148 - -
HCM Control Delay (s) 15.4 - 55.3 18.5 - -
HCM Lane LOS C - F C - -
HCM 95th %tile Q(veh) 0.1 - 1.7 0.5 - -
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Cumulative Without Project AMHCM 2010 Signalized Intersection Summary 11: E Blanco Rd/S Sanborn Rd & Abbott St With Improvement Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 238 733 230 249 548 322 224 452 256 219 520 210 Future Volume (veh/h) 238 733 230 249 548 322 224 452 256 219 520 210 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 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 Adj Sat Flow, veh/h/ln 1810 1810 1810 1743 1743 1743 1845 1845 1845 1810 1810 1810 Adj Flow Rate, veh/h 280 862 271 293 645 379 264 532 301 258 612 247 Adj No. of Lanes 221221121121
Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Percent Heavy Veh, % 555999333555
Cap, veh/h 381 916 409 390 906 404 294 778 348 288 763 340 Arrive On Green 0.11 0.27 0.27 0.12 0.27 0.27 0.17 0.22 0.22 0.17 0.22 0.22 Sat Flow, veh/h 3343 3438 1535 3221 3312 1475 1757 3505 1568 1723 3438 1530 Grp Volume(v), veh/h 280 862 271 293 645 379 264 532 301 258 612 247 Grp Sat Flow(s),veh/h/ln 1672 1719 1535 1610 1656 1475 1757 1752 1568 1723 1719 1530 Q Serve(g_s), s 6.5 19.8 12.7 7.1 14.2 20.3 11.9 11.2 14.9 11.8 13.6 12.1 Cycle Q Clear(g_c), s 6.5 19.8 12.7 7.1 14.2 20.3 11.9 11.2 14.9 11.8 13.6 12.1 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 381 916 409 390 906 404 294 778 348 288 763 340 V/C Ratio(X) 0.73 0.94 0.66 0.75 0.71 0.94 0.90 0.68 0.86 0.89 0.80 0.73 Avail Cap(c_a), veh/h 746 916 409 718 906 404 294 825 369 288 809 360 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 34.6 29.0 26.4 34.3 26.4 28.6 32.9 28.8 30.2 32.9 29.7 29.1 Incr Delay (d2), s/veh 2.8 17.3 4.0 2.9 2.6 29.8 28.1 2.2 18.1 27.9 5.5 6.8 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 3.1 11.5 5.8 3.3 6.8 11.5 8.0 5.6 8.2 7.8 7.0 5.7 LnGrp Delay(d),s/veh 37.3 46.2 30.3 37.2 29.1 58.4 61.1 31.0 48.3 60.8 35.3 35.9 LnGrp LOS DDCDCEECDEDD
Approach Vol, veh/h 1413 1317 1097 1117
Approach Delay, s/veh 41.4 39.3 43.0 41.3
Approach LOS DDDD
Timer 12345678
Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 18.0 22.4 14.3 26.0 18.0 22.4 13.7 26.6 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 13.5 19.0 18.0 21.5 13.5 19.0 18.0 21.5 Max Q Clear Time (g_c+I1), s 13.8 16.9 9.1 21.8 13.9 15.6 8.5 22.3 Green Ext Time (p_c), s 0.0 1.0 0.7 0.0 0.0 1.6 0.7 0.0 Intersection Summary
HCM 2010 Ctrl Delay 41.2
HCM 2010 LOS D
HCM Signalized Intersection Capacity Analysis Cumulative Without Project PM 1: E Market St & Market Wy & Sherwood Dr With Improvement Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 0 0 423 34 446 21 1745 696 327 871 39 Future Volume (vph) 0 0 0 423 34 446 21 1745 696 327 871 39 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 0.95 0.95 1.00 1.00 0.95 0.88 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 0.98 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.99
Flt Protected 0.95 0.96 1.00 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1681 1697 1566 1770 3539 2725 1770 3513 Flt Permitted 0.95 0.96 1.00 0.95 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1681 1697 1566 1770 3539 2725 1770 3513 Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Adj. Flow (vph) 0 0 0 436 35 460 22 1799 718 337 898 40 RTOR Reduction (vph) 000008000030
Lane Group Flow (vph) 0 0 0 235 236 452 22 1799 718 337 935 0 Confl. Peds. (#/hr) 7 4 1
Turn Type Split NA pm+ov Prot NA Free Prot NA
Protected Phases 88152 16
Permitted Phases 8 Free
Actuated Green, G (s) 15.1 15.1 32.1 2.0 47.5 91.6 17.0 62.5 Effective Green, g (s) 15.1 15.1 32.1 2.0 47.5 91.6 17.0 62.5 Actuated g/C Ratio 0.16 0.16 0.35 0.02 0.52 1.00 0.19 0.68 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 277 279 617 38 1835 2725 328 2396
v/s Ratio Prot c0.14 0.14 c0.14 0.01 c0.51 c0.19 0.27
v/s Ratio Perm 0.15 0.26
v/c Ratio 0.85 0.85 0.73 0.58 0.98 0.26 1.03 0.39
Uniform Delay, d1 37.1 37.1 26.0 44.4 21.6 0.0 37.3 6.3 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 20.7 20.4 4.5 19.6 16.9 0.2 56.9 0.5 Delay (s) 57.9 57.5 30.5 64.0 38.4 0.2 94.2 6.8
Level of Service E E C E D A F A
Approach Delay (s) 0.0 44.2 27.9 29.9
Approach LOS A D C C
Intersection Summary
HCM 2000 Control Delay 31.6 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.98
Actuated Cycle Length (s) 91.6 Sum of lost time (s) 12.0 Intersection Capacity Utilization 89.1% ICU Level of Service E Analysis Period (min) 15
c Critical Lane Group
HCM 2010 Signalized Intersection Summary Cumulative Without Project PM 2: Front St & E Alisal St With Improvement
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 87 799 137 241 570 194 129 870 82 153 634 308 Future Volume (veh/h) 87 799 137 241 570 194 129 870 82 153 634 308 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 1.00 1.00 1.00 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 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1900 1863 1863 1863 1827 1827 1827 Adj Flow Rate, veh/h 94 859 147 259 613 209 139 935 88 165 682 331 Adj No. of Lanes 121120121121
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 222222222444
Cap, veh/h 120 897 546 280 892 304 171 997 446 186 1014 451 Arrive On Green 0.07 0.25 0.25 0.16 0.34 0.34 0.10 0.28 0.28 0.11 0.29 0.29 Sat Flow, veh/h 1774 3539 1553 1774 2593 883 1774 3539 1582 1740 3471 1543 Grp Volume(v), veh/h 94 859 147 259 418 404 139 935 88 165 682 331 Grp Sat Flow(s),veh/h/ln 1774 1770 1553 1774 1770 1707 1774 1770 1582 1740 1736 1543 Q Serve(g_s), s 4.7 21.5 6.1 12.9 18.2 18.3 6.9 23.2 3.8 8.4 15.6 17.4 Cycle Q Clear(g_c), s 4.7 21.5 6.1 12.9 18.2 18.3 6.9 23.2 3.8 8.4 15.6 17.4 Prop In Lane 1.00 1.00 1.00 0.52 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 120 897 546 280 609 587 171 997 446 186 1014 451 V/C Ratio(X) 0.79 0.96 0.27 0.92 0.69 0.69 0.81 0.94 0.20 0.89 0.67 0.73 Avail Cap(c_a), veh/h 152 897 546 280 609 587 201 1000 447 186 1014 451 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 41.3 33.1 21.0 37.3 25.3 25.4 39.8 31.5 24.6 39.6 28.1 28.7 Incr Delay (d2), s/veh 18.6 20.4 0.3 34.5 3.2 3.4 19.2 15.7 0.2 36.7 1.8 6.1 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 2.9 13.0 2.7 9.0 9.5 9.2 4.3 13.5 1.7 5.9 7.7 8.2 LnGrp Delay(d),s/veh 59.8 53.5 21.2 71.8 28.6 28.7 59.0 47.2 24.8 76.4 29.8 34.8 LnGrp LOS E D C E C C E D C E C C
Approach Vol, veh/h 1100 1081 1162 1178
Approach Delay, s/veh 49.7 39.0 46.9 37.7
Approach LOS DDDD
Timer 12345678
Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 14.1 29.8 18.7 27.3 13.2 30.8 10.6 35.4 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 9.6 25.4 14.2 22.8 10.2 24.8 7.7 29.3 Max Q Clear Time (g_c+I1), s 10.4 25.2 14.9 23.5 8.9 19.4 6.7 20.3 Green Ext Time (p_c), s 0.0 0.1 0.0 0.0 0.0 2.7 0.0 3.5 Intersection Summary
HCM 2010 Ctrl Delay 43.3
HCM 2010 LOS D
HCM 2010 Signalized Intersection Summary Cumulative Without Project PM 3: Abbott St & John St (SR 68) With Improvement
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 61 687 60 398 624 135 140 865 686 154 920 15 Future Volume (veh/h) 61 687 60 398 624 135 140 865 686 154 920 15 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1900 1863 1863 1863 1810 1810 1810 Adj Flow Rate, veh/h 66 739 65 428 671 145 151 930 738 166 989 16 Adj No. of Lanes 121220121121
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 222222222555
Cap, veh/h 85 776 345 522 936 202 171 1097 730 190 1113 496 Arrive On Green 0.05 0.22 0.22 0.15 0.32 0.32 0.10 0.31 0.31 0.11 0.32 0.32 Sat Flow, veh/h 1774 3539 1575 3442 2895 625 1774 3539 1582 1723 3438 1532 Grp Volume(v), veh/h 66 739 65 428 410 406 151 930 738 166 989 16 Grp Sat Flow(s),veh/h/ln 1774 1770 1575 1721 1770 1750 1774 1770 1582 1723 1719 1532 Q Serve(g_s), s 3.2 17.8 2.9 10.4 17.6 17.6 7.2 21.2 26.7 8.2 23.5 0.6 Cycle Q Clear(g_c), s 3.2 17.8 2.9 10.4 17.6 17.6 7.2 21.2 26.7 8.2 23.5 0.6 Prop In Lane 1.00 1.00 1.00 0.36 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 85 776 345 522 572 566 171 1097 730 190 1113 496 V/C Ratio(X) 0.78 0.95 0.19 0.82 0.72 0.72 0.88 0.85 1.01 0.87 0.89 0.03 Avail Cap(c_a), veh/h 130 776 345 675 606 599 171 1097 730 190 1113 496 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 40.6 33.2 27.4 35.4 25.7 25.7 38.5 27.8 23.2 37.7 27.7 19.9 Incr Delay (d2), s/veh 15.0 21.4 0.3 6.2 3.8 3.9 37.9 8.2 35.9 33.2 10.6 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 10.9 1.3 5.4 9.1 9.1 5.4 11.6 24.4 5.6 12.8 0.3 LnGrp Delay(d),s/veh 55.6 54.6 27.7 41.6 29.5 29.6 76.4 36.0 59.1 70.9 38.3 20.0 LnGrp LOS E DCDCCEDFEDC
Approach Vol, veh/h 870 1244 1819 1171
Approach Delay, s/veh 52.6 33.7 48.8 42.7
Approach LOS DCDD
Timer 12345678
Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 14.0 31.2 17.6 23.4 12.8 32.4 8.6 32.4 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 9.5 26.7 16.9 18.9 8.3 27.9 6.3 29.5 Max Q Clear Time (g_c+I1), s 10.2 28.7 12.4 19.8 9.2 25.5 5.2 19.6 Green Ext Time (p_c), s 0.0 0.0 0.7 0.0 0.0 1.5 0.0 3.7 Intersection Summary
HCM 2010 Ctrl Delay 44.3
HCM 2010 LOS D
HCM 2010 TWSC Cumulative Without Project PM
4: Spring St & John St (SR 68) With Improvement
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 0.1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 0 1548 2 0 1149 8 0 0 11 0 0 6
Future Vol, veh/h 0 1548 2 0 1149 8 0 0 11 0 0 6
Conflicting Peds, #/hr 5 03305002200
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None
Storage Length - ------- 0-- 0
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95
Heavy Vehicles, % 2 22222 3 6 3 6 3 6999
Mvmt Flow 0 1629 2 0 1209 8 0 0 12 0 0 6
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All - 0 0 - - 0 - - 821 - - 614
Stage 1 - -----------
Stage 2 - -----------
Critical Hdwy - ------- 7.62 - - 7.08
Critical Hdwy Stg 1 - -----------
Critical Hdwy Stg 2 - -----------
Follow-up Hdwy - ------- 3.66 - - 3.39
Pot Cap-1 Maneuver 0 - - 0 - - 0 0 255 0 0 418
Stage 1 0 - - 0 - - 0 0 - 0 0 -
Stage 2 0 - - 0 - - 0 0 - 0 0 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver - ------- 2 5 4-- 4 1 6
Mov Cap-2 Maneuver - -----------
Stage 1 - -----------
Stage 2 - -----------
Approach EB WB NB SB
HCM Control Delay, s 0 0 19.8 13.8
HCM LOS C B
Minor Lane/Major Mvmt NBLn1 EBT EBR WBT WBR SBLn1
Capacity (veh/h) 254 ---- 4 1 6
HCM Lane V/C Ratio 0.046 ---- 0.015
HCM Control Delay (s) 19.8 ---- 13.8
HCM Lane LOS C ---- B
HCM 95th %tile Q(veh) 0.1 ---- 0
Cumulative Without Project PMHCM Signalized Intersection Capacity Analysis 5: S Sanborn Rd & John St With Improvement
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 302 350 70 281 266 30 340 859 645 40 437 290 Future Volume (vph) 302 350 70 281 266 30 340 859 645 40 437 290 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.97 1.00 1.00 0.94 1.00 1.00 0.94 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.97 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 3437 1770 3539 1542 1770 3539 1495 1770 3539 1487 Flt Permitted 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1770 3437 1770 3539 1542 1770 3539 1495 1770 3539 1487 Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj. Flow (vph) 315 365 73 293 277 31 354 895 672 42 455 302 RTOR Reduction (vph) 0 19 0 0 0 26 0 0 70 0 0 239
Lane Group Flow (vph) 315 419 0 293 277 5 354 895 602 42 455 63 Confl. Peds. (#/hr) 9 10 50 35
Turn Type Prot NA Prot NA Perm Prot NA pm+ov Prot NA Perm Protected Phases 7 4 3 8 52316
Permitted Phases 8 2 6
Actuated Green, G (s) 16.9 15.4 15.9 14.4 14.4 18.8 33.8 49.7 2.8 17.8 17.8 Effective Green, g (s) 16.9 15.4 15.9 14.4 14.4 18.8 33.8 49.7 2.8 17.8 17.8 Actuated g/C Ratio 0.20 0.18 0.19 0.17 0.17 0.22 0.39 0.58 0.03 0.21 0.21 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 348 616 327 593 258 387 1392 943 57 733 308 v/s Ratio Prot c0.18 c0.12 0.17 0.08 c0.20 0.25 c0.12 0.02 0.13 v/s Ratio Perm 0.00 0.28 0.04
v/c Ratio 0.91 0.68 0.90 0.47 0.02 0.91 0.64 0.64 0.74 0.62 0.20 Uniform Delay, d1 33.7 32.9 34.2 32.3 29.9 32.8 21.2 12.1 41.2 31.0 28.2 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 25.8 3.1 25.4 0.6 0.0 25.6 1.0 1.4 38.8 1.6 0.3 Delay (s) 59.6 36.0 59.5 32.9 29.9 58.4 22.2 13.5 80.0 32.6 28.5 Level of Service E D E C C E C B E C C
Approach Delay (s) 45.9 45.7 25.8 33.6
Approach LOS DDCC
Intersection Summary
HCM 2000 Control Delay 34.0 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.84
Actuated Cycle Length (s) 85.9 Sum of lost time (s) 18.0 Intersection Capacity Utilization 76.3% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
HCM 2010 Signalized Intersection Summary Cumulative Without Project PM 6: Abbott St & Maple St/Private Dwy With Improvement
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 39 0 45 0 0 0 60 1652 0 1 1148 54 Future Volume (veh/h) 39 0 45 0 0 0 60 1652 0 1 1148 54 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 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 Adj Sat Flow, veh/h/ln 1900 1863 1863 1900 1863 1900 1863 1863 1900 1810 1810 1900 Adj Flow Rate, veh/h 42 0 48 0 0 0 65 1776 0 1 1234 58
Adj No. of Lanes 011010120120
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 222222222555
Cap, veh/h 256 0 102 0 120 0 89 2332 0 4 2039 96
Arrive On Green 0.06 0.00 0.06 0.00 0.00 0.00 0.05 0.66 0.00 0.00 0.61 0.61 Sat Flow, veh/h 1399 0 1578 0 1863 0 1774 3632 0 1723 3342 157 Grp Volume(v), veh/h 42 0 48 0 0 0 65 1776 0 1 634 658
Grp Sat Flow(s),veh/h/ln 1399 0 1578 0 1863 0 1774 1770 0 1723 1719 1780 Q Serve(g_s), s 1.3 0.0 1.3 0.0 0.0 0.0 1.6 15.0 0.0 0.0 9.9 10.0 Cycle Q Clear(g_c), s 1.3 0.0 1.3 0.0 0.0 0.0 1.6 15.0 0.0 0.0 9.9 10.0 Prop In Lane 1.00 1.00 0.00 0.00 1.00 0.00 1.00 0.09
Lane Grp Cap(c), veh/h 256 0 102 0 120 0 89 2332 0 4 1049 1086 V/C Ratio(X) 0.16 0.00 0.47 0.00 0.00 0.00 0.73 0.76 0.00 0.25 0.60 0.61 Avail Cap(c_a), veh/h 679 0 579 0 684 0 203 2679 0 158 1262 1307 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 0.00 0.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 19.7 0.0 19.7 0.0 0.0 0.0 20.4 5.1 0.0 21.7 5.3 5.3 Incr Delay (d2), s/veh 0.3 0.0 3.3 0.0 0.0 0.0 11.0 1.1 0.0 30.5 0.6 0.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.5 0.0 0.7 0.0 0.0 0.0 1.0 7.3 0.0 0.0 4.7 4.9 LnGrp Delay(d),s/veh 20.0 0.0 23.0 0.0 0.0 0.0 31.4 6.2 0.0 52.3 5.8 5.8 LnGrp LOS B C C A D A A
Approach Vol, veh/h 90 0 1841 1293
Approach Delay, s/veh 21.6 0.0 7.1 5.9
Approach LOS C A A
Timer 12345678
Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 4.0 32.7 6.8 6.2 30.6 6.8
Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0
Max Green Setting (Gmax), s 4.0 33.0 16.0 5.0 32.0 16.0 Max Q Clear Time (g_c+I1), s 2.0 17.0 3.3 3.6 12.0 0.0
Green Ext Time (p_c), s 0.0 11.7 0.2 0.0 9.3 0.0
Intersection Summary
HCM 2010 Ctrl Delay 7.0
HCM 2010 LOS A
Cumulative Without Project PMHCM 2010 Signalized Intersection Summary 11: E Blanco Rd/S Sanborn Rd & Abbott St With Improvement Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 311 479 210 190 245 205 282 710 298 264 603 300 Future Volume (veh/h) 311 479 210 190 245 205 282 710 298 264 603 300 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1827 1827 1827 1776 1776 1776 1845 1845 1845 1810 1810 1810 Adj Flow Rate, veh/h 349 538 236 213 275 230 317 798 335 297 678 337 Adj No. of Lanes 221221121121
Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Percent Heavy Veh, % 444777333555
Cap, veh/h 457 789 352 311 631 282 355 895 400 333 849 379 Arrive On Green 0.14 0.23 0.23 0.09 0.19 0.19 0.20 0.26 0.26 0.19 0.25 0.25 Sat Flow, veh/h 3375 3471 1547 3281 3374 1509 1757 3505 1568 1723 3438 1536 Grp Volume(v), veh/h 349 538 236 213 275 230 317 798 335 297 678 337 Grp Sat Flow(s),veh/h/ln 1688 1736 1547 1640 1687 1509 1757 1752 1568 1723 1719 1536 Q Serve(g_s), s 7.8 11.1 10.9 4.9 5.7 11.5 13.8 17.3 15.9 13.2 14.5 16.6 Cycle Q Clear(g_c), s 7.8 11.1 10.9 4.9 5.7 11.5 13.8 17.3 15.9 13.2 14.5 16.6 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 457 789 352 311 631 282 355 895 400 333 849 379 V/C Ratio(X) 0.76 0.68 0.67 0.68 0.44 0.82 0.89 0.89 0.84 0.89 0.80 0.89 Avail Cap(c_a), veh/h 773 795 354 751 772 346 369 914 409 340 853 381 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 32.8 27.8 27.7 34.4 28.3 30.7 30.5 28.2 27.7 30.9 27.8 28.6 Incr Delay (d2), s/veh 2.7 2.4 4.8 2.7 0.5 11.7 22.6 10.9 13.9 23.8 5.4 21.7 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 3.8 5.6 5.1 2.4 2.7 5.7 8.9 9.7 8.4 8.5 7.5 9.3 LnGrp Delay(d),s/veh 35.5 30.1 32.5 37.1 28.8 42.4 53.1 39.1 41.6 54.7 33.2 50.2 LnGrp LOS DCCDCDDDDDCD
Approach Vol, veh/h 1123 718 1450 1312
Approach Delay, s/veh 32.3 35.6 42.7 42.4
Approach LOS CDDD
Timer 12345678
Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 19.7 24.6 12.0 22.4 20.4 23.9 15.1 19.2 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 15.5 20.5 18.0 18.0 16.5 19.5 18.0 18.0 Max Q Clear Time (g_c+I1), s 15.2 19.3 6.9 13.1 15.8 18.6 9.8 13.5 Green Ext Time (p_c), s 0.0 0.8 0.5 1.9 0.1 0.5 0.8 1.1 Intersection Summary
HCM 2010 Ctrl Delay 39.0
HCM 2010 LOS D
HCM 2010 TWSC Cumulative Without Project PM
8: Abbott St & Alameda Ave With Improvement
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 2.6
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 93 15 26 1494 1138 52
Future Vol, veh/h 93 15 26 1494 1138 52
Conflicting Peds, #/hr 4 02002
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 0 150 - - -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 93 93 93 93 93 93
Heavy Vehicles, % 2 23344
Mvmt Flow 100 16 28 1606 1224 56
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 2117 642 1282 0 - 0
Stage 1 1254 -----
Stage 2 863 -----
Critical Hdwy 6.84 6.94 4.16 - - -
Critical Hdwy Stg 1 5.84 -----
Critical Hdwy Stg 2 5.84 -----
Follow-up Hdwy 3.52 3.32 2.23 - - -
Pot Cap-1 Maneuver ~ 43 417 532 - - -
Stage 1 232 -----
Stage 2 373 -----
Platoon blocked, % - - -
Mov Cap-1 Maneuver ~ 41 416 531 - - -
Mov Cap-2 Maneuver 143 -----
Stage 1 219 -----
Stage 2 372 -----
Approach EB NB SB
HCM Control Delay, s 65.9 0.2 0
HCM LOS F
Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR
Capacity (veh/h) 531 - 143 416 - -
HCM Lane V/C Ratio 0.053 - 0.699 0.039 - -
HCM Control Delay (s) 12.2 - 74.3 14 - -
HCM Lane LOS B - F B - -
HCM 95th %tile Q(veh) 0.2 - 4 0.1 - -
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Appendix H
Level of Service
Calculations
Cumulative Plus Project
Conditions
HCM Signalized Intersection Capacity Analysis Cumulative Plus Project AM 1: E Market St & Market Way & Sherwood Dr
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 0 0 578 17 204 18 918 304 211 1424 21 Future Volume (vph) 0 0 0 578 17 204 18 918 304 211 1424 21 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 0.95 0.95 1.00 1.00 0.95 0.88 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 0.98 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00
Flt Protected 0.95 0.95 1.00 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1498 1506 1388 1577 3154 2427 1593 3177 Flt Permitted 0.95 0.95 1.00 0.95 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1498 1506 1388 1577 3154 2427 1593 3177 Peak-hour factor, PHF 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 Adj. Flow (vph) 0 0 0 688 20 243 21 1093 362 251 1695 25 RTOR Reduction (vph) 00000 1 7 7000010
Lane Group Flow (vph) 0 0 0 351 357 66 21 1093 362 251 1719 0 Confl. Peds. (#/hr) 4 6 2
Heavy Vehicles (%) 2% 2% 2% 3% 3% 3% 3% 3% 3% 2% 2% 2%
Turn Type Split NA Perm Prot NA Free Prot NA
Protected Phases 8 8 5 2 1 6
Permitted Phases 8 Free
Actuated Green, G (s) 16.7 16.7 16.7 0.8 21.3 61.5 11.5 32.0 Effective Green, g (s) 16.7 16.7 16.7 0.8 21.3 61.5 11.5 32.0 Actuated g/C Ratio 0.27 0.27 0.27 0.01 0.35 1.00 0.19 0.52 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 406 408 376 20 1092 2427 297 1653
v/s Ratio Prot 0.23 c0.24 0.01 0.35 c0.16 c0.54
v/s Ratio Perm 0.05 0.15
v/c Ratio 0.86 0.88 0.18 1.05 1.00 0.15 0.85 1.04
Uniform Delay, d1 21.3 21.4 17.1 30.4 20.1 0.0 24.1 14.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 17.1 18.4 0.2 217.8 27.5 0.1 19.3 33.2 Delay (s) 38.5 39.8 17.4 248.1 47.6 0.1 43.4 47.9
Level of Service D D B F D A D D
Approach Delay (s) 0.0 33.6 38.8 47.4
Approach LOS A C D D
Intersection Summary
HCM 2000 Control Delay 41.5 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 1.01
Actuated Cycle Length (s) 61.5 Sum of lost time (s) 12.0 Intersection Capacity Utilization 76.1% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
HCM 2010 Signalized Intersection Summary Cumulative Plus Project AM 2: Front St & E Alisal St
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 130 416 253 138 563 92 115 660 60 58 940 153 Future Volume (veh/h) 130 416 253 138 563 92 115 660 60 58 940 153 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 1.00 1.00 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 Adj Sat Flow, veh/h/ln 1863 1863 1863 1845 1845 1900 1776 1776 1776 1863 1863 1863 Adj Flow Rate, veh/h 153 489 298 162 662 108 135 776 71 68 1106 180 Adj No. of Lanes 121120121121
Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Percent Heavy Veh, % 222333777222
Cap, veh/h 164 977 431 138 791 129 133 1038 463 97 1006 448 Arrive On Green 0.09 0.28 0.28 0.08 0.26 0.26 0.08 0.31 0.31 0.05 0.28 0.28 Sat Flow, veh/h 1774 3539 1561 1757 3018 492 1691 3374 1505 1774 3539 1575 Grp Volume(v), veh/h 153 489 298 162 384 386 135 776 71 68 1106 180 Grp Sat Flow(s),veh/h/ln 1774 1770 1561 1757 1752 1758 1691 1687 1505 1774 1770 1575 Q Serve(g_s), s 5.5 7.4 10.9 5.0 13.2 13.2 5.0 13.2 2.2 2.4 18.1 5.9 Cycle Q Clear(g_c), s 5.5 7.4 10.9 5.0 13.2 13.2 5.0 13.2 2.2 2.4 18.1 5.9 Prop In Lane 1.00 1.00 1.00 0.28 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 164 977 431 138 459 461 133 1038 463 97 1006 448 V/C Ratio(X) 0.93 0.50 0.69 1.17 0.84 0.84 1.02 0.75 0.15 0.70 1.10 0.40 Avail Cap(c_a), veh/h 164 1050 463 138 495 497 133 1038 463 139 1006 448 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 28.7 19.4 20.6 29.3 22.2 22.2 29.3 19.8 16.0 29.6 22.8 18.4 Incr Delay (d2), s/veh 50.3 0.4 4.0 131.1 11.3 11.4 82.6 3.0 0.2 8.7 59.6 0.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.9 3.7 5.1 7.4 7.7 7.8 5.3 6.5 0.9 1.4 17.0 2.6 LnGrp Delay(d),s/veh 79.0 19.8 24.6 160.5 33.5 33.6 112.1 22.8 16.2 38.2 82.4 19.0 LnGrp LOS E B C F C C F C B D F B
Approach Vol, veh/h 940 932 982 1354
Approach Delay, s/veh 30.9 55.6 34.6 71.8
Approach LOS C E C E
Timer 12345678
Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 8.0 24.1 9.5 22.1 9.5 22.6 10.4 21.2 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 5.0 18.1 5.0 18.9 5.0 18.1 5.9 18.0 Max Q Clear Time (g_c+I1), s 4.4 15.2 7.0 12.9 7.0 20.1 7.5 15.2 Green Ext Time (p_c), s 0.0 1.5 0.0 2.3 0.0 0.0 0.0 1.3 Intersection Summary
HCM 2010 Ctrl Delay 50.4
HCM 2010 LOS D
HCM Signalized Intersection Capacity Analysis Cumulative Plus Project AM 3: Abbott St & John St (SR 68)
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations
Traffic Volume (vph) 45 499 110 81 738 832 102 85 654 220 209 980 Future Volume (vph) 45 499 110 81 738 832 102 85 654 220 209 980 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00 0.98 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.98 1.00 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1770 3539 1557 1770 3476 1719 3438 1513 1752 3505 Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1770 3539 1557 1770 3476 1719 3438 1513 1752 3505 Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph) 50 554 122 90 820 924 113 94 727 244 232 1089 RTOR Reduction (vph) 0 0 105 006000 1 4 400
Lane Group Flow (vph) 50 554 17 0 910 1031 0 94 727 100 232 1089 Confl. Peds. (#/hr) 2 1 2
Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 5% 5% 5% 3% 3%
Turn Type Prot NA Perm Prot Prot NA Prot NA Perm Prot NA Protected Phases 7 4 3 3 8 5 2 1 6
Permitted Phases 4 2
Actuated Green, G (s) 7.2 19.4 19.4 55.5 67.7 7.5 34.0 34.0 14.0 40.5 Effective Green, g (s) 7.2 19.4 19.4 55.5 67.7 7.5 34.0 34.0 14.0 40.5 Actuated g/C Ratio 0.05 0.14 0.14 0.39 0.48 0.05 0.24 0.24 0.10 0.29 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 90 487 214 697 1670 91 829 365 174 1007 v/s Ratio Prot 0.03 c0.16 c0.51 0.30 0.05 0.21 c0.13 c0.31 v/s Ratio Perm 0.01 0.07
v/c Ratio 0.56 1.14 0.08 1.31 0.62 1.03 0.88 0.27 1.33 1.08 Uniform Delay, d1 65.3 60.8 53.0 42.7 27.0 66.7 51.4 43.4 63.5 50.2 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 7.2 84.3 0.2 147.8 0.7 103.6 12.6 1.8 183.8 53.0 Delay (s) 72.5 145.1 53.1 190.5 27.7 170.3 64.0 45.3 247.2 103.2 Level of Service E F D F C F E D F F
Approach Delay (s) 124.6 103.8 69.1 127.6
Approach LOS F F E F
Intersection Summary
HCM 2000 Control Delay 105.8 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 1.24
Actuated Cycle Length (s) 140.9 Sum of lost time (s) 18.0 Intersection Capacity Utilization 106.0% ICU Level of Service G Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Cumulative Plus Project AM 3: Abbott St & John St (SR 68) Option 2 - U-Turn on John Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement SBR
Lane Configurations
Traffic Volume (vph) 12
Future Volume (vph) 12
Ideal Flow (vphpl) 1900
Total Lost time (s) 4.5
Lane Util. Factor 1.00
Frpb, ped/bikes 0.99
Flpb, ped/bikes 1.00
Frt 0.85
Flt Protected 1.00
Satd. Flow (prot) 1546
Flt Permitted 1.00
Satd. Flow (perm) 1546
Peak-hour factor, PHF 0.90
Adj. Flow (vph) 13
RTOR Reduction (vph) 9
Lane Group Flow (vph) 4
Confl. Peds. (#/hr) 1
Heavy Vehicles (%) 3%
Turn Type Perm
Protected Phases
Permitted Phases 6
Actuated Green, G (s) 40.5
Effective Green, g (s) 40.5
Actuated g/C Ratio 0.29
Clearance Time (s) 4.5
Vehicle Extension (s) 3.0
Lane Grp Cap (vph) 444
v/s Ratio Prot
v/s Ratio Perm 0.00
v/c Ratio 0.01
Uniform Delay, d1 35.9
Progression Factor 1.00
Incremental Delay, d2 0.0
Delay (s) 35.9
Level of Service D
Approach Delay (s)
Approach LOS
Intersection Summary
HCM 2010 TWSC Cumulative Plus Project AM
4: Project Dwy/Spring St & John St (SR 68)
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 0.9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 4 834 171 0 1735 12 0 0 133 0 0 7
Future Vol, veh/h 4 834 171 0 1735 12 0 0 133 0 0 7
Conflicting Peds, #/hr 2 00002000001
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None
Storage Length - ------- 0---
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90
Heavy Vehicles, % 3 32222222222
Mvmt Flow 4 927 190 0 1928 13 0 0 148 0 0 8
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 1943 0 0 - - 0 - - 559 2409 3062 974 Stage 1 - -------- 1937 1937 -
Stage 2 - -------- 4 7 2 1125 -
Critical Hdwy 4.16 ------- 6.94 7.54 6.54 6.94
Critical Hdwy Stg 1 - -------- 6.54 5.54 -
Critical Hdwy Stg 2 - -------- 6.54 5.54 -
Follow-up Hdwy 2.23 ------- 3.32 3.52 4.02 3.32
Pot Cap-1 Maneuver 294 - - 0 - - 0 0 472 17 12 251
Stage 1 - - - 0 - - 0 0 - 68 111 -
Stage 2 - - - 0 - - 0 0 - 542 278 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 294 ------- 4 7 2 1 1 1 2 2 5 0
Mov Cap-2 Maneuver - -------- 1 1 1 2-
Stage 1 - -------- 6 5 1 1 1-
Stage 2 - -------- 3 5 8 2 6 7-
Approach EB WB NB SB
HCM Control Delay, s 0.3 0 16.1 19.9
HCM LOS C C
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBT WBR SBLn1
Capacity (veh/h) 472 294 ---- 2 5 0
HCM Lane V/C Ratio 0.313 0.015 ---- 0.031
HCM Control Delay (s) 16.1 17.4 0.3 - - - 19.9
HCM Lane LOS C C A - - - C
HCM 95th %tile Q(veh) 1.3 0 ---- 0 . 1
Cumulative Plus Project AMHCM 2010 Signalized Intersection Summary 5: S Sanborn Rd & John St
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 181 184 110 425 417 30 110 417 420 70 638 348 Future Volume (veh/h) 181 184 110 425 417 30 110 417 420 70 638 348 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 0.98 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 Adj Sat Flow, veh/h/ln 1845 1845 1900 1863 1863 1863 1845 1845 1845 1863 1863 1863 Adj Flow Rate, veh/h 195 198 118 457 448 32 118 448 452 75 686 374 Adj No. of Lanes 120121121121
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 333222333222
Cap, veh/h 225 358 203 404 945 415 129 998 436 99 945 419 Arrive On Green 0.13 0.17 0.17 0.23 0.27 0.27 0.07 0.28 0.28 0.06 0.27 0.27 Sat Flow, veh/h 1757 2142 1215 1774 3539 1553 1757 3505 1530 1774 3539 1571 Grp Volume(v), veh/h 195 160 156 457 448 32 118 448 452 75 686 374 Grp Sat Flow(s),veh/h/ln 1757 1752 1604 1774 1770 1553 1757 1752 1530 1774 1770 1571 Q Serve(g_s), s 7.4 5.7 6.1 15.5 7.2 1.0 4.5 7.1 19.4 2.8 12.0 15.6 Cycle Q Clear(g_c), s 7.4 5.7 6.1 15.5 7.2 1.0 4.5 7.1 19.4 2.8 12.0 15.6 Prop In Lane 1.00 0.76 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 225 293 268 404 945 415 129 998 436 99 945 419 V/C Ratio(X) 0.87 0.55 0.58 1.13 0.47 0.08 0.91 0.45 1.04 0.76 0.73 0.89 Avail Cap(c_a), veh/h 225 464 425 404 1291 566 129 998 436 130 963 427 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 29.1 26.0 26.1 26.3 20.9 18.7 31.3 19.9 24.3 31.7 22.7 24.0 Incr Delay (d2), s/veh 28.2 1.6 2.0 85.2 0.4 0.1 53.5 0.3 53.2 16.6 2.7 20.2 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 5.3 2.9 2.8 17.1 3.5 0.5 4.1 3.5 14.5 1.9 6.2 9.1 LnGrp Delay(d),s/veh 57.3 27.6 28.1 111.4 21.3 18.7 84.8 20.3 77.5 48.3 25.4 44.1 LnGrp LOS E C C F C B F C F D C D
Approach Vol, veh/h 511 937 1018 1135
Approach Delay, s/veh 39.1 65.2 53.2 33.1
Approach LOS D E D C
Timer 12345678
Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 8.3 23.9 20.0 15.9 9.5 22.7 13.2 22.7 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 5.0 18.5 15.5 18.0 5.0 18.5 8.7 24.8 Max Q Clear Time (g_c+I1), s 4.8 21.4 17.5 8.1 6.5 17.6 9.4 9.2 Green Ext Time (p_c), s 0.0 0.0 0.0 1.3 0.0 0.6 0.0 2.7 Intersection Summary
HCM 2010 Ctrl Delay 48.0
HCM 2010 LOS D
HCM 2010 TWSC Cumulative Plus Project AM
6: Abbott St & Maple St
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 45 17 82 63 14 139 45 785 77 167 1589 52 Future Vol, veh/h 45 17 82 63 14 139 45 785 77 167 1589 52 Conflicting Peds, #/hr 1 01101707707
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None
Storage Length - -----------
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94
Heavy Vehicles, % 2 22222555222
Mvmt Flow 48 18 87 67 15 148 48 835 82 178 1690 55
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 2603 3101 881 2190 3087 467 1752 0 0 924 0 0 Stage 1 2081 2081 - 979 979 -------
Stage 2 522 1020 - 1211 2108 -------
Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.2 - - 4.14 - - Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 -------
Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 -------
Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.25 - - 2.22 - - Pot Cap-1 Maneuver ~ 12 ~ 11 290 ~ 25 ~ 12 542 341 - - 735 - - Stage 1 55 94 - 268 326 -------
Stage 2 506 312 - 193 91 -------
Platoon blocked, % - - - -
Mov Cap-1 Maneuver - 0 288 - 0 538 339 - - 731 - -
Mov Cap-2 Maneuver - 0 - - 0 -------
Stage 1 ~ 39 0 - 188 229 -------
Stage 2 242 219 - - 0 -------
Approach EB WB NB SB
HCM Control Delay, s 2.9 5.3
HCM LOS - -
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 339 ---- 7 3 1--
HCM Lane V/C Ratio 0.141 ---- 0.243 - -
HCM Control Delay (s) 17.4 2.3 - - - 11.5 4.8 -
HCM Lane LOS C A - - - B A -
HCM 95th %tile Q(veh) 0.5 ---- 0 . 9--
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Cumulative Plus Project AMHCM 2010 TWSC
7: Abbott St & Spicer St
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 3.7
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 20 35 882 40 140 1613
Future Vol, veh/h 20 35 882 40 140 1613
Conflicting Peds, #/hr 0 00440
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 -----
Veh in Median Storage, # 0 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 94 94 94 94 94 94
Heavy Vehicles, % 2 27722
Mvmt Flow 21 37 938 43 149 1716
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 2120 495 0 0 985 0
Stage 1 964 -----
Stage 2 1156 -----
Critical Hdwy 6.84 6.94 - - 4.14 -
Critical Hdwy Stg 1 5.84 -----
Critical Hdwy Stg 2 5.84 -----
Follow-up Hdwy 3.52 3.32 - - 2.22 -
Pot Cap-1 Maneuver 43 520 - - 697 -
Stage 1 331 -----
Stage 2 262 -----
Platoon blocked, % - - -
Mov Cap-1 Maneuver 0 518 - - 695 -
Mov Cap-2 Maneuver 0 -----
Stage 1 0 -----
Stage 2 262 -----
Approach WB NB SB
HCM Control Delay, s 12.8 0 5.4
HCM LOS B
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - 518 695 -
HCM Lane V/C Ratio - - 0.113 0.214 -
HCM Control Delay (s) - - 12.8 11.6 4.9
HCM Lane LOS - - B B A
HCM 95th %tile Q(veh) - - 0.4 0.8 -
Cumulative Plus Project AMHCM 2010 TWSC
8: Abbott St & Alameda Ave
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 15.8
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 49 44 15 873 1544 89
Future Vol, veh/h 49 44 15 873 1544 89
Conflicting Peds, #/hr 2 02002
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 -----
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 95 95 95 95 95 95
Heavy Vehicles, % 2 27722
Mvmt Flow 52 46 16 919 1625 94
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 2168 862 1721 0 - 0
Stage 1 1674 -----
Stage 2 494 -----
Critical Hdwy 6.84 6.94 4.24 - - -
Critical Hdwy Stg 1 5.84 -----
Critical Hdwy Stg 2 5.84 -----
Follow-up Hdwy 3.52 3.32 2.27 - - -
Pot Cap-1 Maneuver ~ 40 298 342 - - -
Stage 1 138 -----
Stage 2 579 -----
Platoon blocked, % - - -
Mov Cap-1 Maneuver ~ 36 298 341 - - -
Mov Cap-2 Maneuver ~ 36 -----
Stage 1 124 -----
Stage 2 578 -----
Approach EB NB SB
HCM Control Delay, s$ 434.6 1 0
HCM LOS F
Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR
Capacity (veh/h) 341 - 62 - -
HCM Lane V/C Ratio 0.046 - 1.579 - -
HCM Control Delay (s) 16.1 0.7$ 434.6 - -
HCM Lane LOS C A F - -
HCM 95th %tile Q(veh) 0.1 - 8.7 - -
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 2010 Signalized Intersection Summary Cumulative Plus Project AM 9: Abbott St & Los Palos Dr/Malarin St
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 12 0 5 90 25 50 30 786 125 120 742 407 Future Volume (veh/h) 12 0 5 90 25 50 30 786 125 120 742 407 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 0.99 0.99 0.99 0.99 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 Adj Sat Flow, veh/h/ln 1900 1863 1900 1900 1652 1652 1792 1792 1900 1863 1863 1900 Adj Flow Rate, veh/h 13 0 5 96 27 53 32 836 133 128 789 433 Adj No. of Lanes 010011120120
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 2 2 2 15 15 15 666222
Cap, veh/h 206 22 34 294 54 196 364 1936 308 462 1453 792 Arrive On Green 0.14 0.00 0.14 0.14 0.14 0.14 0.66 0.66 0.66 0.66 0.66 0.66 Sat Flow, veh/h 482 153 244 1067 384 1386 437 2942 468 577 2208 1204 Grp Volume(v), veh/h 18 0 0 123 0 53 32 484 485 128 631 591 Grp Sat Flow(s),veh/h/ln 878 0 0 1451 0 1386 437 1703 1707 577 1770 1643 Q Serve(g_s), s 0.0 0.0 0.0 0.0 0.0 1.5 1.9 6.1 6.1 6.1 8.5 8.6 Cycle Q Clear(g_c), s 3.3 0.0 0.0 3.2 0.0 1.5 10.5 6.1 6.1 12.2 8.5 8.6 Prop In Lane 0.72 0.28 0.78 1.00 1.00 0.27 1.00 0.73
Lane Grp Cap(c), veh/h 262 0 0 348 0 196 364 1121 1123 462 1164 1081 V/C Ratio(X) 0.07 0.00 0.00 0.35 0.00 0.27 0.09 0.43 0.43 0.28 0.54 0.55 Avail Cap(c_a), veh/h 724 0 0 790 0 665 364 1121 1123 462 1164 1081 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 16.8 0.0 0.0 17.9 0.0 17.2 6.9 3.7 3.7 6.6 4.1 4.1 Incr Delay (d2), s/veh 0.1 0.0 0.0 0.6 0.0 0.7 0.5 1.2 1.2 1.5 1.8 2.0 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 0.2 0.0 0.0 1.5 0.0 0.6 0.3 3.2 3.2 1.2 4.6 4.4 LnGrp Delay(d),s/veh 16.9 0.0 0.0 18.5 0.0 17.9 7.4 4.9 4.9 8.1 5.9 6.1 LnGrp LOS B B BAAAAAA
Approach Vol, veh/h 18 176 1001 1350
Approach Delay, s/veh 16.9 18.3 5.0 6.2
Approach LOS BBAA
Timer 12345678
Assigned Phs 2468
Phs Duration (G+Y+Rc), s 34.0 10.8 34.0 10.8
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 29.5 21.5 29.5 21.5
Max Q Clear Time (g_c+I1), s 12.5 5.3 14.2 5.2
Green Ext Time (p_c), s 6.5 0.0 8.7 0.7
Intersection Summary
HCM 2010 Ctrl Delay 6.6
HCM 2010 LOS A
Cumulative Plus Project AMHCM Signalized Intersection Capacity Analysis 10: Abbott St & E Romie Ln/Abbott Pl
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 258 6 269 16 3 0 488 688 9 23 576 136 Future Volume (vph) 258 6 269 16 3 0 488 688 9 23 576 136 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 0.98 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 0.95 1.00 0.96 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1649 1657 1553 1598 1736 3471 1518 1687 3374 1489 Flt Permitted 0.95 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1649 1657 1553 1667 1736 3471 1518 1687 3374 1489 Peak-hour factor, PHF 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 Adj. Flow (vph) 300 7 313 19 3 0 567 800 10 27 670 158
RTOR Reduction (vph) 0 0 261 00000500 1 1 3
Lane Group Flow (vph) 153 154 52 0 22 0 567 800 5 27 670 45 Confl. Peds. (#/hr) 31
Heavy Vehicles (%) 4% 4% 4% 14% 14% 14% 4% 4% 4% 7% 7% 7% Turn Type Split NA Perm Perm NA Prot NA Perm Prot NA Perm Protected Phases 4 4 7 5 2 1 6
Permitted Phases 4 7 2 6
Actuated Green, G (s) 12.5 12.5 12.5 1.7 21.1 40.6 40.6 2.0 21.5 21.5 Effective Green, g (s) 12.5 12.5 12.5 1.7 21.1 40.6 40.6 2.0 21.5 21.5 Actuated g/C Ratio 0.17 0.17 0.17 0.02 0.28 0.54 0.54 0.03 0.29 0.29 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 275 276 259 37 489 1883 823 45 969 427 v/s Ratio Prot 0.09 c0.09 c0.33 0.23 0.02 c0.20
v/s Ratio Perm 0.03 c0.01 0.00 0.03
v/c Ratio 0.56 0.56 0.20 0.59 1.16 0.42 0.01 0.60 0.69 0.11 Uniform Delay, d1 28.6 28.6 26.9 36.2 26.8 10.2 7.8 36.0 23.7 19.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.4 2.4 0.4 23.1 92.5 0.7 0.0 19.7 4.0 0.5 Delay (s) 31.0 31.1 27.2 59.3 119.4 10.9 7.9 55.7 27.7 20.1 Level of Service C C C E F B A E C C
Approach Delay (s) 29.1 59.3 55.5 27.2
Approach LOS C E E C
Intersection Summary
HCM 2000 Control Delay 41.4 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.83
Actuated Cycle Length (s) 74.8 Sum of lost time (s) 18.0 Intersection Capacity Utilization 62.2% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
Cumulative Plus Project AMHCM Signalized Intersection Capacity Analysis 11: E Blanco Rd/S Sanborn Rd & Abbott St
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 255 733 230 249 548 331 224 490 256 226 551 224 Future Volume (vph) 255 733 230 249 548 331 224 490 256 226 551 224 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 0.91 0.91 1.00 0.91 0.91 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 0.98 1.00 1.00 1.00 1.00 1.00 0.98 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1564 3288 1515 1507 3166 1455 1752 3505 1568 1719 3438 1511 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1564 3288 1515 1507 3166 1455 1752 3505 1568 1719 3438 1511 Peak-hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Adj. Flow (vph) 300 862 271 293 645 389 264 576 301 266 648 264 RTOR Reduction (vph) 0 0 155 0 0 266 0 0 226 0 0 201
Lane Group Flow (vph) 270 892 116 264 674 123 264 576 75 266 648 63 Confl. Peds. (#/hr) 2 4 4
Heavy Vehicles (%) 5% 5% 5% 9% 9% 9% 3% 3% 3% 5% 5% 5%
Turn Type Split NA Perm Split NA Perm Prot NA Perm Prot NA Perm Protected Phases 4 4 7 7 5 2 1 6
Permitted Phases 4726
Actuated Green, G (s) 18.0 18.0 18.0 18.0 18.0 18.0 13.5 22.0 22.0 12.6 21.1 21.1 Effective Green, g (s) 18.0 18.0 18.0 18.0 18.0 18.0 13.5 22.0 22.0 12.6 21.1 21.1 Actuated g/C Ratio 0.20 0.20 0.20 0.20 0.20 0.20 0.15 0.25 0.25 0.14 0.24 0.24 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 317 667 307 306 643 295 266 870 389 244 818 359 v/s Ratio Prot 0.17 c0.27 0.18 c0.21 0.15 0.16 c0.15 c0.19 v/s Ratio Perm 0.08 0.08 0.05 0.04
v/c Ratio 0.85 1.34 0.38 0.86 1.05 0.42 0.99 0.66 0.19 1.09 0.79 0.18 Uniform Delay, d1 34.0 35.3 30.5 34.1 35.3 30.7 37.5 30.0 26.3 38.0 31.7 26.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 19.2 161.8 0.8 21.3 48.8 1.0 52.9 1.9 0.2 83.8 5.3 0.2 Delay (s) 53.3 197.1 31.3 55.4 84.1 31.7 90.4 31.9 26.5 121.8 37.0 27.1 Level of Service D F C E F C F C C F D C
Approach Delay (s) 138.7 63.0 44.0 53.9
Approach LOS F E D D
Intersection Summary
HCM 2000 Control Delay 78.0 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 1.04
Actuated Cycle Length (s) 88.6 Sum of lost time (s) 18.0 Intersection Capacity Utilization 78.1% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Cumulative Plus Project PM 1: E Market St & Market Wy & Sherwood Dr
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 0 0 429 34 446 21 1816 702 327 941 39 Future Volume (vph) 0 0 0 429 34 446 21 1816 702 327 941 39 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 0.95 0.95 1.00 1.00 0.95 0.88 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 0.98 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.99
Flt Protected 0.95 0.96 1.00 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1681 1697 1552 1770 3539 2725 1770 3515 Flt Permitted 0.95 0.96 1.00 0.95 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1681 1697 1552 1770 3539 2725 1770 3515 Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Adj. Flow (vph) 0 0 0 442 35 460 22 1872 724 337 970 40 RTOR Reduction (vph) 00000 2 1 2000040
Lane Group Flow (vph) 0 0 0 239 238 248 22 1872 724 337 1006 0 Confl. Peds. (#/hr) 7 4 1
Turn Type Split NA Perm Prot NA Free Prot NA
Protected Phases 8 8 5 2 1 6
Permitted Phases 8 Free
Actuated Green, G (s) 13.6 13.6 13.6 0.8 24.4 61.0 11.0 34.6 Effective Green, g (s) 13.6 13.6 13.6 0.8 24.4 61.0 11.0 34.6 Actuated g/C Ratio 0.22 0.22 0.22 0.01 0.40 1.00 0.18 0.57 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 374 378 346 23 1415 2725 319 1993
v/s Ratio Prot 0.14 0.14 0.01 c0.53 c0.19 0.29
v/s Ratio Perm c0.16 0.27
v/c Ratio 0.64 0.63 0.72 0.96 1.32 0.27 1.06 0.50
Uniform Delay, d1 21.5 21.4 21.9 30.1 18.3 0.0 25.0 8.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 3.6 3.3 6.9 166.5 150.4 0.2 66.0 0.9 Delay (s) 25.0 24.7 28.8 196.6 168.7 0.2 91.0 8.9
Level of Service C C C F F A F A
Approach Delay (s) 0.0 26.8 122.3 29.5
Approach LOS A C F C
Intersection Summary
HCM 2000 Control Delay 78.6 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 1.09
Actuated Cycle Length (s) 61.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 91.2% ICU Level of Service F Analysis Period (min) 15
c Critical Lane Group
HCM 2010 Signalized Intersection Summary Cumulative Plus Project PM 2: Front St & E Alisal St
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 87 799 150 247 570 194 142 1024 88 153 785 308 Future Volume (veh/h) 87 799 150 247 570 194 142 1024 88 153 785 308 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 1.00 1.00 1.00 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 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1900 1863 1863 1863 1827 1827 1827 Adj Flow Rate, veh/h 94 859 161 266 613 209 153 1101 95 165 844 331 Adj No. of Lanes 121120121121
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 222222222444
Cap, veh/h 122 1066 469 144 813 277 168 925 414 202 983 437 Arrive On Green 0.07 0.30 0.30 0.08 0.31 0.31 0.09 0.26 0.26 0.12 0.28 0.28 Sat Flow, veh/h 1774 3539 1558 1774 2593 883 1774 3539 1582 1740 3471 1543 Grp Volume(v), veh/h 94 859 161 266 418 404 153 1101 95 165 844 331 Grp Sat Flow(s),veh/h/ln 1774 1770 1558 1774 1770 1707 1774 1770 1582 1740 1736 1543 Q Serve(g_s), s 3.9 16.8 6.0 6.1 15.9 16.0 6.4 19.6 3.5 6.9 17.3 14.7 Cycle Q Clear(g_c), s 3.9 16.8 6.0 6.1 15.9 16.0 6.4 19.6 3.5 6.9 17.3 14.7 Prop In Lane 1.00 1.00 1.00 0.52 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 122 1066 469 144 555 535 168 925 414 202 983 437 V/C Ratio(X) 0.77 0.81 0.34 1.84 0.75 0.76 0.91 1.19 0.23 0.82 0.86 0.76 Avail Cap(c_a), veh/h 343 1245 548 144 555 535 168 925 414 243 1036 461 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 34.3 24.2 20.4 34.5 23.2 23.2 33.7 27.7 21.8 32.4 25.5 24.6 Incr Delay (d2), s/veh 9.6 3.5 0.4 405.7 5.8 6.1 44.8 96.2 0.3 16.3 7.1 6.8 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 2.2 8.7 2.6 19.2 8.7 8.4 5.2 21.9 1.6 4.3 9.2 7.1 LnGrp Delay(d),s/veh 44.0 27.7 20.9 440.1 28.9 29.2 78.5 123.9 22.1 48.7 32.6 31.3 LnGrp LOS D C C F C C E F CDCC
Approach Vol, veh/h 1114 1088 1349 1340
Approach Delay, s/veh 28.1 129.6 111.6 34.3
Approach LOS C F F C
Timer 12345678
Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 13.2 24.1 10.6 27.1 11.6 25.7 9.7 28.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 10.5 19.0 6.1 26.4 7.1 22.4 14.5 18.0 Max Q Clear Time (g_c+I1), s 8.9 21.6 8.1 18.8 8.4 19.3 5.9 18.0 Green Ext Time (p_c), s 0.1 0.0 0.0 3.8 0.0 2.0 0.1 0.0 Intersection Summary
HCM 2010 Ctrl Delay 75.4
HCM 2010 LOS E
HCM Signalized Intersection Capacity Analysis Cumulative Plus Project PM 3: Abbott St & John St (SR 68)
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations
Traffic Volume (vph) 57 735 99 121 520 624 135 269 1038 686 253 854 Future Volume (vph) 57 735 99 121 520 624 135 269 1038 686 253 854 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00 0.99 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.97 1.00 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1770 3539 1549 1770 3433 1770 3539 1560 1719 3438 Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1770 3539 1549 1770 3433 1770 3539 1560 1719 3438 Peak-hour factor, PHF 0.93 0.93 0.93 0.92 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Adj. Flow (vph) 61 790 106 132 559 671 145 289 1116 738 272 918 RTOR Reduction (vph) 0 0 85 0 0 12 0 0 0 217 0 0
Lane Group Flow (vph) 61 790 21 0 691 804 0 289 1116 521 272 918 Confl. Peds. (#/hr) 4 3 1
Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 5% 5%
Turn Type Prot NA Perm Prot Prot NA Prot NA Perm Prot NA Protected Phases 7 4 3 3 8 5 2 1 6
Permitted Phases 4 2
Actuated Green, G (s) 8.6 29.4 29.4 44.5 65.3 19.5 40.5 40.5 18.5 39.5 Effective Green, g (s) 8.6 29.4 29.4 44.5 65.3 19.5 40.5 40.5 18.5 39.5 Actuated g/C Ratio 0.06 0.19 0.19 0.29 0.43 0.13 0.27 0.27 0.12 0.26 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 100 689 301 521 1485 228 949 418 210 899 v/s Ratio Prot 0.03 c0.22 c0.39 0.23 c0.16 0.32 0.16 0.27 v/s Ratio Perm 0.01 c0.33
v/c Ratio 0.61 1.15 0.07 1.33 0.54 1.27 1.18 1.25 1.30 1.02 Uniform Delay, d1 69.5 60.8 49.6 53.2 31.7 65.7 55.2 55.2 66.2 55.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 10.1 82.3 0.1 159.7 0.4 150.3 90.3 129.3 163.4 35.5 Delay (s) 79.6 143.1 49.7 212.9 32.1 216.0 145.5 184.5 229.6 91.2 Level of Service E F D F C FFFFF
Approach Delay (s) 128.7 115.0 168.4 121.7
Approach LOS F F F F
Intersection Summary
HCM 2000 Control Delay 138.4 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 1.26
Actuated Cycle Length (s) 150.9 Sum of lost time (s) 18.0 Intersection Capacity Utilization 127.4% ICU Level of Service H Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Cumulative Plus Project PM 3: Abbott St & John St (SR 68)
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement SBR
Lane Configurations
Traffic Volume (vph) 15
Future Volume (vph) 15
Ideal Flow (vphpl) 1900
Total Lost time (s) 4.5
Lane Util. Factor 1.00
Frpb, ped/bikes 0.98
Flpb, ped/bikes 1.00
Frt 0.85
Flt Protected 1.00
Satd. Flow (prot) 1504
Flt Permitted 1.00
Satd. Flow (perm) 1504
Peak-hour factor, PHF 0.93
Adj. Flow (vph) 16
RTOR Reduction (vph) 12
Lane Group Flow (vph) 4
Confl. Peds. (#/hr) 4
Heavy Vehicles (%) 5%
Turn Type Perm
Protected Phases
Permitted Phases 6
Actuated Green, G (s) 39.5
Effective Green, g (s) 39.5
Actuated g/C Ratio 0.26
Clearance Time (s) 4.5
Vehicle Extension (s) 3.0
Lane Grp Cap (vph) 393
v/s Ratio Prot
v/s Ratio Perm 0.00
v/c Ratio 0.01
Uniform Delay, d1 41.2
Progression Factor 1.00
Incremental Delay, d2 0.0
Delay (s) 41.3
Level of Service D
Approach Delay (s)
Approach LOS
Intersection Summary
HCM 2010 TWSC Cumulative Plus Project PM
4: Project Dwy/Spring St & John St (SR 68)
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 6.5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 4 1543 246 0 1392 8 0 0 244 5 0 6
Future Vol, veh/h 4 1543 246 0 1392 8 0 0 244 5 0 6
Conflicting Peds, #/hr 5 00005000200
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None
Storage Length - ------- 0---
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95
Heavy Vehicles, % 2 22222222929
Mvmt Flow 4 1624 259 0 1465 8 0 0 257 5 0 6
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 1478 0 0 - - 0 - - 944 2296 3365 742 Stage 1 - -------- 1474 1474 -
Stage 2 - -------- 8 2 2 1891 -
Critical Hdwy 4.14 ------- 6.94 7.68 6.54 7.08
Critical Hdwy Stg 1 - -------- 6.68 5.54 -
Critical Hdwy Stg 2 - -------- 6.68 5.54 -
Follow-up Hdwy 2.22 ------- 3.32 3.59 4.02 3.39
Pot Cap-1 Maneuver 452 - - 0 - - 0 0 263 19 8 343
Stage 1 - - - 0 - - 0 0 - 124 189 -
Stage 2 - - - 0 - - 0 0 - 320 117 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 450 ------- 2 6 3 0 8 3 4 2
Mov Cap-2 Maneuver - -------- 0 8-
Stage 1 - -------- 1 2 4 1 8 8-
Stage 2 - -------- 7 1 1 7-
Approach EB WB NB SB
HCM Control Delay, s 0 0 91.2 15.9
HCM LOS F C
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBT WBR SBLn1
Capacity (veh/h) 263 450 ---- 3 4 2
HCM Lane V/C Ratio 0.977 0.009 ---- 0.034
HCM Control Delay (s) 91.2 13.1 0 - - - 15.9
HCM Lane LOS F B A - - - C
HCM 95th %tile Q(veh) 9.4 0 ---- 0 . 1
Cumulative Plus Project PMHCM 2010 Signalized Intersection Summary 5: S Sanborn Rd & John St
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 328 376 70 281 292 30 340 859 645 40 437 316 Future Volume (veh/h) 328 376 70 281 292 30 340 859 645 40 437 316 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 1.00 0.96 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 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 342 392 73 293 304 31 354 895 672 42 455 329 Adj No. of Lanes 120121121121
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 222222222222
Cap, veh/h 278 569 105 296 713 314 219 1205 516 71 911 391 Arrive On Green 0.16 0.19 0.19 0.17 0.20 0.20 0.12 0.34 0.34 0.04 0.26 0.26 Sat Flow, veh/h 1774 2977 549 1774 3539 1560 1774 3539 1514 1774 3539 1519 Grp Volume(v), veh/h 342 232 233 293 304 31 354 895 672 42 455 329 Grp Sat Flow(s),veh/h/ln 1774 1770 1757 1774 1770 1560 1774 1770 1514 1774 1770 1519 Q Serve(g_s), s 10.8 8.4 8.5 11.4 5.2 1.1 8.5 15.4 23.5 1.6 7.5 14.2 Cycle Q Clear(g_c), s 10.8 8.4 8.5 11.4 5.2 1.1 8.5 15.4 23.5 1.6 7.5 14.2 Prop In Lane 1.00 0.31 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 278 338 336 296 713 314 219 1205 516 71 911 391 V/C Ratio(X) 1.23 0.68 0.70 0.99 0.43 0.10 1.62 0.74 1.30 0.59 0.50 0.84 Avail Cap(c_a), veh/h 278 462 459 296 961 423 219 1205 516 129 976 419 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 29.0 25.9 26.0 28.6 24.0 22.4 30.2 20.0 22.7 32.5 21.8 24.3 Incr Delay (d2), s/veh 130.8 2.5 2.8 49.3 0.4 0.1 297.9 2.5 150.2 7.6 0.4 13.7 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 15.3 4.3 4.4 9.5 2.6 0.5 22.2 7.9 31.2 0.9 3.7 7.3 LnGrp Delay(d),s/veh 159.9 28.4 28.7 77.9 24.4 22.6 328.1 22.6 173.0 40.1 22.2 37.9 LnGrp LOS F C C E C C F C F D C D
Approach Vol, veh/h 807 628 1921 826
Approach Delay, s/veh 84.2 49.3 131.5 29.4
Approach LOS F D F C
Timer 12345678
Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 7.3 28.0 16.0 17.7 13.0 22.2 15.3 18.4 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 5.0 22.5 11.5 18.0 8.5 19.0 10.8 18.7 Max Q Clear Time (g_c+I1), s 3.6 25.5 13.4 10.5 10.5 16.2 12.8 7.2 Green Ext Time (p_c), s 0.0 0.0 0.0 1.6 0.0 1.2 0.0 1.5 Intersection Summary
HCM 2010 Ctrl Delay 89.9
HCM 2010 LOS F
HCM 2010 TWSC Cumulative Plus Project PM
6: Abbott St & Maple St
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 12.1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 39 26 45 116 26 257 60 1652 115 250 1148 54 Future Vol, veh/h 39 26 45 116 26 257 60 1652 115 250 1148 54 Conflicting Peds, #/hr 0 01100 1 30220 1 3
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None
Storage Length - -----------
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93
Heavy Vehicles, % 2 22222222555
Mvmt Flow 42 28 48 125 28 276 65 1776 124 269 1234 58
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 2846 3846 660 3140 3813 952 1305 0 0 1902 0 0 Stage 1 1814 1814 - 1970 1970 -------
Stage 2 1032 2032 - 1170 1843 -------
Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 - - 4.2 - - Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 -------
Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 -------
Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.25 - - Pot Cap-1 Maneuver ~ 8 ~ 4 406 ~ 5 ~ 4 ~ 260 526 - - 297 - - Stage 1 81 128 - ~ 64 107 -------
Stage 2 249 99 - 205 124 -------
Platoon blocked, % - - - -
Mov Cap-1 Maneuver - 0 401 - 0 ~ 260 520 - - 297 - -
Mov Cap-2 Maneuver - 0 - - 0 -------
Stage 1 80 0 - ~ 64 107 -------
Stage 2 - 99 - - 0 -------
Approach EB WB NB SB
HCM Control Delay, s 0.4 31
HCM LOS - -
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 520 ---- 2 9 7--
HCM Lane V/C Ratio 0.124 ---- 0.905 - -
HCM Control Delay (s) 12.9 0 - - - 69.2 24.1 -
HCM Lane LOS B A - - - F C -
HCM 95th %tile Q(veh) 0.4 ---- 8 . 4--
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Cumulative Plus Project PMHCM 2010 TWSC
7: Abbott St & Spicer St
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 28
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 10 195 1642 60 35 1296
Future Vol, veh/h 10 195 1642 60 35 1296
Conflicting Peds, #/hr 0 00330
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 -----
Veh in Median Storage, # 0 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 94 94 94 94 94 94
Heavy Vehicles, % 2 23344
Mvmt Flow 11 207 1747 64 37 1379
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 2546 909 0 0 1814 0
Stage 1 1782 -----
Stage 2 764 -----
Critical Hdwy 6.84 6.94 - - 4.18 -
Critical Hdwy Stg 1 5.84 -----
Critical Hdwy Stg 2 5.84 -----
Follow-up Hdwy 3.52 3.32 - - 2.24 -
Pot Cap-1 Maneuver 22 278 - - 326 -
Stage 1 120 -----
Stage 2 420 -----
Platoon blocked, % - - -
Mov Cap-1 Maneuver 11 277 - - 325 -
Mov Cap-2 Maneuver 11 -----
Stage 1 62 -----
Stage 2 420 -----
Approach WB NB SB
HCM Control Delay, s$ 413.7 0 4.4
HCM LOS F
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - 127 325 -
HCM Lane V/C Ratio - - 1.717 0.115 -
HCM Control Delay (s) - -$ 413.7 17.5 4
HCM Lane LOS - - F C A
HCM 95th %tile Q(veh) - - 16.4 0.4 -
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Cumulative Plus Project PMHCM 2010 TWSC
8: Abbott St & Alameda Ave
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 4.1
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 99 15 26 1603 1248 58
Future Vol, veh/h 99 15 26 1603 1248 58
Conflicting Peds, #/hr 4 02002
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 -----
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 93 93 93 93 93 93
Heavy Vehicles, % 2 23344
Mvmt Flow 106 16 28 1724 1342 62
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 2297 704 1406 0 - 0
Stage 1 1375 -----
Stage 2 922 -----
Critical Hdwy 6.84 6.94 4.16 - - -
Critical Hdwy Stg 1 5.84 -----
Critical Hdwy Stg 2 5.84 -----
Follow-up Hdwy 3.52 3.32 2.23 - - -
Pot Cap-1 Maneuver ~ 33 379 476 - - -
Stage 1 200 -----
Stage 2 348 -----
Platoon blocked, % - - -
Mov Cap-1 Maneuver 0 378 475 - - -
Mov Cap-2 Maneuver 0 -----
Stage 1 0 -----
Stage 2 347 -----
Approach EB NB SB
HCM Control Delay, s 19 6.4 0
HCM LOS C
Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR
Capacity (veh/h) 475 - 378 - -
HCM Lane V/C Ratio 0.059 - 0.324 - -
HCM Control Delay (s) 13.1 6.3 19 - -
HCM Lane LOS B A C - -
HCM 95th %tile Q(veh) 0.2 - 1.4 - -
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 2010 Signalized Intersection Summary Cumulative Plus Project PM 9: Abbott St & Los Palos Dr/Malarin St
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 55 1 15 135 48 200 30 1224 120 50 780 153 Future Volume (veh/h) 55 1 15 135 48 200 30 1224 120 50 780 153 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1900 1900 1792 1792 1827 1827 1900 1845 1845 1900 Adj Flow Rate, veh/h 60 1 16 148 53 220 33 1345 132 55 857 168 Adj No. of Lanes 010011120120
Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Percent Heavy Veh, % 222666444333
Cap, veh/h 213 17 28 348 96 324 381 1952 191 255 1785 350 Arrive On Green 0.21 0.21 0.21 0.21 0.21 0.21 0.61 0.61 0.61 0.61 0.61 0.61 Sat Flow, veh/h 413 80 129 1060 450 1515 537 3194 312 353 2921 573 Grp Volume(v), veh/h 77 0 0 201 0 220 33 728 749 55 514 511 Grp Sat Flow(s),veh/h/ln 622 0 0 1510 0 1515 537 1736 1770 353 1752 1741 Q Serve(g_s), s 2.3 0.0 0.0 0.0 0.0 6.9 1.9 14.5 14.7 6.4 8.3 8.3 Cycle Q Clear(g_c), s 8.4 0.0 0.0 6.1 0.0 6.9 10.2 14.5 14.7 21.1 8.3 8.3 Prop In Lane 0.78 0.21 0.74 1.00 1.00 0.18 1.00 0.33
Lane Grp Cap(c), veh/h 257 0 0 445 0 324 381 1061 1082 255 1071 1064 V/C Ratio(X) 0.30 0.00 0.00 0.45 0.00 0.68 0.09 0.69 0.69 0.22 0.48 0.48 Avail Cap(c_a), veh/h 451 0 0 680 0 573 381 1061 1082 255 1071 1064 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 20.3 0.0 0.0 18.3 0.0 18.6 8.3 6.7 6.7 13.9 5.5 5.5 Incr Delay (d2), s/veh 0.6 0.0 0.0 0.7 0.0 2.5 0.4 3.6 3.6 1.9 1.5 1.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.1 0.0 0.0 2.7 0.0 3.1 0.3 7.7 8.2 0.8 4.5 4.4 LnGrp Delay(d),s/veh 21.0 0.0 0.0 19.0 0.0 21.1 8.8 10.3 10.4 15.8 7.1 7.1 LnGrp LOS C B C ABBBAA
Approach Vol, veh/h 77 421 1510 1080
Approach Delay, s/veh 21.0 20.1 10.3 7.5
Approach LOS C C B A
Timer 12345678
Assigned Phs 2468
Phs Duration (G+Y+Rc), s 36.0 15.5 36.0 15.5
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 31.5 19.5 31.5 19.5
Max Q Clear Time (g_c+I1), s 16.7 10.4 23.1 8.9
Green Ext Time (p_c), s 9.3 0.2 4.7 1.4
Intersection Summary
HCM 2010 Ctrl Delay 10.9
HCM 2010 LOS B
Cumulative Plus Project PMHCM Signalized Intersection Capacity Analysis 10: Abbott St & E Romie Ln/Abbott Pl
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 569 0 463 40 4 8 262 684 17 15 628 158 Future Volume (vph) 569 0 463 40 4 8 262 684 17 15 628 158 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 0.98 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 0.98 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 0.95 1.00 0.96 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1665 1665 1568 1398 1719 3438 1500 1703 3406 1524 Flt Permitted 0.95 0.95 1.00 0.86 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1665 1665 1568 1252 1719 3438 1500 1703 3406 1524 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 605 0 493 43 4 9 279 728 18 16 668 168
RTOR Reduction (vph) 0 0 255 09000900 1 1 7
Lane Group Flow (vph) 302 303 238 0 47 0 279 728 9 16 668 51 Confl. Peds. (#/hr) 5
Heavy Vehicles (%) 3% 3% 3% 28% 28% 28% 5% 5% 5% 6% 6% 6% Turn Type Split NA Perm Perm NA Prot NA Perm Prot NA Perm Protected Phases 4 4 7 5 2 1 6
Permitted Phases 4 7 2 6
Actuated Green, G (s) 16.9 16.9 16.9 4.1 15.9 39.1 39.1 0.9 24.1 24.1 Effective Green, g (s) 16.9 16.9 16.9 4.1 15.9 39.1 39.1 0.9 24.1 24.1 Actuated g/C Ratio 0.21 0.21 0.21 0.05 0.20 0.49 0.49 0.01 0.31 0.31 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 356 356 335 64 345 1701 742 19 1039 464 v/s Ratio Prot 0.18 c0.18 c0.16 0.21 0.01 c0.20
v/s Ratio Perm 0.15 c0.04 0.01 0.03
v/c Ratio 0.85 0.85 0.71 0.74 0.81 0.43 0.01 0.84 0.64 0.11 Uniform Delay, d1 29.8 29.8 28.8 36.9 30.1 12.8 10.1 39.0 23.7 19.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 16.9 17.4 6.7 36.6 13.0 0.8 0.0 131.7 3.1 0.5 Delay (s) 46.7 47.3 35.5 73.5 43.1 13.6 10.2 170.7 26.8 20.2 Level of Service D D D E D B B F C C
Approach Delay (s) 41.8 73.5 21.6 28.2
Approach LOS D E C C
Intersection Summary
HCM 2000 Control Delay 31.7 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.75
Actuated Cycle Length (s) 79.0 Sum of lost time (s) 18.0 Intersection Capacity Utilization 62.0% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
Cumulative Plus Project PMHCM Signalized Intersection Capacity Analysis 11: E Blanco Rd/S Sanborn Rd & Abbott St
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 337 479 210 190 245 218 282 767 298 277 661 326 Future Volume (vph) 337 479 210 190 245 218 282 767 298 277 661 326 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 0.91 0.91 1.00 0.91 0.91 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 0.99 1.00 0.95 0.99 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1579 3303 1528 1535 3205 1509 1752 3505 1568 1719 3438 1517 Flt Permitted 0.95 0.99 1.00 0.95 0.99 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1579 3303 1528 1535 3205 1509 1752 3505 1568 1719 3438 1517 Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Adj. Flow (vph) 379 538 236 213 275 245 317 862 335 311 743 366 RTOR Reduction (vph) 0 0 187 0 0 201 0 0 246 0 0 285
Lane Group Flow (vph) 296 621 49 158 330 44 317 862 89 311 743 81 Confl. Peds. (#/hr) 3 1
Heavy Vehicles (%) 4% 4% 4% 7% 7% 7% 3% 3% 3% 5% 5% 5%
Turn Type Split NA Perm Split NA Perm Prot NA Perm Prot NA Perm Protected Phases 4 4 7 7 5 2 1 6
Permitted Phases 4726
Actuated Green, G (s) 18.0 18.0 18.0 15.4 15.4 15.4 15.5 22.7 22.7 11.8 19.0 19.0 Effective Green, g (s) 18.0 18.0 18.0 15.4 15.4 15.4 15.5 22.7 22.7 11.8 19.0 19.0 Actuated g/C Ratio 0.21 0.21 0.21 0.18 0.18 0.18 0.18 0.26 0.26 0.14 0.22 0.22 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 330 692 320 275 574 270 316 926 414 236 760 335 v/s Ratio Prot 0.19 c0.19 0.10 c0.10 0.18 c0.25 c0.18 0.22 v/s Ratio Perm 0.03 0.03 0.06 0.05
v/c Ratio 0.90 0.90 0.15 0.57 0.57 0.16 1.00 0.93 0.21 1.32 0.98 0.24 Uniform Delay, d1 33.0 33.1 27.7 32.3 32.3 29.8 35.2 30.8 24.6 37.1 33.2 27.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 25.3 14.3 0.2 2.9 1.4 0.3 51.4 15.5 0.3 169.7 26.9 0.4 Delay (s) 58.4 47.4 28.0 35.1 33.7 30.1 86.6 46.3 24.9 206.7 60.1 27.9 Level of Service E DCDCCFDCFEC
Approach Delay (s) 46.2 32.8 50.0 83.9
Approach LOS D C D F
Intersection Summary
HCM 2000 Control Delay 56.5 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 0.91
Actuated Cycle Length (s) 85.9 Sum of lost time (s) 18.0 Intersection Capacity Utilization 75.1% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Cumulative Plus Project AM 1: E Market St & Market Way & Sherwood Dr With Improvement Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 0 0 578 17 204 18 918 304 211 1424 21 Future Volume (vph) 0 0 0 578 17 204 18 918 304 211 1424 21 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 0.95 0.95 1.00 1.00 0.95 0.88 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 0.98 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00
Flt Protected 0.95 0.95 1.00 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1498 1506 1396 1577 3154 2427 1593 3177 Flt Permitted 0.95 0.95 1.00 0.95 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1498 1506 1396 1577 3154 2427 1593 3177 Peak-hour factor, PHF 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 Adj. Flow (vph) 0 0 0 688 20 243 21 1093 362 251 1695 25 RTOR Reduction (vph) 00000 1 8000010
Lane Group Flow (vph) 0 0 0 351 357 225 21 1093 362 251 1719 0 Confl. Peds. (#/hr) 4 6 2
Heavy Vehicles (%) 2% 2% 2% 3% 3% 3% 3% 3% 3% 2% 2% 2%
Turn Type Split NA pm+ov Prot NA Free Prot NA
Protected Phases 88152 16
Permitted Phases 8 Free
Actuated Green, G (s) 22.5 22.5 38.7 1.6 40.5 91.2 16.2 55.1 Effective Green, g (s) 22.5 22.5 38.7 1.6 40.5 91.2 16.2 55.1 Actuated g/C Ratio 0.25 0.25 0.42 0.02 0.44 1.00 0.18 0.60 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 369 371 653 27 1400 2427 282 1919
v/s Ratio Prot 0.23 c0.24 0.06 0.01 0.35 c0.16 c0.54
v/s Ratio Perm 0.10 0.15
v/c Ratio 0.95 0.96 0.34 0.78 0.78 0.15 0.89 0.90
Uniform Delay, d1 33.8 33.9 17.7 44.6 21.6 0.0 36.6 15.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 34.2 36.7 0.3 81.9 4.4 0.1 27.4 7.0 Delay (s) 68.0 70.6 18.0 126.5 26.0 0.1 64.0 22.6
Level of Service E E B F C A E C
Approach Delay (s) 0.0 56.2 21.1 27.9
Approach LOS A E C C
Intersection Summary
HCM 2000 Control Delay 31.7 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.94
Actuated Cycle Length (s) 91.2 Sum of lost time (s) 12.0 Intersection Capacity Utilization 76.1% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
HCM 2010 Signalized Intersection Summary Cumulative Plus Project AM 2: Front St & E Alisal St With Improvement
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 130 416 253 138 563 92 115 660 60 58 940 153 Future Volume (veh/h) 130 416 253 138 563 92 115 660 60 58 940 153 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1845 1845 1900 1776 1776 1776 1863 1863 1863 Adj Flow Rate, veh/h 153 489 298 162 662 108 135 776 71 68 1106 180 Adj No. of Lanes 121120121121
Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Percent Heavy Veh, % 222333777222
Cap, veh/h 177 803 503 188 708 115 160 1316 587 87 1219 543 Arrive On Green 0.10 0.23 0.23 0.11 0.23 0.23 0.09 0.39 0.39 0.05 0.34 0.34 Sat Flow, veh/h 1774 3539 1556 1757 3018 492 1691 3374 1506 1774 3539 1576 Grp Volume(v), veh/h 153 489 298 162 384 386 135 776 71 68 1106 180 Grp Sat Flow(s),veh/h/ln 1774 1770 1556 1757 1752 1758 1691 1687 1506 1774 1770 1576 Q Serve(g_s), s 6.7 9.8 12.8 7.2 17.0 17.1 6.2 14.5 2.4 3.0 23.6 6.7 Cycle Q Clear(g_c), s 6.7 9.8 12.8 7.2 17.0 17.1 6.2 14.5 2.4 3.0 23.6 6.7 Prop In Lane 1.00 1.00 1.00 0.28 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 177 803 503 188 411 412 160 1316 587 87 1219 543 V/C Ratio(X) 0.87 0.61 0.59 0.86 0.93 0.94 0.84 0.59 0.12 0.78 0.91 0.33 Avail Cap(c_a), veh/h 177 803 503 188 411 412 160 1316 587 130 1249 556 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 35.2 27.5 22.6 34.8 29.8 29.8 35.3 19.2 15.5 37.3 24.8 19.2 Incr Delay (d2), s/veh 33.5 1.3 1.9 30.9 28.5 28.9 31.8 0.7 0.1 16.1 9.6 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 5.0 5.0 5.7 5.1 11.5 11.6 4.3 6.8 1.0 1.9 13.1 3.0 LnGrp Delay(d),s/veh 68.7 28.9 24.5 65.8 58.3 58.7 67.1 19.9 15.6 53.4 34.4 19.6 LnGrp LOS E C C EEEEBBDCB
Approach Vol, veh/h 940 932 982 1354
Approach Delay, s/veh 33.9 59.8 26.1 33.4
Approach LOS C E C C
Timer 12345678
Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 8.4 35.4 13.0 22.5 12.0 31.8 12.4 23.1 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 5.8 29.7 8.5 18.0 7.5 28.0 7.9 18.6 Max Q Clear Time (g_c+I1), s 5.0 16.5 9.2 14.8 8.2 25.6 8.7 19.1 Green Ext Time (p_c), s 0.0 4.7 0.0 1.4 0.0 1.7 0.0 0.0 Intersection Summary
HCM 2010 Ctrl Delay 37.6
HCM 2010 LOS D
HCM Signalized Intersection Capacity Analysis Cumulative Plus Project AM 3: Abbott St & John St (SR 68) With Improvement
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations
Traffic Volume (vph) 49 495 110 81 738 832 91 89 654 220 214 980 Future Volume (vph) 49 495 110 81 738 832 91 89 654 220 214 980 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 1.00 0.97 0.95 1.00 0.95 1.00 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00 0.98 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.99 1.00 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1770 3539 1559 3433 3482 1719 3438 1515 1752 3505 Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1770 3539 1559 3433 3482 1719 3438 1515 1752 3505 Peak-hour factor, PHF 0.90 0.90 0.90 0.92 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph) 54 550 122 88 820 924 101 99 727 244 238 1089 RTOR Reduction (vph) 0 0 100 008000 1 8 700
Lane Group Flow (vph) 54 550 22 0 908 1017 0 99 727 57 238 1089 Confl. Peds. (#/hr) 2 1 2
Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 5% 5% 5% 3% 3%
Turn Type Prot NA Perm Prot Prot NA Prot NA Perm Prot NA Protected Phases 7 4 3 3 8 5 2 1 6
Permitted Phases 4 2
Actuated Green, G (s) 4.7 18.5 18.5 26.1 39.9 6.5 23.3 23.3 14.6 31.4 Effective Green, g (s) 4.7 18.5 18.5 26.1 39.9 6.5 23.3 23.3 14.6 31.4 Actuated g/C Ratio 0.05 0.18 0.18 0.26 0.40 0.06 0.23 0.23 0.15 0.31 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 82 651 286 891 1382 111 797 351 254 1095 v/s Ratio Prot 0.03 c0.16 c0.26 0.29 0.06 0.21 c0.14 c0.31 v/s Ratio Perm 0.01 0.04
v/c Ratio 0.66 0.84 0.08 1.02 0.74 0.89 0.91 0.16 0.94 0.99 Uniform Delay, d1 47.1 39.6 33.9 37.2 25.8 46.7 37.6 30.8 42.5 34.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 17.5 9.8 0.1 35.0 2.1 52.8 16.5 1.0 39.3 25.9 Delay (s) 64.6 49.4 34.1 72.2 27.9 99.5 54.1 31.8 81.7 60.4 Level of Service E D C E C F D C F E
Approach Delay (s) 48.0 48.7 53.2 63.8
Approach LOS D D D E
Intersection Summary
HCM 2000 Control Delay 53.6 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.99
Actuated Cycle Length (s) 100.5 Sum of lost time (s) 18.0 Intersection Capacity Utilization 84.2% ICU Level of Service E Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Cumulative Plus Project AM 3: Abbott St & John St (SR 68) With Improvement - Opt 2 Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement SBR
Lane Configurations
Traffic Volume (vph) 12
Future Volume (vph) 12
Ideal Flow (vphpl) 1900
Total Lost time (s) 4.5
Lane Util. Factor 1.00
Frpb, ped/bikes 0.99
Flpb, ped/bikes 1.00
Frt 0.85
Flt Protected 1.00
Satd. Flow (prot) 1547
Flt Permitted 1.00
Satd. Flow (perm) 1547
Peak-hour factor, PHF 0.90
Adj. Flow (vph) 13
RTOR Reduction (vph) 9
Lane Group Flow (vph) 4
Confl. Peds. (#/hr) 1
Heavy Vehicles (%) 3%
Turn Type Perm
Protected Phases
Permitted Phases 6
Actuated Green, G (s) 31.4
Effective Green, g (s) 31.4
Actuated g/C Ratio 0.31
Clearance Time (s) 4.5
Vehicle Extension (s) 3.0
Lane Grp Cap (vph) 483
v/s Ratio Prot
v/s Ratio Perm 0.00
v/c Ratio 0.01
Uniform Delay, d1 23.8
Progression Factor 1.00
Incremental Delay, d2 0.0
Delay (s) 23.8
Level of Service C
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Signalized Intersection Capacity Analysis Cumulative Plus Project AM 3: Abbott St & John St (SR 68) With Improvement - Alt 2 Salinas Home2 Suites Synchro 11 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations
Traffic Volume (vph) 49 495 110 81 738 832 91 95 654 220 209 980 Future Volume (vph) 49 495 110 81 738 832 91 95 654 220 209 980 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 1.00 0.97 0.95 1.00 0.95 0.88 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00 0.97 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.99 1.00 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1770 3539 1559 3433 3482 1719 3438 2637 1752 3505 Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1770 3539 1559 3433 3482 1719 3438 2637 1752 3505 Peak-hour factor, PHF 0.90 0.90 0.90 0.92 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph) 54 550 122 88 820 924 101 106 727 244 232 1089 RTOR Reduction (vph) 0 0 101 007000 1 8 200
Lane Group Flow (vph) 54 550 21 0 908 1018 0 106 727 62 232 1089 Confl. Peds. (#/hr) 2 1 2
Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 5% 5% 5% 3% 3%
Turn Type Prot NA Perm Prot Prot NA Prot NA Perm Prot NA Protected Phases 7 4 3 3 8 5 2 1 6
Permitted Phases 4 2
Actuated Green, G (s) 4.9 19.0 19.0 30.1 44.2 7.8 28.2 28.2 15.6 36.0 Effective Green, g (s) 4.9 19.0 19.0 30.1 44.2 7.8 28.2 28.2 15.6 36.0 Actuated g/C Ratio 0.04 0.17 0.17 0.27 0.40 0.07 0.25 0.25 0.14 0.32 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 78 606 267 931 1387 120 874 670 246 1137 v/s Ratio Prot 0.03 c0.16 c0.26 0.29 0.06 0.21 c0.13 c0.31 v/s Ratio Perm 0.01 0.02
v/c Ratio 0.69 0.91 0.08 0.98 0.73 0.88 0.83 0.09 0.94 0.96 Uniform Delay, d1 52.3 45.1 38.6 40.0 28.3 51.1 39.1 31.6 47.2 36.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 23.3 17.3 0.1 23.4 2.0 48.0 9.1 0.3 41.7 18.3 Delay (s) 75.5 62.4 38.7 63.4 30.4 99.1 48.2 31.9 88.9 55.0 Level of Service E E D E C F D C F E
Approach Delay (s) 59.4 45.9 49.5 60.6
Approach LOS E D D E
Intersection Summary
HCM 2000 Control Delay 52.5 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.98
Actuated Cycle Length (s) 110.9 Sum of lost time (s) 18.0 Intersection Capacity Utilization 84.5% ICU Level of Service E Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Cumulative Plus Project AM 3: Abbott St & John St (SR 68) With Improvement - Alt 2 Salinas Home2 Suites Synchro 11 Report
Keith Higgins Traffic Engineer
Movement SBR
Lane Configurations
Traffic Volume (vph) 12
Future Volume (vph) 12
Ideal Flow (vphpl) 1900
Total Lost time (s) 4.5
Lane Util. Factor 1.00
Frpb, ped/bikes 0.99
Flpb, ped/bikes 1.00
Frt 0.85
Flt Protected 1.00
Satd. Flow (prot) 1546
Flt Permitted 1.00
Satd. Flow (perm) 1546
Peak-hour factor, PHF 0.90
Adj. Flow (vph) 13
RTOR Reduction (vph) 9
Lane Group Flow (vph) 4
Confl. Peds. (#/hr) 1
Heavy Vehicles (%) 3%
Turn Type Perm
Protected Phases
Permitted Phases 6
Actuated Green, G (s) 36.0
Effective Green, g (s) 36.0
Actuated g/C Ratio 0.32
Clearance Time (s) 4.5
Vehicle Extension (s) 3.0
Lane Grp Cap (vph) 501
v/s Ratio Prot
v/s Ratio Perm 0.00
v/c Ratio 0.01
Uniform Delay, d1 25.4
Progression Factor 1.00
Incremental Delay, d2 0.0
Delay (s) 25.4
Level of Service C
Approach Delay (s)
Approach LOS
Intersection Summary
HCM 2010 TWSC Cumulative Plus Project AM
4: Project Dwy/Spring St & John St (SR 68) With Improvement Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 0.8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 0 869 171 0 1735 12 0 0 133 0 0 7
Future Vol, veh/h 0 869 171 0 1735 12 0 0 133 0 0 7
Conflicting Peds, #/hr 2 00002000001
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None
Storage Length - ------- 0-- 0
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90
Heavy Vehicles, % 3 32222222222
Mvmt Flow 0 966 190 0 1928 13 0 0 148 0 0 8
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All - 0 0 - - 0 - - 578 - - 974
Stage 1 - -----------
Stage 2 - -----------
Critical Hdwy - ------- 6.94 - - 6.94
Critical Hdwy Stg 1 - -----------
Critical Hdwy Stg 2 - -----------
Follow-up Hdwy - ------- 3.32 - - 3.32
Pot Cap-1 Maneuver 0 - - 0 - - 0 0 459 0 0 251
Stage 1 0 - - 0 - - 0 0 - 0 0 -
Stage 2 0 - - 0 - - 0 0 - 0 0 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver - ------- 4 5 9-- 2 5 0
Mov Cap-2 Maneuver - -----------
Stage 1 - -----------
Stage 2 - -----------
Approach EB WB NB SB
HCM Control Delay, s 0 0 16.5 19.9
HCM LOS C C
Minor Lane/Major Mvmt NBLn1 EBT EBR WBT WBR SBLn1
Capacity (veh/h) 459 ---- 2 5 0
HCM Lane V/C Ratio 0.322 ---- 0.031
HCM Control Delay (s) 16.5 ---- 19.9
HCM Lane LOS C ---- C
HCM 95th %tile Q(veh) 1.4 ---- 0 . 1
Cumulative Plus Project AMHCM 2010 Signalized Intersection Summary 5: S Sanborn Rd & John St With Improvement
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 181 184 110 425 417 30 110 417 420 70 638 348 Future Volume (veh/h) 181 184 110 425 417 30 110 417 420 70 638 348 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 0.98 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 Adj Sat Flow, veh/h/ln 1845 1845 1900 1863 1863 1863 1845 1845 1845 1863 1863 1863 Adj Flow Rate, veh/h 195 198 118 457 448 32 118 448 452 75 686 374 Adj No. of Lanes 120121121121
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 333222333222
Cap, veh/h 239 331 188 498 1059 466 148 1010 881 96 914 405 Arrive On Green 0.14 0.15 0.15 0.28 0.30 0.30 0.08 0.29 0.29 0.05 0.26 0.26 Sat Flow, veh/h 1757 2141 1214 1774 3539 1556 1757 3505 1530 1774 3539 1570 Grp Volume(v), veh/h 195 160 156 457 448 32 118 448 452 75 686 374 Grp Sat Flow(s),veh/h/ln 1757 1752 1602 1774 1770 1556 1757 1752 1530 1774 1770 1570 Q Serve(g_s), s 8.7 6.9 7.4 20.2 8.2 1.2 5.3 8.5 14.6 3.4 14.5 18.8 Cycle Q Clear(g_c), s 8.7 6.9 7.4 20.2 8.2 1.2 5.3 8.5 14.6 3.4 14.5 18.8 Prop In Lane 1.00 0.76 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 239 271 248 498 1059 466 148 1010 881 96 914 405 V/C Ratio(X) 0.81 0.59 0.63 0.92 0.42 0.07 0.80 0.44 0.51 0.78 0.75 0.92 Avail Cap(c_a), veh/h 397 389 356 558 1100 484 163 1010 881 142 917 407 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 34.0 31.9 32.1 28.2 22.8 20.3 36.4 23.5 10.7 37.9 27.7 29.3 Incr Delay (d2), s/veh 6.6 2.1 2.6 19.0 0.3 0.1 21.9 0.3 0.5 14.8 3.5 26.3 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 4.7 3.5 3.4 12.5 4.1 0.5 3.5 4.1 6.3 2.1 7.5 11.1 LnGrp Delay(d),s/veh 40.6 33.9 34.7 47.2 23.1 20.4 58.4 23.9 11.2 52.7 31.2 55.6 LnGrp LOS DCCDCCECBDCE
Approach Vol, veh/h 511 937 1018 1135
Approach Delay, s/veh 36.7 34.8 22.2 40.6
Approach LOS DCCD
Timer 12345678
Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 8.9 27.9 27.3 17.0 11.3 25.4 15.6 28.8 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 6.5 22.0 25.5 18.0 7.5 21.0 18.3 25.2 Max Q Clear Time (g_c+I1), s 5.4 16.6 22.2 9.4 7.3 20.8 10.7 10.2 Green Ext Time (p_c), s 0.0 2.3 0.5 1.2 0.0 0.1 0.3 2.7 Intersection Summary
HCM 2010 Ctrl Delay 33.3
HCM 2010 LOS C
HCM 2010 Signalized Intersection Summary Cumulative Plus Project AM 6: Abbott St & Maple St With Improvement
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 45 17 82 63 14 139 45 785 77 167 1589 52 Future Volume (veh/h) 45 17 82 63 14 139 45 785 77 167 1589 52 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 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 Adj Sat Flow, veh/h/ln 1900 1863 1863 1900 1863 1863 1810 1810 1900 1863 1863 1900 Adj Flow Rate, veh/h 48 18 87 67 15 148 48 835 82 178 1690 55 Adj No. of Lanes 011011120120
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 222222555222
Cap, veh/h 99 22 402 104 13 602 62 1355 133 224 1816 59 Arrive On Green 0.25 0.25 0.25 0.25 0.25 0.25 0.04 0.43 0.43 0.13 0.52 0.52 Sat Flow, veh/h 0 87 1581 0 52 1581 1723 3160 310 1774 3498 113 Grp Volume(v), veh/h 66 0 87 82 0 148 48 454 463 178 852 893 Grp Sat Flow(s),veh/h/ln 87 0 1581 52 0 1581 1723 1719 1752 1774 1770 1842 Q Serve(g_s), s 0.0 0.0 2.7 0.0 0.0 4.0 1.7 12.9 12.9 6.1 28.1 28.5 Cycle Q Clear(g_c), s 16.0 0.0 2.7 16.0 0.0 4.0 1.7 12.9 12.9 6.1 28.1 28.5 Prop In Lane 0.73 1.00 0.82 1.00 1.00 0.18 1.00 0.06
Lane Grp Cap(c), veh/h 121 0 402 117 0 602 62 737 751 224 919 956 V/C Ratio(X) 0.55 0.00 0.22 0.70 0.00 0.25 0.77 0.62 0.62 0.79 0.93 0.93 Avail Cap(c_a), veh/h 121 0 402 117 0 602 110 737 751 366 928 966 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 26.2 0.0 18.5 28.9 0.0 13.3 30.1 14.0 14.0 26.7 14.0 14.1 Incr Delay (d2), s/veh 5.0 0.0 0.3 16.8 0.0 0.2 18.0 1.5 1.5 6.2 15.0 15.5 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 1.3 0.0 1.2 2.0 0.0 1.8 1.1 6.4 6.5 3.4 17.3 18.2 LnGrp Delay(d),s/veh 31.2 0.0 18.8 45.8 0.0 13.5 48.1 15.5 15.5 32.9 29.0 29.6 LnGrp LOS C B D B D B B C C C
Approach Vol, veh/h 153 230 965 1923
Approach Delay, s/veh 24.2 25.0 17.1 29.7
Approach LOS C C B C
Timer 12345678
Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 12.0 31.0 20.0 6.3 36.7 20.0
Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0
Max Green Setting (Gmax), s 13.0 24.0 16.0 4.0 33.0 16.0 Max Q Clear Time (g_c+I1), s 8.1 14.9 18.0 3.7 30.5 18.0 Green Ext Time (p_c), s 0.2 3.9 0.0 0.0 2.2 0.0
Intersection Summary
HCM 2010 Ctrl Delay 25.4
HCM 2010 LOS C
HCM 2010 TWSC Cumulative Plus Project AM
8: Abbott St & Alameda Ave With Improvement
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 1.7
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 49 44 15 873 1544 89
Future Vol, veh/h 49 44 15 873 1544 89
Conflicting Peds, #/hr 2 02002
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 0 150 - - -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 95 95 95 95 95 95
Heavy Vehicles, % 2 27722
Mvmt Flow 52 46 16 919 1625 94
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 2168 862 1721 0 - 0
Stage 1 1674 -----
Stage 2 494 -----
Critical Hdwy 6.84 6.94 4.24 - - -
Critical Hdwy Stg 1 5.84 -----
Critical Hdwy Stg 2 5.84 -----
Follow-up Hdwy 3.52 3.32 2.27 - - -
Pot Cap-1 Maneuver ~ 40 298 342 - - -
Stage 1 138 -----
Stage 2 579 -----
Platoon blocked, % - - -
Mov Cap-1 Maneuver ~ 38 298 341 - - -
Mov Cap-2 Maneuver 107 -----
Stage 1 131 -----
Stage 2 578 -----
Approach EB NB SB
HCM Control Delay, s 44.2 0.3 0
HCM LOS E
Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR
Capacity (veh/h) 341 - 107 298 - -
HCM Lane V/C Ratio 0.046 - 0.482 0.155 - -
HCM Control Delay (s) 16.1 - 66.6 19.3 - -
HCM Lane LOS C - F C - -
HCM 95th %tile Q(veh) 0.1 - 2.1 0.5 - -
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Cumulative Plus Project AMHCM 2010 Signalized Intersection Summary 11: E Blanco Rd/S Sanborn Rd & Abbott St With Improvement Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 255 733 230 249 548 331 224 490 256 226 551 224 Future Volume (veh/h) 255 733 230 249 548 331 224 490 256 226 551 224 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 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 Adj Sat Flow, veh/h/ln 1810 1810 1810 1743 1743 1743 1845 1845 1845 1810 1810 1810 Adj Flow Rate, veh/h 300 862 271 293 645 389 264 576 301 266 648 264 Adj No. of Lanes 221221121121
Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Percent Heavy Veh, % 555999333555
Cap, veh/h 382 920 411 347 866 385 292 788 352 295 790 352 Arrive On Green 0.11 0.27 0.27 0.11 0.26 0.26 0.17 0.22 0.22 0.17 0.23 0.23 Sat Flow, veh/h 3343 3438 1535 3221 3312 1475 1757 3505 1568 1723 3438 1530 Grp Volume(v), veh/h 300 862 271 293 645 389 264 576 301 266 648 264 Grp Sat Flow(s),veh/h/ln 1672 1719 1535 1610 1656 1475 1757 1752 1568 1723 1719 1530 Q Serve(g_s), s 6.9 19.3 12.4 7.0 14.1 20.6 11.6 12.0 14.5 11.9 14.1 12.7 Cycle Q Clear(g_c), s 6.9 19.3 12.4 7.0 14.1 20.6 11.6 12.0 14.5 11.9 14.1 12.7 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 382 920 411 347 866 385 292 788 352 295 790 352 V/C Ratio(X) 0.79 0.94 0.66 0.84 0.75 1.01 0.90 0.73 0.85 0.90 0.82 0.75 Avail Cap(c_a), veh/h 420 920 411 347 866 385 292 840 376 295 842 375 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 34.0 28.2 25.7 34.5 26.7 29.1 32.2 28.3 29.3 32.0 28.8 28.2 Incr Delay (d2), s/veh 8.7 16.5 3.9 17.0 3.5 48.2 29.4 3.1 16.4 28.6 6.2 7.7 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 3.6 11.2 5.7 4.0 6.9 13.5 8.0 6.1 7.9 8.0 7.3 6.1 LnGrp Delay(d),s/veh 42.7 44.7 29.5 51.5 30.2 77.3 61.6 31.4 45.7 60.6 35.0 36.0 LnGrp LOS DDCDCFECDECD
Approach Vol, veh/h 1433 1327 1141 1178
Approach Delay, s/veh 41.4 48.7 42.2 41.0
Approach LOS DDDD
Timer 12345678
Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 18.0 22.2 13.0 25.6 17.6 22.6 13.5 25.1 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 13.5 18.9 8.5 21.1 13.1 19.3 9.9 19.7 Max Q Clear Time (g_c+I1), s 13.9 16.5 9.0 21.3 13.6 16.1 8.9 22.6 Green Ext Time (p_c), s 0.0 1.2 0.0 0.0 0.0 1.6 0.1 0.0 Intersection Summary
HCM 2010 Ctrl Delay 43.4
HCM 2010 LOS D
HCM Signalized Intersection Capacity Analysis Cumulative Plus Project PM 1: E Market St & Market Wy & Sherwood Dr With Improvement Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 0 0 429 34 446 21 1816 702 327 941 39 Future Volume (vph) 0 0 0 429 34 446 21 1816 702 327 941 39 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 0.95 0.95 1.00 1.00 0.95 0.88 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 0.98 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.99
Flt Protected 0.95 0.96 1.00 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1681 1697 1565 1770 3539 2725 1770 3515 Flt Permitted 0.95 0.96 1.00 0.95 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1681 1697 1565 1770 3539 2725 1770 3515 Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Adj. Flow (vph) 0 0 0 442 35 460 22 1872 724 337 970 40 RTOR Reduction (vph) 000008000030
Lane Group Flow (vph) 0 0 0 239 238 452 22 1872 724 337 1007 0 Confl. Peds. (#/hr) 7 4 1
Turn Type Split NA pm+ov Prot NA Free Prot NA
Protected Phases 88152 16
Permitted Phases 8 Free
Actuated Green, G (s) 15.2 15.2 31.2 2.0 48.5 91.7 16.0 62.5 Effective Green, g (s) 15.2 15.2 31.2 2.0 48.5 91.7 16.0 62.5 Actuated g/C Ratio 0.17 0.17 0.34 0.02 0.53 1.00 0.17 0.68 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 278 281 600 38 1871 2725 308 2395
v/s Ratio Prot c0.14 0.14 c0.13 0.01 c0.53 c0.19 0.29
v/s Ratio Perm 0.16 0.27
v/c Ratio 0.86 0.85 0.75 0.58 1.00 0.27 1.09 0.42
Uniform Delay, d1 37.2 37.1 26.8 44.4 21.6 0.0 37.9 6.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 22.3 20.4 5.3 19.6 20.9 0.2 78.9 0.5 Delay (s) 59.5 57.5 32.2 64.0 42.5 0.2 116.7 7.1
Level of Service E E C E D A F A
Approach Delay (s) 0.0 45.6 31.0 34.5
Approach LOS A D C C
Intersection Summary
HCM 2000 Control Delay 34.8 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 1.00
Actuated Cycle Length (s) 91.7 Sum of lost time (s) 12.0 Intersection Capacity Utilization 91.2% ICU Level of Service F Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Cumulative Plus Project PM 2: Front St & E Alisal St With Improvement
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 87 799 150 247 570 194 142 1024 88 153 785 308 Future Volume (vph) 87 799 150 247 570 194 142 1024 88 153 785 308 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 0.97 1.00 1.00 1.00 1.00 0.99 1.00 1.00 0.98 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.96 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 3539 1542 1770 3404 1770 3539 1562 1736 3471 1519 Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1770 3539 1542 1770 3404 1770 3539 1562 1736 3471 1519 Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Adj. Flow (vph) 94 859 161 266 613 209 153 1101 95 165 844 331 RTOR Reduction (vph) 0 0 73 0 33 0 0 0 65 0 0 209
Lane Group Flow (vph) 94 859 88 266 789 0 153 1101 30 165 844 122 Confl. Peds. (#/hr) 16 1 6
Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 4% 4% 4%
Turn Type Prot NA pm+ov Prot NA Prot NA Perm Prot NA Perm Protected Phases 74538 52 16
Permitted Phases 4 2 6
Actuated Green, G (s) 7.0 25.4 36.9 15.5 33.9 11.5 32.0 32.0 10.0 30.5 30.5 Effective Green, g (s) 7.0 25.4 36.9 15.5 33.9 11.5 32.0 32.0 10.0 30.5 30.5 Actuated g/C Ratio 0.07 0.25 0.37 0.15 0.34 0.11 0.32 0.32 0.10 0.30 0.30 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 122 890 632 271 1143 201 1122 495 172 1049 459 v/s Ratio Prot 0.05 c0.24 0.02 c0.15 0.23 0.09 c0.31 c0.10 0.24 v/s Ratio Perm 0.04 0.02 0.08
v/c Ratio 0.77 0.97 0.14 0.98 0.69 0.76 0.98 0.06 0.96 0.80 0.27 Uniform Delay, d1 46.2 37.3 21.4 42.6 29.0 43.4 34.2 24.0 45.2 32.5 26.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 25.4 21.9 0.1 49.3 1.8 15.6 22.3 0.1 56.0 4.6 0.3 Delay (s) 71.5 59.2 21.5 91.9 30.8 58.9 56.5 24.0 101.2 37.0 27.0 Level of Service E E C F C E E C F D C
Approach Delay (s) 54.8 45.7 54.5 42.5
Approach LOS DDDD
Intersection Summary
HCM 2000 Control Delay 49.3 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.97
Actuated Cycle Length (s) 100.9 Sum of lost time (s) 18.0 Intersection Capacity Utilization 87.6% ICU Level of Service E Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Cumulative Plus Project PM 3: Abbott St & John St (SR 68) With Improvement
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations
Traffic Volume (vph) 61 731 99 121 520 624 135 269 1038 686 253 854 Future Volume (vph) 61 731 99 121 520 624 135 269 1038 686 253 854 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 1.00 0.97 0.95 1.00 0.95 1.00 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00 0.99 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.97 1.00 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1770 3539 1552 3433 3434 1770 3539 1561 1719 3438 Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1770 3539 1552 3433 3434 1770 3539 1561 1719 3438 Peak-hour factor, PHF 0.93 0.93 0.93 0.92 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Adj. Flow (vph) 66 786 106 132 559 671 145 289 1116 738 272 918 RTOR Reduction (vph) 0 0 85 0 0 15 0 0 0 87 0 0
Lane Group Flow (vph) 66 786 21 0 691 801 0 289 1116 651 272 918 Confl. Peds. (#/hr) 4 3 1
Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 5% 5%
Turn Type Prot NA Perm Prot Prot NA Prot NA Perm Prot NA Protected Phases 7 4 3 3 8 5 2 1 6
Permitted Phases 4 2
Actuated Green, G (s) 5.8 24.4 24.4 19.5 38.1 20.5 43.5 43.5 15.5 38.5 Effective Green, g (s) 5.8 24.4 24.4 19.5 38.1 20.5 43.5 43.5 15.5 38.5 Actuated g/C Ratio 0.05 0.20 0.20 0.16 0.32 0.17 0.36 0.36 0.13 0.32 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 84 714 313 553 1082 300 1273 561 220 1094 v/s Ratio Prot 0.04 c0.22 c0.20 0.23 0.16 0.32 c0.16 0.27 v/s Ratio Perm 0.01 c0.42
v/c Ratio 0.79 1.10 0.07 1.25 0.74 0.96 0.88 1.16 1.24 0.84 Uniform Delay, d1 56.9 48.2 39.1 50.7 37.0 49.8 36.2 38.7 52.7 38.3 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 37.0 64.7 0.1 126.7 2.8 41.8 8.7 90.6 139.1 7.8 Delay (s) 94.0 112.9 39.1 177.4 39.7 91.6 44.9 129.3 191.8 46.1 Level of Service F F D F D F D F F D
Approach Delay (s) 103.5 102.9 80.3 78.7
Approach LOS F F F E
Intersection Summary
HCM 2000 Control Delay 89.6 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 1.17
Actuated Cycle Length (s) 120.9 Sum of lost time (s) 18.0 Intersection Capacity Utilization 110.1% ICU Level of Service H Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Cumulative Plus Project PM 3: Abbott St & John St (SR 68) With Improvement
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement SBR
Lane Configurations
Traffic Volume (vph) 15
Future Volume (vph) 15
Ideal Flow (vphpl) 1900
Total Lost time (s) 4.5
Lane Util. Factor 1.00
Frpb, ped/bikes 0.98
Flpb, ped/bikes 1.00
Frt 0.85
Flt Protected 1.00
Satd. Flow (prot) 1507
Flt Permitted 1.00
Satd. Flow (perm) 1507
Peak-hour factor, PHF 0.93
Adj. Flow (vph) 16
RTOR Reduction (vph) 11
Lane Group Flow (vph) 5
Confl. Peds. (#/hr) 4
Heavy Vehicles (%) 5%
Turn Type Perm
Protected Phases
Permitted Phases 6
Actuated Green, G (s) 38.5
Effective Green, g (s) 38.5
Actuated g/C Ratio 0.32
Clearance Time (s) 4.5
Vehicle Extension (s) 3.0
Lane Grp Cap (vph) 479
v/s Ratio Prot
v/s Ratio Perm 0.00
v/c Ratio 0.01
Uniform Delay, d1 28.2
Progression Factor 1.00
Incremental Delay, d2 0.0
Delay (s) 28.2
Level of Service C
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Signalized Intersection Capacity Analysis Cumulative Plus Project PM 3: Abbott St & John St (SR 68) With Improvement - Opt 2 - Alt 2 Salinas Home2 Suites Synchro 11 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations
Traffic Volume (vph) 61 731 99 121 520 624 135 269 1038 686 253 854 Future Volume (vph) 61 731 99 121 520 624 135 269 1038 686 253 854 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 1.00 0.97 0.95 1.00 0.95 0.88 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00 0.98 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.97 1.00 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1770 3539 1551 3433 3434 1770 3539 2721 1719 3438 Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1770 3539 1551 3433 3434 1770 3539 2721 1719 3438 Peak-hour factor, PHF 0.93 0.93 0.93 0.92 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Adj. Flow (vph) 66 786 106 132 559 671 145 289 1116 738 272 918 RTOR Reduction (vph) 0 0 83 0 0 14 0 0 0 198 0 0
Lane Group Flow (vph) 66 786 23 0 691 802 0 289 1116 540 272 918 Confl. Peds. (#/hr) 4 3 1
Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 5% 5%
Turn Type Prot NA Perm Prot Prot NA Prot NA Perm Prot NA Protected Phases 7 4 3 3 8 5 2 1 6
Permitted Phases 4 2
Actuated Green, G (s) 7.9 28.4 28.4 24.5 45.0 22.2 40.5 40.5 19.5 37.8 Effective Green, g (s) 7.9 28.4 28.4 24.5 45.0 22.2 40.5 40.5 19.5 37.8 Actuated g/C Ratio 0.06 0.22 0.22 0.19 0.34 0.17 0.31 0.31 0.15 0.29 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 106 767 336 642 1180 300 1094 841 256 992 v/s Ratio Prot 0.04 c0.22 c0.20 0.23 0.16 c0.32 c0.16 0.27 v/s Ratio Perm 0.01 0.20
v/c Ratio 0.62 1.02 0.07 1.08 0.68 0.96 1.02 0.64 1.06 0.93 Uniform Delay, d1 60.0 51.2 40.7 53.2 36.8 53.9 45.2 39.0 55.7 45.2 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 10.9 38.9 0.1 57.8 1.6 41.8 32.4 3.7 73.7 15.4 Delay (s) 70.9 90.2 40.8 111.0 38.4 95.7 77.6 42.7 129.4 60.6 Level of Service E F D F D F E D F E
Approach Delay (s) 83.4 71.7 68.0 75.8
Approach LOS F E E E
Intersection Summary
HCM 2000 Control Delay 73.1 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 1.04
Actuated Cycle Length (s) 130.9 Sum of lost time (s) 18.0 Intersection Capacity Utilization 96.2% ICU Level of Service F Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Cumulative Plus Project PM 3: Abbott St & John St (SR 68) With Improvement - Opt 2 - Alt 2 Salinas Home2 Suites Synchro 11 Report
Keith Higgins Traffic Engineer
Movement SBR
Lane Configurations
Traffic Volume (vph) 15
Future Volume (vph) 15
Ideal Flow (vphpl) 1900
Total Lost time (s) 4.5
Lane Util. Factor 1.00
Frpb, ped/bikes 0.98
Flpb, ped/bikes 1.00
Frt 0.85
Flt Protected 1.00
Satd. Flow (prot) 1506
Flt Permitted 1.00
Satd. Flow (perm) 1506
Peak-hour factor, PHF 0.93
Adj. Flow (vph) 16
RTOR Reduction (vph) 11
Lane Group Flow (vph) 5
Confl. Peds. (#/hr) 4
Heavy Vehicles (%) 5%
Turn Type Perm
Protected Phases
Permitted Phases 6
Actuated Green, G (s) 37.8
Effective Green, g (s) 37.8
Actuated g/C Ratio 0.29
Clearance Time (s) 4.5
Vehicle Extension (s) 3.0
Lane Grp Cap (vph) 434
v/s Ratio Prot
v/s Ratio Perm 0.00
v/c Ratio 0.01
Uniform Delay, d1 33.2
Progression Factor 1.00
Incremental Delay, d2 0.0
Delay (s) 33.3
Level of Service C
Approach Delay (s)
Approach LOS
Intersection Summary
HCM 2010 TWSC Cumulative Plus Project PM
4: Project Dwy/Spring St & John St (SR 68) With Improvement Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 7.9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 0 1548 246 0 1392 8 0 0 244 0 0 6
Future Vol, veh/h 0 1548 246 0 1392 8 0 0 244 0 0 6
Conflicting Peds, #/hr 5 03305002200
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None
Storage Length - ------- 0-- 0
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93
Heavy Vehicles, % 2 22222222929
Mvmt Flow 0 1665 265 0 1497 9 0 0 262 0 0 6
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All - 0 0 - - 0 - - 970 - - 758
Stage 1 - -----------
Stage 2 - -----------
Critical Hdwy - ------- 6.94 - - 7.08
Critical Hdwy Stg 1 - -----------
Critical Hdwy Stg 2 - -----------
Follow-up Hdwy - ------- 3.32 - - 3.39
Pot Cap-1 Maneuver 0 - - 0 - - 0 0 ~ 253 0 0 335
Stage 1 0 - - 0 - - 0 0 - 0 0 -
Stage 2 0 - - 0 - - 0 0 - 0 0 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver - ------- ~ 2 5 2-- 3 3 4
Mov Cap-2 Maneuver - -----------
Stage 1 - -----------
Stage 2 - -----------
Approach EB WB NB SB
HCM Control Delay, s 0 0 110.9 16
HCM LOS F C
Minor Lane/Major Mvmt NBLn1 EBT EBR WBT WBR SBLn1
Capacity (veh/h) 252 ---- 3 3 4
HCM Lane V/C Ratio 1.041 ---- 0.019
HCM Control Delay (s) 110.9 ---- 1 6
HCM Lane LOS F ---- C
HCM 95th %tile Q(veh) 10.6 ---- 0 . 1
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Cumulative Plus Project PMHCM 2010 Signalized Intersection Summary 5: S Sanborn Rd & John St With Improvement
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 328 376 70 281 292 30 340 859 645 40 437 316 Future Volume (veh/h) 328 376 70 281 292 30 340 859 645 40 437 316 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 0.96 1.00 0.95 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 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 342 392 73 293 304 31 354 895 672 42 455 329 Adj No. of Lanes 120121121121
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 222222222222
Cap, veh/h 364 526 97 328 553 243 377 1381 887 66 760 323 Arrive On Green 0.21 0.18 0.18 0.18 0.16 0.16 0.21 0.39 0.39 0.04 0.21 0.21 Sat Flow, veh/h 1774 2976 549 1774 3539 1553 1774 3539 1522 1774 3539 1506 Grp Volume(v), veh/h 342 232 233 293 304 31 354 895 672 42 455 329 Grp Sat Flow(s),veh/h/ln 1774 1770 1756 1774 1770 1553 1774 1770 1522 1774 1770 1506 Q Serve(g_s), s 16.2 10.6 10.8 13.7 6.8 1.5 16.7 17.6 28.6 2.0 9.9 18.3 Cycle Q Clear(g_c), s 16.2 10.6 10.8 13.7 6.8 1.5 16.7 17.6 28.6 2.0 9.9 18.3 Prop In Lane 1.00 0.31 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 364 313 310 328 553 243 377 1381 887 66 760 323 V/C Ratio(X) 0.94 0.74 0.75 0.89 0.55 0.13 0.94 0.65 0.76 0.64 0.60 1.02 Avail Cap(c_a), veh/h 364 405 402 335 752 330 377 1381 887 104 760 323 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 33.3 33.2 33.3 33.9 33.2 31.0 33.0 21.2 13.8 40.5 30.1 33.5 Incr Delay (d2), s/veh 31.8 5.2 5.8 24.4 0.9 0.2 31.2 1.1 3.8 10.0 1.3 54.5 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 0.1 %ile BackOfQ(50%),veh/ln 11.1 5.6 5.7 9.0 3.4 0.6 11.4 8.8 12.7 1.2 4.9 12.5 LnGrp Delay(d),s/veh 65.1 38.4 39.1 58.3 34.0 31.2 64.3 22.3 17.6 50.4 31.4 88.0 LnGrp LOS E D D E C C E C B D C F
Approach Vol, veh/h 807 628 1921 826
Approach Delay, s/veh 49.9 45.2 28.4 55.0
Approach LOS DDCD
Timer 12345678
Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 7.6 37.8 20.3 19.6 22.6 22.8 22.0 17.8 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 5.0 31.4 16.1 19.5 18.1 18.3 17.5 18.1 Max Q Clear Time (g_c+I1), s 4.0 30.6 15.7 12.8 18.7 20.3 18.2 8.8 Green Ext Time (p_c), s 0.0 0.6 0.0 1.5 0.0 0.0 0.0 1.3 Intersection Summary
HCM 2010 Ctrl Delay 40.3
HCM 2010 LOS D
HCM 2010 Signalized Intersection Summary Cumulative Plus Project PM 6: Abbott St & Maple St With Improvement
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 39 26 45 116 26 257 60 1652 115 250 1148 54 Future Volume (veh/h) 39 26 45 116 26 257 60 1652 115 250 1148 54 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 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 Adj Sat Flow, veh/h/ln 1900 1863 1863 1900 1863 1863 1863 1863 1863 1810 1810 1900 Adj Flow Rate, veh/h 42 28 48 125 28 276 65 1776 124 269 1234 58 Adj No. of Lanes 011011121120
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 222222222555
Cap, veh/h 64 28 282 73 4 546 84 1845 815 288 2143 101
Arrive On Green 0.18 0.18 0.18 0.18 0.18 0.18 0.05 0.52 0.52 0.17 0.64 0.64 Sat Flow, veh/h 0 155 1581 0 21 1581 1774 3539 1564 1723 3342 157 Grp Volume(v), veh/h 70 0 48 153 0 276 65 1776 124 269 634 658 Grp Sat Flow(s),veh/h/ln 155 0 1581 21 0 1581 1774 1770 1564 1723 1719 1780 Q Serve(g_s), s 0.0 0.0 2.3 0.0 0.0 12.4 3.3 43.3 3.7 13.8 18.8 18.9 Cycle Q Clear(g_c), s 16.0 0.0 2.3 16.0 0.0 12.4 3.3 43.3 3.7 13.8 18.8 18.9 Prop In Lane 0.60 1.00 0.82 1.00 1.00 1.00 1.00 0.09
Lane Grp Cap(c), veh/h 92 0 282 77 0 546 84 1845 815 288 1102 1141 V/C Ratio(X) 0.76 0.00 0.17 2.00 0.00 0.51 0.78 0.96 0.15 0.93 0.58 0.58 Avail Cap(c_a), veh/h 92 0 282 77 0 546 158 1852 818 288 1102 1141 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 38.9 0.0 31.3 44.1 0.0 23.3 42.3 20.7 11.2 36.9 9.2 9.2 Incr Delay (d2), s/veh 30.8 0.0 0.3 492.8 0.0 0.8 14.2 13.2 0.1 36.1 0.7 0.7 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 2.5 0.0 1.0 12.3 0.0 5.5 1.9 24.3 1.6 9.5 9.0 9.4 LnGrp Delay(d),s/veh 69.7 0.0 31.6 537.0 0.0 24.1 56.5 33.8 11.3 73.1 9.9 9.9 LnGrp LOS E C F C E C BEAA
Approach Vol, veh/h 118 429 1965 1561
Approach Delay, s/veh 54.2 207.0 33.1 20.8
Approach LOS D F C C
Timer 12345678
Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 19.0 50.8 20.0 8.2 61.6 20.0
Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0
Max Green Setting (Gmax), s 15.0 47.0 16.0 8.0 54.0 16.0 Max Q Clear Time (g_c+I1), s 15.8 45.3 18.0 5.3 20.9 18.0 Green Ext Time (p_c), s 0.0 1.5 0.0 0.0 11.5 0.0
Intersection Summary
HCM 2010 Ctrl Delay 47.3
HCM 2010 LOS D
HCM 2010 TWSC Cumulative Plus Project PM
8: Abbott St & Alameda Ave With Improvement
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Int Delay, s/veh 3.8
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 99 15 26 1603 1248 58
Future Vol, veh/h 99 15 26 1603 1248 58
Conflicting Peds, #/hr 4 02002
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 0 150 - - -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 93 93 93 93 93 93
Heavy Vehicles, % 2 23344
Mvmt Flow 106 16 28 1724 1342 62
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 2297 704 1406 0 - 0
Stage 1 1375 -----
Stage 2 922 -----
Critical Hdwy 6.84 6.94 4.16 - - -
Critical Hdwy Stg 1 5.84 -----
Critical Hdwy Stg 2 5.84 -----
Follow-up Hdwy 3.52 3.32 2.23 - - -
Pot Cap-1 Maneuver ~ 33 379 476 - - -
Stage 1 200 -----
Stage 2 348 -----
Platoon blocked, % - - -
Mov Cap-1 Maneuver ~ 31 378 475 - - -
Mov Cap-2 Maneuver 124 -----
Stage 1 188 -----
Stage 2 347 -----
Approach EB NB SB
HCM Control Delay, s 99.9 0.2 0
HCM LOS F
Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR
Capacity (veh/h) 475 - 124 378 - -
HCM Lane V/C Ratio 0.059 - 0.858 0.043 - -
HCM Control Delay (s) 13.1 - 112.8 14.9 - -
HCM Lane LOS B - F B - -
HCM 95th %tile Q(veh) 0.2 - 5.3 0.1 - -
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Cumulative Plus Project PMHCM 2010 Signalized Intersection Summary 11: E Blanco Rd/S Sanborn Rd & Abbott St With Improvement Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 337 479 210 190 245 218 282 767 298 277 661 326 Future Volume (veh/h) 337 479 210 190 245 218 282 767 298 277 661 326 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1827 1827 1827 1776 1776 1776 1845 1845 1845 1810 1810 1810 Adj Flow Rate, veh/h 379 538 236 213 275 245 317 862 335 311 743 366 Adj No. of Lanes 221221121121
Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Percent Heavy Veh, % 444777333555
Cap, veh/h 443 806 359 285 634 284 350 968 433 343 950 424 Arrive On Green 0.13 0.23 0.23 0.09 0.19 0.19 0.20 0.28 0.28 0.20 0.28 0.28 Sat Flow, veh/h 3375 3471 1547 3281 3374 1509 1757 3505 1568 1723 3438 1536 Grp Volume(v), veh/h 379 538 236 213 275 245 317 862 335 311 743 366 Grp Sat Flow(s),veh/h/ln 1688 1736 1547 1640 1687 1509 1757 1752 1568 1723 1719 1536 Q Serve(g_s), s 9.6 12.3 12.1 5.6 6.3 13.8 15.4 20.7 17.2 15.5 17.5 19.8 Cycle Q Clear(g_c), s 9.6 12.3 12.1 5.6 6.3 13.8 15.4 20.7 17.2 15.5 17.5 19.8 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 443 806 359 285 634 284 350 968 433 343 950 424 V/C Ratio(X) 0.86 0.67 0.66 0.75 0.43 0.86 0.91 0.89 0.77 0.91 0.78 0.86 Avail Cap(c_a), veh/h 443 840 374 311 693 310 351 1000 447 344 981 438 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 37.2 30.6 30.5 39.1 31.5 34.5 34.3 30.4 29.2 34.3 29.3 30.1 Incr Delay (d2), s/veh 15.1 1.9 3.9 8.8 0.5 20.3 26.1 9.9 8.0 26.4 4.1 15.7 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 5.4 6.1 5.5 2.9 3.0 7.3 10.0 11.3 8.3 9.9 8.8 10.2 LnGrp Delay(d),s/veh 52.3 32.5 34.4 47.9 31.9 54.8 60.3 40.3 37.2 60.7 33.3 45.8 LnGrp LOS DCCDCDEDDECD
Approach Vol, veh/h 1153 733 1514 1420
Approach Delay, s/veh 39.4 44.2 43.8 42.5
Approach LOS DDDD
Timer 12345678
Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 21.9 28.7 12.1 24.9 21.9 28.7 16.0 21.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 17.5 25.0 8.3 21.2 17.5 25.0 11.5 18.0 Max Q Clear Time (g_c+I1), s 17.5 22.7 7.6 14.3 17.4 21.8 11.6 15.8 Green Ext Time (p_c), s 0.0 1.5 0.1 2.5 0.0 1.9 0.0 0.6 Intersection Summary
HCM 2010 Ctrl Delay 42.4
HCM 2010 LOS D
HCM 2010 AWSC Cumulative Plus Project AM
40: Internal Private Dr & Maple St
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Intersection Delay, s/veh 9
Intersection LOS A
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 111 120 30 2 97 2 24 2222 9 5
Future Vol, veh/h 111 120 30 2 97 2 24 2222 9 5
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles, % 222222222222
Mvmt Flow 121 130 33 2 105 2 26 2222 1 0 3
Number of Lanes 010010010010
Approach EB WB NB SB
Opposing Approach WB EB SB NB
Opposing Lanes 1111
Conflicting Approach Left SB NB EB WB
Conflicting Lanes Left 1111
Conflicting Approach Right NB SB WB EB
Conflicting Lanes Right 1111
HCM Control Delay 9.7 8.3 8.4 8
HCM LOS AAAA
Lane NBLn1 EBLn1 WBLn1 SBLn1
Vol Left, % 86% 43% 2% 2%
Vol Thru, % 7% 46% 96% 2%
Vol Right, % 7% 11% 2% 96%
Sign Control Stop Stop Stop Stop
Traffic Vol by Lane 28 261 101 99
LT Vol 24 111 2 2
Through Vol 2 120 97 2
RT Vol 2 30 2 95
Lane Flow Rate 30 284 110 108
Geometry Grp 1111
Degree of Util (X) 0.043 0.346 0.139 0.128
Departure Headway (Hd) 5.087 4.386 4.546 4.294
Convergence, Y/N Yes Yes Yes Yes
Cap 703 820 789 835
Service Time 3.121 2.408 2.573 2.322
HCM Lane V/C Ratio 0.043 0.346 0.139 0.129
HCM Control Delay 8.4 9.7 8.3 8
HCM Lane LOS AAAA
HCM 95th-tile Q 0.1 1.6 0.5 0.4
HCM 2010 AWSC Cumulative Plus Project AM
41: Internal Private Dr & Internal North Dr
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Intersection Delay, s/veh 8.4
Intersection LOS A
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 22 20 4 30 20 79 4 32 20 110 41 20
Future Vol, veh/h 22 20 4 30 20 79 4 32 20 110 41 20
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles, % 222222222222
Mvmt Flow 24 22 4 33 22 86 4 35 22 120 45 22
Number of Lanes 010010010010
Approach EB WB NB SB
Opposing Approach WB EB SB NB
Opposing Lanes 1111
Conflicting Approach Left SB NB EB WB
Conflicting Lanes Left 1111
Conflicting Approach Right NB SB WB EB
Conflicting Lanes Right 1111
HCM Control Delay 8.1 8.1 7.7 8.9
HCM LOS AAAA
Lane NBLn1 EBLn1 WBLn1 SBLn1
Vol Left, % 7% 48% 23% 64%
Vol Thru, % 57% 43% 16% 24%
Vol Right, % 36% 9% 61% 12%
Sign Control Stop Stop Stop Stop
Traffic Vol by Lane 56 46 129 171
LT Vol 4 22 30 110
Through Vol 32 20 20 41
RT Vol 20 4 79 20
Lane Flow Rate 61 50 140 186
Geometry Grp 1111
Degree of Util (X) 0.074 0.065 0.165 0.232
Departure Headway (Hd) 4.373 4.704 4.244 4.488
Convergence, Y/N Yes Yes Yes Yes
Cap 820 762 847 801
Service Time 2.395 2.728 2.263 2.506
HCM Lane V/C Ratio 0.074 0.066 0.165 0.232
HCM Control Delay 7.7 8.1 8.1 8.9
HCM Lane LOS AAAA
HCM 95th-tile Q 0.2 0.2 0.6 0.9
HCM 2010 AWSC Cumulative Plus Project PM
40: Internal Private Dr & Maple St
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Intersection Delay, s/veh 12.2
Intersection LOS B
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 150 196 45 3 198 3 50 3333 1 5 1
Future Vol, veh/h 150 196 45 3 198 3 50 3333 1 5 1
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles, % 222222222222
Mvmt Flow 163 213 49 3 215 3 54 3333 1 6 4
Number of Lanes 010010010010
Approach EB WB NB SB
Opposing Approach WB EB SB NB
Opposing Lanes 1111
Conflicting Approach Left SB NB EB WB
Conflicting Lanes Left 1111
Conflicting Approach Right NB SB WB EB
Conflicting Lanes Right 1111
HCM Control Delay 14.5 10.5 9.7 9.7
HCM LOS BBAA
Lane NBLn1 EBLn1 WBLn1 SBLn1
Vol Left, % 89% 38% 1% 2%
Vol Thru, % 5% 50% 97% 2%
Vol Right, % 5% 12% 1% 96%
Sign Control Stop Stop Stop Stop
Traffic Vol by Lane 56 391 204 157
LT Vol 50 150 3 3
Through Vol 3 196 198 3
RT Vol 3 45 3 151
Lane Flow Rate 61 425 222 171
Geometry Grp 1111
Degree of Util (X) 0.102 0.58 0.316 0.241
Departure Headway (Hd) 6.008 4.915 5.137 5.087
Convergence, Y/N Yes Yes Yes Yes
Cap 596 740 701 705
Service Time 4.051 2.915 3.167 3.124
HCM Lane V/C Ratio 0.102 0.574 0.317 0.243
HCM Control Delay 9.7 14.5 10.5 9.7
HCM Lane LOS ABBA
HCM 95th-tile Q 0.3 3.8 1.4 0.9
HCM 2010 AWSC Cumulative Plus Project PM
41: Internal Private Dr & Internal North Dr
Salinas Home2 Suites Synchro 10 Report
Keith Higgins Traffic Engineer
Intersection
Intersection Delay, s/veh 9.8
Intersection LOS A
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 40 30 6 45 30 143 6 61 35 150 51 45
Future Vol, veh/h 40 30 6 45 30 143 6 61 35 150 51 45
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles, % 222222222222
Mvmt Flow 43 33 7 49 33 155 7 66 38 163 55 49
Number of Lanes 010010010010
Approach EB WB NB SB
Opposing Approach WB EB SB NB
Opposing Lanes 1111
Conflicting Approach Left SB NB EB WB
Conflicting Lanes Left 1111
Conflicting Approach Right NB SB WB EB
Conflicting Lanes Right 1111
HCM Control Delay 9 9.7 8.8 10.6
HCM LOS AAAB
Lane NBLn1 EBLn1 WBLn1 SBLn1
Vol Left, % 6% 53% 21% 61%
Vol Thru, % 60% 39% 14% 21%
Vol Right, % 34% 8% 66% 18%
Sign Control Stop Stop Stop Stop
Traffic Vol by Lane 102 76 218 246
LT Vol 6 40 45 150
Through Vol 61 30 30 51
RT Vol 35 6 143 45
Lane Flow Rate 111 83 237 267
Geometry Grp 1111
Degree of Util (X) 0.149 0.12 0.303 0.36
Departure Headway (Hd) 4.842 5.209 4.607 4.841
Convergence, Y/N Yes Yes Yes Yes
Cap 733 682 775 738
Service Time 2.921 3.289 2.672 2.907
HCM Lane V/C Ratio 0.151 0.122 0.306 0.362
HCM Control Delay 8.8 9 9.7 10.6
HCM Lane LOS AAAB
HCM 95th-tile Q 0.5 0.4 1.3 1.6
Appendix I
Warrant
Worksheets
Intersection #4
Spring Street / John Street (SR 68)
John St (SR 68) Spring St Warrant
East/West North/South Met?
A. Existing AM 2193 9 No
B. Existing PM 2318 11 No
C. Ex+Pro AM 2519 133 No* * Warrant not met, as approach volumes D. Ex+Pro PM 2802 244 No* are all right turns, the movement E. CumNoPro AM 2430 9 No that would have the least benefit F. CumNoPro PM 2709 11 No from signalization.
G. Cum+Pro AM 2756 133 No*
H. Cum+Pro PM 3193 244 No*
I. 12:00 AM 0 0 No
J. 12:00 AM 0 0 No
K. 12:00 AM 0 0 No
L. 12:00 AM 0 0 No
M. 12:00 AM 0 0 No
N. 12:00 AM 0 0 No
O. 12:00 AM 0 0 No
P. 12:00 AM 0 0 No
Notes:
1. 150 VPH applies as the lower threshold volume for a minor street approach with two or more lanes and 100 VPH applies as the lower threshold volume for a minor street approaching with one lane.
2. Bold line applies to intersection geometry.
Scenario
0 100
200
300
400
500
600
700
400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800
MINOR STREET (VPH)
HIGH VOLUME APPROACH
MAJOR STREET (VPH)
TOTAL OF BOTH APPROACHES
CALTRANS PEAK HOUR VOLUME SIGNAL WARRANT (Urban Areas)
2 OR MORE LANES (MAJOR) & 1 LANE (MINOR)
OR 1 LANE (MAJOR) & 2 OR MORE LANES (MINOR)
2 OR MORE LANES (MAJOR) & 2 OR MORE LANES (MINOR)
1 LANE (MAJOR) & 1 LANE (MINOR)
C, G
A, B,
E, F
D,H
Warrant 3 (Part B) - Peak Hour Delay
#4 - Spring Street / John Street (SR 68)
Number of Approaches to Intersection: 4 approaches Minimum Entering Vehicles: 800 vehicles Number of Approach Lanes: NB Spring: 1 lanes
SB Spring: 1 lanes
Total Entering Volumes: Existing AM: 2,209 vehicles Back+Proj AM: vehicles Existing PM: 2,340 vehicles Back+Proj PM: vehicles
Exist+Proj AM: 2,659 vehicles CumNoPro AM: 2,446 vehicles Exist+Proj PM: 3,057 vehicles CumNoPro PM: 2,731 vehicles Background AM: vehicles Cum+Proj AM: 2,896 vehicles
Background PM: vehicles Cum+Proj PM: 3,448 vehicles
No. o
f Average Total Vehicle At least
Peak Stopped Vehicle Delay Delay Total Delay 4 Veh-Hrs 5 Veh-Hrs 100 Veh 150 Veh 800 Veh? Warrant Street Direction Scenario Hour Vehicles (sec) (sec) (hours) (One-Lane) (Two-Lane) (One-Lane) (Two-Lane) (Intersection) Met? Spring NB Existing AM 9 34.3 309 0.09 NO N/A NO N/A YES NO Spring SB Existing AM 7 16.6 116 0.03 NO N/A NO N/A YES NO Spring NB Existing PM 11 76.6 843 0.23 NO N/A NO N/A YES NO Spring SB Existing PM 11 54.1 595 0.17 NO N/A NO N/A YES NO Spring NB Exist+Proj AM 133 19.2 2,554 0.71 NO N/A YES N/A YES NO Spring SB Exist+Proj AM 7 18.5 130 0.04 NO N/A NO N/A YES NO Spring NB Exist+Proj PM 244 129.4 31,574 8.77 YES N/A YES N/A YES YES Spring SB Exist+Proj PM 11 3,000.0 33,000 9.17 YES N/A NO N/A YES NO Spring NB CumNoPro AM 9 43.7 393 0.11 NO N/A NO N/A YES NO Spring SB CumNoPro AM 7 17.8 125 0.03 NO N/A NO N/A YES NO Spring NB CumNoPro PM 11 141.6 1,558 0.43 NO N/A NO N/A YES NO Spring SB CumNoPro PM 11 99.9 1,099 0.31 NO N/A NO N/A YES NO Spring NB Cum+Proj AM 133 16.1 2,141 0.59 NO N/A YES N/A YES NO Spring SB Cum+Proj AM 7 19.9 139 0.04 NO N/A NO N/A YES NO Spring NB Cum+Proj PM 244 3,000.0 732,000 203.33 YES N/A YES N/A YES YES Spring SB Cum+Proj PM 11 3,000.0 33,000 9.17 YES N/A NO N/A YES NO Notes:
1. Warrant based on level of service calculations.
2. NB, SB, EB, WB = Northbound, Southbound, Eastbound, Westbound.
3. N/A = Not Applicable - this evaluation does not apply to that approach.
4. Delays of over 3,000 seconds reduced to exactly 3,000 seconds for this warrant evaluation.
Min. Approach Delay? Min. Approach Vols?
Intersection #6
Abbott Street / Maple Street
Abbott St Maple St Warrant
North/South East/West Met?
A. Existing AM 1708 111 Yes
B. Existing PM 1871 63 No
C. Ex+Pro AM 1952 216 Yes
D. Ex+Pro PM 2235 399 Yes
E. CumNoPro AM 2471 127 Yes
F. CumNoPro PM 2915 84 No
G. Cum+Pro AM 2715 216 Yes
H. Cum+Pro PM 3279 399 Yes
I. 12:00 AM 0 0 No
J. 12:00 AM 0 0 No
K. 12:00 AM 0 0 No
L. 12:00 AM 0 0 No
M. 12:00 AM 0 0 No
N. 12:00 AM 0 0 No
O. 12:00 AM 0 0 No
P. 12:00 AM 0 0 No
Notes:
1. 150 VPH applies as the lower threshold volume for a minor street approach with two or more lanes and 100 VPH applies as the lower threshold volume for a minor street approaching with one lane.
2. Bold line applies to intersection geometry.
Scenario
0 100
200
300
400
500
600
700
400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800
MINOR STREET (VPH)
HIGH VOLUME APPROACH
MAJOR STREET (VPH)
TOTAL OF BOTH APPROACHES
CALTRANS PEAK HOUR VOLUME SIGNAL WARRANT (Urban Areas)
2 OR MORE LANES (MAJOR) & 1 LANE (MINOR)
OR 1 LANE (MAJOR) & 2 OR MORE LANES (MINOR)
2 OR MORE LANES (MAJOR) & 2 OR MORE LANES (MINOR)
1 LANE (MAJOR) & 1 LANE (MINOR) B
C, G
A
D, H
F
E
Warrant 3 (Part B) - Peak Hour Delay
#6 - Abbott Street / Maple Street
Number of Approaches to Intersection: 4 approaches Minimum Entering Vehicles: 800 vehicles Number of Approach Lanes: EB Maple: 1 lanes
WB Private Dwy: 1 lanes
Total Entering Volumes: Existing AM: 1,819 vehicles Back+Proj AM: vehicles Existing PM: 1,934 vehicles Back+Proj PM: vehicles
Exist+Proj AM: 2,296 vehicles CumNoPro AM: 2,598 vehicles Exist+Proj PM: 2,723 vehicles CumNoPro PM: 2,999 vehicles Background AM: vehicles Cum+Proj AM: 3,075 vehicles
Background PM: vehicles Cum+Proj PM: 3,788 vehicles
No. o
f Average Total Vehicle At least
Peak Stopped Vehicle Delay Delay Total Delay 4 Veh-Hrs 5 Veh-Hrs 100 Veh 150 Veh 800 Veh? Warrant Street Direction Scenario Hour Vehicles (sec) (sec) (hours) (One-Lane) (Two-Lane) (One-Lane) (Two-Lane) (Intersection) Met? Maple EB Existing AM 111 85.3 9,468 2.63 NO N/A YES N/A YES NO Private Dwy WB Existing AM 0 0.0 0 0.00 NO N/A NO N/A YES NO Maple EB Existing PM 63 40.3 2,539 0.71 NO N/A NO N/A YES NO Private Dwy WB Existing PM 0 0.0 0 0.00 NO N/A NO N/A YES NO Maple EB Exist+Proj AM 128 3,000.0 384,000 106.67 YES N/A YES N/A YES YES Maple WB Exist+Proj AM 216 3,000.0 648,000 180.00 YES N/A YES N/A YES YES Maple EB Exist+Proj PM 89 11.2 997 0.28 NO N/A NO N/A YES NO Maple WB Exist+Proj PM 399 3,000.0 1,197,000 332.50 YES N/A YES N/A YES YES Maple EB CumNoPro AM 127 1,060.8 134,722 37.42 YES N/A YES N/A YES YES Private Dwy WB CumNoPro AM 0 0.0 0 0.00 NO N/A NO N/A YES NO Maple EB CumNoPro PM 84 3,000.0 252,000 70.00 YES N/A NO N/A YES NO Private Dw
y WB CumNoPro PM 0 0.0 0 0.00 NO N/A NO N/A YES NO
Maple EB Cum+Proj AM 144 3,000.0 432,000 120.00 YES N/A YES N/A YES YES Maple WB Cum+Proj AM 216 3,000.0 648,000 180.00 YES N/A YES N/A YES YES Maple EB Cum+Proj PM 110 3,000.0 330,000 91.67 YES N/A YES N/A YES YES Maple WB Cum+Proj PM 399 3,000.0 1,197,000 332.50 YES N/A YES N/A YES YES Notes: