A - Ex A Draft EIR — San Leandro City Council, May 5, 2025 (part 8 of 12)

10 0.89 Total Settlement: 0.06 (Inches)
© 2014 Cornerstone Earth Group, Inc.

Depth (ft) qc (tsf) fs (tsf) svc (psf) Insitu s'vc (psf) Q F (%) Ic Layer "Plastic" PI > 7 Flag Soil Type Fines (%) qcN near interfaces (soft layer) Thin Layer Factor (KH) Interpreted qcN CN qc1N qc1N-CS Stress Reduction Coeff, rd CSR Ks for Sand CRRM=7.5, s'vc = 1 atm CRR Factor of Safety (CRR/CSR) Vertical Strain ev Settlement (Inches) CPT No. PGA (Amax)

11.150 15.140 0.713 1338.0 954.2 30.330 4.926 2.76 Clay 83.7 14.31 1.23 n.a. n.a. 0.98 0.794 n.a. n.a. n.a. n.a. 0.00 0.0011.320 14.900 0.697 1358.4 964.0 29.503 4.903 2.77 Clay 84.3 14.08 1.23 n.a. n.a. 0.98 0.798 n.a. n.a. n.a. n.a. 0.00 0.0011.480 14.550 0.661 1377.6 973.2 28.484 4.766 2.77 Clay 84.5 13.75 1.23 n.a. n.a. 0.98 0.801 n.a. n.a. n.a. n.a. 0.00 0.0011.650 15.160 0.680 1398.0 983.0 29.421 4.700 2.75 Clay 83.3 14.33 1.22 n.a. n.a. 0.98 0.805 n.a. n.a. n.a. n.a. 0.00 0.0011.810 16.290 0.707 1417.2 992.3 31.406 4.535 2.72 Clay 80.8 15.40 1.22 n.a. n.a. 0.98 0.808 n.a. n.a. n.a. n.a. 0.00 0.0011.980 18.010 0.768 1437.6 1002.0 34.512 4.439 2.69 Clay 78.0 17.02 1.22 n.a. n.a. 0.98 0.811 n.a. n.a. n.a. n.a. 0.00 0.0012.140 20.090 0.831 1456.8 1011.3 38.292 4.293 2.64 Clay 74.6 18.99 1.22 n.a. n.a. 0.98 0.814 n.a. n.a. n.a. n.a. 0.00 0.0012.300 19.950 0.841 1476.0 1020.5 37.653 4.377 2.66 Clay 75.4 18.86 1.21 n.a. n.a. 0.98 0.817 n.a. n.a. n.a. n.a. 0.00 0.0012.470 19.240 0.811 1496.4 1030.3 35.897 4.385 2.67 Clay 76.7 18.19 1.21 n.a. n.a. 0.98 0.820 n.a. n.a. n.a. n.a. 0.00 0.0012.630 18.320 0.746 1515.6 1039.5 33.790 4.248 2.68 Clay 77.4 17.32 1.21 n.a. n.a. 0.98 0.822 n.a. n.a. n.a. n.a. 0.00 0.0012.800 17.580 0.733 1536.0 1049.3 32.045 4.360 2.70 Clay 79.4 16.62 1.20 n.a. n.a. 0.97 0.825 n.a. n.a. n.a. n.a. 0.00 0.0012.960 17.040 0.756 1555.2 1058.5 30.727 4.647 2.74 Clay 82.0 16.11 1.20 n.a. n.a. 0.97 0.828 n.a. n.a. n.a. n.a. 0.00 0.0013.120 17.500 0.798 1574.4 1067.7 31.306 4.777 2.74 Clay 82.2 16.54 1.20 n.a. n.a. 0.97 0.830 n.a. n.a. n.a. n.a. 0.00 0.0013.290 17.490 0.754 1594.8 1077.5 30.984 4.515 2.73 Clay 81.1 16.53 1.19 n.a. n.a. 0.97 0.833 n.a. n.a. n.a. n.a. 0.00 0.0013.450 17.730 0.728 1614.0 1086.7 31.145 4.304 2.71 Clay 79.8 16.76 1.19 n.a. n.a. 0.97 0.836 n.a. n.a. n.a. n.a. 0.00 0.0013.620 16.470 0.716 1634.4 1096.5 28.550 4.572 2.76 Clay 83.4 15.57 1.19 n.a. n.a. 0.97 0.838 n.a. n.a. n.a. n.a. 0.00 0.0013.780 15.820 0.712 1653.6 1105.7 27.119 4.748 2.78 Clay 85.6 14.95 1.19 n.a. n.a. 0.97 0.840 n.a. n.a. n.a. n.a. 0.00 0.0013.940 15.820 0.649 1672.8 1114.9 26.878 4.334 2.76 Clay 83.7 14.95 1.18 n.a. n.a. 0.97 0.843 n.a. n.a. n.a. n.a. 0.00 0.0014.110 15.980 0.669 1693.2 1124.7 26.910 4.421 2.76 Clay 84.2 15.10 1.18 n.a. n.a. 0.97 0.845 n.a. n.a. n.a. n.a. 0.00 0.0014.270 16.050 0.611 1712.4 1134.0 26.798 4.024 2.74 Clay 82.1 15.17 1.18 n.a. n.a. 0.97 0.847 n.a. n.a. n.a. n.a. 0.00 0.0014.440 17.270 0.581 1732.8 1143.7 28.684 3.541 2.68 Clay 77.4 16.32 1.18 n.a. n.a. 0.97 0.850 n.a. n.a. n.a. n.a. 0.00 0.0014.600 17.320 0.588 1752.0 1153.0 28.525 3.575 2.68 Clay 77.7 16.37 1.17 n.a. n.a. 0.97 0.852 n.a. n.a. n.a. n.a. 0.00 0.0014.760 17.420 0.564 1771.2 1162.2 28.454 3.409 2.67 Clay 76.7 16.47 1.17 n.a. n.a. 0.97 0.854 n.a. n.a. n.a. n.a. 0.00 0.0014.930 18.760 0.601 1791.6 1172.0 30.486 3.361 2.64 Clay 74.6 17.73 1.17 n.a. n.a. 0.97 0.856 n.a. n.a. n.a. n.a. 0.00 0.0015.090 22.180 0.599 1810.8 1181.2 30.242 2.817 2.60 plastic Clay 70.8 20.96 1.17 n.a. n.a. 0.97 0.858 n.a. n.a. n.a. n.a. 0.00 0.0015.260 21.660 0.707 1831.2 1191.0 34.836 3.406 2.61 Clay 71.4 20.47 1.16 n.a. n.a. 0.97 0.860 n.a. n.a. n.a. n.a. 0.00 0.0015.420 23.570 0.746 1850.4 1200.2 31.832 3.293 2.62 plastic Clay 73.0 22.28 1.16 n.a. n.a. 0.97 0.862 n.a. n.a. n.a. n.a. 0.00 0.0015.580 28.460 0.809 1869.6 1209.4 34.413 2.939 2.57 plastic Clay 68.3 26.90 1.16 n.a. n.a. 0.97 0.864 n.a. n.a. n.a. n.a. 0.00 0.0015.750 27.600 1.069 1890.0 1219.2 37.060 4.009 2.63 plastic Clay 73.7 26.09 1.16 n.a. n.a. 0.97 0.866 n.a. n.a. n.a. n.a. 0.00 0.0015.910 29.030 1.380 1909.2 1228.4 45.710 4.916 2.63 Clay 73.6 27.44 1.15 n.a. n.a. 0.96 0.867 n.a. n.a. n.a. n.a. 0.00 0.0016.080 52.650 1.658 1929.6 1238.2 63.862 3.209 2.40 plastic Clay 54.9 49.76 1.15 n.a. n.a. 0.96 0.869 n.a. n.a. n.a. n.a. 0.00 0.0016.240 39.630 1.647 1948.8 1247.4 47.586 4.261 2.58 plastic Clay 69.0 37.46 1.15 n.a. n.a. 0.96 0.871 n.a. n.a. n.a. n.a. 0.00 0.0016.400 37.790 1.654 1968.0 1256.6 50.101 4.492 2.58 plastic Clay 69.1 35.72 1.15 n.a. n.a. 0.96 0.873 n.a. n.a. n.a. n.a. 0.00 0.0016.570 43.670 2.038 1988.4 1266.4 52.139 4.776 2.58 plastic Clay 69.7 41.28 1.15 n.a. n.a. 0.96 0.874 n.a. n.a. n.a. n.a. 0.00 0.0016.730 51.790 2.065 2007.6 1275.6 61.823 4.065 2.48 plastic Clay 61.6 48.95 1.14 n.a. n.a. 0.96 0.876 n.a. n.a. n.a. n.a. 0.00 0.0016.900 50.030 2.179 2028.0 1285.4 59.441 4.445 2.52 plastic Clay 64.8 47.29 1.14 n.a. n.a. 0.96 0.878 n.a. n.a. n.a. n.a. 0.00 0.0017.060 53.090 2.101 2047.2 1294.7 62.915 4.034 2.48 plastic Clay 61.0 50.18 1.14 n.a. n.a. 0.96 0.879 n.a. n.a. n.a. n.a. 0.00 0.0017.220 50.360 2.218 2066.4 1303.9 59.393 4.497 2.53 plastic Clay 65.2 47.60 1.14 n.a. n.a. 0.96 0.881 n.a. n.a. n.a. n.a. 0.00 0.0017.390 46.280 2.065 2086.8 1313.7 54.265 4.564 2.56 plastic Clay 67.6 43.74 1.13 n.a. n.a. 0.96 0.882 n.a. n.a. n.a. n.a. 0.00 0.0017.550 44.310 1.708 2106.0 1322.9 51.709 3.948 2.53 plastic Clay 65.1 41.88 1.13 n.a. n.a. 0.96 0.884 n.a. n.a. n.a. n.a. 0.00 0.0017.720 36.400 1.286 2126.4 1332.7 42.086 3.639 2.56 plastic Clay 68.2 34.40 1.13 n.a. n.a. 0.96 0.885 n.a. n.a. n.a. n.a. 0.00 0.0017.880 29.910 1.128 2145.6 1341.9 37.491 3.913 2.62 plastic Clay 72.8 28.27 1.13 n.a. n.a. 0.96 0.886 n.a. n.a. n.a. n.a. 0.00 0.0018.040 28.160 1.049 2164.8 1351.1 35.035 3.873 2.64 plastic Clay 74.3 26.62 1.13 n.a. n.a. 0.96 0.888 n.a. n.a. n.a. n.a. 0.00 0.0018.210 27.100 1.012 2185.2 1360.9 38.221 3.891 2.62 Clay 72.2 25.61 1.12 n.a. n.a. 0.96 0.889 n.a. n.a. n.a. n.a. 0.00 0.0018.370 24.290 0.853 2204.4 1370.1 33.848 3.680 2.64 Clay 74.0 22.96 1.12 n.a. n.a. 0.96 0.890 n.a. n.a. n.a. n.a. 0.00 0.0018.540 21.220 0.727 2224.8 1379.9 29.143 3.614 2.68 Clay 77.4 20.06 1.12 n.a. n.a. 0.96 0.892 n.a. n.a. n.a. n.a. 0.00 0.0018.700 18.480 0.626 2244.0 1389.1 24.991 3.609 2.73 Clay 81.4 17.47 1.12 n.a. n.a. 0.96 0.893 n.a. n.a. n.a. n.a. 0.00 0.0018.860 15.860 0.545 2263.2 1398.3 21.066 3.698 2.79 Clay 86.5 14.99 1.12 n.a. n.a. 0.95 0.894 n.a. n.a. n.a. n.a. 0.00 0.0019.030 15.050 0.483 2283.6 1408.1 19.754 3.470 2.80 Clay 86.8 14.22 1.11 n.a. n.a. 0.95 0.895 n.a. n.a. n.a. n.a. 0.00 0.0019.190 14.880 0.419 2302.8 1417.3 19.372 3.054 2.77 Clay 84.6 14.06 1.11 n.a. n.a. 0.95 0.896 n.a. n.a. n.a. n.a. 0.00 0.0019.360 14.430 0.412 2323.2 1427.1 18.594 3.104 2.79 Clay 86.0 13.64 1.11 n.a. n.a. 0.95 0.898 n.a. n.a. n.a. n.a. 0.00 0.0019.520 14.090 0.423 2342.4 1436.4 17.988 3.273 2.81 Clay 88.1 13.32 1.11 n.a. n.a. 0.95 0.899 n.a. n.a. n.a. n.a. 0.00 0.0019.690 14.260 0.460 2362.8 1446.1 18.088 3.515 2.83 Clay 89.5 13.48 1.11 n.a. n.a. 0.95 0.900 n.a. n.a. n.a. n.a. 0.00 0.0019.850 14.360 0.457 2382.0 1455.4 18.097 3.470 2.83 Clay 89.2 13.57 1.10 n.a. n.a. 0.95 0.901 n.a. n.a. n.a. n.a. 0.00 0.0020.010 13.680 0.444 2401.2 1464.6 17.042 3.560 2.85 Clay 91.4 12.93 1.10 n.a. n.a. 0.95 0.902 n.a. n.a. n.a. n.a. 0.00 0.0020.180 13.770 0.462 2421.6 1474.4 17.037 3.677 2.86 Clay 92.1 13.02 1.10 n.a. n.a. 0.95 0.903 n.a. n.a. n.a. n.a. 0.00 0.0020.340 13.500 0.433 2440.8 1483.6 16.554 3.523 2.86 Clay 91.9 12.76 1.10 n.a. n.a. 0.95 0.904 n.a. n.a. n.a. n.a. 0.00 0.0020.510 13.160 0.448 2461.2 1493.4 15.976 3.759 2.89 Clay 94.3 12.44 1.10 n.a. n.a. 0.95 0.905 n.a. n.a. n.a. n.a. 0.00 0.0020.670 12.890 0.449 2480.4 1502.6 15.506 3.852 2.91 Clay 95.6 12.18 1.09 n.a. n.a. 0.95 0.906 n.a. n.a. n.a. n.a. 0.00 0.0020.830 13.110 0.493 2499.6 1511.8 15.690 4.156 2.92 Clay 97.0 12.39 1.09 n.a. n.a. 0.95 0.907 n.a. n.a. n.a. n.a. 0.00 0.0021.000 14.030 0.518 2520.0 1521.6 16.785 4.056 2.90 Clay 94.6 13.26 1.09 n.a. n.a. 0.95 0.908 n.a. n.a. n.a. n.a. 0.00 0.0021.160 14.680 0.596 2539.2 1530.8 17.521 4.445 2.91 Clay 95.5 13.88 1.09 n.a. n.a. 0.95 0.909 n.a. n.a. n.a. n.a. 0.00 0.0021.330 16.170 0.574 2559.6 1540.6 19.330 3.852 2.83 Clay 89.7 15.28 1.09 n.a. n.a. 0.95 0.909 n.a. n.a. n.a. n.a. 0.00 0.0021.490 15.460 0.607 2578.8 1549.8 18.287 4.284 2.88 Clay 93.5 14.61 1.09 n.a. n.a. 0.95 0.910 n.a. n.a. n.a. n.a. 0.00 0.0021.650 15.410 0.601 2598.0 1559.0 18.102 4.256 2.88 Clay 93.7 14.57 1.08 n.a. n.a. 0.95 0.911 n.a. n.a. n.a. n.a. 0.00 0.0021.820 15.510 0.575 2618.4 1568.8 18.104 4.046 2.87 Clay 92.5 14.66 1.08 n.a. n.a. 0.94 0.912 n.a. n.a. n.a. n.a. 0.00 0.0021.980 15.590 0.576 2637.6 1578.0 18.087 4.034 2.87 Clay 92.5 14.74 1.08 n.a. n.a. 0.94 0.913 n.a. n.a. n.a. n.a. 0.00 0.00

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10 0.89 Total Settlement: 0.06 (Inches)
© 2014 Cornerstone Earth Group, Inc.

22.150 14.730 0.542 2658.0 1587.8 16.880 4.047 2.89 Clay 94.4 13.92 1.08 n.a. n.a. 0.94 0.913 n.a. n.a. n.a. n.a. 0.00 0.0022.310 12.960 0.449 2677.2 1597.1 14.554 3.865 2.93 Clay 97.4 12.25 1.08 n.a. n.a. 0.94 0.914 n.a. n.a. n.a. n.a. 0.00 0.0022.470 12.310 0.364 2696.4 1606.3 13.649 3.319 2.91 Clay 96.0 11.64 1.08 n.a. n.a. 0.94 0.915 n.a. n.a. n.a. n.a. 0.00 0.0022.640 12.270 0.301 2716.8 1616.1 13.504 2.759 2.87 Clay 92.5 11.60 1.07 n.a. n.a. 0.94 0.916 n.a. n.a. n.a. n.a. 0.00 0.0022.800 12.420 0.300 2736.0 1625.3 13.600 2.718 2.86 Clay 92.0 11.74 1.07 n.a. n.a. 0.94 0.916 n.a. n.a. n.a. n.a. 0.00 0.0022.970 12.770 0.335 2756.4 1635.1 13.934 2.942 2.87 Clay 92.9 12.07 1.07 n.a. n.a. 0.94 0.917 n.a. n.a. n.a. n.a. 0.00 0.0023.130 14.350 0.361 2775.6 1644.3 15.766 2.781 2.82 Clay 88.3 13.56 1.07 n.a. n.a. 0.94 0.918 n.a. n.a. n.a. n.a. 0.00 0.0023.290 16.470 0.437 2794.8 1653.5 18.231 2.898 2.78 Clay 85.1 15.57 1.07 n.a. n.a. 0.94 0.918 n.a. n.a. n.a. n.a. 0.00 0.0023.460 18.350 0.574 2815.2 1663.3 20.372 3.390 2.78 Clay 85.5 17.34 1.07 n.a. n.a. 0.94 0.919 n.a. n.a. n.a. n.a. 0.00 0.0023.620 21.780 0.739 2834.4 1672.5 24.350 3.629 2.74 Clay 82.2 20.59 1.06 n.a. n.a. 0.94 0.919 n.a. n.a. n.a. n.a. 0.00 0.0023.790 24.360 0.885 2854.8 1682.3 27.263 3.858 2.72 Clay 80.6 23.02 1.06 n.a. n.a. 0.94 0.920 n.a. n.a. n.a. n.a. 0.00 0.0023.950 25.250 1.001 2874.0 1691.5 28.156 4.203 2.74 Clay 81.8 23.87 1.06 n.a. n.a. 0.94 0.921 n.a. n.a. n.a. n.a. 0.00 0.0024.110 26.220 1.077 2893.2 1700.7 29.133 4.347 2.73 Clay 81.7 24.78 1.06 n.a. n.a. 0.94 0.921 n.a. n.a. n.a. n.a. 0.00 0.0024.280 28.210 1.180 2913.6 1710.5 31.281 4.412 2.72 Clay 80.3 26.66 1.06 n.a. n.a. 0.94 0.922 n.a. n.a. n.a. n.a. 0.00 0.0024.440 31.100 1.285 2932.8 1719.7 34.463 4.336 2.68 Clay 77.4 29.40 1.06 n.a. n.a. 0.93 0.922 n.a. n.a. n.a. n.a. 0.00 0.0024.610 33.450 1.356 2953.2 1729.5 36.973 4.241 2.65 Clay 75.1 31.62 1.05 n.a. n.a. 0.93 0.923 n.a. n.a. n.a. n.a. 0.00 0.0024.770 33.860 1.392 2972.4 1738.8 37.238 4.300 2.65 Clay 75.3 32.00 1.05 n.a. n.a. 0.93 0.923 n.a. n.a. n.a. n.a. 0.00 0.0024.930 32.360 1.348 2991.6 1748.0 35.314 4.368 2.67 Clay 77.0 30.59 1.05 n.a. n.a. 0.93 0.924 n.a. n.a. n.a. n.a. 0.00 0.0025.100 30.020 1.243 3012.0 1757.8 32.444 4.359 2.70 Clay 79.1 28.37 1.05 n.a. n.a. 0.93 0.924 n.a. n.a. n.a. n.a. 0.00 0.0025.260 28.280 1.103 3031.2 1767.0 30.294 4.119 2.71 Clay 79.5 26.73 1.05 n.a. n.a. 0.93 0.925 n.a. n.a. n.a. n.a. 0.00 0.0025.430 25.420 0.945 3051.6 1776.8 26.896 3.954 2.73 Clay 81.6 24.03 1.05 n.a. n.a. 0.93 0.925 n.a. n.a. n.a. n.a. 0.00 0.0025.590 23.450 0.837 3070.8 1786.0 24.541 3.818 2.75 Clay 83.2 22.16 1.05 n.a. n.a. 0.93 0.925 n.a. n.a. n.a. n.a. 0.00 0.0025.750 22.000 0.751 3090.0 1795.2 22.789 3.671 2.77 Clay 84.2 20.79 1.04 n.a. n.a. 0.93 0.926 n.a. n.a. n.a. n.a. 0.00 0.0025.920 21.770 0.739 3110.4 1805.0 22.399 3.654 2.77 Clay 84.6 20.58 1.04 n.a. n.a. 0.93 0.926 n.a. n.a. n.a. n.a. 0.00 0.0026.080 22.580 0.810 3129.6 1814.2 23.167 3.854 2.77 Clay 84.9 21.34 1.04 n.a. n.a. 0.93 0.927 n.a. n.a. n.a. n.a. 0.00 0.0026.250 24.480 0.886 3150.0 1824.0 25.115 3.866 2.75 Clay 82.8 23.14 1.04 n.a. n.a. 0.93 0.927 n.a. n.a. n.a. n.a. 0.00 0.0026.410 24.950 0.972 3169.2 1833.2 25.491 4.159 2.76 Clay 84.1 23.58 1.04 n.a. n.a. 0.93 0.927 n.a. n.a. n.a. n.a. 0.00 0.0026.570 22.080 0.892 3188.4 1842.4 22.238 4.356 2.82 Clay 88.7 20.87 1.04 n.a. n.a. 0.93 0.928 n.a. n.a. n.a. n.a. 0.00 0.0026.740 19.660 0.717 3208.8 1852.2 19.496 3.972 2.84 Clay 90.1 18.58 1.04 n.a. n.a. 0.93 0.928 n.a. n.a. n.a. n.a. 0.00 0.0026.900 16.990 0.546 3228.0 1861.4 16.521 3.553 2.86 Clay 92.2 16.06 1.03 n.a. n.a. 0.93 0.928 n.a. n.a. n.a. n.a. 0.00 0.0027.070 16.530 0.453 3248.4 1871.2 15.932 3.037 2.84 Clay 89.9 15.62 1.03 n.a. n.a. 0.92 0.929 n.a. n.a. n.a. n.a. 0.00 0.0027.230 16.640 0.481 3267.6 1880.4 15.960 3.208 2.85 Clay 91.0 15.73 1.03 n.a. n.a. 0.92 0.929 n.a. n.a. n.a. n.a. 0.00 0.0027.400 17.520 0.524 3288.0 1890.2 16.798 3.300 2.84 Clay 90.1 16.56 1.03 n.a. n.a. 0.92 0.929 n.a. n.a. n.a. n.a. 0.00 0.0027.560 19.610 0.583 3307.2 1899.5 18.907 3.247 2.79 Clay 86.6 18.53 1.03 n.a. n.a. 0.92 0.929 n.a. n.a. n.a. n.a. 0.00 0.0027.720 22.150 0.545 3326.4 1908.7 21.467 2.662 2.70 Clay 78.8 20.94 1.03 n.a. n.a. 0.92 0.930 n.a. n.a. n.a. n.a. 0.00 0.0027.890 24.390 0.554 3346.8 1918.5 23.682 2.437 2.64 Clay 74.3 23.05 1.03 n.a. n.a. 0.92 0.930 n.a. n.a. n.a. n.a. 0.00 0.0028.050 25.670 0.617 3366.0 1927.7 24.887 2.573 2.64 Clay 74.1 24.26 1.02 n.a. n.a. 0.92 0.930 n.a. n.a. n.a. n.a. 0.00 0.0028.220 27.450 0.737 3386.4 1937.5 26.588 2.859 2.64 Clay 74.6 25.95 1.02 n.a. n.a. 0.92 0.930 n.a. n.a. n.a. n.a. 0.00 0.0028.380 30.230 0.936 3405.6 1946.7 29.308 3.282 2.65 Clay 75.1 28.57 1.02 n.a. n.a. 0.92 0.931 n.a. n.a. n.a. n.a. 0.00 0.0028.540 33.190 1.004 3424.8 1955.9 32.187 3.188 2.61 Clay 71.9 31.37 1.02 n.a. n.a. 0.92 0.931 n.a. n.a. n.a. n.a. 0.00 0.0028.710 35.760 1.104 3445.2 1965.7 33.874 3.243 2.60 Mixed 71.0 33.80 1.04 35.09 96.12 0.92 0.931 1.008 0.132 0.166 0.18 0.03 0.0628.870 34.320 1.070 3464.4 1974.9 33.002 3.284 2.61 Clay 72.0 32.44 1.02 n.a. n.a. 0.92 0.931 n.a. n.a. n.a. n.a. 0.00 0.0029.040 32.140 1.034 3484.8 1984.7 30.632 3.400 2.65 Clay 74.7 30.38 1.02 n.a. n.a. 0.92 0.931 n.a. n.a. n.a. n.a. 0.00 0.0029.200 30.700 1.057 3504.0 1993.9 29.036 3.651 2.68 Clay 77.7 29.02 1.02 n.a. n.a. 0.92 0.931 n.a. n.a. n.a. n.a. 0.00 0.0029.360 29.380 1.084 3523.2 2003.1 27.575 3.926 2.72 Clay 80.8 27.77 1.01 n.a. n.a. 0.92 0.932 n.a. n.a. n.a. n.a. 0.00 0.0029.530 28.380 1.061 3543.6 2012.9 26.437 3.989 2.74 Clay 82.2 26.82 1.01 n.a. n.a. 0.91 0.932 n.a. n.a. n.a. n.a. 0.00 0.0029.690 27.260 1.059 3562.8 2022.1 25.200 4.155 2.77 Clay 84.4 25.77 1.01 n.a. n.a. 0.91 0.932 n.a. n.a. n.a. n.a. 0.00 0.0029.860 26.940 1.094 3583.2 2031.9 24.753 4.349 2.79 Clay 85.9 25.46 1.01 n.a. n.a. 0.91 0.932 n.a. n.a. n.a. n.a. 0.00 0.0030.020 27.200 1.118 3602.4 2041.2 24.887 4.403 2.79 Clay 86.1 25.71 1.01 n.a. n.a. 0.91 0.932 n.a. n.a. n.a. n.a. 0.00 0.0030.180 29.680 1.084 3621.6 2050.4 27.185 3.889 2.72 Clay 80.9 28.05 1.01 n.a. n.a. 0.91 0.932 n.a. n.a. n.a. n.a. 0.00 0.0030.350 30.400 1.073 3642.0 2060.2 27.744 3.755 2.71 Clay 79.6 28.73 1.01 n.a. n.a. 0.91 0.932 n.a. n.a. n.a. n.a. 0.00 0.0030.510 29.480 1.021 3661.2 2069.4 26.722 3.691 2.71 Clay 80.2 27.86 1.01 n.a. n.a. 0.91 0.932 n.a. n.a. n.a. n.a. 0.00 0.0030.680 26.940 0.960 3681.6 2079.2 24.144 3.824 2.76 Clay 83.6 25.46 1.00 n.a. n.a. 0.91 0.932 n.a. n.a. n.a. n.a. 0.00 0.0030.840 23.290 0.859 3700.8 2088.4 20.532 4.005 2.82 Clay 88.9 22.01 1.00 n.a. n.a. 0.91 0.933 n.a. n.a. n.a. n.a. 0.00 0.0031.000 20.280 0.722 3720.0 2097.6 17.563 3.919 2.87 Clay 92.6 19.17 1.00 n.a. n.a. 0.91 0.933 n.a. n.a. n.a. n.a. 0.00 0.0031.170 18.150 0.624 3740.4 2107.4 15.450 3.832 2.91 Clay 95.6 17.16 1.00 n.a. n.a. 0.91 0.933 n.a. n.a. n.a. n.a. 0.00 0.0031.330 16.150 0.574 3759.6 2116.6 13.484 4.025 2.97 Clay 100.0 15.26 1.00 n.a. n.a. 0.91 0.933 n.a. n.a. n.a. n.a. 0.00 0.0031.500 13.930 0.479 3780.0 2126.4 11.324 3.978 3.02 Clay 100.0 13.17 1.00 n.a. n.a. 0.91 0.933 n.a. n.a. n.a. n.a. 0.00 0.0031.660 13.360 0.451 3799.2 2135.6 10.733 3.933 3.04 Clay 100.0 12.63 1.00 n.a. n.a. 0.91 0.933 n.a. n.a. n.a. n.a. 0.00 0.0031.820 14.730 0.455 3818.4 2144.8 11.955 3.545 2.98 Clay 100.0 13.92 1.00 n.a. n.a. 0.91 0.933 n.a. n.a. n.a. n.a. 0.00 0.0031.990 15.760 0.480 3838.8 2154.6 12.847 3.470 2.95 Clay 98.6 14.90 1.00 n.a. n.a. 0.90 0.933 n.a. n.a. n.a. n.a. 0.00 0.0032.150 16.150 0.504 3858.0 2163.8 13.144 3.543 2.94 Clay 98.4 15.26 0.99 n.a. n.a. 0.90 0.933 n.a. n.a. n.a. n.a. 0.00 0.0032.320 16.330 0.506 3878.4 2173.6 13.241 3.517 2.94 Clay 98.1 15.43 0.99 n.a. n.a. 0.90 0.933 n.a. n.a. n.a. n.a. 0.00 0.0032.480 16.460 0.454 3897.6 2182.8 13.296 3.126 2.91 Clay 95.5 15.56 0.99 n.a. n.a. 0.90 0.933 n.a. n.a. n.a. n.a. 0.00 0.0032.640 16.310 0.427 3916.8 2192.1 13.094 2.975 2.90 Clay 94.9 15.42 0.99 n.a. n.a. 0.90 0.933 n.a. n.a. n.a. n.a. 0.00 0.0032.810 16.040 0.406 3937.2 2201.9 12.781 2.883 2.90 Clay 95.0 15.16 0.99 n.a. n.a. 0.90 0.933 n.a. n.a. n.a. n.a. 0.00 0.0032.970 16.330 0.415 3956.4 2211.1 12.982 2.891 2.89 Clay 94.6 15.43 0.99 n.a. n.a. 0.90 0.933 n.a. n.a. n.a. n.a. 0.00 0.00

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10 0.89 Total Settlement: 0.06 (Inches)
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33.140 16.870 0.427 3976.8 2220.9 13.402 2.867 2.88 Clay 93.5 15.95 0.99 n.a. n.a. 0.90 0.932 n.a. n.a. n.a. n.a. 0.00 0.0033.300 16.870 0.432 3996.0 2230.1 13.338 2.904 2.89 Clay 93.9 15.95 0.99 n.a. n.a. 0.90 0.932 n.a. n.a. n.a. n.a. 0.00 0.0033.460 17.300 0.476 4015.2 2239.3 13.658 3.111 2.90 Clay 94.6 16.35 0.99 n.a. n.a. 0.90 0.932 n.a. n.a. n.a. n.a. 0.00 0.0033.630 17.260 0.449 4035.6 2249.1 13.554 2.948 2.88 Clay 93.8 16.31 0.98 n.a. n.a. 0.90 0.932 n.a. n.a. n.a. n.a. 0.00 0.0033.790 16.670 0.496 4054.8 2258.3 12.968 3.386 2.94 Clay 97.8 15.76 0.98 n.a. n.a. 0.90 0.932 n.a. n.a. n.a. n.a. 0.00 0.0033.960 17.070 0.612 4075.2 2268.1 13.256 4.070 2.98 Clay 100.0 16.13 0.98 n.a. n.a. 0.90 0.932 n.a. n.a. n.a. n.a. 0.00 0.0034.120 19.000 0.726 4094.4 2277.3 14.888 4.281 2.95 Clay 99.0 17.96 0.98 n.a. n.a. 0.90 0.932 n.a. n.a. n.a. n.a. 0.00 0.0034.280 20.610 0.766 4113.6 2286.5 16.228 4.131 2.91 Clay 95.9 19.48 0.98 n.a. n.a. 0.90 0.932 n.a. n.a. n.a. n.a. 0.00 0.0034.450 23.100 0.728 4134.0 2296.3 18.319 3.463 2.82 Clay 88.8 21.83 0.98 n.a. n.a. 0.89 0.932 n.a. n.a. n.a. n.a. 0.00 0.0034.610 23.060 1.353 4153.2 2305.5 18.203 6.448 3.00 Clay 100.0 21.80 0.98 n.a. n.a. 0.89 0.932 n.a. n.a. n.a. n.a. 0.00 0.0034.780 23.900 1.613 4173.6 2315.3 18.842 7.393 3.03 Clay 100.0 22.59 0.98 n.a. n.a. 0.89 0.932 n.a. n.a. n.a. n.a. 0.00 0.0034.940 25.100 1.395 4192.8 2324.5 19.792 6.065 2.96 Clay 99.4 23.72 0.98 n.a. n.a. 0.89 0.931 n.a. n.a. n.a. n.a. 0.00 0.0035.100 31.430 1.072 4212.0 2333.8 25.130 3.655 2.73 Clay 81.5 29.71 0.97 n.a. n.a. 0.89 0.931 n.a. n.a. n.a. n.a. 0.00 0.0035.270 24.100 0.723 4232.4 2343.6 18.761 3.289 2.80 Clay 87.0 22.78 0.97 n.a. n.a. 0.89 0.931 n.a. n.a. n.a. n.a. 0.00 0.0035.430 19.620 0.589 4251.6 2352.8 14.871 3.365 2.89 Clay 93.9 18.54 0.97 n.a. n.a. 0.89 0.931 n.a. n.a. n.a. n.a. 0.00 0.0035.600 19.840 0.501 4272.0 2362.6 14.987 2.832 2.84 Clay 90.1 18.75 0.97 n.a. n.a. 0.89 0.931 n.a. n.a. n.a. n.a. 0.00 0.0035.760 18.470 0.479 4291.2 2371.8 13.766 2.933 2.88 Clay 93.2 17.46 0.97 n.a. n.a. 0.89 0.931 n.a. n.a. n.a. n.a. 0.00 0.0035.930 16.700 0.447 4311.6 2381.6 12.214 3.071 2.93 Clay 97.5 15.78 0.97 n.a. n.a. 0.89 0.931 n.a. n.a. n.a. n.a. 0.00 0.0036.090 16.820 0.400 4330.8 2390.8 12.259 2.728 2.90 Clay 95.0 15.90 0.97 n.a. n.a. 0.89 0.930 n.a. n.a. n.a. n.a. 0.00 0.0036.250 16.910 0.441 4350.0 2400.0 12.279 2.993 2.92 Clay 96.9 15.98 0.97 n.a. n.a. 0.89 0.930 n.a. n.a. n.a. n.a. 0.00 0.0036.420 17.270 0.489 4370.4 2409.8 12.520 3.240 2.94 Clay 97.9 16.32 0.97 n.a. n.a. 0.89 0.930 n.a. n.a. n.a. n.a. 0.00 0.0036.580 16.910 0.518 4389.6 2419.0 12.166 3.521 2.97 Clay 100.0 15.98 0.97 n.a. n.a. 0.89 0.930 n.a. n.a. n.a. n.a. 0.00 0.0036.750 16.420 0.536 4410.0 2428.8 11.705 3.771 3.00 Clay 100.0 15.52 0.96 n.a. n.a. 0.89 0.930 n.a. n.a. n.a. n.a. 0.00 0.0036.910 15.800 0.515 4429.2 2438.0 11.145 3.791 3.02 Clay 100.0 14.93 0.96 n.a. n.a. 0.88 0.929 n.a. n.a. n.a. n.a. 0.00 0.0037.070 15.590 0.514 4448.4 2447.2 10.923 3.847 3.03 Clay 100.0 14.74 0.96 n.a. n.a. 0.88 0.929 n.a. n.a. n.a. n.a. 0.00 0.0037.240 16.390 0.514 4468.8 2457.0 11.523 3.632 2.99 Clay 100.0 15.49 0.96 n.a. n.a. 0.88 0.929 n.a. n.a. n.a. n.a. 0.00 0.0037.400 16.870 0.538 4488.0 2466.2 11.861 3.676 2.99 Clay 100.0 15.95 0.96 n.a. n.a. 0.88 0.929 n.a. n.a. n.a. n.a. 0.00 0.0037.570 17.360 0.607 4508.4 2476.0 12.202 4.015 3.00 Clay 100.0 16.41 0.96 n.a. n.a. 0.88 0.929 n.a. n.a. n.a. n.a. 0.00 0.0037.730 18.370 0.595 4527.6 2485.2 12.961 3.695 2.96 Clay 99.7 17.36 0.96 n.a. n.a. 0.88 0.928 n.a. n.a. n.a. n.a. 0.00 0.0037.890 19.790 0.663 4546.8 2494.5 14.044 3.783 2.94 Clay 98.0 18.71 0.96 n.a. n.a. 0.88 0.928 n.a. n.a. n.a. n.a. 0.00 0.0038.060 23.310 0.712 4567.2 2504.3 16.793 3.385 2.85 Clay 90.7 22.03 0.96 n.a. n.a. 0.88 0.928 n.a. n.a. n.a. n.a. 0.00 0.0038.220 26.620 0.817 4586.4 2513.5 19.357 3.360 2.80 Clay 86.7 25.16 0.96 n.a. n.a. 0.88 0.928 n.a. n.a. n.a. n.a. 0.00 0.0038.390 27.690 0.938 4606.8 2523.3 20.122 3.695 2.81 Clay 87.7 26.17 0.95 n.a. n.a. 0.88 0.927 n.a. n.a. n.a. n.a. 0.00 0.0038.550 28.330 1.040 4626.0 2532.5 20.547 3.998 2.82 Clay 88.9 26.78 0.95 n.a. n.a. 0.88 0.927 n.a. n.a. n.a. n.a. 0.00 0.0038.710 29.840 1.049 4645.2 2541.7 21.653 3.811 2.79 Clay 86.4 28.20 0.95 n.a. n.a. 0.88 0.927 n.a. n.a. n.a. n.a. 0.00 0.0038.880 30.500 1.032 4665.6 2551.5 22.079 3.662 2.78 Clay 85.0 28.83 0.95 n.a. n.a. 0.88 0.927 n.a. n.a. n.a. n.a. 0.00 0.0039.040 31.240 0.949 4684.8 2560.7 22.570 3.283 2.74 Clay 82.0 29.53 0.95 n.a. n.a. 0.88 0.926 n.a. n.a. n.a. n.a. 0.00 0.0039.210 30.590 0.855 4705.2 2570.5 21.970 3.026 2.72 Clay 81.0 28.91 0.95 n.a. n.a. 0.87 0.926 n.a. n.a. n.a. n.a. 0.00 0.0039.370 29.480 0.800 4724.4 2579.7 21.024 2.951 2.73 Clay 81.6 27.86 0.95 n.a. n.a. 0.87 0.926 n.a. n.a. n.a. n.a. 0.00 0.0039.530 30.680 0.636 4743.6 2588.9 21.869 2.246 2.65 Clay 74.8 29.00 0.95 n.a. n.a. 0.87 0.925 n.a. n.a. n.a. n.a. 0.00 0.0039.700 30.700 1.056 4764.0 2598.7 21.794 3.729 2.78 Clay 85.8 29.02 0.95 n.a. n.a. 0.87 0.925 n.a. n.a. n.a. n.a. 0.00 0.0039.860 29.320 1.296 4783.2 2607.9 20.651 4.814 2.87 Clay 93.0 27.71 0.95 n.a. n.a. 0.87 0.925 n.a. n.a. n.a. n.a. 0.00 0.0040.030 29.910 1.010 4803.6 2617.7 21.017 3.670 2.79 Clay 86.4 28.27 0.95 n.a. n.a. 0.87 0.925 n.a. n.a. n.a. n.a. 0.00 0.0040.190 39.940 1.078 4822.8 2626.9 28.572 2.872 2.62 Clay 72.7 37.75 0.94 n.a. n.a. 0.87 0.924 n.a. n.a. n.a. n.a. 0.00 0.0040.350 38.160 1.110 4842.0 2636.2 27.114 3.105 2.66 Clay 75.9 36.07 0.94 n.a. n.a. 0.87 0.924 n.a. n.a. n.a. n.a. 0.00 0.0040.520 40.100 1.235 4862.4 2646.0 28.473 3.280 2.66 Clay 75.8 37.90 0.94 n.a. n.a. 0.87 0.924 n.a. n.a. n.a. n.a. 0.00 0.0040.680 39.040 2.191 4881.6 2655.2 27.568 5.986 2.85 Clay 90.8 36.90 0.94 n.a. n.a. 0.87 0.923 n.a. n.a. n.a. n.a. 0.00 0.0040.850 40.070 2.983 4902.0 2665.0 28.232 7.928 2.93 Clay 97.2 37.87 0.94 n.a. n.a. 0.87 0.923 n.a. n.a. n.a. n.a. 0.00 0.0041.010 110.500 4.176 4921.2 2674.2 90.836 3.866 2.36 Sand 51.5 1.8 188.00 0.94 176.74 270.50 0.87 0.923 0.930 2104.828 4305.394 4666.00 0.00 0.0041.170 103.890 4.985 4940.4 2683.4 85.124 4.915 2.45 Sand 59.4 104.44 1.8 187.99 0.94 176.57 274.51 0.87 0.922 0.929 3964.642 8100.613 8782.13 0.00 0.0041.340 89.930 4.086 4960.8 2693.2 73.265 4.672 2.48 Sand 61.3 104.44 1.8 187.99 0.94 176.40 275.17 0.87 0.922 0.928 4412.556 9005.189 9766.46 0.00 0.0041.500 58.660 2.745 4980.0 2702.4 41.570 4.887 2.66 Clay 75.7 55.44 0.94 n.a. n.a. 0.86 0.922 n.a. n.a. n.a. n.a. 0.00 0.0041.670 37.520 1.429 5000.4 2712.2 25.824 4.080 2.75 Clay 83.3 35.46 0.94 n.a. n.a. 0.86 0.921 n.a. n.a. n.a. n.a. 0.00 0.0041.830 30.910 0.899 5019.6 2721.4 20.872 3.166 2.75 Clay 83.3 29.22 0.94 n.a. n.a. 0.86 0.921 n.a. n.a. n.a. n.a. 0.00 0.0041.990 28.350 0.791 5038.8 2730.6 18.919 3.063 2.78 Clay 85.3 26.80 0.93 n.a. n.a. 0.86 0.921 n.a. n.a. n.a. n.a. 0.00 0.0042.160 28.710 0.870 5059.2 2740.4 19.107 3.322 2.80 Clay 86.8 27.14 0.93 n.a. n.a. 0.86 0.920 n.a. n.a. n.a. n.a. 0.00 0.0042.320 30.560 0.964 5078.4 2749.6 20.381 3.439 2.78 Clay 85.8 28.88 0.93 n.a. n.a. 0.86 0.920 n.a. n.a. n.a. n.a. 0.00 0.0042.490 33.220 1.056 5098.8 2759.4 22.230 3.444 2.76 Clay 83.5 31.40 0.93 n.a. n.a. 0.86 0.920 n.a. n.a. n.a. n.a. 0.00 0.0042.650 33.020 1.049 5118.0 2768.6 22.004 3.442 2.76 Clay 83.7 31.21 0.93 n.a. n.a. 0.86 0.919 n.a. n.a. n.a. n.a. 0.00 0.0042.810 32.540 1.080 5137.2 2777.9 21.579 3.602 2.78 Clay 85.3 30.76 0.93 n.a. n.a. 0.86 0.919 n.a. n.a. n.a. n.a. 0.00 0.0042.980 31.620 1.069 5157.6 2787.6 20.836 3.682 2.80 Clay 86.7 29.89 0.93 n.a. n.a. 0.86 0.919 n.a. n.a. n.a. n.a. 0.00 0.0043.140 30.520 1.041 5176.8 2796.9 19.974 3.728 2.81 Clay 88.1 28.85 0.93 n.a. n.a. 0.86 0.918 n.a. n.a. n.a. n.a. 0.00 0.0043.310 28.200 1.000 5197.2 2806.7 18.243 3.907 2.86 Clay 91.6 26.65 0.93 n.a. n.a. 0.86 0.918 n.a. n.a. n.a. n.a. 0.00 0.0043.470 25.730 0.951 5216.4 2815.9 16.422 4.111 2.91 Clay 95.5 24.32 0.93 n.a. n.a. 0.86 0.917 n.a. n.a. n.a. n.a. 0.00 0.0043.640 23.520 0.825 5236.8 2825.7 14.794 3.945 2.93 Clay 97.4 22.23 0.93 n.a. n.a. 0.86 0.917 n.a. n.a. n.a. n.a. 0.00 0.0043.800 20.790 0.688 5256.0 2834.9 12.813 3.790 2.97 Clay 100.0 19.65 0.93 n.a. n.a. 0.85 0.917 n.a. n.a. n.a. n.a. 0.00 0.0043.960 19.360 0.545 5275.2 2844.1 11.759 3.257 2.96 Clay 99.8 18.30 0.92 n.a. n.a. 0.85 0.916 n.a. n.a. n.a. n.a. 0.00 0.00

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10 0.89 Total Settlement: 0.06 (Inches)
© 2014 Cornerstone Earth Group, Inc.

44.130 17.810 0.478 5295.6 2853.9 10.626 3.151 2.99 Clay 100.0 16.83 0.92 n.a. n.a. 0.85 0.916 n.a. n.a. n.a. n.a. 0.00 0.0044.290 18.450 0.502 5314.8 2863.1 11.032 3.181 2.98 Clay 100.0 17.44 0.92 n.a. n.a. 0.85 0.915 n.a. n.a. n.a. n.a. 0.00 0.0044.460 19.430 0.516 5335.2 2872.9 11.669 3.081 2.95 Clay 98.9 18.36 0.92 n.a. n.a. 0.85 0.915 n.a. n.a. n.a. n.a. 0.00 0.0044.620 19.750 0.587 5354.4 2882.1 11.847 3.436 2.97 Clay 100.0 18.67 0.92 n.a. n.a. 0.85 0.915 n.a. n.a. n.a. n.a. 0.00 0.0044.780 19.670 0.655 5373.6 2891.3 11.748 3.856 3.00 Clay 100.0 18.59 0.92 n.a. n.a. 0.85 0.914 n.a. n.a. n.a. n.a. 0.00 0.0044.950 20.950 0.720 5394.0 2901.1 12.583 3.945 2.99 Clay 100.0 19.80 0.92 n.a. n.a. 0.85 0.914 n.a. n.a. n.a. n.a. 0.00 0.0045.110 22.890 0.654 5413.2 2910.3 13.870 3.238 2.90 Clay 95.0 21.64 0.92 n.a. n.a. 0.85 0.913 n.a. n.a. n.a. n.a. 0.00 0.0045.280 22.040 0.686 5433.6 2920.1 13.234 3.552 2.94 Clay 98.3 20.83 0.92 n.a. n.a. 0.85 0.913 n.a. n.a. n.a. n.a. 0.00 0.0045.440 22.090 0.795 5452.8 2929.3 13.220 4.107 2.98 Clay 100.0 20.88 0.92 n.a. n.a. 0.85 0.913 n.a. n.a. n.a. n.a. 0.00 0.0045.600 22.930 0.780 5472.0 2938.6 13.744 3.860 2.95 Clay 99.0 21.67 0.92 n.a. n.a. 0.85 0.912 n.a. n.a. n.a. n.a. 0.00 0.0045.770 22.740 0.710 5492.4 2948.4 13.563 3.552 2.93 Clay 97.6 21.49 0.92 n.a. n.a. 0.85 0.912 n.a. n.a. n.a. n.a. 0.00 0.0045.930 22.060 0.650 5511.6 2957.6 13.054 3.368 2.93 Clay 97.6 20.85 0.92 n.a. n.a. 0.85 0.911 n.a. n.a. n.a. n.a. 0.00 0.0046.100 21.280 0.594 5532.0 2967.4 12.478 3.207 2.94 Clay 97.8 20.11 0.91 n.a. n.a. 0.84 0.911 n.a. n.a. n.a. n.a. 0.00 0.0046.260 20.440 0.531 5551.2 2976.6 11.869 3.007 2.94 Clay 97.9 19.32 0.91 n.a. n.a. 0.84 0.910 n.a. n.a. n.a. n.a. 0.00 0.0046.420 20.950 0.576 5570.4 2985.8 12.167 3.173 2.94 Clay 98.3 19.80 0.91 n.a. n.a. 0.84 0.910 n.a. n.a. n.a. n.a. 0.00 0.0046.590 20.980 0.586 5590.8 2995.6 12.141 3.221 2.95 Clay 98.7 19.83 0.91 n.a. n.a. 0.84 0.909 n.a. n.a. n.a. n.a. 0.00 0.0046.750 21.730 0.562 5610.0 3004.8 12.597 2.970 2.91 Clay 96.0 20.54 0.91 n.a. n.a. 0.84 0.909 n.a. n.a. n.a. n.a. 0.00 0.0046.920 22.210 0.513 5630.4 3014.6 12.867 2.646 2.88 Clay 93.1 20.99 0.91 n.a. n.a. 0.84 0.909 n.a. n.a. n.a. n.a. 0.00 0.0047.080 21.090 0.463 5649.6 3023.8 12.081 2.536 2.89 Clay 94.0 19.93 0.91 n.a. n.a. 0.84 0.908 n.a. n.a. n.a. n.a. 0.00 0.0047.240 20.180 0.437 5668.8 3033.0 11.438 2.517 2.91 Clay 95.5 19.07 0.91 n.a. n.a. 0.84 0.908 n.a. n.a. n.a. n.a. 0.00 0.0047.410 20.000 0.414 5689.2 3042.8 11.276 2.414 2.90 Clay 95.1 18.90 0.91 n.a. n.a. 0.84 0.907 n.a. n.a. n.a. n.a. 0.00 0.0047.570 19.930 0.408 5708.4 3052.0 11.190 2.387 2.90 Clay 95.1 18.84 0.91 n.a. n.a. 0.84 0.907 n.a. n.a. n.a. n.a. 0.00 0.0047.740 20.050 0.414 5728.8 3061.8 11.226 2.408 2.90 Clay 95.1 18.95 0.91 n.a. n.a. 0.84 0.906 n.a. n.a. n.a. n.a. 0.00 0.0047.900 19.910 0.498 5748.0 3071.0 11.095 2.922 2.95 Clay 99.3 18.82 0.91 n.a. n.a. 0.84 0.906 n.a. n.a. n.a. n.a. 0.00 0.0048.060 20.750 0.650 5767.2 3080.3 11.601 3.639 2.99 Clay 100.0 19.61 0.91 n.a. n.a. 0.84 0.905 n.a. n.a. n.a. n.a. 0.00 0.0048.230 21.850 0.682 5787.6 3090.0 12.269 3.596 2.97 Clay 100.0 20.65 0.90 n.a. n.a. 0.84 0.905 n.a. n.a. n.a. n.a. 0.00 0.0048.390 22.390 0.716 5806.8 3099.3 12.575 3.674 2.97 Clay 100.0 21.16 0.90 n.a. n.a. 0.83 0.904 n.a. n.a. n.a. n.a. 0.00 0.0048.560 21.640 0.641 5827.2 3109.1 12.046 3.423 2.96 Clay 100.0 20.45 0.90 n.a. n.a. 0.83 0.904 n.a. n.a. n.a. n.a. 0.00 0.0048.720 20.740 0.596 5846.4 3118.3 11.427 3.345 2.98 Clay 100.0 19.60 0.90 n.a. n.a. 0.83 0.904 n.a. n.a. n.a. n.a. 0.00 0.0048.880 20.380 0.530 5865.6 3127.5 11.157 3.035 2.96 Clay 99.9 19.26 0.90 n.a. n.a. 0.83 0.903 n.a. n.a. n.a. n.a. 0.00 0.0049.050 20.320 0.493 5886.0 3137.3 11.078 2.837 2.95 Clay 98.7 19.21 0.90 n.a. n.a. 0.83 0.903 n.a. n.a. n.a. n.a. 0.00 0.0049.210 19.400 0.470 5905.2 3146.5 10.454 2.855 2.97 Clay 100.0 18.34 0.90 n.a. n.a. 0.83 0.902 n.a. n.a. n.a. n.a. 0.00 0.0049.380 19.630 0.480 5925.6 3156.3 10.561 2.882 2.97 Clay 100.0 18.55 0.90 n.a. n.a. 0.83 0.902 n.a. n.a. n.a. n.a. 0.00 0.0049.540 20.970 0.494 5944.8 3165.5 11.371 2.742 2.93 Clay 97.3 19.82 0.90 n.a. n.a. 0.83 0.901 n.a. n.a. n.a. n.a. 0.00 0.0049.700 21.470 0.655 5964.0 3174.7 11.647 3.543 2.98 Clay 100.0 20.29 0.90 n.a. n.a. 0.83 0.901 n.a. n.a. n.a. n.a. 0.00 0.0049.870 21.850 0.852 5984.4 3184.5 11.843 4.520 3.04 Clay 100.0 20.65 0.90 n.a. n.a. 0.83 0.900 n.a. n.a. n.a. n.a. 0.00 0.0050.030 23.240 0.935 6003.6 3193.7 12.674 4.621 3.03 Clay 100.0 21.97 0.90 n.a. n.a. 0.83 0.900 n.a. n.a. n.a. n.a. 0.00 0.0050.200 26.820 0.907 6024.0 3203.5 14.864 3.810 2.92 Clay 96.6 25.35 0.90 n.a. n.a. 0.83 0.899 n.a. n.a. n.a. n.a. 0.00 0.0050.360 26.330 0.949 6043.2 3212.7 14.510 4.071 2.95 Clay 98.6 24.89 0.90 n.a. n.a. 0.83 0.899 n.a. n.a. n.a. n.a. 0.00 0.0050.520 25.630 0.919 6062.4 3222.0 14.028 4.067 2.96 Clay 99.5 24.22 0.90 n.a. n.a. 0.83 0.898 n.a. n.a. n.a. n.a. 0.00 0.0050.690 27.770 0.912 6082.8 3231.7 15.304 3.688 2.90 Clay 95.1 26.25 0.89 n.a. n.a. 0.82 0.898 n.a. n.a. n.a. n.a. 0.00 0.0050.850 27.590 0.839 6102.0 3241.0 15.143 3.418 2.88 Clay 93.7 26.08 0.89 n.a. n.a. 0.82 0.897 n.a. n.a. n.a. n.a. 0.00 0.0051.020 26.230 0.884 6122.4 3250.8 14.254 3.815 2.93 Clay 97.7 24.79 0.89 n.a. n.a. 0.82 0.897 n.a. n.a. n.a. n.a. 0.00 0.0051.180 25.040 1.502 6141.6 3260.0 13.478 6.835 3.11 Clay 100.0 23.67 0.89 n.a. n.a. 0.82 0.896 n.a. n.a. n.a. n.a. 0.00 0.0051.350 27.170 1.633 6162.0 3269.8 14.734 6.777 3.08 Clay 100.0 25.68 0.89 n.a. n.a. 0.82 0.896 n.a. n.a. n.a. n.a. 0.00 0.0051.510 32.590 1.309 6181.2 3279.0 17.993 4.438 2.90 Clay 94.8 30.80 0.89 n.a. n.a. 0.82 0.895 n.a. n.a. n.a. n.a. 0.00 0.0051.670 37.270 1.331 6200.4 3288.2 20.783 3.895 2.81 Clay 88.0 35.23 0.89 n.a. n.a. 0.82 0.895 n.a. n.a. n.a. n.a. 0.00 0.0051.840 30.900 1.335 6220.8 3298.0 16.852 4.805 2.94 Clay 98.3 29.21 0.89 n.a. n.a. 0.82 0.894 n.a. n.a. n.a. n.a. 0.00 0.0052.000 32.590 1.090 6240.0 3307.2 17.822 3.699 2.85 Clay 91.0 30.80 0.89 n.a. n.a. 0.82 0.894 n.a. n.a. n.a. n.a. 0.00 0.0052.170 34.670 0.738 6260.4 3317.0 19.017 2.339 2.71 Clay 79.5 32.77 0.89 n.a. n.a. 0.82 0.893 n.a. n.a. n.a. n.a. 0.00 0.0052.330 32.220 0.659 6279.6 3326.2 17.485 2.266 2.73 Clay 81.2 30.45 0.89 n.a. n.a. 0.82 0.893 n.a. n.a. n.a. n.a. 0.00 0.0052.490 25.700 0.938 6298.8 3335.4 13.522 4.158 2.98 Clay 100.0 24.29 0.89 n.a. n.a. 0.82 0.892 n.a. n.a. n.a. n.a. 0.00 0.0052.660 25.240 1.726 6319.2 3345.2 13.201 7.818 3.16 Clay 100.0 23.86 0.89 n.a. n.a. 0.82 0.891 n.a. n.a. n.a. n.a. 0.00 0.0052.820 37.220 2.482 6338.4 3354.4 20.302 7.288 3.00 Clay 100.0 35.18 0.89 n.a. n.a. 0.82 0.891 n.a. n.a. n.a. n.a. 0.00 0.0052.990 59.720 2.680 6358.8 3364.2 33.613 4.740 2.71 Clay 80.2 56.45 0.88 n.a. n.a. 0.81 0.890 n.a. n.a. n.a. n.a. 0.00 0.0053.150 84.560 2.373 6378.0 3373.4 60.912 2.916 2.38 Sand 53.6 79.92 0.82 65.16 129.94 0.81 0.890 0.937 0.197 0.271 0.30 0.02 0.0053.310 91.150 1.737 6397.2 3382.7 65.749 1.975 2.24 Sand 42.4 86.15 0.81 70.19 130.65 0.81 0.889 0.936 0.199 0.275 0.31 0.02 0.0053.480 78.920 1.221 6417.6 3392.4 56.517 1.612 2.23 Sand 41.7 74.59 0.80 59.99 117.49 0.81 0.889 0.942 0.166 0.214 0.24 0.03 0.0053.640 56.820 1.318 6436.8 3401.7 39.958 2.458 2.47 Sand 60.3 53.71 0.79 42.54 103.27 0.81 0.888 0.948 0.142 0.172 0.19 0.03 0.0053.810 34.390 1.120 6457.2 3411.5 18.269 3.595 2.83 Clay 89.7 32.50 0.88 n.a. n.a. 0.81 0.888 n.a. n.a. n.a. n.a. 0.00 0.0053.970 25.590 0.697 6476.4 3420.7 13.069 3.117 2.91 Clay 95.9 24.19 0.88 n.a. n.a. 0.81 0.887 n.a. n.a. n.a. n.a. 0.00 0.0054.130 22.540 0.528 6495.6 3429.9 11.249 2.735 2.93 Clay 97.6 21.30 0.88 n.a. n.a. 0.81 0.887 n.a. n.a. n.a. n.a. 0.00 0.0054.300 21.520 0.518 6516.0 3439.7 10.618 2.837 2.96 Clay 99.9 20.34 0.88 n.a. n.a. 0.81 0.886 n.a. n.a. n.a. n.a. 0.00 0.0054.460 22.230 0.599 6535.2 3448.9 10.996 3.158 2.98 Clay 100.0 21.01 0.88 n.a. n.a. 0.81 0.886 n.a. n.a. n.a. n.a. 0.00 0.0054.630 23.230 0.678 6555.6 3458.7 11.537 3.397 2.98 Clay 100.0 21.96 0.88 n.a. n.a. 0.81 0.885 n.a. n.a. n.a. n.a. 0.00 0.0054.790 23.840 0.716 6574.8 3467.9 11.853 3.483 2.97 Clay 100.0 22.53 0.88 n.a. n.a. 0.81 0.885 n.a. n.a. n.a. n.a. 0.00 0.0054.950 22.660 0.685 6594.0 3477.1 11.137 3.539 3.00 Clay 100.0 21.42 0.88 n.a. n.a. 0.81 0.884 n.a. n.a. n.a. n.a. 0.00 0.00

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10 0.89 Total Settlement: 0.06 (Inches)
© 2014 Cornerstone Earth Group, Inc.

55.120 22.330 0.646 6614.4 3486.9 10.911 3.393 3.00 Clay 100.0 21.11 0.88 n.a. n.a. 0.81 0.883 n.a. n.a. n.a. n.a. 0.00 0.0055.280 21.170 0.588 6633.6 3496.1 10.213 3.293 3.01 Clay 100.0 20.01 0.88 n.a. n.a. 0.80 0.883 n.a. n.a. n.a. n.a. 0.00 0.0055.450 19.710 0.553 6654.0 3505.9 9.346 3.377 3.05 Clay 100.0 18.63 0.88 n.a. n.a. 0.80 0.882 n.a. n.a. n.a. n.a. 0.00 0.0055.610 18.990 0.538 6673.2 3515.1 8.906 3.438 3.07 Clay 100.0 17.95 0.87 n.a. n.a. 0.80 0.882 n.a. n.a. n.a. n.a. 0.00 0.0055.770 19.020 0.530 6692.4 3524.4 8.895 3.383 3.07 Clay 100.0 17.98 0.87 n.a. n.a. 0.80 0.881 n.a. n.a. n.a. n.a. 0.00 0.0055.940 19.270 0.552 6712.8 3534.1 9.006 3.469 3.07 Clay 100.0 18.21 0.87 n.a. n.a. 0.80 0.881 n.a. n.a. n.a. n.a. 0.00 0.0056.100 20.270 0.607 6732.0 3543.4 9.541 3.593 3.06 Clay 100.0 19.16 0.87 n.a. n.a. 0.80 0.880 n.a. n.a. n.a. n.a. 0.00 0.0056.270 21.550 0.647 6752.4 3553.2 10.230 3.562 3.03 Clay 100.0 20.37 0.87 n.a. n.a. 0.80 0.880 n.a. n.a. n.a. n.a. 0.00 0.0056.430 22.240 0.664 6771.6 3562.4 10.585 3.520 3.02 Clay 100.0 21.02 0.87 n.a. n.a. 0.80 0.879 n.a. n.a. n.a. n.a. 0.00 0.0056.590 22.560 0.736 6790.8 3571.6 10.732 3.840 3.03 Clay 100.0 21.32 0.87 n.a. n.a. 0.80 0.879 n.a. n.a. n.a. n.a. 0.00 0.0056.760 22.770 0.716 6811.2 3581.4 10.814 3.699 3.02 Clay 100.0 21.52 0.87 n.a. n.a. 0.80 0.878 n.a. n.a. n.a. n.a. 0.00 0.0056.920 23.170 0.696 6830.4 3590.6 11.004 3.524 3.00 Clay 100.0 21.90 0.87 n.a. n.a. 0.80 0.877 n.a. n.a. n.a. n.a. 0.00 0.0057.090 23.010 0.714 6850.8 3600.4 10.879 3.647 3.02 Clay 100.0 21.75 0.87 n.a. n.a. 0.80 0.877 n.a. n.a. n.a. n.a. 0.00 0.0057.250 22.890 0.797 6870.0 3609.6 10.780 4.097 3.05 Clay 100.0 21.64 0.87 n.a. n.a. 0.80 0.876 n.a. n.a. n.a. n.a. 0.00 0.0057.410 25.240 1.391 6889.2 3618.8 12.046 6.383 3.13 Clay 100.0 23.86 0.87 n.a. n.a. 0.80 0.876 n.a. n.a. n.a. n.a. 0.00 0.0057.580 31.820 1.531 6909.6 3628.6 15.634 5.399 3.00 Clay 100.0 30.08 0.87 n.a. n.a. 0.79 0.875 n.a. n.a. n.a. n.a. 0.00 0.0057.740 54.860 1.423 6928.8 3637.8 28.256 2.768 2.62 Clay 72.2 51.85 0.87 n.a. n.a. 0.79 0.875 n.a. n.a. n.a. n.a. 0.00 0.0057.910 51.890 1.540 6949.2 3647.6 26.546 3.181 2.67 Clay 77.0 49.05 0.87 n.a. n.a. 0.79 0.874 n.a. n.a. n.a. n.a. 0.00 0.0058.070 33.420 1.431 6968.4 3656.8 16.373 4.779 2.95 Clay 98.9 31.59 0.87 n.a. n.a. 0.79 0.873 n.a. n.a. n.a. n.a. 0.00 0.0058.230 41.580 1.499 6987.6 3666.0 20.778 3.936 2.82 Clay 88.2 39.30 0.87 n.a. n.a. 0.79 0.873 n.a. n.a. n.a. n.a. 0.00 0.0058.400 43.950 1.387 7008.0 3675.8 22.006 3.429 2.76 Clay 83.6 41.54 0.86 n.a. n.a. 0.79 0.872 n.a. n.a. n.a. n.a. 0.00 0.0058.560 32.380 1.245 7027.2 3685.1 15.667 4.314 2.94 Clay 97.8 30.60 0.86 n.a. n.a. 0.79 0.872 n.a. n.a. n.a. n.a. 0.00 0.0058.730 30.140 1.344 7047.6 3694.8 14.407 5.051 3.01 Clay 100.0 28.49 0.86 n.a. n.a. 0.79 0.871 n.a. n.a. n.a. n.a. 0.00 0.0058.890 43.310 0.997 7066.8 3704.1 21.477 2.508 2.68 Clay 77.6 40.94 0.86 n.a. n.a. 0.79 0.871 n.a. n.a. n.a. n.a. 0.00 0.0059.060 37.230 1.073 7087.2 3713.9 18.141 3.184 2.80 Clay 87.3 35.19 0.86 n.a. n.a. 0.79 0.870 n.a. n.a. n.a. n.a. 0.00 0.0059.220 29.190 1.424 7106.4 3723.1 13.772 5.555 3.05 Clay 100.0 27.59 0.86 n.a. n.a. 0.79 0.869 n.a. n.a. n.a. n.a. 0.00 0.0059.380 32.720 1.286 7125.6 3732.3 15.624 4.410 2.94 Clay 98.4 30.93 0.86 n.a. n.a. 0.79 0.869 n.a. n.a. n.a. n.a. 0.00 0.0059.550 48.750 1.199 7146.0 3742.1 24.145 2.654 2.66 Clay 75.5 46.08 0.86 n.a. n.a. 0.79 0.868 n.a. n.a. n.a. n.a. 0.00 0.0059.710 41.190 1.741 7165.2 3751.3 20.050 4.630 2.87 Clay 92.9 38.93 0.86 n.a. n.a. 0.79 0.868 n.a. n.a. n.a. n.a. 0.00 0.0059.880 34.300 1.699 7185.6 3761.1 16.329 5.533 2.99 Clay 100.0 32.42 0.86 n.a. n.a. 0.78 0.867 n.a. n.a. n.a. n.a. 0.00 0.0060.040 33.510 1.236 7204.8 3770.3 15.865 4.132 2.92 Clay 96.5 31.67 0.86 n.a. n.a. 0.78 0.867 n.a. n.a. n.a. n.a. 0.00 0.0060.200 35.150 0.991 7224.0 3779.5 16.689 3.142 2.83 Clay 89.3 33.22 0.86 n.a. n.a. 0.78 0.866 n.a. n.a. n.a. n.a. 0.00 0.0060.370 28.290 0.700 7244.4 3789.3 13.020 2.839 2.89 Clay 94.1 26.74 0.86 n.a. n.a. 0.78 0.865 n.a. n.a. n.a. n.a. 0.00 0.0060.530 24.950 0.605 7263.6 3798.5 11.224 2.838 2.94 Clay 98.3 23.58 0.86 n.a. n.a. 0.78 0.865 n.a. n.a. n.a. n.a. 0.00 0.0060.700 23.440 0.567 7284.0 3808.3 10.397 2.864 2.97 Clay 100.0 22.16 0.86 n.a. n.a. 0.78 0.864 n.a. n.a. n.a. n.a. 0.00 0.0060.860 22.280 0.545 7303.2 3817.5 9.759 2.927 3.00 Clay 100.0 21.06 0.86 n.a. n.a. 0.78 0.864 n.a. n.a. n.a. n.a. 0.00 0.0061.020 20.960 0.429 7322.4 3826.8 9.041 2.479 2.99 Clay 100.0 19.81 0.86 n.a. n.a. 0.78 0.863 n.a. n.a. n.a. n.a. 0.00 0.0061.190 20.740 0.511 7342.8 3836.5 8.898 2.991 3.04 Clay 100.0 19.60 0.85 n.a. n.a. 0.78 0.863 n.a. n.a. n.a. n.a. 0.00 0.0061.350 21.490 0.651 7362.0 3845.8 9.262 3.656 3.07 Clay 100.0 20.31 0.85 n.a. n.a. 0.78 0.862 n.a. n.a. n.a. n.a. 0.00 0.0061.520 25.450 0.753 7382.4 3855.6 11.287 3.461 2.99 Clay 100.0 24.05 0.85 n.a. n.a. 0.78 0.861 n.a. n.a. n.a. n.a. 0.00 0.0061.680 28.060 0.834 7401.6 3864.8 12.606 3.422 2.95 Clay 98.9 26.52 0.85 n.a. n.a. 0.78 0.861 n.a. n.a. n.a. n.a. 0.00 0.0061.840 29.540 0.867 7420.8 3874.0 13.335 3.357 2.92 Clay 96.9 27.92 0.85 n.a. n.a. 0.78 0.860 n.a. n.a. n.a. n.a. 0.00 0.0062.010 29.210 0.844 7441.2 3883.8 13.126 3.310 2.93 Clay 97.0 27.61 0.85 n.a. n.a. 0.78 0.860 n.a. n.a. n.a. n.a. 0.00 0.0062.170 31.650 0.773 7460.4 3893.0 14.344 2.768 2.85 Clay 90.9 29.91 0.85 n.a. n.a. 0.77 0.859 n.a. n.a. n.a. n.a. 0.00 0.0062.340 31.830 0.884 7480.8 3902.8 14.395 3.145 2.88 Clay 93.4 30.09 0.85 n.a. n.a. 0.77 0.859 n.a. n.a. n.a. n.a. 0.00 0.0062.500 36.900 0.938 7500.0 3912.0 16.948 2.831 2.80 Clay 86.7 34.88 0.85 n.a. n.a. 0.77 0.858 n.a. n.a. n.a. n.a. 0.00 0.0062.660 39.490 1.016 7519.2 3921.2 18.224 2.843 2.77 Clay 84.7 37.33 0.85 n.a. n.a. 0.77 0.857 n.a. n.a. n.a. n.a. 0.00 0.0062.830 41.810 1.118 7539.6 3931.0 19.354 2.939 2.76 Clay 83.8 39.52 0.85 n.a. n.a. 0.77 0.857 n.a. n.a. n.a. n.a. 0.00 0.0062.990 46.470 1.192 7558.8 3940.2 21.669 2.793 2.71 Clay 79.6 43.92 0.85 n.a. n.a. 0.77 0.856 n.a. n.a. n.a. n.a. 0.00 0.0063.160 50.230 1.368 7579.2 3950.0 23.514 2.945 2.69 Clay 78.5 47.48 0.85 n.a. n.a. 0.77 0.856 n.a. n.a. n.a. n.a. 0.00 0.0063.320 52.510 1.449 7598.4 3959.2 24.606 2.974 2.68 Clay 77.5 49.63 0.85 n.a. n.a. 0.77 0.855 n.a. n.a. n.a. n.a. 0.00 0.0063.480 52.200 1.503 7617.6 3968.4 24.388 3.107 2.70 Clay 78.7 49.34 0.85 n.a. n.a. 0.77 0.855 n.a. n.a. n.a. n.a. 0.00 0.0063.650 50.120 1.497 7638.0 3978.2 23.277 3.234 2.72 Clay 80.8 47.37 0.85 n.a. n.a. 0.77 0.854 n.a. n.a. n.a. n.a. 0.00 0.0063.810 43.490 1.435 7657.2 3987.5 19.893 3.617 2.81 Clay 87.5 41.11 0.85 n.a. n.a. 0.77 0.853 n.a. n.a. n.a. n.a. 0.00 0.0063.980 37.530 1.262 7677.6 3997.2 16.857 3.746 2.87 Clay 92.8 35.47 0.85 n.a. n.a. 0.77 0.853 n.a. n.a. n.a. n.a. 0.00 0.0064.140 35.250 1.283 7696.8 4006.5 15.675 4.087 2.92 Clay 96.6 33.32 0.84 n.a. n.a. 0.77 0.852 n.a. n.a. n.a. n.a. 0.00 0.0064.300 36.910 1.374 7716.0 4015.7 16.461 4.157 2.91 Clay 95.7 34.89 0.84 n.a. n.a. 0.77 0.852 n.a. n.a. n.a. n.a. 0.00 0.0064.470 41.190 1.481 7736.4 4025.5 18.543 3.967 2.86 Clay 91.5 38.93 0.84 n.a. n.a. 0.77 0.851 n.a. n.a. n.a. n.a. 0.00 0.0064.630 39.620 1.256 7755.6 4034.7 17.717 3.515 2.84 Clay 90.0 37.45 0.84 n.a. n.a. 0.76 0.850 n.a. n.a. n.a. n.a. 0.00 0.0064.800 34.030 1.054 7776.0 4044.5 14.905 3.497 2.90 Clay 94.7 32.16 0.84 n.a. n.a. 0.76 0.850 n.a. n.a. n.a. n.a. 0.00 0.0064.960 28.970 0.918 7795.2 4053.7 12.370 3.660 2.97 Clay 100.0 27.38 0.84 n.a. n.a. 0.76 0.849 n.a. n.a. n.a. n.a. 0.00 0.0065.120 26.960 0.835 7814.4 4062.9 11.348 3.623 3.00 Clay 100.0 25.48 0.84 n.a. n.a. 0.76 0.849 n.a. n.a. n.a. n.a. 0.00 0.0065.290 23.280 0.742 7834.8 4072.7 9.508 3.833 3.08 Clay 100.0 22.00 0.84 n.a. n.a. 0.76 0.848 n.a. n.a. n.a. n.a. 0.00 0.0065.450 21.670 0.681 7854.0 4081.9 8.693 3.838 3.11 Clay 100.0 20.48 0.84 n.a. n.a. 0.76 0.848 n.a. n.a. n.a. n.a. 0.00 0.0065.620 21.800 0.671 7874.4 4091.7 8.731 3.758 3.10 Clay 100.0 20.60 0.84 n.a. n.a. 0.76 0.847 n.a. n.a. n.a. n.a. 0.00 0.0065.780 23.750 0.856 7893.6 4100.9 9.658 4.324 3.10 Clay 100.0 22.45 0.84 n.a. n.a. 0.76 0.846 n.a. n.a. n.a. n.a. 0.00 0.0065.940 27.900 1.032 7912.8 4110.1 11.651 4.310 3.04 Clay 100.0 26.37 0.84 n.a. n.a. 0.76 0.846 n.a. n.a. n.a. n.a. 0.00 0.00

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66.110 38.760 1.387 7933.2 4119.9 16.890 3.985 2.89 Clay 94.1 36.64 0.84 n.a. n.a. 0.76 0.845 n.a. n.a. n.a. n.a. 0.00 0.0066.270 41.810 2.161 7952.4 4129.2 18.325 5.712 2.96 Clay 100.0 39.52 0.84 n.a. n.a. 0.76 0.845 n.a. n.a. n.a. n.a. 0.00 0.0066.440 44.540 2.118 7972.8 4138.9 19.596 5.223 2.92 Clay 96.2 42.10 0.84 n.a. n.a. 0.76 0.844 n.a. n.a. n.a. n.a. 0.00 0.0066.600 45.810 1.672 7992.0 4148.2 20.160 3.998 2.83 Clay 89.4 43.30 0.84 n.a. n.a. 0.76 0.843 n.a. n.a. n.a. n.a. 0.00 0.0066.770 37.060 1.437 8012.4 4158.0 15.899 4.348 2.93 Clay 97.6 35.03 0.84 n.a. n.a. 0.76 0.843 n.a. n.a. n.a. n.a. 0.00 0.0066.930 32.770 1.150 8031.6 4167.2 13.800 4.000 2.96 Clay 99.6 30.97 0.84 n.a. n.a. 0.76 0.842 n.a. n.a. n.a. n.a. 0.00 0.0067.090 34.390 1.051 8050.8 4176.4 14.541 3.461 2.90 Clay 95.1 32.50 0.84 n.a. n.a. 0.75 0.842 n.a. n.a. n.a. n.a. 0.00 0.0067.260 32.010 0.923 8071.2 4186.2 13.365 3.301 2.92 Clay 96.5 30.26 0.84 n.a. n.a. 0.75 0.841 n.a. n.a. n.a. n.a. 0.00 0.0067.420 29.510 0.964 8090.4 4195.4 12.139 3.786 2.99 Clay 100.0 27.89 0.83 n.a. n.a. 0.75 0.840 n.a. n.a. n.a. n.a. 0.00 0.0067.590 30.000 1.393 8110.8 4205.2 12.339 5.368 3.08 Clay 100.0 28.36 0.83 n.a. n.a. 0.75 0.840 n.a. n.a. n.a. n.a. 0.00 0.0067.750 31.000 2.192 8130.0 4214.4 12.782 8.138 3.18 Clay 100.0 29.30 0.83 n.a. n.a. 0.75 0.839 n.a. n.a. n.a. n.a. 0.00 0.0067.910 66.880 2.111 8149.2 4223.6 29.740 3.361 2.65 Clay 75.2 63.21 0.83 n.a. n.a. 0.75 0.839 n.a. n.a. n.a. n.a. 0.00 0.0068.080 149.410 2.185 8169.6 4233.4 97.111 1.503 2.04 Sand 26.0 141.22 0.76 107.80 158.58 0.75 0.838 0.880 0.357 0.558 0.67 0.02 0.0068.240 189.590 2.278 8188.8 4242.6 123.819 1.228 1.90 Sand 15.0 179.20 0.77 137.43 163.69 0.75 0.838 0.874 0.413 0.665 0.79 0.01 0.0068.410 216.740 2.662 8209.2 4252.4 141.772 1.252 1.86 Sand 12.1 204.86 0.78 159.01 175.97 0.75 0.837 0.858 0.621 1.079 1.29 0.00 0.0068.570 245.290 3.091 8228.4 4261.6 160.627 1.282 1.83 Sand 9.7 231.84 0.79 182.60 191.46 0.75 0.836 0.833 1.206 2.211 2.64 0.00 0.0068.730 266.750 3.538 8247.6 4270.8 174.724 1.347 1.82 Sand 8.9 252.13 0.80 201.61 208.51 0.75 0.836 0.796 3.161 5.532 6.62 0.00 0.0068.900 278.530 3.801 8268.0 4280.6 182.346 1.385 1.82 Sand 8.7 263.26 0.81 212.25 218.49 0.75 0.835 0.789 6.356 11.027 13.20 0.00 0.0069.060 282.580 3.143 8287.2 4289.9 184.832 1.129 1.75 Sand 3.1 267.09 0.80 214.42 214.42 0.75 0.835 0.788 4.717 8.178 9.80 0.00 0.0069.230 279.200 2.508 8307.6 4299.6 182.373 0.912 1.69 Sand 0.0 263.89 0.80 211.06 211.06 0.75 0.834 0.787 3.741 6.479 7.77 0.00 0.0069.390 278.700 2.670 8326.8 4308.9 181.841 0.973 1.71 Sand 0.0 263.42 0.80 210.42 210.42 0.75 0.833 0.788 3.583 6.210 7.45 0.00 0.0069.550 284.340 2.561 8346.0 4318.1 185.372 0.914 1.69 Sand 0.0 268.75 0.80 215.53 215.53 0.74 0.833 0.786 5.107 8.832 10.60 0.00 0.0069.720 272.200 1.497 8366.4 4327.9 177.132 0.559 1.56 Sand 0.0 257.28 0.79 204.01 204.01 0.74 0.832 0.803 2.387 4.215 5.06 0.00 0.0069.880 205.650 2.668 8385.6 4337.1 133.001 1.324 1.90 Sand 15.1 194.38 0.77 150.04 177.54 0.74 0.832 0.852 0.659 1.151 1.38 0.00 0.0070.050 110.750 2.258 8406.0 4346.9 70.263 2.119 2.24 Sand 42.3 104.68 0.74 77.31 139.52 0.74 0.831 0.895 0.232 0.323 0.39 0.02 0.0070.210 75.350 2.586 8425.2 4356.1 32.661 3.635 2.64 Clay 74.6 71.22 0.83 n.a. n.a. 0.74 0.831 n.a. n.a. n.a. n.a. 0.00 0.0070.370 53.990 2.174 8444.4 4365.3 22.801 4.369 2.81 Clay 88.2 51.03 0.83 n.a. n.a. 0.74 0.830 n.a. n.a. n.a. n.a. 0.00 0.0070.540 54.400 1.843 8464.8 4375.1 22.933 3.674 2.76 Clay 84.1 51.42 0.83 n.a. n.a. 0.74 0.829 n.a. n.a. n.a. n.a. 0.00 0.0070.700 56.790 2.210 8484.0 4384.3 23.971 4.206 2.79 Clay 86.0 53.68 0.83 n.a. n.a. 0.74 0.829 n.a. n.a. n.a. n.a. 0.00 0.0070.870 43.210 2.137 8504.4 4394.1 17.732 5.485 2.96 Clay 99.9 40.84 0.82 n.a. n.a. 0.74 0.828 n.a. n.a. n.a. n.a. 0.00 0.0071.030 34.790 1.571 8523.6 4403.3 13.866 5.145 3.02 Clay 100.0 32.88 0.82 n.a. n.a. 0.74 0.828 n.a. n.a. n.a. n.a. 0.00 0.0071.190 56.350 1.565 8542.8 4412.5 23.605 3.004 2.70 Clay 78.8 53.26 0.82 n.a. n.a. 0.74 0.827 n.a. n.a. n.a. n.a. 0.00 0.0071.360 94.300 1.838 8563.2 4422.3 58.854 2.042 2.29 Sand 46.0 89.13 0.72 64.11 125.15 0.74 0.827 0.904 0.184 0.237 0.29 0.03 0.0071.520 51.660 1.568 8582.4 4431.6 21.378 3.311 2.76 Clay 83.6 48.83 0.82 n.a. n.a. 0.74 0.826 n.a. n.a. n.a. n.a. 0.00 0.0071.690 32.690 1.122 8602.8 4441.3 12.784 3.953 2.98 Clay 100.0 30.90 0.82 n.a. n.a. 0.74 0.825 n.a. n.a. n.a. n.a. 0.00 0.0071.850 24.490 0.564 8622.0 4450.6 9.068 2.796 3.01 Clay 100.0 23.15 0.82 n.a. n.a. 0.74 0.825 n.a. n.a. n.a. n.a. 0.00 0.0072.010 23.910 0.533 8641.2 4459.8 8.785 2.719 3.02 Clay 100.0 22.60 0.82 n.a. n.a. 0.74 0.824 n.a. n.a. n.a. n.a. 0.00 0.0072.180 24.290 0.653 8661.6 4469.6 8.931 3.273 3.06 Clay 100.0 22.96 0.82 n.a. n.a. 0.73 0.824 n.a. n.a. n.a. n.a. 0.00 0.0072.340 26.830 1.202 8680.8 4478.8 10.043 5.342 3.14 Clay 100.0 25.36 0.82 n.a. n.a. 0.73 0.823 n.a. n.a. n.a. n.a. 0.00 0.0072.510 31.880 1.997 8701.2 4488.6 12.266 7.252 3.16 Clay 100.0 30.13 0.82 n.a. n.a. 0.73 0.823 n.a. n.a. n.a. n.a. 0.00 0.0072.670 71.540 2.200 8720.4 4497.8 29.872 3.275 2.64 Clay 74.5 67.62 0.82 n.a. n.a. 0.73 0.822 n.a. n.a. n.a. n.a. 0.00 0.0072.830 149.820 1.932 8739.6 4507.0 94.198 1.328 2.01 Sand 23.8 141.61 0.74 104.48 150.69 0.73 0.821 0.878 0.293 0.432 0.53 0.02 0.0073.000 184.770 2.000 8760.0 4516.8 116.700 1.109 1.89 Sand 14.1 174.64 0.74 128.83 151.24 0.73 0.821 0.877 0.297 0.439 0.53 0.02 0.0073.160 188.920 2.220 8779.2 4526.0 119.256 1.203 1.91 Sand 15.5 178.56 0.75 133.12 160.57 0.73 0.820 0.866 0.377 0.588 0.72 0.02 0.0073.330 133.780 2.605 8799.6 4535.8 83.524 2.014 2.17 Sand 36.8 126.45 0.74 93.60 155.38 0.73 0.820 0.872 0.329 0.497 0.61 0.02 0.0073.490 78.650 2.309 8818.8 4545.0 47.879 3.111 2.48 Sand 61.2 74.34 0.70 52.10 115.75 0.73 0.819 0.908 0.162 0.200 0.24 0.03 0.0073.650 46.830 1.653 8838.0 4554.2 18.625 3.896 2.85 Clay 90.9 44.26 0.82 n.a. n.a. 0.73 0.819 n.a. n.a. n.a. n.a. 0.00 0.0073.820 33.930 1.342 8858.4 4564.0 12.928 4.548 3.01 Clay 100.0 32.07 0.82 n.a. n.a. 0.73 0.818 n.a. n.a. n.a. n.a. 0.00 0.0073.980 26.520 1.166 8877.6 4573.2 9.657 5.281 3.15 Clay 100.0 25.07 0.82 n.a. n.a. 0.73 0.817 n.a. n.a. n.a. n.a. 0.00 0.0074.150 26.960 1.080 8898.0 4583.0 9.824 4.795 3.12 Clay 100.0 25.48 0.82 n.a. n.a. 0.73 0.817 n.a. n.a. n.a. n.a. 0.00 0.0074.310 36.600 0.854 8917.2 4592.3 13.998 2.656 2.85 Clay 90.7 34.59 0.82 n.a. n.a. 0.73 0.816 n.a. n.a. n.a. n.a. 0.00 0.0074.480 34.340 0.665 8937.6 4602.0 12.982 2.228 2.83 Clay 89.4 32.46 0.81 n.a. n.a. 0.73 0.816 n.a. n.a. n.a. n.a. 0.00 0.0074.640 22.900 0.895 8956.8 4611.3 7.990 4.858 3.20 Clay 100.0 21.64 0.81 n.a. n.a. 0.73 0.815 n.a. n.a. n.a. n.a. 0.00 0.0074.800 20.350 0.663 8976.0 4620.5 6.866 4.180 3.21 Clay 100.0 19.23 0.81 n.a. n.a. 0.72 0.815 n.a. n.a. n.a. n.a. 0.00 0.0074.970 19.650 0.607 8996.4 4630.3 6.545 4.006 3.22 Clay 100.0 18.57 0.81 n.a. n.a. 0.72 0.814 n.a. n.a. n.a. n.a. 0.00 0.0075.130 20.400 0.536 9015.6 4639.5 6.851 3.374 3.16 Clay 100.0 19.28 0.81 n.a. n.a. 0.72 0.813 n.a. n.a. n.a. n.a. 0.00 0.0075.300 19.500 0.496 9036.0 4649.3 6.445 3.310 3.18 Clay 100.0 18.43 0.81 n.a. n.a. 0.72 0.813 n.a. n.a. n.a. n.a. 0.00 0.0075.460 18.630 0.458 9055.2 4658.5 6.054 3.251 3.20 Clay 100.0 17.61 0.81 n.a. n.a. 0.72 0.812 n.a. n.a. n.a. n.a. 0.00 0.0075.620 18.970 0.487 9074.4 4667.7 6.184 3.372 3.20 Clay 100.0 17.93 0.81 n.a. n.a. 0.72 0.812 n.a. n.a. n.a. n.a. 0.00 0.0075.790 20.040 0.554 9094.8 4677.5 6.624 3.576 3.19 Clay 100.0 18.94 0.81 n.a. n.a. 0.72 0.811 n.a. n.a. n.a. n.a. 0.00 0.0075.950 21.450 0.601 9114.0 4686.7 7.209 3.557 3.16 Clay 100.0 20.27 0.81 n.a. n.a. 0.72 0.811 n.a. n.a. n.a. n.a. 0.00 0.0076.120 22.030 0.613 9134.4 4696.5 7.436 3.509 3.14 Clay 100.0 20.82 0.81 n.a. n.a. 0.72 0.810 n.a. n.a. n.a. n.a. 0.00 0.0076.280 22.640 0.575 9153.6 4705.7 7.677 3.183 3.11 Clay 100.0 21.40 0.81 n.a. n.a. 0.72 0.810 n.a. n.a. n.a. n.a. 0.00 0.0076.440 23.820 0.583 9172.8 4714.9 8.159 3.030 3.07 Clay 100.0 22.51 0.81 n.a. n.a. 0.72 0.809 n.a. n.a. n.a. n.a. 0.00 0.0076.610 24.990 0.585 9193.2 4724.7 8.633 2.869 3.04 Clay 100.0 23.62 0.81 n.a. n.a. 0.72 0.808 n.a. n.a. n.a. n.a. 0.00 0.0076.770 26.940 0.590 9212.4 4734.0 9.436 2.643 2.99 Clay 100.0 25.46 0.81 n.a. n.a. 0.72 0.808 n.a. n.a. n.a. n.a. 0.00 0.0076.940 27.340 0.923 9232.8 4743.7 9.580 4.060 3.09 Clay 100.0 25.84 0.81 n.a. n.a. 0.72 0.807 n.a. n.a. n.a. n.a. 0.00 0.00

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10 0.89 Total Settlement: 0.06 (Inches)
© 2014 Cornerstone Earth Group, Inc.

77.100 26.910 0.992 9252.0 4753.0 9.377 4.453 3.12 Clay 100.0 25.43 0.81 n.a. n.a. 0.72 0.807 n.a. n.a. n.a. n.a. 0.00 0.0077.260 27.150 1.040 9271.2 4762.2 9.456 4.621 3.13 Clay 100.0 25.66 0.81 n.a. n.a. 0.72 0.806 n.a. n.a. n.a. n.a. 0.00 0.0077.430 35.100 1.110 9291.6 4772.0 12.764 3.645 2.96 Clay 99.8 33.18 0.81 n.a. n.a. 0.72 0.806 n.a. n.a. n.a. n.a. 0.00 0.0077.590 36.750 1.122 9310.8 4781.2 13.425 3.495 2.93 Clay 97.5 34.74 0.81 n.a. n.a. 0.71 0.805 n.a. n.a. n.a. n.a. 0.00 0.0077.760 38.530 1.073 9331.2 4791.0 14.137 3.170 2.89 Clay 94.1 36.42 0.81 n.a. n.a. 0.71 0.805 n.a. n.a. n.a. n.a. 0.00 0.0077.920 34.260 0.866 9350.4 4800.2 12.327 2.927 2.92 Clay 96.3 32.38 0.81 n.a. n.a. 0.71 0.804 n.a. n.a. n.a. n.a. 0.00 0.0078.080 30.930 0.757 9369.6 4809.4 10.914 2.885 2.96 Clay 99.5 29.23 0.81 n.a. n.a. 0.71 0.803 n.a. n.a. n.a. n.a. 0.00 0.0078.250 30.210 0.818 9390.0 4819.2 10.589 3.206 2.99 Clay 100.0 28.55 0.80 n.a. n.a. 0.71 0.803 n.a. n.a. n.a. n.a. 0.00 0.0078.410 30.600 1.251 9409.2 4828.4 10.726 4.832 3.09 Clay 100.0 28.92 0.80 n.a. n.a. 0.71 0.802 n.a. n.a. n.a. n.a. 0.00 0.0078.580 37.460 1.787 9429.6 4838.2 13.536 5.458 3.05 Clay 100.0 35.41 0.80 n.a. n.a. 0.71 0.802 n.a. n.a. n.a. n.a. 0.00 0.0078.740 45.580 2.580 9448.8 4847.4 16.857 6.314 3.02 Clay 100.0 43.08 0.80 n.a. n.a. 0.71 0.801 n.a. n.a. n.a. n.a. 0.00 0.0078.900 52.000 2.469 9468.0 4856.6 19.464 5.224 2.92 Clay 96.4 49.15 0.80 n.a. n.a. 0.71 0.801 n.a. n.a. n.a. n.a. 0.00 0.0079.070 95.020 2.229 9488.4 4866.4 56.265 2.469 2.36 Sand 51.6 89.81 0.69 61.88 124.96 0.71 0.800 0.892 0.183 0.233 0.29 0.03 0.0079.230 161.990 1.888 9507.6 4875.6 97.906 1.201 1.97 Sand 20.5 153.11 0.71 109.15 148.66 0.71 0.800 0.868 0.280 0.402 0.50 0.02 0.0079.400 194.180 1.046 9528.0 4885.4 117.825 0.552 1.70 Sand 0.0 183.53 0.69 126.55 126.55 0.71 0.799 0.890 0.187 0.240 0.30 0.03 0.0079.560 206.560 1.716 9547.2 4894.7 125.402 0.851 1.79 Sand 6.2 195.24 0.70 136.78 137.62 0.71 0.799 0.879 0.224 0.303 0.38 0.02 0.0079.720 200.760 2.293 9566.4 4903.9 121.677 1.170 1.89 Sand 14.3 189.75 0.72 137.21 160.93 0.71 0.798 0.852 0.381 0.586 0.73 0.02 0.0079.890 106.330 2.262 9586.8 4913.7 62.978 2.228 2.29 Sand 46.3 100.50 0.69 69.75 132.40 0.71 0.797 0.884 0.205 0.270 0.34 0.02 0.0080.050 64.530 2.252 9606.0 4922.9 24.265 3.771 2.75 Clay 83.2 60.99 0.80 n.a. n.a. 0.71 0.797 n.a. n.a. n.a. n.a. 0.00 0.0080.220 48.130 1.703 9626.4 4932.7 17.563 3.932 2.87 Clay 92.7 45.49 0.80 n.a. n.a. 0.71 0.796 n.a. n.a. n.a. n.a. 0.00 0.0080.380 34.470 1.032 9645.6 4941.9 11.998 3.482 2.97 Clay 100.0 32.58 0.80 n.a. n.a. 0.70 0.796 n.a. n.a. n.a. n.a. 0.00 0.0080.540 28.490 0.816 9664.8 4951.1 9.556 3.447 3.05 Clay 100.0 26.93 0.80 n.a. n.a. 0.70 0.795 n.a. n.a. n.a. n.a. 0.00 0.0080.710 27.400 0.705 9685.2 4960.9 9.094 3.125 3.04 Clay 100.0 25.90 0.80 n.a. n.a. 0.70 0.795 n.a. n.a. n.a. n.a. 0.00 0.0080.870 27.040 0.682 9704.4 4970.1 8.928 3.072 3.04 Clay 100.0 25.56 0.80 n.a. n.a. 0.70 0.794 n.a. n.a. n.a. n.a. 0.00 0.0081.040 27.120 0.698 9724.8 4979.9 8.939 3.134 3.05 Clay 100.0 25.63 0.80 n.a. n.a. 0.70 0.794 n.a. n.a. n.a. n.a. 0.00 0.0081.200 26.910 0.684 9744.0 4989.1 8.834 3.103 3.05 Clay 100.0 25.43 0.80 n.a. n.a. 0.70 0.793 n.a. n.a. n.a. n.a. 0.00 0.0081.360 28.100 0.750 9763.2 4998.3 9.290 3.228 3.04 Clay 100.0 26.56 0.80 n.a. n.a. 0.70 0.793 n.a. n.a. n.a. n.a. 0.00 0.0081.530 32.040 0.822 9783.6 5008.1 10.842 3.027 2.97 Clay 100.0 30.28 0.80 n.a. n.a. 0.70 0.792 n.a. n.a. n.a. n.a. 0.00 0.0081.690 33.560 0.852 9802.8 5017.3 11.424 2.973 2.95 Clay 98.8 31.72 0.80 n.a. n.a. 0.70 0.792 n.a. n.a. n.a. n.a. 0.00 0.0081.860 33.430 0.841 9823.2 5027.1 11.346 2.950 2.95 Clay 98.8 31.60 0.80 n.a. n.a. 0.70 0.791 n.a. n.a. n.a. n.a. 0.00 0.0082.020 31.400 0.711 9842.4 5036.4 10.515 2.684 2.95 Clay 99.1 29.68 0.80 n.a. n.a. 0.70 0.791 n.a. n.a. n.a. n.a. 0.00 0.0082.190 29.370 0.673 9862.8 5046.1 9.686 2.753 2.99 Clay 100.0 27.76 0.80 n.a. n.a. 0.70 0.790 n.a. n.a. n.a. n.a. 0.00 0.0082.350 28.750 0.718 9882.0 5055.4 9.419 3.017 3.02 Clay 100.0 27.17 0.79 n.a. n.a. 0.70 0.790 n.a. n.a. n.a. n.a. 0.00 0.0082.510 28.940 0.755 9901.2 5064.6 9.473 3.146 3.03 Clay 100.0 27.35 0.79 n.a. n.a. 0.70 0.789 n.a. n.a. n.a. n.a. 0.00 0.0082.680 30.650 0.796 9921.6 5074.4 10.125 3.099 3.00 Clay 100.0 28.97 0.79 n.a. n.a. 0.70 0.789 n.a. n.a. n.a. n.a. 0.00 0.0082.840 32.430 0.972 9940.8 5083.6 10.803 3.540 3.01 Clay 100.0 30.65 0.79 n.a. n.a. 0.70 0.788 n.a. n.a. n.a. n.a. 0.00 0.0083.010 34.090 0.985 9961.2 5093.4 11.430 3.384 2.98 Clay 100.0 32.22 0.79 n.a. n.a. 0.70 0.787 n.a. n.a. n.a. n.a. 0.00 0.0083.170 33.810 0.936 9980.4 5102.6 11.296 3.249 2.97 Clay 100.0 31.96 0.79 n.a. n.a. 0.70 0.787 n.a. n.a. n.a. n.a. 0.00 0.0083.330 30.550 0.767 9999.6 5111.8 9.997 3.003 3.00 Clay 100.0 28.88 0.79 n.a. n.a. 0.69 0.786 n.a. n.a. n.a. n.a. 0.00 0.0083.500 29.010 0.627 10020.0 5121.6 9.372 2.613 2.99 Clay 100.0 27.42 0.79 n.a. n.a. 0.69 0.786 n.a. n.a. n.a. n.a. 0.00 0.0083.660 28.700 0.659 10039.2 5130.8 9.231 2.781 3.01 Clay 100.0 27.13 0.79 n.a. n.a. 0.69 0.785 n.a. n.a. n.a. n.a. 0.00 0.0083.830 30.040 0.822 10059.6 5140.6 9.730 3.287 3.03 Clay 100.0 28.39 0.79 n.a. n.a. 0.69 0.785 n.a. n.a. n.a. n.a. 0.00 0.0083.990 33.620 0.906 10078.8 5149.8 11.100 3.171 2.97 Clay 100.0 31.78 0.79 n.a. n.a. 0.69 0.784 n.a. n.a. n.a. n.a. 0.00 0.0084.150 39.700 1.015 10098.0 5159.0 13.433 2.930 2.89 Clay 93.9 37.52 0.79 n.a. n.a. 0.69 0.784 n.a. n.a. n.a. n.a. 0.00 0.0084.320 41.240 1.080 10118.4 5168.8 14.000 2.984 2.88 Clay 93.1 38.98 0.79 n.a. n.a. 0.69 0.783 n.a. n.a. n.a. n.a. 0.00 0.0084.480 43.500 1.151 10137.6 5178.0 14.844 2.995 2.86 Clay 91.5 41.12 0.79 n.a. n.a. 0.69 0.783 n.a. n.a. n.a. n.a. 0.00 0.0084.650 46.410 1.220 10158.0 5187.8 15.934 2.951 2.83 Clay 89.3 43.87 0.79 n.a. n.a. 0.69 0.782 n.a. n.a. n.a. n.a. 0.00 0.0084.810 50.320 1.385 10177.2 5197.1 17.407 3.062 2.81 Clay 87.6 47.56 0.79 n.a. n.a. 0.69 0.782 n.a. n.a. n.a. n.a. 0.00 0.0084.970 53.580 1.528 10196.4 5206.3 18.624 3.151 2.79 Clay 86.3 50.64 0.79 n.a. n.a. 0.69 0.781 n.a. n.a. n.a. n.a. 0.00 0.0085.140 57.910 1.667 10216.8 5216.1 20.246 3.156 2.76 Clay 84.1 54.74 0.79 n.a. n.a. 0.69 0.781 n.a. n.a. n.a. n.a. 0.00 0.0085.300 55.570 1.725 10236.0 5225.3 19.311 3.419 2.80 Clay 87.1 52.52 0.79 n.a. n.a. 0.69 0.780 n.a. n.a. n.a. n.a. 0.00 0.0085.470 47.690 1.586 10256.4 5235.1 16.260 3.725 2.88 Clay 93.6 45.08 0.79 n.a. n.a. 0.69 0.780 n.a. n.a. n.a. n.a. 0.00 0.0085.630 42.810 1.454 10275.6 5244.3 14.367 3.859 2.93 Clay 97.8 40.46 0.79 n.a. n.a. 0.69 0.779 n.a. n.a. n.a. n.a. 0.00 0.0085.790 42.210 1.307 10294.8 5253.5 14.110 3.525 2.92 Clay 96.3 39.90 0.79 n.a. n.a. 0.69 0.779 n.a. n.a. n.a. n.a. 0.00 0.0085.960 43.650 1.593 10315.2 5263.3 14.627 4.138 2.95 Clay 98.8 41.26 0.79 n.a. n.a. 0.69 0.778 n.a. n.a. n.a. n.a. 0.00 0.0086.120 46.600 1.561 10334.4 5272.5 15.717 3.767 2.90 Clay 94.8 44.05 0.79 n.a. n.a. 0.69 0.778 n.a. n.a. n.a. n.a. 0.00 0.0086.290 55.600 1.569 10354.8 5282.3 19.091 3.112 2.78 Clay 85.4 52.55 0.79 n.a. n.a. 0.69 0.777 n.a. n.a. n.a. n.a. 0.00 0.0086.450 54.950 1.456 10374.0 5291.5 18.809 2.926 2.77 Clay 84.5 51.94 0.79 n.a. n.a. 0.69 0.777 n.a. n.a. n.a. n.a. 0.00 0.0086.610 50.760 1.736 10393.2 5300.7 17.191 3.810 2.87 Clay 92.6 47.98 0.78 n.a. n.a. 0.68 0.777 n.a. n.a. n.a. n.a. 0.00 0.0086.780 41.310 1.550 10413.6 5310.5 13.597 4.293 2.98 Clay 100.0 39.05 0.78 n.a. n.a. 0.68 0.776 n.a. n.a. n.a. n.a. 0.00 0.0086.940 40.310 1.508 10432.8 5319.7 13.194 4.296 2.99 Clay 100.0 38.10 0.78 n.a. n.a. 0.68 0.776 n.a. n.a. n.a. n.a. 0.00 0.0087.110 42.740 1.543 10453.2 5329.5 14.078 4.113 2.96 Clay 99.7 40.40 0.78 n.a. n.a. 0.68 0.775 n.a. n.a. n.a. n.a. 0.00 0.0087.270 45.490 1.498 10472.4 5338.8 15.080 3.721 2.91 Clay 95.7 43.00 0.78 n.a. n.a. 0.68 0.775 n.a. n.a. n.a. n.a. 0.00 0.0087.430 46.800 1.548 10491.6 5348.0 15.540 3.726 2.90 Clay 94.9 44.23 0.78 n.a. n.a. 0.68 0.774 n.a. n.a. n.a. n.a. 0.00 0.0087.600 48.070 1.625 10512.0 5357.8 15.982 3.795 2.89 Clay 94.5 45.43 0.78 n.a. n.a. 0.68 0.774 n.a. n.a. n.a. n.a. 0.00 0.0087.760 49.590 1.792 10531.2 5367.0 16.517 4.042 2.90 Clay 95.0 46.87 0.78 n.a. n.a. 0.68 0.773 n.a. n.a. n.a. n.a. 0.00 0.0087.930 51.600 1.896 10551.6 5376.8 17.231 4.092 2.89 Clay 94.1 48.77 0.78 n.a. n.a. 0.68 0.773 n.a. n.a. n.a. n.a. 0.00 0.00

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10 0.89 Total Settlement: 0.06 (Inches)
© 2014 Cornerstone Earth Group, Inc.

88.090 53.870 1.962 10570.8 5386.0 18.041 4.039 2.87 Clay 92.6 50.92 0.78 n.a. n.a. 0.68 0.772 n.a. n.a. n.a. n.a. 0.00 0.0088.250 55.040 1.969 10590.0 5395.2 18.440 3.957 2.86 Clay 91.5 52.02 0.78 n.a. n.a. 0.68 0.772 n.a. n.a. n.a. n.a. 0.00 0.0088.420 55.220 1.934 10610.4 5405.0 18.470 3.874 2.85 Clay 91.0 52.19 0.78 n.a. n.a. 0.68 0.771 n.a. n.a. n.a. n.a. 0.00 0.0088.580 55.650 1.848 10629.6 5414.2 18.594 3.672 2.83 Clay 89.7 52.60 0.78 n.a. n.a. 0.68 0.771 n.a. n.a. n.a. n.a. 0.00 0.0088.750 55.690 1.808 10650.0 5424.0 18.571 3.589 2.83 Clay 89.2 52.64 0.78 n.a. n.a. 0.68 0.770 n.a. n.a. n.a. n.a. 0.00 0.0088.910 56.860 1.733 10669.2 5433.2 18.967 3.363 2.80 Clay 87.2 53.74 0.78 n.a. n.a. 0.68 0.770 n.a. n.a. n.a. n.a. 0.00 0.0089.070 53.700 1.603 10688.4 5442.4 17.770 3.315 2.82 Clay 88.7 50.76 0.78 n.a. n.a. 0.68 0.769 n.a. n.a. n.a. n.a. 0.00 0.0089.240 48.710 1.478 10708.8 5452.2 15.904 3.408 2.87 Clay 92.3 46.04 0.78 n.a. n.a. 0.68 0.769 n.a. n.a. n.a. n.a. 0.00 0.0089.400 43.570 1.326 10728.0 5461.4 13.991 3.472 2.92 Clay 96.3 41.18 0.78 n.a. n.a. 0.68 0.768 n.a. n.a. n.a. n.a. 0.00 0.0089.570 39.920 1.225 10748.4 5471.2 12.628 3.545 2.96 Clay 99.5 37.73 0.78 n.a. n.a. 0.68 0.768 n.a. n.a. n.a. n.a. 0.00 0.0089.730 37.430 1.283 10767.6 5480.4 11.695 4.003 3.02 Clay 100.0 35.38 0.78 n.a. n.a. 0.68 0.768 n.a. n.a. n.a. n.a. 0.00 0.0089.900 35.800 1.329 10788.0 5490.2 11.076 4.370 3.06 Clay 100.0 33.84 0.78 n.a. n.a. 0.67 0.767 n.a. n.a. n.a. n.a. 0.00 0.0090.060 33.980 1.349 10807.2 5499.5 10.392 4.721 3.10 Clay 100.0 32.12 0.78 n.a. n.a. 0.67 0.767 n.a. n.a. n.a. n.a. 0.00 0.0090.220 37.740 1.142 10826.4 5508.7 11.737 3.532 2.98 Clay 100.0 35.67 0.78 n.a. n.a. 0.67 0.766 n.a. n.a. n.a. n.a. 0.00 0.0090.390 32.130 0.916 10846.8 5518.5 9.679 3.431 3.04 Clay 100.0 30.37 0.78 n.a. n.a. 0.67 0.766 n.a. n.a. n.a. n.a. 0.00 0.0090.550 27.850 0.703 10866.0 5527.7 8.111 3.136 3.08 Clay 100.0 26.32 0.78 n.a. n.a. 0.67 0.765 n.a. n.a. n.a. n.a. 0.00 0.0090.720 25.440 0.574 10886.4 5537.5 7.222 2.870 3.10 Clay 100.0 24.05 0.78 n.a. n.a. 0.67 0.765 n.a. n.a. n.a. n.a. 0.00 0.0090.880 24.840 0.505 10905.6 5546.7 6.991 2.607 3.09 Clay 100.0 23.48 0.78 n.a. n.a. 0.67 0.764 n.a. n.a. n.a. n.a. 0.00 0.0091.040 25.530 0.508 10924.8 5555.9 7.224 2.531 3.07 Clay 100.0 24.13 0.78 n.a. n.a. 0.67 0.764 n.a. n.a. n.a. n.a. 0.00 0.0091.210 28.390 0.617 10945.2 5565.7 8.235 2.691 3.04 Clay 100.0 26.83 0.77 n.a. n.a. 0.67 0.764 n.a. n.a. n.a. n.a. 0.00 0.0091.370 32.170 0.714 10964.4 5574.9 9.574 2.675 2.98 Clay 100.0 30.41 0.77 n.a. n.a. 0.67 0.763 n.a. n.a. n.a. n.a. 0.00 0.0091.540 36.560 0.835 10984.8 5584.7 11.126 2.689 2.93 Clay 97.5 34.56 0.77 n.a. n.a. 0.67 0.763 n.a. n.a. n.a. n.a. 0.00 0.0091.700 40.480 1.229 11004.0 5593.9 12.506 3.512 2.96 Clay 99.6 38.26 0.77 n.a. n.a. 0.67 0.762 n.a. n.a. n.a. n.a. 0.00 0.0091.860 46.810 1.472 11023.2 5603.1 14.741 3.563 2.90 Clay 95.4 44.24 0.77 n.a. n.a. 0.67 0.762 n.a. n.a. n.a. n.a. 0.00 0.0092.030 58.380 1.688 11043.6 5612.9 18.834 3.194 2.79 Clay 86.3 55.18 0.77 n.a. n.a. 0.67 0.761 n.a. n.a. n.a. n.a. 0.00 0.0092.190 56.350 1.859 11062.8 5622.1 18.078 3.658 2.84 Clay 90.4 53.26 0.77 n.a. n.a. 0.67 0.761 n.a. n.a. n.a. n.a. 0.00 0.0092.360 53.710 1.716 11083.2 5631.9 17.105 3.563 2.85 Clay 91.3 50.77 0.77 n.a. n.a. 0.67 0.760 n.a. n.a. n.a. n.a. 0.00 0.0092.520 49.170 1.493 11102.4 5641.2 15.465 3.423 2.88 Clay 93.2 46.47 0.77 n.a. n.a. 0.67 0.760 n.a. n.a. n.a. n.a. 0.00 0.0092.680 46.250 1.535 11121.6 5650.4 14.402 3.772 2.93 Clay 97.2 43.71 0.77 n.a. n.a. 0.67 0.760 n.a. n.a. n.a. n.a. 0.00 0.0092.850 45.300 1.558 11142.0 5660.2 14.038 3.922 2.95 Clay 98.7 42.82 0.77 n.a. n.a. 0.67 0.759 n.a. n.a. n.a. n.a. 0.00 0.0093.010 48.630 1.829 11161.2 5669.4 15.187 4.248 2.94 Clay 98.3 45.96 0.77 n.a. n.a. 0.67 0.759 n.a. n.a. n.a. n.a. 0.00 0.0093.180 58.280 2.163 11181.6 5679.2 18.555 4.105 2.86 Clay 92.2 55.09 0.77 n.a. n.a. 0.67 0.758 n.a. n.a. n.a. n.a. 0.00 0.0093.340 67.790 2.399 11200.8 5688.4 21.865 3.857 2.79 Clay 86.4 64.07 0.77 n.a. n.a. 0.67 0.758 n.a. n.a. n.a. n.a. 0.00 0.0093.500 82.120 2.469 11220.0 5697.6 26.857 3.227 2.67 Clay 77.0 77.62 0.77 n.a. n.a. 0.66 0.758 n.a. n.a. n.a. n.a. 0.00 0.0093.670 65.630 2.344 11240.4 5707.4 21.029 3.906 2.81 Clay 87.8 62.03 0.77 n.a. n.a. 0.66 0.757 n.a. n.a. n.a. n.a. 0.00 0.0093.830 53.140 2.462 11259.6 5716.6 16.622 5.181 2.97 Clay 100.0 50.23 0.77 n.a. n.a. 0.66 0.757 n.a. n.a. n.a. n.a. 0.00 0.0094.000 64.280 3.032 11280.0 5726.4 20.481 5.170 2.90 Clay 94.8 60.76 0.77 n.a. n.a. 0.66 0.756 n.a. n.a. n.a. n.a. 0.00 0.0094.160 77.700 3.605 11299.2 5735.6 25.124 5.003 2.82 Clay 88.8 73.44 0.77 n.a. n.a. 0.66 0.756 n.a. n.a. n.a. n.a. 0.00 0.0094.320 103.890 3.835 11318.4 5744.8 34.198 3.904 2.65 Clay 75.1 98.19 0.77 n.a. n.a. 0.66 0.755 n.a. n.a. n.a. n.a. 0.00 0.0094.490 168.000 4.148 11338.8 5754.6 93.039 2.555 2.21 Sand 40.1 158.79 0.70 111.06 179.90 0.66 0.755 0.788 0.723 1.190 1.58 0.00 0.0094.650 147.860 3.477 11358.0 5763.8 81.425 2.446 2.24 Sand 42.2 139.75 0.68 95.04 161.55 0.66 0.755 0.822 0.388 0.578 0.77 0.01 0.0094.820 89.690 2.920 11378.4 5773.6 29.098 3.476 2.67 Clay 76.6 84.77 0.77 n.a. n.a. 0.66 0.754 n.a. n.a. n.a. n.a. 0.00 0.0094.980 56.140 2.206 11397.6 5782.8 17.445 4.374 2.90 Clay 95.3 53.06 0.77 n.a. n.a. 0.66 0.754 n.a. n.a. n.a. n.a. 0.00 0.0095.140 43.070 1.307 11416.8 5792.1 12.901 3.499 2.95 Clay 98.7 40.71 0.77 n.a. n.a. 0.66 0.753 n.a. n.a. n.a. n.a. 0.00 0.0095.310 33.820 0.888 11437.2 5801.9 9.687 3.161 3.02 Clay 100.0 31.97 0.77 n.a. n.a. 0.66 0.753 n.a. n.a. n.a. n.a. 0.00 0.0095.470 29.470 0.682 11456.4 5811.1 8.171 2.872 3.06 Clay 100.0 27.85 0.77 n.a. n.a. 0.66 0.753 n.a. n.a. n.a. n.a. 0.00 0.0095.640 30.250 0.688 11476.8 5820.9 8.422 2.805 3.04 Clay 100.0 28.59 0.77 n.a. n.a. 0.66 0.752 n.a. n.a. n.a. n.a. 0.00 0.0095.800 30.370 0.797 11496.0 5830.1 8.447 3.237 3.08 Clay 100.0 28.71 0.77 n.a. n.a. 0.66 0.752 n.a. n.a. n.a. n.a. 0.00 0.0095.960 30.940 0.950 11515.2 5839.3 8.625 3.771 3.11 Clay 100.0 29.24 0.77 n.a. n.a. 0.66 0.751 n.a. n.a. n.a. n.a. 0.00 0.0096.130 31.700 1.082 11535.6 5849.1 8.867 4.173 3.12 Clay 100.0 29.96 0.76 n.a. n.a. 0.66 0.751 n.a. n.a. n.a. n.a. 0.00 0.0096.290 32.940 1.188 11554.8 5858.3 9.273 4.372 3.12 Clay 100.0 31.13 0.76 n.a. n.a. 0.66 0.751 n.a. n.a. n.a. n.a. 0.00 0.0096.460 33.550 1.216 11575.2 5868.1 9.462 4.380 3.11 Clay 100.0 31.71 0.76 n.a. n.a. 0.66 0.750 n.a. n.a. n.a. n.a. 0.00 0.0096.620 34.560 1.236 11594.4 5877.3 9.788 4.298 3.10 Clay 100.0 32.67 0.76 n.a. n.a. 0.66 0.750 n.a. n.a. n.a. n.a. 0.00 0.0096.780 36.260 1.307 11613.6 5886.5 10.347 4.291 3.08 Clay 100.0 34.27 0.76 n.a. n.a. 0.66 0.750 n.a. n.a. n.a. n.a. 0.00 0.0096.950 37.610 1.447 11634.0 5896.3 10.784 4.552 3.08 Clay 100.0 35.55 0.76 n.a. n.a. 0.66 0.749 n.a. n.a. n.a. n.a. 0.00 0.0097.110 38.730 1.626 11653.2 5905.5 11.143 4.942 3.09 Clay 100.0 36.61 0.76 n.a. n.a. 0.66 0.749 n.a. n.a. n.a. n.a. 0.00 0.0097.280 38.330 1.597 11673.6 5915.3 10.986 4.913 3.09 Clay 100.0 36.23 0.76 n.a. n.a. 0.66 0.748 n.a. n.a. n.a. n.a. 0.00 0.0097.440 36.500 1.416 11692.8 5924.5 10.348 4.620 3.10 Clay 100.0 34.50 0.76 n.a. n.a. 0.66 0.748 n.a. n.a. n.a. n.a. 0.00 0.0097.600 35.060 1.307 11712.0 5933.8 9.843 4.476 3.10 Clay 100.0 33.14 0.76 n.a. n.a. 0.65 0.748 n.a. n.a. n.a. n.a. 0.00 0.0097.770 35.170 1.226 11732.4 5943.6 9.861 4.183 3.09 Clay 100.0 33.24 0.76 n.a. n.a. 0.65 0.747 n.a. n.a. n.a. n.a. 0.00 0.0097.930 34.890 1.320 11751.6 5952.8 9.748 4.549 3.11 Clay 100.0 32.98 0.76 n.a. n.a. 0.65 0.747 n.a. n.a. n.a. n.a. 0.00 0.0098.100 35.730 1.239 11772.0 5962.6 10.010 4.152 3.08 Clay 100.0 33.77 0.76 n.a. n.a. 0.65 0.747 n.a. n.a. n.a. n.a. 0.00 0.0098.260 38.650 1.323 11791.2 5971.8 10.970 4.040 3.04 Clay 100.0 36.53 0.76 n.a. n.a. 0.65 0.746 n.a. n.a. n.a. n.a. 0.00 0.0098.430 35.870 1.267 11811.6 5981.6 10.019 4.228 3.08 Clay 100.0 33.90 0.76 n.a. n.a. 0.65 0.746 n.a. n.a. n.a. n.a. 0.00 0.0098.590 35.720 1.177 11830.8 5990.8 9.950 3.949 3.07 Clay 100.0 33.76 0.76 n.a. n.a. 0.65 0.745 n.a. n.a. n.a. n.a. 0.00 0.0098.750 34.090 1.199 11850.0 6000.0 9.388 4.256 3.11 Clay 100.0 32.22 0.76 n.a. n.a. 0.65 0.745 n.a. n.a. n.a. n.a. 0.00 0.0098.920 34.600 1.198 11870.4 6009.8 9.539 4.179 3.10 Clay 100.0 32.70 0.76 n.a. n.a. 0.65 0.745 n.a. n.a. n.a. n.a. 0.00 0.00

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10 0.89 Total Settlement: 0.06 (Inches)
© 2014 Cornerstone Earth Group, Inc.

99.080 35.530 1.203 11889.6 6019.0 9.831 4.067 3.08 Clay 100.0 33.58 0.76 n.a. n.a. 0.65 0.744 n.a. n.a. n.a. n.a. 0.00 0.0099.250 37.670 1.162 11910.0 6028.8 10.521 3.664 3.03 Clay 100.0 35.60 0.76 n.a. n.a. 0.65 0.744 n.a. n.a. n.a. n.a. 0.00 0.0099.410 37.100 1.089 11929.2 6038.0 10.313 3.499 3.02 Clay 100.0 35.07 0.76 n.a. n.a. 0.65 0.744 n.a. n.a. n.a. n.a. 0.00 0.0099.570 35.550 1.003 11948.4 6047.2 9.782 3.392 3.04 Clay 100.0 33.60 0.76 n.a. n.a. 0.65 0.743 n.a. n.a. n.a. n.a. 0.00 0.0099.740 35.110 1.004 11968.8 6057.0 9.617 3.447 3.05 Clay 100.0 33.19 0.76 n.a. n.a. 0.65 0.743 n.a. n.a. n.a. n.a. 0.00 0.0099.900 37.360 1.204 11988.0 6066.2 10.341 3.838 3.05 Clay 100.0 35.31 0.76 n.a. n.a. 0.65 0.743 n.a. n.a. n.a. n.a. 0.00 0.00 100.070 38.230 1.228 12008.4 6076.0 10.608 3.810 3.04 Clay 100.0 36.13 0.76 n.a. n.a. 0.65 0.742 n.a. n.a. n.a. n.a. 0.00 0.00100.230 39.760 1.340 12027.6 6085.2 11.091 3.972 3.03 Clay 100.0 37.58 0.76 n.a. n.a. 0.65 0.742 n.a. n.a. n.a. n.a. 0.00 0.00

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Boring EB-4 Total Settlement: 1.0 (Inches)
Point
Number
Depth (ft)
Layer
thickness
(ft)
Measured
N-Value
(bpf)
Flags
Fines
Content
(%)
CE CB CR CS N60 (bpf) svo (psf) s'vo (psf) CN (N1)60 (bpf) Nfines (bpf) (N1)60-cs (bpf) rd CSR MSF Ks CRR @ M=7.5 s'vo=1atm CRR FS glim (%) Parameter Fa gmax (%) DHi (ft) DLDIi (ft) evert (%) DSi (in) 1 26.0 2.0 23 Sand 5 0.85 1.00 0.75 1.00 14.9 3120.00 2371.20 0.95 14.1 0.0 14.1 0.93 0.707 0.979 0.99 0.149 0.144 0.20 0.304 0.791 0.304 2.0 0.000 0.030 0.7212 27.0 1.0 36 Sand 5 0.85 1.00 0.75 1.00 22.9 3240.00 2428.80 0.94 21.6 0.0 21.6 0.92 0.714 0.979 0.98 0.227 0.218 0.31 0.133 0.431 0.133 1.0 0.000 0.022 0.2593456789 1011121314151617181920212223242526272829303132333435

0.000 0.980
Appendix F
Transportation Impact Analysis

TRANSPORTATION IMPACT

ANALYSIS
880 Doolittle Drive
PREPARED FOR:

PROLOGIS
JANUARY 2024 | DRAFT
Prepared By:

Transportation Impact Analysis │ 880 Doolittle Drive
January 2024 │ Draft
WARNING!
The electronic data files ("Files") furnished by Kimley-Horn and Associates, Inc. to the intended receiver of the Files ("Receiving Party") are provided only for the convenience of Receiving Party and only for its sole use.

In the case of any defects in the Files or any discrepancies between the electronic Files and the hardcopy of the Files prepared by Kimley-Horn, the hardcopy shall govern. Only printed copies of documents conveyed by Kimley-Horn may be relied upon. Any use of the information obtained or derived from these electronic files will be at the Receiving Party's sole risk. Because data stored in electronic media format can deteriorate or be modified inadvertently or otherwise without authorization of the data's creator, the Receiving Party agrees that it has 60 days to perform acceptance tests, after which it shall be deemed to have accepted the data transferred. Receiving Party accepts the Files on an "as is" basis with all faults. There are no express warranties made by KimleyHorn with respect to the Files, and any implied warranties are excluded.

Transportation Impact Analysis │ 880 Doolittle Drive
January 2024 │ Draft

CONTENTS
Contents .................................................................................................................................... iii Tables........................................................................................................................................iv Figures.......................................................................................................................................iv

1. Introduction ........................................................................................................................... 1 Study Methodology ..................................................................................................................... 1 Report Organization.................................................................................................................... 6

2. Existing Conditions................................................................................................................ 7 Existing Roadway Network.......................................................................................................... 7 Existing Lane Configuration and Traffic Control........................................................................... 8 Existing Peak-Hour Turning Movement Volumes......................................................................... 8

3. Project Description ..............................................................................................................11 Proposed Site Use.................................................................................................................... 11 Trip Generation......................................................................................................................... 11 Project Trip Distribution and Assignment ................................................................................... 12

4. Vehicle Miles Traveled (VMT) .............................................................................................15 VMT Methodology..................................................................................................................... 15 VMT Analysis............................................................................................................................ 15

5. Traffic Operations Analysis..................................................................................................17 Existing Conditions.................................................................................................................... 17 Near Term Traffic Conditions .................................................................................................... 18 Near Term Plus Project............................................................................................................. 23 Cumulative Traffic Conditions.................................................................................................... 25 Cumulative Plus Project ............................................................................................................ 28 Vehicle Queuing........................................................................................................................ 30

6. Alameda County Transportation Commission Land Use Analysis Program.........................32 Year 2020 and Year 2040 no project Conditions........................................................................ 32 Year 2020 and Year 2040 Plus Project Conditions .................................................................... 32

7. Site Access and Circulation................................................................................................. 35

8. Parking................................................................................................................................41 San Leandro Parking Requirements.......................................................................................... 41

9. Conclusion ..........................................................................................................................42 Project Recommendations ........................................................................................................ 42 Project Impacts and Mitigations................................................................................................. 43 Project Deficiencies................................................................................................................... 43 APPENDIX................................................................................................................................45 Transportation Impact Analysis │ 880 Doolittle Drive
January 2024 │ Draft
TABLES
Table 1 – Intersection Level of Service Definitions ......................................................................5 Table 2 – Project Trip Generation .............................................................................................12 Table 3 – VMT Analysis Summary ............................................................................................16 Table 4 – Existing Peak Hour LOS Summary............................................................................17 Table 5 – Near Term and Near Term Plus Project Peak Hour LOS Summary...........................22 Table 6 – Cumulative and Cumulative Plus Project Peak Hour LOS Summary .........................27 Table 7 – Vehicle Queuing Summary........................................................................................31 Table 8 – Year 2020 ACTC Roadway Segment Analysis ..........................................................34 Table 9 – Year 2040 ACTC Roadway Segment Analysis ..........................................................34

FIGURES
Figure 1 – Study Area and Intersections .....................................................................................3 Figure 2 – Site Plan.....................................................................................................................4 Figure 3 – Existing Lane Geometry and Traffic Control...............................................................9 Figure 4 – Existing Peak Hour Turning Movement Volumes......................................................10 Figure 5 – Project Trip Distribution............................................................................................13 Figure 6 – Project Peak Hour Turning Movement Volumes.......................................................14 Figure 7 – Pending and Approved Project Locations.................................................................19 Figure 8 – Pending and Approved Peak Hour Turning Movement Volumes..............................20 Figure 9 – Near Term Peak Hour Turning Movement Volumes .................................................21 Figure 10 – Near Term Plus Project Peak Hour Turning Movement Volumes ...........................24 Figure 11 – Cumulative Peak Hour Turning Movement Volumes ..............................................26 Figure 12 – Cumulative Plus Project Peak Hour Turning Movement Volumes...........................29 Figure 13 – Bicycle Facilities.....................................................................................................37 Figure 14 – Transit Facilities .....................................................................................................38 Figure 15 – Intersection #1 Intersection Sight Distance.............................................................40 Transportation Impact Analysis │ 880 Doolittle Drive
January 2024 │ Draft 1

1. INTRODUCTION
The following transportation impact analysis (TIA) has been prepared to determine potential Vehicle Miles Traveled (VMT) impacts and/or Level of Service (LOS) deficiencies associated with the proposed 880 Doolittle Drive project (“Project”) in the City of San Leandro, CA. The project proposes to redevelop the existing building to become a warehousing and distribution spec building totaling 239,573 square feet.

Figure 1 illustrates the location of the project site in relation to the adjacent roadway network. The site would be accessed by an unsignalized full access driveway along Doolittle Drive and an unsignalized full access driveway along Hester Street. The Project site plan is presented in Figure 2.

This TIS was prepared to address the Project’s VMT and LOS effects in order to assist the City of San Leandro (“City”) with planning and the identification of conditions of approval and to mitigate the Project’s VMT impacts or improve identified LOS deficiencies, if necessary. The following discusses the methodology, analysis, and results of the traffic assessment.

STUDY METHODOLOGY

VEHICLE MILES TRAVELED (VMT)
With the passage of SB 743, Vehicle Miles Traveled (VMT) has become an important indicator for determining if a new development will result in a “significant transportation impact” under the California Environmental Quality Act (CEQA). This report summarizes the VMT analysis and resultant findings for the proposed development.

The Alameda County Transportation Commission (ACTC) was developed to implement transportation programs and project across Alameda County. One of its responsibilities is to develop and manage the Countywide travel demand model, which is used for estimating future volumes and VMT based on future land uses and the future roadway network. ACTC has developed maps displaying estimates of VMT per employee based on traffic analysis zone (TAZ) estimates from the Alameda Countywide Travel Demand Model that were used to determine if the project would cause a significant impact.

The City does not have a specified VMT criteria, and therefore per guidance provided by the Governor’s Office of Planning and Research (OPR) Technical Advisory on Evaluating Transportation Impacts in CEQA, the threshold for employment-based VMT uses is set at 15 percent below the regional average.

TRAFFIC OPERATIONS ANALYSIS
A transportation impact analysis was conducted to evaluate the Project’s effect on LOS operations at eight (8) intersections within the project site and adjacent to the project site.

Study Area
The proposed project will generate new vehicular trips that may increase traffic volumes on the nearby street network. To assess changes in traffic conditions associated with the proposed project, the following intersections listed below were evaluated and are shown in Figure 1. The study intersections were selected based on the estimated vehicle trips generated by the project and the distribution of the trips to the roadway network.

Transportation Impact Analysis │ 880 Doolittle Drive
January 2024 │ Draft 2

1. Doolittle Drive and West Project Driveway – Unsignalized

2. Hester Street and North Project Driveway – Unsignalized

3. Hester Street and Adams Avenue – Unsignalized

4. Doolittle Drive and Adams Avenue – Signalized

5. Doolittle Drive and Davis Street – Signalized

6. Davis Street and SB I-880 Ramps – Signalized

7. Davis Street and NB I-880 Ramps – Signalized

8. Airport Access Road and 98th Avenue – Signalized
Analysis Scenarios
This traffic analysis evaluated the following five (5) scenarios:
 Existing Conditions – Based on Existing (2020) traffic counts from the 880 Doolittle Traffic Analysis prepared by Urban Crossroads in October 2021 shown in Appendix A, and existing roadway geometry and traffic control in 2022. Existing (2020) counts were adjusted to the current Existing year (2022) by increasing the volumes by 0.772 percent per year (compounded annually). Trips from the existing site were removed to reflect the vacancy in 2023 conditions. This annual growth rate used in the Urban Crossroads study is based on the average Association of Bay Area Governments (ABAG) projected growth for employment, population, and households for San Leandro.
 Near Term Conditions – Based on adjusted existing traffic volumes, ambient growth along major roadways, and traffic generated by approved developments in the study area. This scenario is based on the roadway geometry and traffic control assumed for year 2024.  Near Term Plus Project Conditions – Based on traffic generated by the proposed project added to Near Term traffic volumes. This scenario is based on the roadway geometry and traffic control assumed for year 2024.
 Cumulative Conditions – Based on future year traffic forecasts from the Alameda County Transportation Commission (ACTC) travel demand model. This scenario is based on the roadway geometry and traffic control assumed for year 2040.
 Cumulative Plus Project Conditions – Based on traffic generated by the proposed project added to Cumulative traffic volumes. This scenario is based on the roadway geometry and traffic control assumed for year 2040.

INTERSTATE 880 Hester St
Adams Ave
Doolittle Dr
Davis St
98th Ave
I-880 SB Ramps
I-880 NB Ramps
Airport Access Rd )I*8R( 1 ST8DY AR(A AND INT(RS(&TIONS 197546001 January 2024 880 Doolittle Drive NOT TO SCALE N PRO-(&T SIT( X L(*(ND ST8DY AR(A INT(RS(&TIONS 2 3 1 5 4 6 7 8 )I*8R( 2 SIT( PLAN 197546001 January 2024 880 Doolittle Drive NOT TO SCALE N SoXrce HPA ArchitectXre
Transportation Impact Analysis │ 880 Doolittle Drive
January 2024 │ Draft 5
Level of Service Standards
Analysis of the study intersections were based on the concept of Level of Service (LOS) and is a qualitative measure used to describe operational conditions. LOS ranges from A (best), which represents minimal delay, to F (worst), which represents heavy delay and a facility that is operating at or near its functional capacity. Levels of service for this study were determined using methods defined in the Highway Capacity Manual, 6th Edition (HCM 6) and Highway Capacity Manual, 2000 (HCM 2000) within Synchro analysis software. Intersections with standard signal phasing were analyzed with HCM 6. Intersections with nonstandard signal phasing or non-standard intersection control were analyzed using HCM 2000 methodologies due to HCM 6 methodology limitations within Synchro. This analysis was prepared based on the standards and methodologies set forth by the City of San Leandro (City).

It should be noted that recent changes to the California Environmental Quality Act (CEQA) now recognizes vehicle miles traveled (VMT) as the primary standard of review for project impacts and is no longer based on intersection delay and LOS. Therefore, the LOS evaluation is provided for informational purposes only and to document the operational changes as a result of the project. The VMT evaluation has been provided in Chapter 4.

The HCM includes procedures for analyzing side street stop controlled (SSSC) and signalized intersections.

The SSSC procedure defines LOS as a function of average control delay for the worst approach.

Conversely, the signalized intersection procedures define LOS as a function of average control delay for the intersection as a whole. Table 1 relates the operational characteristics associated with each LOS category for signalized and unsignalized intersections.

Table 1 – Intersection Level of Service Definitions
Level of
Service Description
Signalized
(Avg. control
delay per
vehicle
sec/veh.)
Unsignalized
(Avg. control
delay per
vehicle
sec/veh.)
A Free flow with no delays. Users are virtually unaffected by others in the traffic stream  10  10
B Stable traffic. Traffic flows smoothly with few delays.  10 – 20  10 – 15 C Stable flow but the operation of individual users
becomes affected by other vehicles. Modest delays.  20 – 35  15 – 25 D
Approaching unstable flow. Operation of individual users becomes significantly affected by other vehicles. Delays may be more than one cycle during peak hours.
 35 – 55  25 – 35
E Unstable flow with operating conditions at or near the capacity level. Long delays and vehicle queuing.  55 – 80  35 – 50 F
Forced or breakdown flow that causes reduced capacity.

Stop and go traffic conditions. Excessive long delays
and vehicle queuing.
 80  50
Sources: Transportation Research Board, Highway Capacity Manual 6th Edition, National Research Council, 2016.

Transportation Impact Analysis │ 880 Doolittle Drive
January 2024 │ Draft 6
The LOS standards as outlined in the City of San Leandro General Plan1 is LOS D. The City does not have a written significant impact criteria. Based on the 880 Doolittle Traffic Analysis by Urban Crossroads, dated October 2021, a project would create a deficiency under the following conditions:
• When a study intersection operates at an acceptable LOS for without project conditions and the addition of project trips causes the intersection to operate at an unacceptable LOS. • When a study intersection operates at an unacceptable LOS for without project conditions and the addition of project trips causes the intersection volume-over-capacity ratio (v/c) to increase by 0.05 or more.

Queuing
The effects of vehicle queuing were analyzed and the 95th percentile queue is reported for all study intersections. The 95th percentile queue length represents a condition where 95 percent of the time during the peak hour, traffic queues will be less than or equal to the queue length determined by the analysis. This is referred to as the “95th percentile queue.” Average queuing is generally less.

Queues that exceed the turn pocket length can create potentially hazardous conditions by blocking through traffic in adjacent travel lanes. The City does not have standards for queuing. For the purpose of this analysis, queuing deficiencies would be considered as operational issues and were considered to occur under conditions where project traffic causes the queue to extend beyond the turn pocket by 25 feet or more (i.e., the length of one vehicle) into adjacent traffic lanes that operate separately from the left or right turn lane. Where the vehicle queue already exceeds that turn pocket length under pre-project conditions, a queuing deficiency would occur if project traffic lengthened the queue by 25 feet or more.

REPORT ORGANIZATION
The remainder of the report is divided into the following chapters:
• Chapter 2: Existing Conditions – describes existing conditions on the roadway network. • Chapter 3: Project Description – describes the project including project trip generation, distribution, and assignment.
• Chapter 4: Vehicles Miles Traveled – describes the Project’s Vehicle Miles Traveled (VMT) methodology, analysis, and results.
• Chapter 5: Traffic Operations Analysis – describes intersection level of service analysis, roadway level of service, and intersection queuing.
• Chapter 6: Alameda County Transportation Commission Land Use Analysis Program – describes results of the Alameda CTC Land Use analysis under Year 2020 and Year 2040 Conditions. • Chapter 7: Site Access and Circulation – describes site access and circulation and parking for the site. This chapters also includes potential effects the proposed project may have on the transit system, pedestrian facilities, and bicycle facilities. • Chapter 8: Parking – describes the vehicle and bicycle parking for the proposed project, as well as required parking.
• Chapter 9: Conclusion – summarizes potential deficiencies and improvements of the proposed project, if necessary.
1 City of San Leandro General Plan, Transportation Element, City of San Leandro, September 2016 Transportation Impact Analysis │ 880 Doolittle Drive
January 2024 │ Draft 7

2. EXISTING CONDITIONS
This chapter describes the existing conditions of the roadway network within the vicinity of the project site.

The chapter also presents existing turning movement volumes and intersection levels of service.

EXISTING ROADWAY NETWORK
INTERSTATE 880 (I-880)
Interstate 880 (I-880) is a north-south freeway that connects to Interstate 280 and State Route 17 to the south to Interstate 80 and Interstate 580 to the north. Within the study area, the roadway consists of six southbound lanes (including one HOV lane) and four northbound lanes. I-880 serves as regional access to the project site. The posted speed limit on I-880 within the study area is 65 mph.

DOOLITTLE DRIVE
Doolittle Drive is a north-south arterial. It connects to Otis Drive and Fernside Boulevard to the north and Belvedere Avenue to the south. The roadway within the study area is two lanes in each direction and has a center two-way left-turn lane (TWLTL). It serves mainly industrial uses along the corridor. Within the study area, the speed limit on Doolittle Drive is 45 miles per hour.

DAVIS STREET
Davis Street is a four-lane, east-west arterial which runs between Business Center Drive and E 14th Street.

The roadway serves residential and commercial uses. Within the study area, the speed limit on Davis Street is 35 miles per hour.

ADAMS AVENUE
Adams Avenue is a two-lane, east-west collector between Doolittle Drive and Bigge Street. The roadway includes Class II bike lanes and on-street parking and serves industrial uses. Within the study area, the speed limit on Adams Avenue is 35 miles per hour.

HESTER STREET
Hester Street is a two-lane, north-south local road connecting to Adams Avenue. The roadway includes onstreet parking and serves industrial uses. Within the study area, there is no posted speed limit but given the classification of the road, it is assumed that the speed limit is 25 miles per hour.

AIRPORT ACCESS ROAD
Airport Access Road is a five-lane, minor collector that connects to Bessie Coleman Drive and Hegenberger Road. The roadway provides access to the Oakland International Airport. Within the study area, there is no posted speed limit but given the classification of the road, it is assumed that the speed limit is 35 miles per hour.

Transportation Impact Analysis │ 880 Doolittle Drive
January 2024 │ Draft 8
98TH AVENUE
98th Avenue is a minor arterial which connects to Bessie Coleman Drive to the west and Golf Links Road to the east. The roadway within the study area consists of six-lanes and serves multiple uses. Within the study area, the posted speed limit is 30 miles per hour.

EXISTING LANE CONFIGURATION AND TRAFFIC CONTROL
Existing intersection lane configuration and traffic controls are illustrated in Figure 3.

EXISTING PEAK-HOUR TURNING MOVEMENT VOLUMES
Volumes are based on Existing (2020) traffic counts from the 880 Doolittle Traffic Analysis2 prepared by Urban Crossroads in October 2021, and existing roadway geometry and traffic control in 2022. Existing (2020) counts were adjusted to the current Existing year (2022) by growing the volumes by 0.772 percent per year (compounded annually). Trips from the existing site were removed to reflect the vacancy in 2023 conditions. This annual growth rate used in the Urban Crossroads study is based on the average ABAG projected growth for employment, population, and households for San Leandro. Existing peak hour turning movement volumes are shown in Figure 4.
2 880 Doolittle Traffic Analysis, Urban Crossroads, Inc., October 2021 INTERSTATE 880 Hester St
Adams Ave
Doolittle Dr
Davis St
98th Ave
I-880 SB Ramps
I-880 NB Ramps
Airport Access Rd N NOT TO SCALE 197546001 January 2024 880 Doolittle Drive )I*8R( 3 (XISTIN* LAN( *(O0(TRY AND TRA))I& &ONTROL West Project Dwy Doolittle Dr
Hester St
North Project Dwy Davis St Davis St
I-880 SB Ramps Davis St Adams Ave 98th Ave
Airport Access Rd
Hester St Adams Ave
Doolittle Dr
Doolittle Dr I-880 NB Ramps 1 2 3 4 5 6 7 8
TWLTL
275'
230' 85' 300'
260'
130' 240'

STOP STOP
STOP
STOP
260' DROP 120' 170'
180'
65' 560'
355' 400' 1000'
260'
160'DROP
100'
50' 90'
185' 185'
140' L(*(ND PRO-(&T SIT( X ST8DY AR(A INT(RS(&TIONS DROP DROP LAN( TRA))I& SI*NAL STOP SI*N STORA*( L(N*TH STOP XX' &HANN(LI=(D RI*HT T8RN 2 3 1 5 4 6 7 8 TWLTL TWO-WAY L()T-T8RN LAN( INTERSTATE 880 Hester St
Adams Ave
Doolittle Dr
Davis St
98th Ave
I-880 SB Ramps
I-880 NB Ramps
Airport Access Rd N NOT TO SCALE 197546001 January 2024 880 Doolittle Drive )I*8R( 4 (XISTIN* P(A. HO8R T8RNIN* 0O9(0(NT 9OL80(S West Project Dwy Doolittle Dr
Hester St
North Project Dwy Davis St Davis St
I-880 SB Ramps Davis St Adams Ave L(*(ND PRO-(&T SIT( X ST8DY AR(A INT(RS(&TIONS XX(YY) A0(P0) P(A. HO8R 9OL80( 98th Ave Airport Access Rd
Hester St Adams Ave
Doolittle Dr
Doolittle Dr I-880 NB Ramps 2 3 1 5 4 6 7 8 14(4)
2(10)
1040(991)
18(6)
11(12)
828(858) 1 10(37) 10(38)
12(3)
46(14)2 5(16) 102(153)
52(1)
247(138)
14(34)
6(39) 3 88(154) 32(80)
637(1111)
41(15)
740(830)
185(142) 4 249(180) 125(76) 748(458)
36(44)
169(116)
45(61)
47(40)
299(772)
326(606)
783(422)
219(230)
48(18) 5 1167(916) 408(433) 510(666) 851(1284)
601(595)
212(414) 6 1116(931) 539(361)
495(570)
569(1128)
452(417)
240(486) 7 57(74) 754(512) 368(267) 1(7) 639(911) 93(71) 8(4)
6(24)
53(68)
76(146)
11(10)
29(74) 8
Transportation Impact Analysis │ 880 Doolittle Drive
January 2024 │ Draft 11

3. PROJECT DESCRIPTION
This chapter presents a description of the proposed site use, trip generation, trip distribution, and trip assignment for the proposed project on the transportation system.

PROPOSED SITE USE
The project proposes to redevelop the existing building to become a warehousing and distribution spec building totaling 239,573 square feet. The existing building has been vacant since 2020 (after the counts were taken) and was not occupied during Existing (2023) conditions. Therefore, no existing trip credits were taken.

TRIP GENERATION
Trip generation for projects are typically calculated based on information contained in the Institute of Transportation Engineer’s (ITE) publication, Trip Generation Manual, 11th Edition3. The manual is a standard reference used by jurisdictions throughout the country for the estimation of trip generation of proposed projects. A trip is defined in the Trip Generation Manual as a single or one-directional vehicle movement with either the origin or destination at the project site. In other words, a trip can be either “to” or “from” the site and therefore, a single visitor to a site is counted as two.

For purposes of determining the worst-case deficiencies of traffic on the surrounding street network, the trips generated by a proposed project are estimated for the AM peak hour (between the hours of 7:00 AM and 9:00 AM), and for the PM peak hour (between 4:00 PM and 6:00 PM) on a typical weekday. Trips generated by the proposed project were based on the rates for ITE Land Use 155 (High-Cube Fulfillment Center – Sort).

Table 2 presents the trip generation for the proposed project. The project would generate 208 trips in the AM peak hour and 287 trips in the PM peak hour.
3 Trip Generation Manual, 11th Edition, Institute of Transportation Engineers, 2021.

Transportation Impact Analysis │ 880 Doolittle Drive
January 2024 │ Draft 12
Table 2 – Project Trip Generation
Vehicle Type Daily
AM Peak Hour (7:00-9:00) PM Peak Hour (4:00-6:00)
In Out Total In Out Total
100% ITE (LU 155 Sort) High-Cube Fulfillment Center2
Rates
Passenger Car 6.25 0.69 0.16 0.85 0.46 0.72 1.18
Truck 0.19 0.01 0.01 0.02 0.01 0.01 0.02
Trips
Passenger Car 1,497 167 36 203 110 172 282
Truck 46 2 3 5 2 3 5
Total 1,543 169 39 208 112 175 287
1 Existing trip generation is based on the 880 Doolittle Traffic Analysis prepared by Urban Crossroads in October 2021. 2 Proposed trip generation based on ITE Trip Generation Manual, 11th Edition.

PROJECT TRIP DISTRIBUTION AND ASSIGNMENT
The Project’s trip distribution was estimated based on the project access locations, freeway access, and roadway network within the study area. Figure 5 presents the trip distribution assumed for the Near Term Plus Project and Cumulative Plus Project analysis.

Based on the assumed trip distribution, the volumes generated by the project were assigned to the roadway network. Trip assignment to the project driveways was based on the on-site circulation and available movements for each driveway. Figure 6 presents the project’s AM and PM peak hour trip assignment.

INTERSTATE 880 Hester St
Adams Ave
Doolittle Dr
Davis St
98th Ave
I-880 SB Ramps
I-880 NB Ramps
Airport Access Rd )I*8R( 5 PRO-(&T TRIP DISTRIB8TION 197546001 January 2024 880 Doolittle Drive NOT TO SCALE N PRO-(&T SIT( X L(*(ND ST8DY AR(A INT(RS(&TIONS 2 3 1 5 4 6 7 8 TRIP DISTRIB8TION XX INTERSTATE 880 Hester St
Adams Ave
Doolittle Dr
Davis St
98th Ave
I-880 SB Ramps
I-880 NB Ramps
Airport Access Rd N NOT TO SCALE 197546001 January 2024 880 Doolittle Drive )I*8R( 6 PRO-(&T P(A. HO8R T8RNIN* 0O9(0(NT 9OL80(S West Project Dwy Doolittle Dr
Hester St
North Project Dwy Davis St Davis St 2 3 1 5 4 6 7 8
I-880 SB Ramps Davis St Adams Ave L(*(ND PRO-(&T SIT( X ST8DY AR(A INT(RS(&TIONS XX(YY) A0(P0) P(A. HO8R 9OL80( 98th Ave Airport Access Rd
Hester St Adams Ave
Doolittle Dr
Doolittle Dr I-880 NB Ramps
7(32)5(22)
7(5)
85(56) 1 3(11) 25(110)
69(47)
8(5) 2 42(29)
35(23)
23(99)
5(23) 3 5(23)
7(5)
35(23)
5(22) 4 75(49)
2(9)
5(23)
10(7) 5 73(48) 3(11) 2(10) 6 10(7)
2(10)
63(41) 7
30(20)
7(32) 8
Transportation Impact Analysis │ 880 Doolittle Drive
January 2024 │ Draft 15

4. VEHICLE MILES TRAVELED (VMT)
This chapter summarizes the Project’s Vehicle Miles Traveled (VMT) methodology, analysis, and results.

VMT METHODOLOGY
The City has not yet adopted VMT guidelines or a methodology for determining VMT impacts. Therefore, the Project’s VMT evaluation relied on guidance provided by the Governor’s Office of Planning and Research (OPR) Technical Advisory on Evaluating Transportation Impacts in CEQA4 to determine potential impacts under Senate Bill (SB) 743. It should be noted that the ACTC VMT tools and maps are consistent with OPR methodology and the recommended 15 percent below regional average threshold. The approach outlined by the OPR Technical Advisory does not specifically address industrial facilities. However, for the purposes of this analysis, it is assumed that the employee VMT for this Project would have a similar VMT as an employee for an office use. Therefore, the Project was analyzed as an office project, which is evaluated based on VMT per employee since the predominant driver of VMT for the proposed Project would be commute trips and other employee-based trips. This approach is consistent with OPR guidelines which states, “where methodologies exist that can estimate the full extent of vehicle miles traveled from a project, the lead agency should apply them to do so”.

VMT ANALYSIS
The ACTC has developed maps displaying estimates of VMT per employee based on traffic analysis zone (TAZ) estimates from the Alameda Countywide Travel Demand Model. Based on the VMT per Employee map for the Central Planning Area shown in Appendix B, the project is located in an area with a VMT equal to 15.34 in 2020 and 16.08 in 2040.

Based on the VMT per Employee map for the Central Planning Area in year 2020 provided by the ACTC, the project is located in an area with a VMT equal to 15.34. The target VMT, which is 15 percent below the average, for Central Planning Area is 16.3. Since the proposed project VMT does not exceeds the Central Planning Area threshold, the project will result in a less than significant VMT impact.

Based on the VMT per Employee table for the Central Planning Area in year 2040 provided by the ACTC, the project is located in an area with a VMT equal to 16.08. The target VMT, which is 15 percent below the average, for Central Planning Area is 16.2. Since the proposed project VMT does not exceeds the Central Planning Area threshold, the project will result in a less than significant VMT impact.

Table 3 summarizes the VMT analysis.
4 Technical Advisory on Evaluating Transportation Impacts in CEQA, Governor’s Office of Planning and Research, December 2018.

Transportation Impact Analysis │ 880 Doolittle Drive
January 2024 │ Draft 16
Table 3 – VMT Analysis Summary
Category
2020 2040
Central Planning
Area
Central Planning
Area
Average VMT per Employee 19.2 19.1
Threshold VMT per Employee (85% of Average) 16.3 16.2
Project TAZ Average VMT per Employee 15.34 16.08
VMT Reduction Percentage Needed 0% 0%
Transportation Impact Analysis │ 880 Doolittle Drive
January 2024 │ Draft 17

5. TRAFFIC OPERATIONS ANALYSIS
This chapter will discuss the traffic operations analysis that was conducted to determine the effect of the proposed project on the transportation system. The operations analysis includes intersection level of service and intersection queuing.

EXISTING CONDITIONS
Existing conditions represent operations based on the existing roadway configuration (Figure 3) and existing volumes (Figure 4).

INTERSECTION LEVEL OF SERVICE
Traffic operations were evaluated at the study intersections under existing traffic conditions. Results of the analysis are presented in Table 4. All study intersections function within acceptable LOS standards under this analysis scenario except for Intersection #5 – Doolittle Drive and Davis Street in the AM peak hour.

Table 4 – Existing Peak Hour LOS Summary
# Intersection LOS
Criteria Jurisdiction Control1
Existing
AM Peak PM Peak
LOS Delay2
(sec) v/c LOS Delay2(sec) v/c
1 Doolittle Drive/West Project
Driveway D City SSSC
A 0.3 - A 0.2 -
Worst Approach C 17.9 0.37 B 13.5 0.36
2 Hester Street/North Project
Driveway4
D City SSSC
A 6.7 - A 8.4 -
Worst Approach A 9.6 0.03 A 9.4 0.05
3 Hester Street/Adams Avenue
D City SSSC
A 0.6 - A 2.3 -
Worst Approach B 10.9 0.20 B 10.6 0.11
4 Doolittle Drive/Adams Avenue3 D City Signal B 10.9 0.43 B 10.7 0.68 5 Doolittle Drive/Davis Street D City Signal F 107.4 0.93 D 54.5 0.72 6 Davis Street/SB I-880 Ramps3 D City Signal B 13.3 0.70 B 14.3 0.59 7 Davis Street/NB I-880 Ramps3 D City Signal B 11 0.61 B 13.7 0.64 8 Airport Access Road/98th
Avenue3 D City Signal C 34.8 0.40 D 40.1 0.49
Note: Intersections that are operating below acceptable levels are shown in BOLD. 1 SSSC = Side Street Stop Control
2 The average control delay is reported for signalized intersections. The average control delay and the delay for the worst approach are reported for SSSC intersections.
3 Analyzed using HCM 2000 due to non-NEMA phasing.
4 Analyzed using HCM 2000 due to errors with HCM 6 within Synchro 11.

Analysis sheets are provided in Appendix C.

Transportation Impact Analysis │ 880 Doolittle Drive
January 2024 │ Draft 18

NEAR TERM TRAFFIC CONDITIONS

LANE GEOMETRY
Under Near Term conditions, no roadway improvements were assumed, therefore existing lane geometry was assumed as shown in Figure 3.

TRAFFIC VOLUMES
At the time of the analysis (November 2022), the San Leandro Developments map and table was downloaded from the City’s website and used to determine which projects would be included in the Near Term Conditions. Projects within the vicinity of the project site that were proposed or approved were assumed to be generating vehicle traffic under Near Term Conditions. All pending and approved projects were considered; however, only the projects that would generate a substantial number of trips and were located close enough to affect the study area were included in the analysis. Figure 7 lists the projects that were included in the Near Term traffic and shows the location of all approved and pending projects.

Locations shown in red were included in the analysis and locations shown in blue were considered but not included in the analysis. Specifically, the Oakland Airport Golf Course Parking Lot project was included.

Volumes along major arterials such as Doolittle Drive and 98th Avenue were also grown by 0.772 percent per year (compounded annually) to account for trips generated by future developments outside of San Leandro. Pending and approved project volumes are shown in Figure 8.

INTERSECTION LEVEL OF SERVICE
Near Term volumes were evaluated at the study intersections and are presented in Figure 9. Results are presented in Table 5. All study intersections function within acceptable LOS standards under this analysis scenario except for Intersection #5 – Doolittle Drive and Davis Street.

Analysis sheets are provided in Appendix C.

INTERSTATE 880 )I*8R( 7 P(NDIN* AND APPRO9(D PRO-(&T LO&ATIONS 197546001 January 2024 880 Doolittle Drive NOT TO SCALE N L(*(ND PROPOS(D PRO-(&T SIT( P(NDIN* OR APPRO9(D PRO-(&T NOT IN&L8D(D IN ANALYSIS P(NDIN* OR APPRO9(D PRO-(&T IN&L8D(D IN ANALYSIS 2 3 1 5 4 6 7 8 X ST8DY INT(RS(&TION INTERSTATE 880 Hester St
Adams Ave
Doolittle Dr
Davis St
98th Ave
I-880 SB Ramps
I-880 NB Ramps
Airport Access Rd N NOT TO SCALE 197546001 January 2024 880 Doolittle Drive )I*8R( 8 P(NDIN* AND APPRO9(D PRO-(&T P(A. HO8R T8RNIN* 0O9(0(NT 9OL80(S West Project Dwy Doolittle Dr
Hester St
North Project Dwy Davis St Davis St
I-880 SB Ramps Davis St Adams Ave L(*(ND PRO-(&T SIT( X ST8DY AR(A INT(RS(&TIONS XX(YY) A0(P0) P(A. HO8R 9OL80( 98th Ave Airport Access Rd
Hester St Adams Ave
Doolittle Dr
Doolittle Dr I-880 NB Ramps 2 3 1 5 4 6 7 8 42(37)
107(84)
62(62) 1 2 10(7) 3 25(21)
17(16)
75(65)
10(7)
51(55) 4 26(26) 12(20)
4(2)
11(7)
27(34)
41(19)
42(29)
27(22) 5 9(6) 25(33) 21(35) 16(12) 48(26)
13(13)
51(21)6 3(2) 39(59) 21(35)
14(11)81(33)
28(26)
51(21) 7 6(6) 6(6)
7(7)
4(6)
3(0) 8
INTERSTATE 880 Hester St
Adams Ave
Doolittle Dr
Davis St
98th Ave
I-880 SB Ramps
I-880 NB Ramps
Airport Access Rd N NOT TO SCALE 197546001 January 2024 880 Doolittle Drive )I*8R( 9 N(AR T(R0 P(A. HO8R T8RNIN* 0O9(0(NT 9OL80(S West Project Dwy Doolittle Dr
Hester St
North Project Dwy Davis St Davis St
I-880 SB Ramps Davis St Adams Ave L(*(ND PRO-(&T SIT( X ST8DY AR(A INT(RS(&TIONS XX(YY) A0(P0) P(A. HO8R 9OL80( 98th Ave Airport Access Rd
Hester St Adams Ave
Doolittle Dr
Doolittle Dr I-880 NB Ramps 2 3 1 5 4 6 7 8 14(4)
2(10)
42(37)
1147(1075)
18(6)
11(12)
890(920) 1 10(37) 10(38)
12(3)
46(14)2 15(23) 102(153)
52(1)
247(138)
14(34)
6(39) 3 88(154) 57(101) 17(16)
712(1176)
41(15)
791(885)
195(149) 4 275(206) 125(76) 760(478)
36(44)
169(116)
49(63)
58(47)
326(806)
367(625)
825(451)
246(252)
48(18) 5 9(6) 1192(949) 429(468) 526(678) 899(1310)
614(608)
263(435) 6 3(2) 1155(990) 560(396)
509(581)
650(1161)
480(443)
291(507) 7 57(74) 754(512) 374(273) 1(7) 639(911) 99(77) 8(4)
13(31)
53(68)
79(146)
11(10)
33(80) 8
Transportation Impact Analysis │ 880 Doolittle Drive
January 2024 │ Draft 22
Table 5 – Near Term and Near Term Plus Project Peak Hour LOS Summary # Intersection LOS
Criteria Jurisdiction Control1
Near Term Near Term Plus Project
AM Peak PM Peak AM Peak PM Peak
LOS Delay2
(sec) v/c LOS Delay2(sec) v/c LOS Delay2(sec)
Delay
Var
(sec)
v/c v/c Var LOS Delay2
(sec)
Delay
Var
(sec)
v/c v/c Var
1 Doolittle Drive/West Project
Driveway D City SSSC
A 0.3 - A 0.2 - A 0.4 0.1 - - A 0.6 0.4 - -
Worst Approach C 19.2 0.4 B 14.1 0.39 C 19.8 0.6 0.40 0.00 C 18.7 4.6 0.39 0.00 2 Hester Street/North Project
Driveway4
D City SSSC
A 6.7 - A 8.4 - A 4.9 -1.8 - - A 8.1 -0.3 - -
Worst Approach A 9.6 0.03 A 9.4 0.05 B 10.4 0.8 0.06 0.03 B 10.7 1.3 0.21 0.16 3 Hester Street/Adams Avenue
D City SSSC
A 0.8 - A 2.5 - A 1.9 1.1 - - A 4.9 2.4 - -
Worst Approach B 11.0 0.20 B 10.7 0.12 B 11.7 0.7 0.23 0.03 B 12.1 1.4 0.30 0.18 4 Doolittle Drive/Adams Avenue3 D City Signal B 11.0 0.46 B 12.0 0.71 B 13.4 2.4 0.49 0.03 B 13.7 1.7 0.72 0.01 5 Doolittle Drive/Davis Street D City Signal F 110.7 0.97 E 62.7 0.76 F 127.4 16.7 1.04 0.07 E 67.4 4.7 0.80 0.04 6 Davis Street/SB I-880 Ramps3 D City Signal B 14.1 0.75 B 14.7 0.64 B 14.7 0.6 0.78 0.03 B 14.9 0.2 0.66 0.02 7 Davis Street/NB I-880 Ramps3 D City Signal B 11.8 0.67 B 14.4 0.66 B 12.2 0.4 0.69 0.02 B 14.5 0.1 0.68 0.02 8 Airport Access Road/98th Avenue3 D City Signal C 34.8 0.40 D 40.9 0.50 C 34.5 -0.3 0.40 0.00 D 40.4 -0.5 0.51 0.01 Note: Intersections that are operating below acceptable levels are shown in BOLD. Project caused deficiencies are shaded. 1 SSSC = Side Street Stop Control
2 The average control delay is reported for signalized intersections. The average control delay and the delay for the worst approach is reported for SSSC intersections. 3 Analyzed using HCM 2000 due to non-NEMA phasing.
4 Analyzed using HCM 2000 due to errors with HCM 6 within Synchro 11.

Transportation Impact Analysis │ 880 Doolittle Drive
January 2024 │ Draft 23

NEAR TERM PLUS PROJECT

LANE GEOMETRY AND CONTROL
The project is not proposing any roadway improvements at any study intersection and therefore Near Term Plus Project conditions assumed existing lane geometry as illustrated in Figure 3.

TRAFFIC VOLUMES
The Project is estimated to generate a net 497 daily trips, a total of 49 AM peak hour trips (89 inbound and -40 outbound), and 152 PM peak hour trips (55 inbound and 97 outbound). Near Term Plus Project volumes were determined by adding the total project traffic, Figure 6, to the Near Term conditions volume, Figure

9. Near Term Plus Project peak hour volumes are shown in Figure 10.

INTERSECTION LEVEL OF SERVICE
Near Term Plus Project traffic conditions were evaluated at the study intersections. Results are presented in Table 5. All study intersections function within acceptable LOS standards under this analysis scenario during the AM and PM peak hours except for Intersection #5 – Doolittle Drive and Davis Street. In the AM peak hour, this intersection deficiency is considered a project deficiency because it operates at an unacceptable LOS for without project conditions and the addition of project trips causes the intersection v/c to increase by 0.05 or more.

Analysis sheets are provided in Appendix C.

INTERSTATE 880 Hester St
Adams Ave
Doolittle Dr
Davis St
98th Ave
I-880 SB Ramps
I-880 NB Ramps
Airport Access Rd N NOT TO SCALE 197546001 January 2024 880 Doolittle Drive )I*8R( 10 N(AR T(R0 PL8S PRO-(&T P(A. HO8R T8RNIN* 0O9(0(NT 9OL80(S West Project Dwy Doolittle Dr
Hester St
North Project Dwy Davis St Davis St
I-880 SB Ramps Davis St Adams Ave L(*(ND PRO-(&T SIT( X ST8DY AR(A INT(RS(&TIONS XX(YY) A0(P0) P(A. HO8R 9OL80( 98th Ave Airport Access Rd
Hester St Adams Ave
Doolittle Dr
Doolittle Dr I-880 NB Ramps 2 3 1 5 4 6 7 8 21(36)
7(32)
42(37)
1147(1075)
25(11)
96(68)
890(920) 1 13(48) 35(148)
81(50)
54(19)2 57(52) 102(153)
87(24)
247(138)
37(133)
11(62) 3 88(154) 62(124) 17(16)
719(1181)
76(38)
796(907)
195(149) 4 275(206) 125(76) 835(527)
36(44)
169(116)
49(63)
58(47)
328(815)
372(648)
835(458)
246(252)
48(18) 5 9(6) 1265(997) 429(468) 529(689) 901(1320)
614(608)
263(435) 6 3(2) 1165(997) 560(396)
509(581)
652(1171)
543(484)
291(507) 7 57(74) 754(512) 374(273) 1(7) 639(911) 99(77) 8(4)
43(51)
53(68)
40(112)
79(146)
11(10) 8
Transportation Impact Analysis │ 880 Doolittle Drive
January 2024 │ Draft 25

CUMULATIVE TRAFFIC CONDITIONS

LANE GEOMETRY
Under Cumulative conditions, no roadway improvements were assumed, therefore existing lane geometry was assumed as shown in Figure 3.

TRAFFIC VOLUMES
To account for future development and growth within the County, the Cumulative traffic volumes were developed by determining a growth rate from the ACTC Model. Existing and future year model outputs were acquired for the roadway links in the study area. These link volumes were then used to determine an annual growth rate that was applied to the Existing volumes. The volumes were reviewed to ensure that there would be no decrease in volumes from Existing or Near Term to the Cumulative year. For locations where the volumes would decrease, they were conservatively assumed to equal the Near Term volume and rounded up to the nearest 10 vehicles. Cumulative peak hour volumes are presented in Figure 11.

INTERSECTION LEVEL OF SERVICE
Cumulative volumes were evaluated at the study intersections. Results are presented in Table 6. All study intersections function within acceptable LOS standards under this analysis scenario except for Intersection #5 – Doolittle Drive and Davis Street and Intersection #8 – Airport Access Road and 98th Avenue.

Analysis sheets are provided in Appendix C.

INTERSTATE 880 Hester St
Adams Ave
Doolittle Dr
Davis St
98th Ave
I-880 SB Ramps
I-880 NB Ramps
Airport Access Rd N NOT TO SCALE 197546001 January 2024 880 Doolittle Drive )I*8R( 11 &808LATI9( P(A. HO8R T8RNIN* 0O9(0(NT 9OL80(S West Project Dwy Doolittle Dr
Hester St
North Project Dwy Davis St Davis St
I-880 SB Ramps Davis St Adams Ave L(*(ND PRO-(&T SIT( X ST8DY AR(A INT(RS(&TIONS XX(YY) A0(P0) P(A. HO8R 9OL80( 98th Ave Airport Access Rd
Hester St Adams Ave
Doolittle Dr
Doolittle Dr I-880 NB Ramps 2 3 1 5 4 6 7 8 19(13)
6(10)
1513(1622)
22(10)
16(17)
1124(1158) 1 15(42) 15(42)
22(13)
56(24)2 5(23) 238(225)
66(3)
315(152)
49(46)
14(36) 3 125(224) 32(90)
1085(1681)
57(16)
234(157)
987(1115) 4 280(327) 155(125) 948(812)
46(51)
208(144)
55(66)
58(49)
343(1072)
752(913)
916(461)
448(270)
56(18) 5 1266(1425) 734(478) 534(687) 1238(1554) 2(1)
627(621)
273(667) 6 1282(1062) 592(406)
788(664)
731(1555)
490(777)
316(517) 7 72(86) 1938(1581) 435(282) 1(8) 851(2250) 93(81) 11(9)
12(30)
53(115)
79(151)
17(14)
32(78) 8
Transportation Impact Analysis │ 880 Doolittle Drive
January 2024 │ Draft 27
Table 6 – Cumulative and Cumulative Plus Project Peak Hour LOS Summary # Intersection LOS
Criteria Jurisdiction Control1
Cumulative Cumulative Plus Project
AM Peak PM Peak AM Peak PM Peak
LOS Delay2
(sec) v/c LOS Delay2(sec) v/c LOS Delay2(sec)
Delay
Var (sec) v/c v/c Var LOS Delay2(sec)
Delay
Var (sec) v/c v/c Var
1 Doolittle Drive/West Project Driveway
D City SSSC
A 0.3 - A 0.2 - A 0.5 0.2 - - A 0.8 0.6 - -
Worst Approach C 24.9 0.51 C 21.1 0.51 D 27.2 2.3 0.51 0.00 D 28.4 7.3 0.51 0.00 2 Hester Street/North Project Driveway4
D City SSSC
A 6.4 - A 7.7 - A 5.2 -1.2 - - A 8.1 0.4 - -
Worst Approach A 10.0 0.04 A 9.7 0.06 B 10.8 0.8 0.07 0.03 B 11.2 1.5 0.23 0.17 3 Hester Street/Adams Avenue
D City SSSC
A 1.5 - A 2.3 - A 2.5 1.0 - - A 4.7 2.4 - -
Worst Approach C 15.1 0.26 B 11.6 0.14 C 17.6 2.5 0.28 0.02 B 13.2 1.6 0.34 0.20 4 Doolittle Drive/Adams Avenue3 D City Signal B 11.8 0.6 C 27.2 1.02 B 13.3 1.5 0.62 0.02 C 30.6 3.4 1.02 0.00 5 Doolittle Drive/Davis Street D City Signal F 156.8 1.20 F 177.8 1.17 F 173.2 16.4 1.27 0.07 F 189.8 12.0 1.21 0.04 6 Davis Street/SB I-880 Ramps3 D City Signal B 14.2 0.76 C 21.3 0.85 B 14.6 0.4 0.78 0.02 C 23.6 2.3 0.87 0.02 7 Davis Street/NB I-880 Ramps3 D City Signal B 11.8 0.77 C 28.5 0.89 B 12.2 0.4 0.78 0.01 C 29.4 0.9 0.90 0.01 8 Airport Access Road/98th Avenue3 D City Signal E 66.9 0.61 F 441.7 1.29 E 66.4 -0.5 0.61 0.00 F 437.1 -4.6 1.30 0.01 Note: Intersections that are operating below acceptable levels are shown in BOLD. Project caused deficiencies are shaded. 1 SSSC = Side Street Stop Control
2 The average control delay is reported for signalized intersections. The average control delay and the delay for the worst approach is reported for SSSC intersections. 3 Analyzed using HCM 2000 due to non-NEMA phasing.
4 Analyzed using HCM 2000 due to errors with HCM 6 within Synchro 11.

Transportation Impact Analysis │ 880 Doolittle Drive
January 2024 │ Draft 28

CUMULATIVE PLUS PROJECT

LANE GEOMETRY AND CONTROL
The project is not proposing any roadway improvements at any study intersection and therefore Cumulative Plus Project conditions assumed existing lane geometry as illustrated in Figure 3.

TRAFFIC VOLUMES
The Project is estimated to generate a net 497 daily trips, a total of 49 AM peak hour trips (89 inbound and -40 outbound), and 152 PM peak hour trips (55 inbound and 97 outbound). Cumulative Plus Project volumes were determined by adding the total project traffic, Figure 6, to the Cumulative conditions volume, Figure 11. Cumulative Plus Project peak hour volumes are shown in Figure 12.

INTERSECTION LEVEL OF SERVICE
Cumulative Plus Project traffic conditions were evaluated at the study intersections. Results are presented in Table 6. Intersections operate unacceptably but are not considered a project deficiency if the intersection is operating unacceptably without the project and the increase in v/c is less than 0.05. Intersection #8 – Airport Access Road and 98th Avenue operates unacceptably in the AM and PM peak hours, but is not considered a project deficiency because the project increases the v/c by less than 0.05. Intersection #5 – Doolittle Drive and Davis Street operates unacceptably in the AM and PM peak hours and is considered a project deficiency in the AM peak hour because the project increases the v/c by more than 0.05.

Analysis sheets are provided in Appendix C.

INTERSTATE 880 Hester St
Adams Ave
Doolittle Dr
Davis St
98th Ave
I-880 SB Ramps
I-880 NB Ramps
Airport Access Rd N NOT TO SCALE 197546001 January 2024 880 Doolittle Drive )I*8R( 12 &808LATI9( PL8S PRO-(&T P(A. HO8R T8RNIN* 0O9(0(NT 9OL80(S West Project Dwy Doolittle Dr
Hester St
North Project Dwy Davis St Davis St
I-880 SB Ramps Davis St Adams Ave L(*(ND PRO-(&T SIT( X ST8DY AR(A INT(RS(&TIONS XX(YY) A0(P0) P(A. HO8R 9OL80( 98th Ave Airport Access Rd
Hester St Adams Ave
Doolittle Dr
Doolittle Dr I-880 NB Ramps 2 3 1 5 4 6 7 8 26(45)
11(32)
1513(1622)
29(15)
101(73)
1124(1158) 1 18(53) 40(152)
91(60)
64(29)2 47(52) 238(225)
101(26)
315(152)
37(135)
54(69) 3 125(224) 37(113)
1092(1686)
92(39)
234(157)
992(1137) 4 280(327) 155(125) 1023(861)
46(51)
208(144)
55(66)
58(49)
345(1081)
757(936)
926(468)
448(270)
56(18) 5 1339(1473) 734(478) 537(698) 1240(1564) 2(1)
627(621)
273(667) 6 1292(1069) 592(406)
788(664)
733(1565)
553(818)
316(517) 7 72(86) 1938(1581) 435(282) 1(8) 851(2250) 93(81) 11(9)
42(50)
53(115)
39(110)
79(151)
17(14) 8
Transportation Impact Analysis │ 880 Doolittle Drive
January 2024 │ Draft 30

VEHICLE QUEUING
As congestion increases, it is common for traffic at intersections to form lines of stopped (or queued) vehicles. Queue lengths were determined for turn lanes in which significant project trips are being added, and the distance that vehicles will back up approaching an intersection were estimated. Synchro software calculates the 95th percentile queues based on Synchro software methodology. The 95th percentile queue is used to account for fluctuations in traffic and represents a condition where 95 percent of the time during the peak period, traffic volumes will be less than or equal to the queue determined by the analysis. It is used as a benchmark for determining deficiencies as a standard transportation engineering practice. A typical vehicle length of 25 feet was used in the queuing analysis. The effect of vehicle queuing was analyzed by reporting the 95th percentile queues for turning movements where the project would add trips to existing or proposed turn pockets. Left-turn lane vehicle queuing that exceeds a turn pocket length can create potentially hazardous conditions by blocking or disrupting through traffic in adjacent travel lanes. An operational deficiency, and not a significant impact, was assumed to occur if the left turn queue increases by one or more vehicles and the vehicle queue exceeds the left turn pocket length.

All queue lengths are contained within the available storage and the project does not increase the queue by one or more vehicles, except for the following movements:
• Intersection #5 – Doolittle Drive and Davis Street
o Westbound right-turn (AM peak hour in Near Term plus Project and Cumulative plus Project scenarios)
The analysis showed that the westbound right-turn queue at Doolittle Drive and Davis Street exceeds the storage bay length of 120 feet. In the Near Term plus Project scenario and Cumulative plus Project scenario, the project trips increased the westbound right-turn queue by 146 feet and 141 feet in the AM peak hour, respectively. However, since the westbound right-turn vehicles will go during the same signal phase as the westbound through vehicles, this is not considered a queuing deficiency. Therefore, although the westbound right-turn queue extends beyond the storage length, it is not expected to cause any safety issues and no improvement is necessary.

The vehicle queuing summary is shown in Table 7.

Transportation Impact Analysis │ 880 Doolittle Drive
January 2024 │ Draft 31
Table 7 – Vehicle Queuing Summary
# Intersection Control Movement
Storage
Length
(ft)
Existing Near Term Near Term Plus
Project Cumulative Cumulative Plus Project
AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak 4 Doolittle
Dr/Adams Ave Signal
WBR 85 <25 25 <25 25 <25 30 <25 26 <25 29
NBR 230 44 26 46 27 46 27 49 28 49 28
SBL 275 51 <25 51 <25 107 41 76 <25 131 43
5 Doolittle Dr/Davis
St Signal WBR 120 904 282 935 323 1,081 394 1,309 988 1,450 1,086 SBL 260 183 458 206 477 209 500 580 765 586 788
6 Davis St/SB I-880 Signal EBR 400 40 53 40 54 41 54 41 54 41 55 SBR 350 201 154 209 163 214 166 222 257 222 257
Note: NBR=northbound right, SBL=southbound left, SBR=southbound right, EBR=eastbound right, WBL=westbound left, WBR=westbound right Queues exceeding available storage by greater than 25 feet are shown in bold.

Deficient queues that increase by more than 25 feet under project conditions are shaded.

Transportation Impact Analysis │ 880 Doolittle Drive
January 2024 │ Draft 32

6. ALAMEDA COUNTY TRANSPORTATION COMMISSION LAND USE

ANALYSIS PROGRAM
This chapter presents the results of the Alameda CTC Land Use analysis under Year 2020 and Year 2040 Conditions, with and without the Project, in the PM peak hour.

YEAR 2020 AND YEAR 2040 NO PROJECT CONDITIONS
The Alameda CTC Land Use analysis was performed to comply with its congestion management plan (CMP) Land Use Analysis Program. In the CMP, development projects generating more than 100 PM net new peak hour trips are analyzed to determine its impact on Metropolitan Transportation System (MTS) roadways. Since the ACTC Land Use Analysis Program’s 100-trip criteria is in the PM peak hour and the project generates greater project trips in the PM peak hour than the AM peak hour, the analysis was evaluated in the PM peak hour only.

The Alameda CTC travel demand model for Year 2020 and Year 2040 was used to determine 2020 and 2040 traffic volumes in the PM peak hour along the MTS roadways of Doolittle Drive and Davis Street.

Traffic volumes and the number of lanes in each direction were used to determine the segment v/c ratio. It is assumed that the capacity of the roadway segment is 800 vehicles per hour per lane (vphpl).

Based on the analysis, the following MTS roadway segments operate at an unacceptable LOS F in Year 2020 and 2040 Conditions during the PM peak hour:

Year 2020 Conditions
• Northbound Doolittle Drive from Davis Street to Adams Avenue • Eastbound Davis Street from Doolittle Drive to I-880 SB Ramps Year 2040 Conditions
• Northbound Doolittle Drive from Davis Street to Adams Avenue • Southbound Doolittle Drive from Adams Avenue to Davis Street • Eastbound Davis Street from Doolittle Drive to I-880 SB Ramps • Westbound Davis Street from I-880 SB Ramps to Doolittle Drive YEAR 2020 AND YEAR 2040 PLUS PROJECT CONDITIONS
Project trips during the PM peak hour were added to the roadway segments under Year 2020 and Year 2040 Conditions to determine the v/c ratio under Plus Project Conditions. Based on the analysis, the following roadway segments continue to operate at an unacceptable LOS F in Plus Project Conditions:

Year 2020 Plus Project Conditions
• Northbound Doolittle Drive from Davis Street to West Project Driveway o With the addition of the project trips, this results in an increase in v/c of more than 0.02 – Project Deficiency
• Northbound Doolittle Drive from Adams Avenue to West Project Driveway o With the addition of the project trips, this results in an increase in v/c of less than 0.02 – Not a Deficiency
• Eastbound Davis Street from Doolittle Drive to I-880 SB Ramps o With the addition of the project trips, this results in an increase in v/c of less than 0.02 – Not a Deficiency
Transportation Impact Analysis │ 880 Doolittle Drive
January 2024 │ Draft 33
Year 2040 Plus Project Conditions
• Northbound Doolittle Drive from Davis Street to West Project Driveway o With the addition of the project trips, this results in an increase in v/c of more than 0.02 – Project Deficiency
• Northbound Doolittle Drive from Adams Avenue to West Project Driveway o With the addition of the project trips, this results in an increase in v/c of less than 0.02 – Not a Deficiency
• Southbound Doolittle Drive from Adams Avenue to West Project Driveway o With the addition of the project trips, this results in an increase in v/c of less than 0.02 – Not a Deficiency
• Southbound Doolittle Drive from West Project Driveway to Davis Street o With the addition of the project trips, this results in an increase in v/c of more than 0.02 – Project Deficiency
• Eastbound Davis Street from Doolittle Drive to I-880 SB Ramps o With the addition of the project trips, this results in an increase in v/c of less than 0.02 – Not a Deficiency
• Westbound Davis Street from I-880 SB Ramps to Doolittle Drive o With the addition of the project trips, this results in an increase in v/c of more than 0.02 – Project Deficiency
Table 8 and Table 9 summarize the roadway segment capacity analysis for Year 2020 and Year 2040, respectively.

Transportation Impact Analysis │ 880 Doolittle Drive
January 2024 │ Draft 34
Table 8 – Year 2020 ACTC Roadway Segment Analysis
Location Limits # of
Lanes
Capacity
(vphpl)
No Project - Year 2020
(PM) With Project - Year 2020 (PM)
Volume
(vph) LOS V/C
Project
Generated
Trips
Volume
(vph) LOS V/C ∆ V/C
Arterial Segment
NB Doolittle Dr Davis St (Int #5) to Project Dwy (Int #1) 2 800 1,764 F 1.103 56 1,791 F 1.119 0.035 Project Dwy (Int #1) to Adams Ave (Int #4) 2 800 1,764 F 1.103 22 1,756 F 1.098 0.014 SB Doolittle Dr Adams Ave (Int #4) to Project Dwy (Int #1) 2 800 1,599 E 0.999 5 1,589 E 0.993 0.003 Project Dwy (Int #1) to Davis St (Int #5) 2 800 1,599 E 0.999 32 1,591 E 0.994 0.020 EB Davis St Doolittle Dr (Int #5) to I-880 SB Ramps (Int #6) 2 800 2,095 F 1.309 23 2,088 F 1.305 0.014 I-880 SB Ramps (Int #6) to I-880 NB Ramps (Int #7) 3 800 1,497 C 0.624 10 1,495 C 0.623 0.004 WB Davis St I-880 NB Ramps (Int #7) to I-880 SB Ramps (Int #6) 3 800 1,362 B 0.568 48 1,392 B 0.580 0.020 I-880 SB Ramps (Int #6) to Doolittle Dr (Int #5) 2 800 1,532 E 0.958 49 1,559 E 0.974 0.031 Note: Segments that are operating below acceptable levels are shown in BOLD. Project caused deficiencies are shaded.

Table 9 – Year 2040 ACTC Roadway Segment Analysis
Location Limits # of
Lanes
Capacity
(vphpl)
No Project - Year 2040
(PM) With Project - Year 2040 (PM)
Volume
(vph) LOS V/C
Project
Generated
Trips
Volume
(vph) LOS V/C ∆ V/C
Arterial Segment
NB Doolittle Dr Davis St (Int #5) to Project Dwy (Int #1) 2 800 2,084 F 1.303 56 2,111 F 1.319 0.035 Project Dwy (Int #1) to Adams Ave (Int #4) 2 800 2,084 F 1.303 22 2,076 F 1.298 0.014 SB Doolittle Dr Adams Ave (Int #4) to Project Dwy (Int #1) 2 800 2,270 F 1.419 5 2,260 F 1.413 0.003 Project Dwy (Int #1) to Davis St (Int #5) 2 800 2,270 F 1.419 32 2,262 F 1.414 0.020 EB Davis St Doolittle Dr (Int #5) to I-880 SB Ramps (Int #6) 2 800 2,314 F 1.446 23 2,307 F 1.442 0.014 I-880 SB Ramps (Int #6) to I-880 NB Ramps (Int #7) 3 800 2,073 D 0.864 10 2,071 D 0.863 0.004 WB Davis St
I-880 NB Ramps (Int #7) to I-880 SB Ramps (Int #6) 3 800 1,887 D 0.786 48 1,917 D 0.799 0.020 I-880 SB Ramps (Int #6) to Doolittle Dr (Int #5) 2 800 2,087 F 1.304 49 2,114 F 1.321 0.031 Note: Segments that are operating below acceptable levels are shown in BOLD. Project caused deficiencies are shaded.

Transportation Impact Analysis │ 880 Doolittle Drive
January 2024 │ Draft 35

7. SITE ACCESS AND CIRCULATION
This section discusses site access, site circulation, pedestrian facilities, bicycle facilities, transit recommendations, and sight distance analysis for the project.

The following summarizes the project access locations:
• Doolittle Drive and West Project Driveway
o Stop-controlled westbound movement for project driveway o Full access
• Hester Street and North Project Driveway
o Stop-controlled eastbound and westbound movement for project driveway o Full access
Appendix C contains the queuing worksheets for the Project’s driveways. These AM/PM peak hour worksheets are the results of the Cumulative Plus Project Conditions and show that the west and north project driveway throat depths are sufficient to accommodate the project outbound queues during the peak hours. For the west project driveway, the throat depth was measured as approximately 50 feet, which is the distance from Doolittle Drive to the internal drive aisle at 900 Doolittle Drive. As shown, the estimated outbound vehicle queue is less than 25 feet, which does not exceed the throat depth of 50 feet. However, it is possible that a truck with a vehicle length of more than 50 feet may temporarily block the drive aisle at 900 Doolittle Drive. In this case, vehicles may queue within the drive aisle; however, this should not result in vehicles queuing onto Doolittle Drive and therefore does not require any improvements. For the north project driveway, the throat depths were measured as approximately 50 feet for both the eastbound and westbound approach, which is the distance from Hester Street to the first parking space. As shown, the estimated outbound vehicle queue is less than 25 feet, which does not exceed the throat depth of 50 feet.

Therefore, there are no anticipated conflicts or excessive queuing.

VEHICLE SITE CIRCULATION
Passenger cars and trucks may use the West Project Driveway and North Project Driveway to enter the site. All truck parking is located on the north side of the site and the passenger car parking spaces are located to the west of the site. 24 dock doors are located on the north site of the building and 37 dock doors are located on the south side. Vehicles may use the drive aisles proposed on all sides of the building to access these parking spaces and docks.

PEDESTRIAN FACILITIES
There are existing continuous sidewalks on both sides of Doolittle Drive adjacent to the project site where pedestrians can access the site, as well as existing continuous sidewalks on both sides of Adams Avenue and on the east side of Hester Street. There are also existing crosswalks along the east, south, and west legs at the signalized intersection of Doolittle Drive and Davis Street, and existing crosswalks on the east and south legs at the signalized intersection of Doolittle Drive and Adams Street.

Within the project site, there are marked pedestrian crosswalks connecting the accessible parking spaces to the sidewalks along the west side of the building. These sidewalks along the west side of the building provide access to the office spaces. There are sufficient pedestrian facilities adjacent to the project and to nearby complimentary uses.

Transportation Impact Analysis │ 880 Doolittle Drive
January 2024 │ Draft 36

BICYCLE FACILITIES
Bicycles will have access to the project site using the Class II bicycle lanes along Doolittle Drive and Adams Avenue. Existing bicycle facilities are shown in Figure 13.

Within the project site, bicycle parking will be provided on the ground level. The project provides 12 shortterm and 12 long-term bicycle parking spaces, which meets the City’s requirements. Since there are sufficient bicycle facilities adjacent to the project, to nearby complimentary uses, and within the project site, no additional bicycle facilities are recommended to be constructed by the project.

TRANSIT
For those taking transit, Alameda-Contra Costa Transit District (AC Transit) bus routes 34, 35, 73, 98, 805 operate within the study area. The nearest bus stop is located at the intersection of Westgate Parkway and Davis Street, which is approximately 0.9 miles southeast of the project site. The San Leandro BART station, which serves the Blue, Green, and Orange BART lines, is located within 2.1 miles east of the project site.

The San Leandro LINKS shuttle is a free shuttle to and from the San Leandro BART station that operates a North Loop and South Loop. The North Loop runs along Davis Street from the BART station to Marina Boulevard, Merced Street, Williams Street, Doolittle Drive, and Davis Street. There is an existing stop located at Doolittle Drive and Davis Street. Pedestrians can travel between the LINKS bus stop and the project site using the existing sidewalks located along both sides of Davis Street. Existing transit facilities are shown in Figure 14.

Since the LINKS route serves as a sufficient transit facility in proximity to the project along Davis Street to nearby complimentary uses, no additional transit facilities are recommended to be constructed by the project.

INTERSTATE 880 Hester St
Adams Ave
Doolittle Dr
Davis St
98th Ave
I-880 SB Ramps
I-880 NB Ramps
Airport Access Rd )I*8R( 13 BI&Y&L( )A&ILITI(S 197546001 January 2024 880 Doolittle Drive NOT TO SCALE N PRO-(&T SIT( ST8DY AR(A INT(RS(&TIONS &LASS II BI&Y&L( LAN( B8))(R(D &LASS II BI&Y&L( LAN( &LASS I BI&Y&L( PATH X L(*(ND &LASS III BI&Y&L( RO8T( 2 3 1 5 4 6 7 8 INTERSTATE 880 Hester St
Adams Ave
Doolittle Dr
Davis St
98th Ave
I-880 SB Ramps
I-880 NB Ramps
Airport Access Rd )I*8R( 14 TRANSIT )A&ILITI(S 197546001 January 2024 880 Doolittle Drive NOT TO SCALE N 2 3 1 5 4 6 7 8 PRO-(&T SIT( X ST8DY AR(A INT(RS(&TIONS NORTH LOOP *R((N LIN( RO8T( 34 BL8( LIN( RO8T( 35 RO8T( 98 L(*(ND ORAN*( LIN( SAN L(ANDRO BART STATION RO8T( 73 RO8T( 805 Transportation Impact Analysis │ 880 Doolittle Drive
January 2024 │ Draft 39

SIGHT DISTANCE
A sight distance analysis for the project driveways was conducted to determine if vehicles exiting the driveway would have adequate sight distance to observe conflicting traffic along the major roadway adjacent to the project site. Intersection sight distance for the project driveway was evaluated following methodology from the American Association of State Highway and Transportation Officials (AASHTO), A Policy on Geometric Design of Highway and Street, 7th Edition5. Sight distance for each project driveway was determined based on the proposed project site plan and the following AASHTO intersection sight distance criteria formula:

Intersection Sight Distance = 1.47 x Vmajor x tg
Where Vmajor is the design speed of the major road and tg is the time gap for the vehicle to exit the project driveway and enter the major road. No spot speed study was conducted; design speeds were used to determine sight distance.

Intersection #1 – Doolittle Drive and West Project Driveway Using the time gap for passenger cars, the time gap is 8.5 seconds for a truck to make a right-turn movement onto Doolittle Drive and 10.2 seconds to make a left-turn movement. With a 50-mph design speed along Doolittle Drive, the sight distance criteria for trucks making a right-turn is 625 feet and the sight distance criteria for trucks making a left-turn is 750 feet. As shown in the Figure 15, the sight triangles at the West Project Driveway should be clear of obstructions for a vehicle exiting the driveway to observe oncoming northbound and southbound vehicles along Doolittle Drive. 5 A Policy on Geometric Design of Highway and Street, 7th Edition, American Association of State Highway and Transportation Officials (AASHTO), 2018.

Doolittle Dr ),*85( ,17(56(&7,21 ,17(56(&7,21 6,*+7 D,67$1&( 197546001 January 2024 880 Doolittle Drive NOT TO SCALE N LEGEND Transportation Impact Analysis │ 880 Doolittle Drive
January 2024 │ Draft 41

8. PARKING
This chapter summarizes the Project’s parking requirements.

SAN LEANDRO PARKING REQUIREMENTS
Parking requirements for land uses within the City of San Leandro are provided in Chapter 4.08.108 of the San Leandro Municipal Code. This section includes parking requirements for vehicles and bicycles.

VEHICLE PARKING REQUIRED
Required parking for vehicles is based on land use. In accordance with the San Leandro Municipal Code, parking for office, warehousing, distributions, and storage facilities shall be provided at the following rates:
• Office: 1 space per 300 square feet
• Warehousing, Distributions and Storage Facilities: 1 space per 1,500 square feet Assuming the project site has a 10,000-square foot office and a 229,573-square foot warehouse, the City requires 203 spaces. The project provides a total of 204 parking spaces and 59 trailer parking stalls, which provides adequate parking as required by the City.

The California Green Building Standard Code requires at least 10 percent of the total parking spaces to be Electric Vehicle (EV) Ready parking spaces. With the proposed 204 parking spaces, the project would be required to designate at least 21 EV Ready parking spaces. 21 EV spaces are proposed, which meets the requirement.

The 2010 Americans with Disabilities Act (ADA) Standards for Accessible Design requires at least seven accessible parking spaces for a parking facility with 201 to 300 parking spaces. With the proposed 204 parking spaces, the project would be required to designate at least seven accessible parking spaces. The project is proposing eight accessible parking spaces, which meets the requirement.

BICYCLE PARKING REQUIRED
Required parking for bicycles is based on type of land use. Bicycle parking for office, warehousing, distribution, and storage facilities is to be provided at the following rates:
• Short-term: 5% of the requirement for automobile parking spaces • Long-term: 5% of the requirement for automobile parking spaces With 204 parking spaces proposed, this results in 11 required long-term and 11 short-term bicycle parking spaces.

The site provides 12 long-term and 12 short-term bicycle parking spaces, which meets the City’s requirement.

Transportation Impact Analysis │ 880 Doolittle Drive
January 2024 │ Draft 42

9. CONCLUSION
This section summarizes the results and recommendations of this TIA.

PROJECT RECOMMENDATIONS

OFF-SITE ROADWAY IMPROVEMENTS
The project does not propose any off-site roadway improvements associated with the project design.

PEDESTRIAN FACILITIES
Continuous sidewalks exist on both sides of Doolittle Drive, both sides of Adams Avenue, and on the east side of Hester Street. There are also existing signalized crossings in the north, east, and south directions at the intersection of Doolittle Drive and Davis Street, and existing signalized crossings in the north and east directions at the intersection of Doolittle Drive and Davis Street.

Within the project site, there are marked pedestrian crosswalks connecting the accessible parking spaces to the west side building sidewalk. There are sidewalks along the west side of the building which provide access to the office spaces.

BICYCLE FACILITIES
Bicycles will have access to the project site using the Class II bicycle lanes along Doolittle Drive and Adams Avenue. Therefore, no additional bicycle facilities are proposed. The project is proposing to include 12 short-term and 12 long-term bicycle parking spaces on-site, which satisfy the City’s requirements.

TRANSIT FACILITIES
Alameda-Contra Costa Transit District (AC Transit) bus routes 34, 35, 73, 98, 805 operate within the study area, with the nearest bus stop located at the intersection of Westgate Parkway and Davis Street, which is approximately 0.9 miles southeast of the project site. The San Leandro LINKS shuttle is a free shuttle to and from the San Leandro BART station, which is 2.1 miles east of the project site, that operates a North Loop and South Loop. The North Loop has an existing stop located at Doolittle Drive and Davis Street.

Pedestrians can travel between the LINKS bus stop and the project site using the existing sidewalks located along both sides of Davis Street. Since the LINKS route serves as a sufficient transit facility in proximity to the project along Davis Street to nearby complimentary uses, no additional transit facilities are recommended to be constructed by the project.

PARKING REQUIREMENTS
The project is proposing to provide 204 parking spaces and 59 trailer parking stalls. The City requires a minimum of 204 spaces. Therefore, the project does provide enough parking to satisfy the City’s requirements.

The California Green Building Standard Code requires at least 10 percent of the total parking spaces to be Electric Vehicle (EV) Ready parking spaces. With the proposed 204 parking spaces, the project would be required to designate 21 EV Ready parking spaces. 21 EV spaces are proposed, which meets the requirement.

Transportation Impact Analysis │ 880 Doolittle Drive
January 2024 │ Draft 43
The 2010 Americans with Disabilities Act (ADA) Standards for Accessible Design requires at least seven accessible parking spaces for a parking facility with 201 to 300 parking spaces. With the proposed 204 parking spaces, the project would be required to designate at least seven accessible parking spaces. The project is proposing eight accessible parking spaces, which meets the requirement.

PROJECT DRIVEWAYS
The development of the proposed Project will access the following existing driveways:
• Doolittle Drive and West Project Driveway
o Stop-controlled westbound movement for project driveway o Full access
• Hester Street and North Project Driveway
o Stop-controlled eastbound and westbound movement for project driveway o Full access

PROJECT IMPACTS AND MITIGATIONS
As discussed previously in the Chapter 6, the project VMT/employee (i.e. 15.34 in 2020 and 16.08 in 2040) is not expected to exceed the threshold of significance for VMT/employee for Central Planning Area (i.e.

16.3 in 2020 and 16.2 in 2040) and the project will result in a less than significant transportation impact. No mitigation needed.

PROJECT DEFICIENCIES

LOS DEFICIENCIES
In cases when the project traffic worsens an intersection from an acceptable LOS to an unacceptable LOS or if the project traffic increases the intersection v/c by 0.05 for an intersection that is already operating unacceptably without the project, this is considered a project deficiency. Based on the results of the traffic analysis, the following intersection project deficiencies are noted:
• Intersection #5 – Doolittle Drive and Davis Street
o Near Term Plus Project (AM peak hour)
o Cumulative Plus Project (AM peak hour)
Project LOS Deficiency: Doolittle Drive and Davis Street (Intersection #5) The intersection of Doolittle Drive and Davis Street will have an LOS deficiency in the Near Term Plus Project and Cumulative Plus Project for the AM peak hour.

Near Term Plus Project
In the Near Term Plus Project conditions, the intersection of Doolittle Drive and Davis Street will operate at an unacceptable LOS F with a delay of 127.4 seconds and a v/c ratio of 1.04 in the AM peak hour. The intersection operates at an unacceptable LOS F without the project with a delay of 110.7 seconds and a v/c ratio of 0.97 in the AM peak hour. Since the intersection operates at an unacceptable LOS for without project conditions and the addition of project trips causes the v/c ratio to increase by more than 0.04, this is a project deficiency.

Transportation Impact Analysis │ 880 Doolittle Drive
January 2024 │ Draft 44
Deficiency Improvement. Optimizing signal timings for this intersection would improve the delay to 89.7 seconds and the v/c ratio to 1.01 in the AM peak hour in the Near Term Plus Project condition. Since the v/c ratio would increase by less than 0.05, this would no longer be a deficiency with the proposed improvement. Traffic signal control analysis sheets can be found in Appendix C.

Cumulative Plus Project
In the Cumulative Plus Project conditions, the intersection of Doolittle Drive and Davis Street will operate at an unacceptable LOS F with a delay of 173.2 seconds and a v/c ratio of 1.27 in the AM peak hour. The intersection operates at an unacceptable LOS F without the project with a delay of 156.8 seconds and a v/c ratio of 1.20 in the AM peak hour. Since the intersection operates at an unacceptable LOS for without project conditions and the addition of project trips causes the v/c ratio to increase by more than 0.04, this is a project deficiency.

Deficiency Improvement. Optimizing signal timings for this intersection would improve the delay to 129.6 seconds and the v/c ratio to 1.22 in the AM peak hour in the Cumulative Plus Project condition. Since the v/c ratio would increase by less than 0.05, this would no longer be a deficiency with the proposed improvement. Traffic signal control analysis sheets can be found in Appendix C.

QUEUING DEFICIENCIES
In cases when the addition of project trips causes a queue to exceed the turn pocket length or increase by one or more vehicles for vehicle queues that already exceed the turn pocket length, an intersection project queuing deficiency was identified. Based on the results of the traffic analysis, no intersection project queuing deficiencies are noted.

ROADWAY SEGMENT DEFICIENCIES
In cases when the addition of project trips causes an acceptably operating roadway segment to operate at an unacceptable LOS F or increases the v/c of an unacceptably operating roadway segment by more than

0.02, a roadway segment project deficiency was identified. Based on the results of the traffic analysis, the following roadway segment project deficiencies are noted:
• Year 2020 Plus Project
o Northbound Doolittle Drive from Davis Street to West Project Driveway • Year 2040 Plus Project
o Northbound Doolittle Drive from Davis Street to West Project Driveway o Southbound Doolittle Drive from West Project Driveway to Davis Street o Westbound Davis Street from I-880 SB Ramps to Doolittle Drive Based on the Alameda CTC methodology, each roadway segment would need to be widened to add additional through lanes on Doolittle Drive and Davis Street. Since each roadway segment has adjacent land uses and is built out, it is infeasible to add additional travel lanes on Doolittle Drive and Davis Street.

In addition, Davis Street between the I-880 SB Ramps and Doolittle Drive includes a bridge section that would make widening infeasible.

Transportation Impact Analysis │ 880 Doolittle Drive
January 2024 │ Draft

APPENDIX

A - URBAN CROSSROADS STUDY

B - ACTC CENTRAL PLANNING AREA VMT MAPS

C - SYNCHRO OUTPUTS
Transportation Impact Analysis │ 880 Doolittle Drive
January 2024 │ Draft

A- URBAN CROSSROADS STUDY
880 Doolittle

TRAFFIC ANALYSIS

CITY OF SAN LEANDRO
PREPARED BY:

Aric Evatt, PTP
[email protected]
Charlene So, PE
[email protected]
OCTOBER 21, 2021
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TABLE OF CONTENTS
TABLE OF CONTENTS........................................................................................................................... III APPENDICES.........................................................................................................................................V LIST OF EXHIBITS................................................................................................................................VII LIST OF TABLES ..................................................................................................................................VII LIST OF ABBREVIATED TERMS ............................................................................................................. IX 1 INTRODUCTION.......................................................................................................................... 1

1.1 Summary of Findings..................................................................................................................... 1

1.2 Project Overview........................................................................................................................... 1

1.3 Analysis Scenarios......................................................................................................................... 4

1.4 Study Area..................................................................................................................................... 5

1.5 Deficiencies................................................................................................................................... 7

1.6 Recommendations........................................................................................................................ 7

1.7 Site Access Improvements............................................................................................................ 9

1.8 Queuing Analysis at the Project Driveways ................................................................................ 11

1.9 Truck Access................................................................................................................................ 12

1.10 Vehicle Parking............................................................................................................................ 12

1.11 Bicycle Parking ............................................................................................................................ 12 2 METHODOLOGIES .................................................................................................................... 15

2.1 Level of Service ........................................................................................................................... 15

2.2 Intersection Capacity Analysis .................................................................................................... 15

2.3 Traffic Signal Warrant Analysis Methodology............................................................................. 17

2.4 Queuing Analysis......................................................................................................................... 18

2.5 Minimum Level of Service (LOS) ................................................................................................. 18

2.6 Significance Criteria..................................................................................................................... 19 3 AREA CONDITIONS ................................................................................................................... 21

3.1 Existing Circulation Network....................................................................................................... 21

3.2 General Plan Circulation Elements.............................................................................................. 21

3.3 Truck Routes ............................................................................................................................... 25

3.4 Transit Service............................................................................................................................. 25

3.5 Bicycle & Pedestrian Facilities..................................................................................................... 28

3.6 Existing Rail Crossings................................................................................................................. 28

3.7 Existing Traffic Counts................................................................................................................. 31

3.8 Intersection Operations Analysis................................................................................................ 33

3.9 Traffic Signal Warrants Analysis.................................................................................................. 34

3.10 Queuing Analysis......................................................................................................................... 34 4 PROJECTED FUTURE TRAFFIC.................................................................................................... 37

4.1 Project Trip Generation............................................................................................................... 37

4.2 Project Trip Distribution.............................................................................................................. 39

4.3 Modal Split.................................................................................................................................. 39

4.4 Project Trip Assignment.............................................................................................................. 39

4.5 Horizon Year (2040) Traffic Forecasts......................................................................................... 43 5 E+P TRAFFIC ANALYSIS ............................................................................................................. 45

5.1 Roadway Improvements............................................................................................................. 45 880 Doolittle Traffic Analysis
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5.2 E+P Traffic Volume Forecasts...................................................................................................... 45

5.3 Intersection Operations Analysis................................................................................................ 45

5.4 Traffic Signal Warrants Analysis.................................................................................................. 47

5.5 Queuing Analysis......................................................................................................................... 47

5.6 Recommended Improvements ................................................................................................... 47 6 HORIZON YEAR (2040) TRAFFIC ANALYSIS ................................................................................ 51

6.1 Roadway Improvements............................................................................................................. 51

6.2 Horizon Year (2040) Without Project Traffic Volume Forecasts................................................. 51

6.3 Horizon Year (2040) With Project Traffic Volume Forecasts...................................................... 51

6.4 Intersection Operations Analysis................................................................................................ 51

6.5 Traffic Signal Warrants Analysis.................................................................................................. 54

6.6 Queuing Analysis......................................................................................................................... 54

6.7 Railroad Queuing Analysis .......................................................................................................... 57

6.8 Recommended Improvements ................................................................................................... 58 7 REFERENCES............................................................................................................................. 61 880 Doolittle Traffic Analysis
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APPENDICES
APPENDIX 1.1: SITE ADJACENT QUEUING ANALYSIS
APPENDIX 3.1: EXISTING TRAFFIC COUNTS
APPENDIX 3.2: EXISTING (2020) CONDITIONS INTERSECTION OPERATIONS ANALYSIS WORKSHEETS APPENDIX 3.3: EXISTING (2020) CONDITIONS TRAFFIC SIGNAL WARRANT ANALYSIS WORKSHEETS APPENDIX 3.4: EXISTING (2020) CONDITIONS QUEUEING ANALYSIS WORKSHEETS APPENDIX 4.1: EXISTING DRIVEWAY COUNTS
APPENDIX 4.2: POST PROCESSED VOLUMES
APPENDIX 5.1: E+P CONDITIONS INTERSECTION OPERATIONS ANALYSIS WORKSHEETS APPENDIX 5.2: E+P CONDITIONS TRAFFIC SIGNAL WARRANT ANALYSIS WORKSHEETS APPENDIX 5.3: E+P CONDITIONS QUEUING ANALYSIS WORKSHEETS APPENDIX 5.4: E+P CONDITIONS INTERSECTION OPERATIONS ANALYSIS WORKSHEETS WITH

IMPROVEMENTS
APPENDIX 6.1: HORIZON YEAR (2040) WITHOUT PROJECT CONDITIONS INTERSECTION OPERATIONS

ANALYSIS WORKSHEETS
APPENDIX 6.2: HORIZON YEAR (2040) WITHOUT PROJECT CONDITIONS INTERSECTION OPERATIONS

ANALYSIS WORKSHEETS
APPENDIX 6.3: HORIZON YEAR (2040) WITHOUT PROJECT CONDITIONS TRAFFIC SIGNAL WARRANT

ANALYSIS WORKSHEETS
APPENDIX 6.4: HORIZON YEAR (2040) WITH PROJECT CONDITIONS TRAFFIC SIGNAL WARRANT

ANALYSIS WORKSHEETS
APPENDIX 6.5: HORIZON YEAR (2040) WITHOUT PROJECT CONDITIONS QUEUING ANALYSIS

WORKSHEETS
APPENDIX 6.6: HORIZON YEAR (2040) WITH PROJECT CONDITIONS QUEUING ANALYSIS WORKSHEETS APPENDIX 6.7: HORIZON YEAR (2040) WITH PROJECT CONDITIONS RAILROAD CROSSING QUEUING

ANALYSIS WORKSHEETS
APPENDIX 6.8: HORIZON YEAR (2040) WITH PROJECT CONDITIONS INTERSECTION OPERATIONS

ANALYSIS WORKSHEETS WITH IMPROVEMENTS
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LIST OF EXHIBITS
EXHIBIT 1-1: LOCATION MAP................................................................................................................ 2 EXHIBIT 1-2: PRELIMINARY SITE PLAN .................................................................................................. 3 EXHIBIT 1-3: STUDY AREA .................................................................................................................... 6 EXHIBIT 1-4: SITE ACCESS RECOMMENDATIONS................................................................................. 10 EXHIBIT 1-5: TRUCK TEMPLATES......................................................................................................... 13 EXHIBIT 3-1: EXISTING NUMBER OF THROUGH LANES AND INTERSECTION CONTROLS....................... 22 EXHIBIT 3-2: CITY OF SAN LEANDRO & CITY OF OAKLAND GENERAL PLAN STREET CLASSIFICATION.... 24 EXHIBIT 3-3: CITY OF SAN LEANDRO TRUCK ROUTES .......................................................................... 26 EXHIBIT 3-4: EXISTING TRANSIT ROUTES – AC TRANSIT AND BART ..................................................... 27 EXHIBIT 3-5: CITY OF SAN LEANDRO BICYCLE & PEDESTRIAN PLAN..................................................... 29 EXHIBIT 3-6: EXISTING PEDESTRIAN FACILITIES................................................................................... 30 EXHIBIT 3-7: EXISTING (2020) TRAFFIC VOLUMES ............................................................................... 32 EXHIBIT 4-1: PROJECT (PASSENGER CAR) TRIP DISTRIBUTION............................................................. 40 EXHIBIT 4-2: PROJECT (DELIVERY VAN/TRUCK) TRIP DISTRIBUTION.................................................... 41 EXHIBIT 4-3: PROJECT ONLY TRAFFIC VOLUMES ................................................................................. 42 EXHIBIT 5-1: E+P TRAFFIC VOLUMES................................................................................................... 46 EXHIBIT 6-1: HORIZON YEAR (2040) WITHOUT PROJECT TRAFFIC VOLUMES ....................................... 52 EXHIBIT 6-2: HORIZON YEAR (2040) WITH PROJECT TRAFFIC VOLUMES.............................................. 53

LIST OF TABLES
TABLE 1-1: INTERSECTION ANALYSIS LOCATIONS ................................................................................. 5 TABLE 1-2: SUMMARY OF LOS BY ANALYSIS SCENARIO ........................................................................ 7 TABLE 1-3: SITE ACCESS PEAK HOUR QUEUING SUMMARY................................................................. 11 TABLE 2-1: SIGNALIZED INTERSECTION LOS THRESHOLDS................................................................... 16 TABLE 2-2: UNSIGNALIZED INTERSECTION LOS THRESHOLDS.............................................................. 16 TABLE 2-3: TRAFFIC SIGNAL WARRANT ANALYSIS LOCATIONS............................................................ 17 TABLE 3-1: INTERSECTION ANALYSIS FOR EXISTING (2020) CONDITIONS ............................................ 33 TABLE 3-2: PEAK HOUR TURN LANE QUEUING SUMMARY FOR EXISTING (2020) CONDITIONS............ 35 TABLE 4-1: EXISTING EMPIRICAL DATA............................................................................................... 37 TABLE 4-2: PROPOSED PROJECT TRIP GENERATION SUMMARY.......................................................... 38 TABLE 4-3: TRIP GENERATION COMPARISON ..................................................................................... 39 TABLE 5-1: INTERSECTION ANALYSIS FOR E+P CONDITIONS................................................................ 45 TABLE 5-2: PEAK HOUR TURN LANE QUEUING SUMMARY FOR E+P CONDITIONS ............................... 48 TABLE 6-1: INTERSECTION ANALYSIS FOR HORIZON YEAR (2040) CONDITIONS................................... 54 TABLE 6-2: PEAK HOUR TURN LANE QUEUING SUMMARY FOR HORIZON YEAR (2040) CONDITIONS .. 55 TABLE 6-3: AT-GRADE RAILROAD CROSSING PEAK HOUR QUEUING SUMMARY ................................. 57 TABLE 6-4: INTERSECTION ANALYSIS FOR HORIZON YEAR (2040) CONDITIONS WITH IMPROVEMENTS .......................................................................................................................................................... 58 880 Doolittle Traffic Analysis
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LIST OF ABBREVIATED TERMS
(1) Reference
ABAG Association of Bay Area Governments
AC Transit Alameda-Contra Costa Transit District
ADT Average Daily Traffic
BART Bay Area Rapid Transit
CA MUTCD California Manual on Uniform Traffic Control Devices Caltrans California Department of Transportation
CMP Congestion Management Program
E+P Existing Plus Project
HCM Highway Capacity Manual
ITE Institute of Transportation Engineers
LOS Level of Service
N/A Not Applicable
NCHRP National Cooperative Highway Research Program
NP No Project (or Without Project)
PHF Peak Hour Factor
Project 880 Doolittle
RTA Riverside Transit Authority
sf Square Feet
TA Traffic Analysis
TSF Thousand Square Feet
UPRR Union Pacific Railroad
WP With Project
v/c Volume to Capacity
VMT Vehicle Miles Traveled
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1 1 INTRODUCTION
This report presents the results of the traffic analysis (TA) for the proposed 880 Doolittle development (Project), which is located at 880 Doolittle Drive within the City of San Leandro as shown on Exhibit 1-1.

The purpose of this TA is to evaluate the potential deficiencies related to traffic and circulation system operations that may result from the development of the proposed Project, and to recommend improvements to mitigate potential deficiencies in order to achieve acceptable circulation system operations. This report has been prepared through consultation with City of San Leandro staff and their consultants.

1.1 SUMMARY OF FINDINGS
The following improvement has been identified as a cumulative traffic deficiency under Horizon Year (2040) traffic conditions:
• The intersection of Doolittle Drive and Project Driveway was found to operate at an acceptable LOS for Existing, E+P, and Horizon Year (2040) Without Project traffic conditions, however the intersection was found to operate at an unacceptable LOS during the peak hours under Horizon Year (2040) With Project traffic conditions. As such, a traffic signal has been recommended at this location and the Project should contribute fair share payment towards this improvement.

Additional details and intersection lane geometrics are provided in Section 1.7 Site Access Improvements of this report. The proposed Project will contribute to both existing and future year deficiencies, however, the net change in the proposed Project traffic is not anticipated to have a measurable effect with the exception of the intersection of the intersection of Doolittle Drive and Project Driveway.

1.2 PROJECT OVERVIEW
The Project is proposed to consist of a 106,190 square foot distribution warehouse use (square footage includes mezzanine space). Vehicular and truck traffic access will be provided via Hester Street and Doolittle Drive (see Exhibit 1-2). Specifically, all truck access to the site will occur off Hester Street, employee access is provided via both Hester Street and Doolittle Drive (via Project Driveway), and all van access is to occur off of Doolittle Drive (via Project Driveway). Regional access to the Project site is provided via the I-880 Freeway via 98th Avenue and Davis Street interchanges.
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2 EXHIBIT 1-1: LOCATION MAP
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3 EXHIBIT 1-2: PRELIMINARY SITE PLAN
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4 The trip generation estimates for the proposed Project have been developed using data provided by the future tenant. The Project is estimated to generate 1,136 two-way trips per day on a typical weekday with approximately 196 AM peak hour trips and 83 PM peak hour trips. The site is currently occupied by an existing use, as such, the Project is anticipated to generate 409 fewer two-way trips per day, with 32 net new AM peak hour trips and 58 fewer net PM peak hour trips.

The assumptions and methods used to estimate the Project’s trip generation characteristics are discussed in greater detail in Section 4.1 Project Trip Generation of this report.

1.3 ANALYSIS SCENARIOS
For the purposes of this traffic study, potential deficiencies to traffic and circulation have been assessed for each of the following conditions:
• Existing (2020)
• Existing Plus Project (E+P)
• Horizon Year (2040) Without and With Project

1.3.1 EXISTING (2020) CONDITIONS
Information for Existing (2020) conditions is disclosed to represent the baseline traffic conditions as they existed at the time this report was prepared. Due to the currently ongoing COVID-19 pandemic, 2015 traffic counts were adjusted by 0.772% per year (compounded annually) over 5 years to reflect 2020 baseline traffic conditions. This annual growth rate is based on the average Association of Bay Area Governments (ABAG) projected growth for employment, population, and households for San Leandro. The 2015 counts (adjusted to 2020) were then compared to the recently collected 2020 counts in order to determine the net changes and to develop an adjustment factor. The average of all applicable locations was calculated to be 127% for AM and 106% for the PM. As such, the locations where historic count data were not available, the 2020 counts that were recently collected were increased by 127% in the AM peak hour and 106% in the PM peak hour. For the locations where both historic and actual 2020 data is available, the final adjusted 2020 traffic volumes were developed by taking the higher of the 2 volumes (between either the adjusted 2015 or the actual 2020).

1.3.2 EXISTING PLUS PROJECT CONDITIONS
The Existing Plus Project (E+P) analysis determines any traffic operation and circulation system deficiencies that would occur on the existing roadway system in the scenario of the Project being placed upon Existing conditions. The net new traffic proposed to be generated by the Project has been utilized for the purposes of this TA (delta of the proposed Project and existing use).

1.3.3 HORIZON YEAR (2040) CONDITIONS
The City’s traffic consultant has provided future long-range Horizon Year (2040) Without Project traffic forecasts based on the Alameda Countywide Travel Demand Model. Net new Project traffic has been added to develop the Horizon Year (2040) With Project traffic forecasts. A 880 Doolittle Traffic Analysis
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5 comparison of Horizon Year (2040) Without and With Project traffic conditions will be used to identify long-range peak hour cumulative intersection operational deficiencies.

1.4 STUDY AREA
To ensure that this TA satisfies the City of San Leandro traffic study requirements, Urban Crossroads, Inc. has coordinated with City staff to determine the proposed study area for this TA.

The 14 study area intersections shown on Exhibit 1-3 and listed in Table 1-1 were selected for this TA. It should be noted, the Project contributes fewer than 50 net new peak hour trips at all study area intersections.

TABLE 1-1: INTERSECTION ANALYSIS LOCATIONS
The intent of a Congestion Management Program (CMP) is to more directly link land use, transportation, and air quality, thereby prompting reasonable growth management programs that will effectively utilize new transportation funds, alleviate traffic congestion and related deficiencies, and improve air quality. Counties within California have developed CMPs with varying methods and strategies to meet the intent of the CMP legislation. (1) ID Intersection Jurisdiction CMP?
1 Hester St. & Adams Av. City of San Leandro No
2 Doolittle Dr. & Airport Access Rd. City of Oakland Yes 3 Doolittle Dr. & Adams Av. City of San Leandro, City of Oakland No 4 Doolittle Dr. & Project Dwy. City of San Leandro, City of Oakland No 5 Doolittle Dr. & Davis St. City of San Leandro Yes
6 Doolittle Dr. & Williams St. City of San Leandro No
7 Doolittle Dr. & Marina Bl. City of San Leandro Yes
8 Warden Av. & Davis St. City of San Leandro No
9 I-880 SB Ramps & Davis St. City of San Leandro Yes
10 I-880 NB Ramps & Davis St. City of San Leandro Yes
11 Airport Access Rd. & 98th Av. City of Oakland Yes
12 I-880 SB Ramps & 98th Av. City of Oakland Yes
13 I-880 NB Ramps & 98th Av. City of Oakland Yes
14 Merced St. & Marina Bl. City of San Leandro Yes
Note: A CMP intersection has been identified for any two CMP roadways that intersect one another. 880 Doolittle Traffic Analysis
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6 EXHIBIT 1-3: STUDY AREA
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7 1.5 DEFICIENCIES
This section provides a summary of deficiencies by analysis scenario. Section 2 Methodologies provides information on the methodologies used in the analysis and Section 6 Horizon Year (2040) Traffic Conditions includes the detailed analysis. A summary of level of service (LOS)results for all analysis scenarios is presented on Table 1-2, which indicates that the following intersections will experience deficiencies under Existing and E+P traffic conditions:
• Doolittle Dr. & David St. (#5) – LOS E AM peak hour only • Merced St. & Marina Bl. (#14) – LOS E PM peak hour only As shown in Table 1-2, the following additional intersections are anticipated to operate at an unacceptable LOS during one or more peak hours under Horizon Year (2040) Without and With Project traffic conditions:
• Doolittle Dr. & Project Driveway (#4) – LOS E AM peak hour only (With Project only) • Doolittle Dr. & Marina Bl. (#7) – LOS E PM peak hour only • Airport Access Rd. & 98th Av. (#11) – LOS F PM peak hour only • Merced St. & Marina Bl. (#14) – LOS E AM and PM peak hours TABLE 1-2: SUMMARY OF LOS BY ANALYSIS SCENARIO

1.6 RECOMMENDATIONS
This section provides a summary of deficiencies by analysis scenario. Section 2 Methodologies provides information on the methodologies used in the analysis and Section 5 E+P Traffic Conditions and Section 6 Horizon Year (2040) Traffic Conditions includes the detailed analysis.

1.6.1 E+P CONDITIONS
The following study area intersections are anticipated to operate at an unacceptable LOS under E+P traffic conditions:
# Intersection AM PM AM PM AM PM AM PM
1 2
3 4
5 6
7 Doolittle Dr. & Marina Bl.
8 Warden Av. & Davis St.
9 I-880 SB Ramps & Davis St.
10 I-880 NB Ramps & Davis St.
11 Airport Access Rd. & 98th Av.
12 I-880 SB Ramps & 98th Av.
13 I-880 NB Ramps & 98th Av.
14 Merced St. & Marina Bl.

LOS=A-D LOS=E LOS=F
2040 With Project
Doolittle Dr. & Adams Av.

Doolittle Dr. & Project Dwy.

Doolittle Dr. & Davis St.

Doolittle Dr. & Williams St.

Existing E+P 2040 Without Project
Hester St. & Adams Av.

Doolittle Dr. & Airport Access Rd.
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8 • Doolittle Dr. & Davis St. (#5) – LOS E AM peak hour only (consistent with Existing conditions) • Merced St. & Marina Bl. (#14) – LOS E PM peak hour only (consistent with Existing conditions) The addition of Project traffic at these two locations is anticipated to result in a change to the volume-to-capacity (v/c) ratio of less than 0.05. As such, no improvements have been recommended at these locations for E+P traffic conditions.

The following turning movements are anticipated to experience queuing issues for E+P traffic conditions and are consistent with existing deficient turning movements, however, the addition of Project traffic to these existing deficiencies result in nominal changes:
• Doolittle Dr. & Davis St. (#5) – Southbound left PM peak hour only • Doolittle Dr. & Davis St. (#5) – Westbound right turn lane AM and PM peak hours • Doolittle Dr. & Williams St. (#6) – Southbound left PM peak hour only • Doolittle Dr. & Marina Bl. (#7) – Southbound left AM and PM peak hours • Doolittle Dr. & Marina Bl. (#7) – Westbound left AM and PM peak hours • Warden Av. & Davis St. (#8) – Southbound left AM peak hour only • Airport Access Rd. & 98th Av. (#11) – Westbound left PM peak hour only

1.6.2 HORIZON YEAR (2040) CONDITIONS
The following study area intersections are anticipated to operate at a deficient LOS during one or both peak hours under Horizon Year (2040) Without Project traffic conditions:
• Doolittle Dr. & Davis St. (#5) – LOS F AM and PM peak hours • Doolittle Dr. & Marina Bl. (#7) – LOS E PM peak hour only • Airport Access Rd. & 98th Av. (#11) – LOS F PM peak hour only • Merced St. & Marina Bl. (#14) – LOS E AM and PM peak hours The addition of Project traffic is anticipated to have a significant effect on the intersection of Doolittle Drive and the Project Driveway only. The addition of Project traffic at the other two locations is anticipated to result in a change to the v/c ratio of less than 0.05. As such, no improvements have been recommended at those locations for Horizon Year (2040) With Project traffic conditions. Additional details and intersection lane geometrics are provided in Section 1.7 Recommendations of this report.

The following additional turning movements are anticipated to experience queuing issues for Horizon Year (2040) Without Project traffic conditions in addition to the existing deficient turning movements, however, the addition of Project traffic to these pre-project deficiencies result in nominal changes:
• Airport Access Rd. & 98th Av. (#11) – Southbound left PM peak hour only • Merced St. & Marina Bl. (#14) – Westbound left AM peak hour only 880 Doolittle Traffic Analysis
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9 1.7 SITE ACCESS IMPROVEMENTS
The recommended site access driveway improvements for the Project are described below.

Exhibit 1-4 illustrates the site access improvements. Construction of on-site and site adjacent improvements shall occur in conjunction with adjacent Project development activity or as needed for Project access purposes.

Hester St. & Adams Av. (#1) – Maintain existing traffic control and lane geometrics at this intersection.

Hester St. & Project Driveway – This is a new Project driveway/access at the southern terminus of Hester Street. The southbound approach on Hester Street approaching the Project is an existing lane. There is also a new driveway proposed to the southeast corner of the cul-de-sac that will lead into the truck court. There is also a new driveway proposed to the southwest corner of the cul-de-sac that will lead to the passenger car parking lot. Both the Project access points at the southern terminus should be signed with stop controls for the exiting Project traffic.

Doolittle Dr. & Project Driveway (#4) – It is recommended the Project will install a traffic signal at Driveway 1 on Doolittle Drive but would defer the installation of the traffic signal to a future date when the intersection meets the appropriate California Manual on Uniform Traffic Control Devices (CA MUTCD) warrants. The intersection should be monitored, and a traffic signal installed when the appropriate warrants are met. No other lane improvements are recommended.

Site access improvements for the driveways at the southern terminus of Hester Street are also shown on Exhibit 1-4.

Wherever necessary, roadways adjacent to the Project, site access points and site-adjacent intersections will be constructed to be consistent with the identified roadway classifications and respective cross-sections in the City of San Leandro General Plan Circulation Element.

On-site traffic signing and striping should be implemented agreeable with the provisions of the California Manual on Uniform Traffic Control Devices (CA MUTCD) and in conjunction with detailed construction plans for the Project site.

Sight distance at each project access point should be reviewed with respect to standard City of San Leandro sight distance standards at the time of preparation of final grading, landscape, and street improvement plans.
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10 EXHIBIT 1-4: SITE ACCESS RECOMMENDATIONS
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11 1.8 QUEUING ANALYSIS AT THE PROJECT DRIVEWAYS
A queuing analysis was conducted for the Project Driveway on Doolittle Drive in addition to the intersection of Hester Street at Adams Avenue for Horizon Year (2040) With Project traffic conditions to determine the 95th percentile queues. The analysis was conducted for the weekday AM and weekday PM peak hours. The traffic modeling and signal timing optimization software package Synchro/SimTraffic (Version 10) has been utilized to assess queues at the aforementioned intersections.

Synchro is a macroscopic traffic software program that is based on the signalized and unsignalized intersection capacity analyses as specified in the Highway Capacity Manual (HCM).

SimTraffic is designed to model networks of signalized and unsignalized intersections, with the primary purpose of checking and fine-tuning signal operations. SimTraffic uses the input parameters from Synchro to generate random simulations. The 95th percentile queue is not necessarily ever observed; it is simply based on statistical calculations (or Average Queue plus

1.65 standard deviations). Many jurisdictions utilize the 95th percentile queues for design purposes.

SimTraffic simulations have been recorded 5 times, during the weekday AM and weekday PM peak hours, and have been seeded for 15-minute periods with 60-minute recording intervals.

Queuing results are provided in Appendix 1.1. Analysis results are summarized in Table 1-3.

TABLE 1-3: SITE ACCESS PEAK HOUR QUEUING SUMMARY
As shown in Table 1-3, there are no queuing issues anticipated at the site access locations for Horizon Year (2040) With Project traffic conditions. Note there is an existing at-grade rail spur located approximately 265-feet east of Doolittle Drive along the Project Driveway. However, the 95th peak hour queues demonstrate that queues are not anticipated to extend back to the existing rail spur.
# Intersection AM PM
1 Hester St. & Adams Av. NBL/R 100 68 60 Yes Yes
EBT/R 135 4 0 Yes Yes
WBL/T 150 34 21 Yes Yes
4 Doolittle Dr. & Project Driveway NBT/R 300 168 169 Yes Yes SBL 100 47 32 Yes Yes
SBT/R 300 186 160 Yes Yes
WBL/R 265 150 86 Yes Yes 1
Stacking Distance is acceptable if the required stacking distance is less than or equal to the stacking distance provided. An additional 25 feet (1 car length) of stacking which is assumed to be provided in the transition for turn pockets is reflected in the stacking distance shown on this table, where applicable.

AM PM
2040 With Project
Movement
Available
Stacking
Distance (Feet)
95th % Queue (ft) Acceptable? 1
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12 1.9 TRUCK ACCESS
Due to the typical wide turning radius of large trucks, a truck turning template has been overlaid on the site plan at the applicable driveway at the southern terminus of Hester Street in conjunction with the intersection of Hester Street at Adams Avenue in order to determine appropriate curb radii and to verify that trucks will have sufficient space to execute turning maneuvers. As shown on Exhibit 1-5, the existing and proposed curb radii are anticipated to accommodate the wide turning radius of heavy trucks (WB-67, which has a 53-foot trailer). As such, no modifications have been recommended.

1.10 VEHICLE PARKING
Based on the City’s Municipal Code (Section 4.08.108) the Project’s minimum parking is as follows:
• Office = 1 space / 300 square feet (sf) = 12,605 sf / 300 = 42 spaces • Warehouse = 1 space / 1,000 sf = 93,585 sf / 1,500 = 94 spaces • Total of 136 spaces
However, the Project is anticipated to provide the following parking spaces:
• Standard Stalls = 197 spaces
• Americans with Disabilities Act (ADA) Standard Stalls = 8 spaces • ADA Van Stalls = 2 spaces
• Van Stalls = 434 spaces
• Van Staging = 40 spaces
• Van Loading = 36 spaces
• Trailer Stalls = 18 spaces
• Total of 735 spaces
Although the City’s Municipal Code does not account for the proposed van parking spaces, it has been verified that the proposed number of van stalls can accommodate the anticipated number of vans (434 stalls plus 2 ADA stalls). The Project is anticipated to generate 250 van trips per day which equates to 125 vans. The proposed number of van stalls (436) can adequately park the proposed 125 vans per day and the 125 van drivers that would park their personal vehicles near their vans. As such, the proposed Project exceeds the City’s standard parking requirements based on both the standard stall spaces and total parking spaces.

1.11 BICYCLE PARKING
Based on the City’s Municipal Code (Section 4.08.128), the minimum bicycle parking is determined based on 5 percent of the vehicle parking, or 10 bicycle parking spaces (based on 207 standard vehicle parking spaces). The Project intends to accommodate 1 bike rack for every 2 spaces, or 104 bicycle racks based on a total of 207 standard vehicle parking spaces. 880 Doolittle Traffic Analysis
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13 EXHIBIT 1-5: TRUCK TEMPLATES
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15 2 METHODOLOGIES
This section of the report presents the methodologies used to perform the traffic analyses summarized in this report. The methodologies described are generally consistent with City of San Leandro traffic study guidelines.

2.1 LEVEL OF SERVICE
Traffic operations of roadway facilities are described using the term "Level of Service" (LOS). LOS is a qualitative description of traffic flow based on several factors such as speed, travel time, delay, and freedom to maneuver. Six levels are typically defined ranging from LOS A, representing completely free-flow conditions, to LOS F, representing breakdown in flow resulting in stop-and-go conditions. LOS E represents operations at or near capacity, an unstable level where vehicles are operating with the minimum spacing for maintaining uniform flow.

2.2 INTERSECTION CAPACITY ANALYSIS
The definitions of LOS for interrupted traffic flow (flow restrained by the existence of traffic signals and other traffic control devices) differ slightly depending on the type of traffic control.

The LOS is typically dependent on the quality of traffic flow at the intersections along a roadway.

The Highway Capacity Manual (HCM) methodology expresses the LOS at an intersection in terms of delay time for the various intersection approaches. (2) The HCM uses different procedures depending on the type of intersection control.

2.2.1 SIGNALIZED INTERSECTIONS
The City of San Leandro and City of Oakland require signalized intersection operations analysis based on the methodology described in the HCM. (2) Intersection LOS operations are based on an intersection’s average control delay. Control delay includes initial deceleration delay, queue move-up time, stopped delay, and final acceleration delay. For signalized intersections, LOS is directly related to the average control delay per vehicle and is correlated to a LOS designation as described in Table 2-1. Study area intersections have been evaluated using the Synchro (Version 10) analysis software package.

Synchro is a macroscopic traffic software program that is based on the signalized intersection capacity analysis as specified in the HCM. Macroscopic level models represent traffic in terms of aggregate measures for each movement at the study intersections. Equations are used to determine measures of effectiveness such as delay and queue length. The level of service and capacity analysis performed by Synchro takes into consideration optimization and coordination of signalized intersections within a network.
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16 TABLE 2-1: SIGNALIZED INTERSECTION LOS THRESHOLDS
Description
Average Control
Delay (Seconds),
V/C ≤ 1.0
Level of
Service, V/C
≤ 1.0
Level of
Service, V/C
> 1.0
Operations with very low delay occurring with favorable progression and/or short cycle length. 0 to 10.00 A F
Operations with low delay occurring with good
progression and/or short cycle lengths. 10.01 to 20.00 B F Operations with average delays resulting from fair
progression and/or longer cycle lengths. Individual cycle failures begin to appear.

20.01 to 35.00 C F
Operations with longer delays due to a combination of
unfavorable progression, long cycle lengths, or high V/C ratios. Many vehicles stop and individual cycle failures are noticeable.

35.01 to 55.00 D F
Operations with high delay values indicating poor
progression, long cycle lengths, and high V/C ratios.

Individual cycle failures are frequent occurrences. This is considered to be the limit of acceptable delay.

55.01 to 80.00 E F
Operation with delays unacceptable to most drivers
occurring due to over saturation, poor progression, or
very long cycle lengths

80.01 and up F F
Source: HCM 2000
The peak hour traffic volumes have been adjusted using a peak hour factor (PHF) to reflect peak 15- minute volumes. Common practice for LOS analysis is to use a peak 15-minute rate of flow.

However, flow rates are typically expressed in vehicles per hour. The PHF is the relationship between the peak 15-minute flow rate and the full hourly volume (e.g., PHF = [Hourly Volume] / [4 x Peak 15-minute Flow Rate]). The use of a 15-minute PHF produces a more detailed analysis as compared to analyzing vehicles per hour. Existing PHFs have been used for Existing (2020) baseline, E+P, and Horizon Year (2040) traffic conditions.

2.2.2 UNSIGNALIZED INTERSECTIONS
The City of San Leandro and City of Oakland require the operations of unsignalized intersections be evaluated using the methodology described the HCM. (2) The LOS rating is based on the weighted average control delay expressed in seconds per vehicle (see Table 2-2).

TABLE 2-2: UNSIGNALIZED INTERSECTION LOS THRESHOLDS
Description
Average Control
Delay Per Vehicle
(Seconds)
Level of
Service, V/C
≤ 1.0
Level of
Service, V/C
> 1.0
Little or no delays. 0 to 10.00 A F
Short traffic delays. 10.01 to 15.00 B F
Average traffic delays. 15.01 to 25.00 C F
Long traffic delays. 25.01 to 35.00 D F
Very long traffic delays. 35.01 to 50.00 E F
Extreme traffic delays with intersection capacity exceeded. > 50.00 F F Source: HCM 2000
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17 At two-way or side-street stop-controlled intersections, LOS is calculated for each controlled movement and for the left turn movement from the major street, as well as for the intersection as a whole. For approaches composed of a single lane, the delay is computed as the average of all movements in that lane. The “worst case” movement delay and LOS is reported for the intersection. For all-way stop controlled intersections, LOS is computed for the intersection as a whole.

2.3 TRAFFIC SIGNAL WARRANT ANALYSIS METHODOLOGY
The term "signal warrants" refers to the list of established criteria used by the Caltrans and other public agencies to quantitatively justify or ascertain the potential need for installation of a traffic signal at an otherwise unsignalized intersection. This TA uses the signal warrant criteria presented in the latest edition of the California Department of Transportation (Caltrans) California Manual on Uniform Traffic Control Devices(CA MUTCD) for all study area intersections. (3)
The signal warrant criteria for Existing conditions are based upon several factors, including volume of vehicular and pedestrian traffic, frequency of accidents, and location of school areas.

The Caltrans CA MUTCD indicates that the installation of a traffic signal should be considered if one or more of the signal warrants are met. (3) Specifically, this TA utilizes the Peak Hour Volume-based Warrant 3 as the appropriate representative traffic signal warrant analysis for existing study area intersections for all analysis scenarios. Warrant 3 is appropriate to use for this TA because it provides specialized warrant criteria for intersections with rural characteristics (e.g., located in communities with populations of less than 10,000 persons or with adjacent major streets operating above 40 miles per hour). For the purposes of this study, the speed limit was the basis for determining whether Urban or Rural warrants were used for a given intersection.

Future intersections that do not currently exist have been assessed regarding the potential need for new traffic signals based on future average daily traffic (ADT) volumes, using the Caltrans planning level ADT-based signal warrant analysis worksheets. Traffic signal warrant analyses were performed for the following study area intersection shown in Table 2-3:

TABLE 2-3: TRAFFIC SIGNAL WARRANT ANALYSIS LOCATIONS
Traffic signal warrant analyses were performed for all of the full access unsignalized study area intersections. The traffic signal warrant analyses for future conditions are presented in Section 5 E+P Traffic Analysis and Section 6 Horizon Year (2040) Traffic Analysis of this report.

It is important to note that a signal warrant defines the minimum condition under which the installation of a traffic signal might be warranted. Meeting this threshold condition does not require that a traffic control signal be installed at a particular location, but rather, that other traffic factors and conditions be evaluated in order to determine whether the signal is truly justified. It should also be noted that signal warrants do not necessarily correlate with LOS. An ID Intersection Jurisdiction
1 Hester St. & Adams Av. City of San Leandro
4 Doolittle Dr. & Project Dwy. City of San Leandro, City of Oakland 880 Doolittle Traffic Analysis
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18 intersection may satisfy a signal warrant condition and operate at or above acceptable LOS or operate below acceptable LOS and not meet a signal warrant.

2.4 QUEUING ANALYSIS
The 95th percentile queuing of vehicles has been assessed at the signalized study area intersections to determine potential queuing deficiencies for turn pockets (note the queuing at unsignalized intersections were addressed as part of the site access evaluation in Chapter 1).

Specifically, the queuing analysis is utilized to identify any potential queuing and “spill back” into the adjacent through lanes.

The traffic progression analysis tool and HCM intersection analysis program, Synchro, has been used to assess the potential deficiencies/needs of the intersections with traffic added from the proposed Project. Storage (turn-pocket) length recommendations at the ramps have been based upon the 95th percentile queue resulting from the Synchro progression analysis. The footnote from the Synchro output sheets indicates if the 95th percentile cycle exceeds capacity. Traffic is simulated for two complete cycles of the 95th percentile traffic in Synchro in order to account for the effects of spillover between cycles. In practice, the 95th percentile queue shown will rarely be exceeded and the queues shown with the footnote are acceptable for the design of storage bays.

Although only the 95th percentile queue has been reported in the tables, the 50th percentile queue can be found in the appendix alongside the 95th percentile queue for each study area intersection. The queue length reported is for the lane with the highest queue in the lane group.

The 50th percentile or average queue represents the typical queue length for peak hour traffic conditions, while the 95th percentile queue is derived from the average queue plus 1.65 standard deviations. The 95th percentile queue is not necessarily ever observed it is simply based on statistical calculations.

Similar to the peak hour operations analysis, turn pocket storage recommendations have only been recommended if the intersection operations analysis indicates a deficiency during the peak hours.

2.5 MINIMUM LEVEL OF SERVICE (LOS)

2.5.1 CITY OF SAN LEANDRO
The definition of an intersection deficiency has been obtained from the City of San Leandro’ 2035 General Plan. LOS D or better is to be maintained at all City-controlled intersections. (4)

2.5.2 CITY OF OAKLAND
The definition of an intersection deficiency has been obtained from the City of Oakland’s General Plan. LOS D or better is to be maintained at all City-controlled intersections outside of the Downtown Area and LOS E or better for intersections located within the Downtown Area. (5) 880 Doolittle Traffic Analysis
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19 2.5.3 ALAMEDA CMP
The definition of an intersection deficiency has been obtained from the Alameda County 2018 Level of Service Monitoring Report. LOS E or better is to be maintained at CMP intersections, with the exception of the locations that were found to operate at LOS F in the base monitoring years of 1991 and 1992. (1)

2.5.4 CALTRANS
Although Caltrans has gone away from LOS and has focused their determination of traffic impacts and mitigation on vehicle miles traveled (VMT), a minimum LOS D has been utilized for Caltrans controlled ramp-to-arterial intersections for the purposes of this TA.

2.6 SIGNIFICANCE CRITERIA
This section outlines the methodology used in this analysis related to identifying circulation system deficiencies. The following deficiency criteria has been utilized for the study area intersections. To determine whether the addition of project‐related traffic at a study intersection would result in a deficiency, the following will be utilized:
• A project-related deficiency is considered significant when a study intersection operates at an acceptable LOS for existing conditions (or pre-project conditions) and the addition of project trips causes the intersection to operate at an unacceptable LOS for existing plus project (E+P) traffic conditions.
• A project-related deficiency is considered significant when a study intersection operates at an unacceptable LOS for existing conditions (or pre-project conditions) and the addition of project trips causes the intersection v/c to increase by 0.05 or more. 880 Doolittle Traffic Analysis
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21 3 AREA CONDITIONS
This section provides a summary of the existing circulation network, the City of San Leandro General Plan Circulation Network, and a review of existing peak hour intersection operations, traffic signal warrant, and queuing analyses.

3.1 EXISTING CIRCULATION NETWORK
Pursuant to discussions with the City of San Leandro staff, the study area includes a total of 14 existing intersections as shown previously on Exhibit 1-3. Exhibit 3-1 illustrates the study area intersections located near the proposed Project and identifies the number of through traffic lanes for existing roadways and intersection traffic controls.

3.2 GENERAL PLAN CIRCULATION ELEMENTS
As noted previously, the Project site is located within the City of San Leandro however portions of the study area are lie within the City of Oakland. Exhibit 3-2 shows the City of San Leandro and City of Oakland General Plan Street Classifications.

Arterials can accommodate two to six travel lanes. These facilities serve regional through traffic and connect the major destinations within the City to the freeway system. Access from abutting property is generally restricted. The following roadways are classified as an Arterial within the study area:
• Doolittle Dr.
• Davis St., east of Doolittle Dr.
• Marina Bl.
• Merced St.
• 98th Avenue
Collectors can accommodate two travel lanes with on-street parking and signalized intersections at major intersections. These facilities carry low volumes (less than 10,000 vehicles per day) and connect residential areas to arterials. The following roadways are classified as a Collector within the study area:
• Davis St., west of Doolittle Dr.
• Williams St.
• Timothy Dr./W. Gate Pkwy.
• Adams Av.
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22 EXHIBIT 3-1: EXISTING NUMBER OF THROUGH LANES AND INTERSECTION CONTROLS 880 Doolittle Traffic Analysis
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23 880 Doolittle Traffic Analysis
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24 EXHIBIT 3-2: CITY OF SAN LEANDRO & CITY OF OAKLAND GENERAL PLAN STREET CLASSIFICATION 880 Doolittle Traffic Analysis
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25 Local Streets/Residential Collector can accommodate two travel lanes with on-street parking typically provided on one side only. These facilities are low-volume and low-speed roadways that connect individual parcels to either Collectors or Arterials. The following roadways are classified as a Local Street within the study area:
• Hester St.
• Warden Av.

3.3 TRUCK ROUTES
The City of San Leandro designated truck route map is shown on Exhibit 3-3. Doolittle Drive, Davis Street, Williams Street, Marina Boulevard, and Merced Street are identified as designated truck routes within the City. These designated truck route maps have been utilized to route truck traffic from the Project throughout the study area.

3.4 TRANSIT SERVICE
Mass transit routes within the study area are shown on Exhibit 3-4. The study area is currently served by Alameda-Contra Costa Transit District (AC Transit), the 3rd largest public bus system in California which serves 13 cities and unincorporated areas of Alameda and Contra Costa counties (364-square mile service area). AC Transit currently has 175,000 riders daily served by their 158 bus lines with approximately 5,400 bus stop locations. AC Transit Routes 34 and 35 runs along Davis Street from east of the I-880 Freeway to Timothy Drive/W. Gate Parkway to Williams Street and Merced Street within the City of San Leandro. AC Transit Route 98 runs along 98th Avenue from Empire Road to east of the I-880 Freeway within the City of Oakland.

The study area is also served by the San Francisco Bay Area Rapid Transit (BART). BART is a public rail transit system that connects the San Francisco Peninsula with communities located in East and South Bays. BART operates 131 miles of track with 50 stations and carry approximately 405,000 trips on an average weekday. The San Leandro BART station is located approximately 1- mile to the east of the I-880 Freeway south of Davis Street on San Leandro Boulevard. The station has connecting transit routes served by AC Transit, LINKS, and the FLEX shuttle. The lines served by the San Leandro BART station include:
• Dublin/Pleasanton to/from Daly City
• Richmond to/from Berryessa/North San Jose Station
• Daly City to/from Berryessa/North San Jose station
• MacArthur to/from Dublin/Pleasanton
The San Leandro LINKS shuttle is a free shuttle to and from BART. There is a North Loop and South Loop. The North Loop runs along Davis Street from the BART station to Marina Boulevard, Merced Street, Williams Street, Doolittle Drive, and Davis Street. There is an existing stop located at Doolittle Drive and Davis Street.
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26 EXHIBIT 3-3: CITY OF SAN LEANDRO TRUCK ROUTES
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27 EXHIBIT 3-4: EXISTING TRANSIT ROUTES – AC TRANSIT AND BART 880 Doolittle Traffic Analysis
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28 The FLEX Shuttle is a fixed route service similar to LINKS. There is a North Route and South Route through the City of San Leandro. The FLEX Shuttle serves seniors ages 50+ and persons with disabilities (aged 18+) who reside within the City. The North Route runs along portions of Williams Street, Doolittle Drive, Timothy Drive/W. Gate Parkway, and Davis Street (east of Timothy Drive).

There are no existing transit routes along Doolittle Drive near the project site although the San Leandro LINKS shuttle has a stop located at the intersection of Doolittle Drive and Davis Street.

Transit service is reviewed and updated periodically to address ridership, budget, and community demand needs. Changes in land use can affect these periodic adjustments which may lead to either enhanced or reduced service where appropriate.

3.5 BICYCLE & PEDESTRIAN FACILITIES
In an effort to promote alternative modes of transportation, the City of San Leandro also includes the existing and proposed bicycle network (see Exhibit 3-5). As shown on Exhibit 3-5, the study area includes existing Class II bike lanes along Adams Street, Doolittle Drive, Williams Street and Merced Street. Class II bike lanes are proposed along Davis Street. Doolittle Drive is proposed as a Class IV bikeway (on-street bike lanes, separated from vehicular traffic via a physical separation). There is also a 5.2-mile shared-use path (Class I) located in the San Leandro Marina Park, which is part of the Bay Trail. The Class I path is an off-street facility that can be used by both bicyclists and pedestrians.

Exhibit 3-6 illustrates the existing pedestrian facilities, which includes sidewalks and crosswalk locations. Sidewalks exist throughout most of the study area with crosswalks provided at all signalized study area intersections.

3.6 EXISTING RAIL CROSSINGS
There are 3 major rail lines within the City of San Leandro (Oakland Subdivision, Niles Subdivision, Coastal Subdivision) and these lines connect industrial areas within the City to the Port of Oakland, other markets along the West Coast, and the other areas throughout the State/Nation.

All rail lines are under the ownership of Union Pacific Railroad (UPRR). Amtrak also runs along the UPRR within the study area, however, there are no stops within the study area. There are 2 grade-separated railroad crossings within the study area: the overpass on Davis Street and the overpass at the intersection of Doolittle Drive and Airport Access Road. There are also a number of at-grade crossings from various spurs or the UPRR line within the study area:
• Project Driveway, approximately 265-feet east of Doolittle Drive • Doolittle Drive, approximately 380-feet south of Davis Street • Williams Street, approximately 840-feet east of Doolittle Drive • Marina Boulevard, approximately 840-feet east of Doolittle Drive A queuing analysis will also be prepared to determine whether there are queuing issues at each of the aforementioned at-grade railroad crossings with respect to the adjacent study area intersections. This analysis has been conducted for Horizon Year traffic conditions only. 880 Doolittle Traffic Analysis
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29 EXHIBIT 3-5: CITY OF SAN LEANDRO BICYCLE & PEDESTRIAN PLAN 880 Doolittle Traffic Analysis
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30 EXHIBIT 3-6: EXISTING PEDESTRIAN FACILITIES
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31 3.7 EXISTING TRAFFIC COUNTS
Due to the currently ongoing COVID-19 pandemic, historic 2015 traffic counts were adjusted by

0.772% per year (compounded annually) over 5 years to reflect 2020 baseline traffic conditions.

This annual growth rate is based on the average ABAG projected growth for employment, population, and households for San Leandro. The 2015 counts (adjusted to 2020) were then compared to the recently collected November 2020 counts in order to determine the net changes and to develop an adjustment factor. The average of all applicable locations was calculated to be 127% for AM and 106% for the PM. As such, the locations where historic count data were not available, the 2020 counts that were recently collected were increased by 127% in the AM peak hour and 106% in the PM peak hour. For the locations where both historic and actual 2020 data is available, the final adjusted 2020 traffic volumes used for the purposes of this TA were developed by taking the higher of the 2 volumes (between either the adjusted 2015 or the actual 2020). The following peak hours were selected for analysisfor the November 2020 traffic counts:
• Weekday AM Peak Hour (peak hour between 7:00 AM and 11:00 AM) • Weekday PM Peak Hour (peak hour between 4:00 PM and 7:00 PM) The raw manual peak hour turning movement traffic count data sheets are included in Appendix

3.1. These raw turning volumes have been flow conserved between intersections with limited access, no access, and where there are currently no uses generating traffic. The traffic counts collected in November 2020 include the vehicle classifications as shown below:
• Passenger Cars
• 2-Axle Trucks
• 3-Axle Trucks
• 4 or More Axle Trucks
Truck traffic has been accounted for in the peak hour operations analysis by entering the percentage of heavy vehicles in the analysis software. The methodology used to derive the existing traffic counts have been reviewed and approved by City staff.

Existing weekday ADT volumes on arterial highways throughout the study area are shown on Exhibit 3-7. Existing ADT volumes were based upon factored intersection peak hour counts collected by Urban Crossroads, Inc. using the following formula for each intersection leg:

Weekday PM Peak Hour (Approach Volume + Exit Volume) x 12 = Leg Volume Existing weekday AM and weekday PM peak hour intersection volumes are also shown on Exhibit 3-7.
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32 EXHIBIT 3-7: EXISTING (2020) TRAFFIC VOLUMES
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33 3.8 INTERSECTION OPERATIONS ANALYSIS
Existing peak hour traffic operations have been evaluated for the study area intersections based on the analysis methodologies presented in Section 2.2 Intersection Capacity Analysis of this report. The intersection operations analysis results are summarized in Table 3-1 which indicates that the study area intersections are currently operating at an acceptable LOS during the peak hours (i.e., LOS D or better), with the exception of the following locations:
• Doolittle Dr. & Davis St. (#5) – LOS E AM peak hour only • Merced St. & Marina Bl. (#14) – LOS E PM peak hour only The intersection operations analysis worksheets are included in Appendix 3.2 of this TA.

TABLE 3-1: INTERSECTION ANALYSIS FOR EXISTING (2020) CONDITIONS Level of
Traffic Service
# Intersection Control1 AM PM AM PM AM PM
1 Hester St. & Adams Av. CSS 11.5 11.0 0.07 0.15 B B
2 Doolittle Dr. & Airport Access Rd. TS 20.4 18.3 0.54 0.47 C B 3 Doolittle Dr. & Adams Av. TS 9.7 11.0 0.46 0.67 A B
4 Doolittle Dr. & Project Dwy. CSS 16.0 15.0 0.18 0.18 C C 5 Doolittle Dr. & Davis St. TS 74.4 45.4 0.96 0.72 E D
6 Doolittle Dr. & Williams St. TS 25.2 30.7 0.85 0.83 C C 7 Doolittle Dr. & Marina Bl. TS 36.2 35.4 0.64 0.71 D D 8 Warden Av. & Davis St. TS 41.3 32.8 0.74 0.72 D C
9 I-880 SB Ramps & Davis St. TS 13.4 14.5 0.71 0.63 B B 10 I-880 NB Ramps & Davis St. TS 11.1 14.6 0.61 0.76 B B 11 Airport Access Rd. & 98th Av. TS 30.9 33.4 0.41 0.49 C C 12 I-880 SB Ramps & 98th Av. TS 17.9 12.4 0.84 0.58 B B 13 I-880 NB Ramps & 98th Av. TS 18.8 34.0 0.80 0.96 B C 14 Merced St. & Marina Bl. TS 43.2 57.9 0.81 0.93 D E * BOLD = LOS does not meet the applicable jurisdictional requirements (i.e., unacceptable LOS). 1 CSS = Cross-street Stop; TS = Traffic Signal 2 Per the Highway Capacity Manual (HCM 2000), overall average intersection delay and level of service are shown for intersections with a traffic signal or all way stop control. For intersections with cross street stop control, the delay and level of service for the worst individual movement (or movements sharing a single lane) are shown. (secs.)
Delay2 Volume-toCapacity (v/c)
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34 3.9 TRAFFIC SIGNAL WARRANTS ANALYSIS
Traffic signal warrants for Existing traffic conditions are based on existing peak hour intersection turning volumes. The following unsignalized study area intersection currently warrants a traffic signal for Existing (2020) traffic conditions based on PM peak hour volumes:
• Doolittle Dr. & Project Driveway (#4)
However, this intersection is currently operating at an acceptable LOS as a cross-street stopcontrolled intersection. As such, installation of a traffic signal does not appear necessary from an operational perspective. Existing conditions traffic signal warrant analysis worksheets are provided in Appendix 3.3.

3.10 QUEUING ANALYSIS
A queuing analysis was performed for the signalized study area intersections to assess vehicle queues for the turn pockets that may potentially “spill back” into the adjacent through lanes.

Queuing analysis findings are presented in Table 3-2 for Existing traffic conditions. As shown in Table 3-2, the following movements are currently experiencing queuing issues during the weekday AM or weekday PM peak 95th percentile traffic flows:
• Doolittle Dr. & Davis St. (#5) – Southbound left PM peak hour only currently spills out of the dual turn pockets and spills back into the adjacent southbound through lane. Due to existing driveways located to the north does not appear feasible as there are existing driveways where access would get affected by an extension of the turn pocket.
• Doolittle Dr. & Davis St. (#5) – Westbound right turn lane AM and PM peak hours currently spills out of the right turn pocket and spills back into the adjacent westbound through lane. The right turn pocket lies within the downgrade of the grade separation over the UPRR rail line and may not be feasible to accommodate additional storage.
• Doolittle Dr. & Williams St. (#6) – Southbound left PM peak hour only is accommodated within the existing two-way left turn lane (striped median) and does not conflict with southbound through traffic.
• Doolittle Dr. & Marina Bl. (#7) – Southbound left AM and PM peak hours currently spills out of the left turn pocket and into the adjacent southbound through lane. The left turn pocket storage cannot be extended due to the existing back-to-back left turn at Barrow Street. • Doolittle Dr. & Marina Bl. (#7) – Westbound left AM and PM peak hours currently spills out of the left turn pocket and into the adjacent westbound through lane. The left turn pocket storage cannot be extended due to the proximity of the existing driveways to the east and potentially blocking driveway access.
• Warden Av. & Davis St. (#8) – Southbound left AM peak hour only currently spills out of the left turn pocket and into the adjacent southbound through lane. The left turn pocket storage cannot be extended due to the existing intersection of Laura Avenue to the north. • Airport Access Rd. & 98th Av. (#11) – Westbound left PM peak hour only is accommodated within the existing two-way left turn lane (striped median) and does not conflict with westbound through traffic.
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35 TABLE 3-2: PEAK HOUR TURN LANE QUEUING SUMMARY FOR EXISTING (2020) CONDITIONS # Intersection AM PM
2 Doolittle Dr. & Airport Access Rd. NBR 385 9 21 Yes Yes SBL 150 24 32 Yes Yes
EBL 200 83 71 Yes Yes
EBR 200 31 58 Yes Yes
WBL 135 72 32 Yes Yes
3 Doolittle Dr. & Adams Av. NBR 270 35 27 Yes Yes
SBL 230 52 35 Yes Yes
WBR 85 19 24 Yes Yes
5 Doolittle Dr. & Davis St. NBL 130 81 41 Yes Yes
NBR 180 48 46 Yes Yes
SBL 265 200 458 2 Yes No
EBL 300 78 98 Yes Yes
WBL 235 213 2 168 2 Yes Yes
WBR 100 916 2 304 No No
6 Doolittle Dr. & Williams St. NBL 90 48 39 Yes Yes
SBL 100 117 2 354 2 Yes No
WBR 100 43 23 Yes Yes
7 Doolittle Dr. & Marina Bl. NBL 50 23 52 Yes Yes
NBR 100 95 39 Yes Yes
SBL 100 305 2 359 2 No No
EBL 120 73 76 Yes Yes
WBL 120 223 2 320 2 No No
WBR 850 64 47 Yes Yes
8 Warden Av. & Davis St. NBR 600 37 70 Yes Yes
SBL 50 104 70 No Yes
EBL 85 15 40 Yes Yes
WBL 250 225 2 225 2 Yes Yes
9 I-880 SB Ramps & Davis St. SBR 350 152 125 Yes Yes
WBR 550 35 44 Yes Yes
10 I-880 NB Ramps & Davis St. NBL 300 110 82 Yes Yes
EBR 800 91 0 Yes Yes
Movement
Available
Stacking
Distance (Feet)
95th % Queue (ft) Acceptable? 1
AM PM
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36 Worksheets for Existing (2020) traffic conditions queuing analysis worksheets are provided in Appendix 3.4.
# Intersection AM PM
11 Airport Access Rd. & 98th Av. NBL 60 27 24 Yes Yes
NBR 150 0 6 Yes Yes
SBL 100 97 2 121 2 Yes Yes
SBR 190 0 0 Yes Yes
WBL 100 104 2 128 2 Yes No
WBR 260 43 37 Yes Yes
12 I-880 SB Ramps & 98th Av. SBR 400 225 2 85 Yes Yes
EBR 290 40 41 Yes Yes
13 I-880 NB Ramps & 98th Av. NBL 675 208 79 Yes Yes
14 Merced Av. & Marina Bl. NBL 150 71 87 Yes Yes
NBR 415 206 293 2 Yes Yes
SBL 300 131 2 198 2 Yes Yes
SBR 150 0 0 Yes Yes
EBL 80 70 95 2 Yes Yes
EBR 50 0 0 Yes Yes
WBL 365 336 2 359 2 Yes Yes
BOLD = 95th percentile queue exceeds the available storage. 2 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 1 Stacking Distance is acceptable ifthe required stacking distance is less than or equal to the stacking distance provided. An additional 25 feet (1 car length) of stacking which is assumed to be provided in the transition for turn pockets is reflected in the stacking distance shown on this table, where applicable.

Movement
Available
Stacking
Distance (Feet)
95th % Queue (ft) Acceptable? 1
AM PM
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37 4 PROJECTED FUTURE TRAFFIC
The Project is proposed to consist of a 106,190 square foot distribution warehouse use (square footage includes mezzanine space). Vehicular and truck traffic access will be provided via Hester Street and Doolittle Drive (see Exhibit 1-2). Specifically, all truck access to the site will occur off Hester Street, employee access is provided via both Hester Street and Doolittle Drive (via Project Driveway), and all van access is to occur off of Doolittle Drive (via Project Driveway). Regional access to the Project site is provided via the I-880 Freeway via 98th Avenue and Davis Street interchanges.

4.1 PROJECT TRIP GENERATION

4.1.1 EXISTING TRIP GENERATION
Existing traffic counts were collected at 880 Doolittle Drive in order to determine the existing trips currently being generated on the site that would be replaced by the Project. Table 4-1 summarizes the counts collected at each driveway and the total for the site. Trip generation has been derived for passenger cars, vans (passenger cars), and trucks. An expanded summary of the existing driveway counts is provided in Appendix 4.1 of this TA.

TABLE 4-1: EXISTING EMPIRICAL DATA
Land Use In Out Total In Out Total Daily
Doolittle Access
Passenger Cars: 61 30 91 17 61 78 792
Vans: 7 45 52 35 1 36 414
Truck Trips: 3 4 7 1 1 2 43
Total Trips1 71 79 150 53 63 116 1,249
Hester Access
Passenger Cars: 12 1 13 4 19 23 245
Vans: 0 1 1 3 0 3 51
Truck Trips: 0 0 0 0 0 0 2
Total Trips1 12 2 14 7 19 26 297
Total
Passenger Cars: 73 31 104 21 80 101 1,037
Vans: 7 46 53 38 1 39 465
Truck Trips: 3 4 7 1 1 2 45
Total Trips1 83 80 164 60 82 142 1,546 1 Total Trips = Passenger Cars + Truck Trips.

AM Peak Hour PM Peak Hour
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38 4.1.2 PROPOSED PROJECT TRIP GENERATION
Trip generation represents the amount of traffic that is attracted and produced by a development and is based upon the specific land uses planned for a given project. Trip generation estimates for the proposed Project have been developed using tenant supplied data for the proposed facility. Since the trip generation is based on tenant supplied data, trip generation rates from the Institute of Transportation Engineers (ITE) Trip Generation Manual, 10th Edition, 2017, have not been utilized. Table 4-2 summarizes the Project’s trip generation. The proposed Project is anticipated to generate 1,136 two-way trips per day with 196 AM peak hour trips and 83 PM peak hour trips.

TABLE 4-2: PROPOSED PROJECT TRIP GENERATION SUMMARY

4.1.3 NET NEW TRIP GENERATION
A comparison between the proposed Project trip generation estimates and the existing use is summarized on Table 4-3. For the purposes of this TA, the net new traffic generated by the proposed Project (less the traffic currently being generated by the site) will be evaluated. As shown in Table 4-3, the Project is anticipated to generate 409 fewer two-way trips per day than the existing use with 32 more AM peak hour trips and 58 fewer PM peak hour trips.

Land Use In Out Total In Out Total Daily
Proposed Project
Associates/Drivers: 59 0 59 0 0 0 506
Vans: 0 120 120 0 0 0 250
Flex Vehicles: 0 0 0 40 20 60 80
Self Service Kiosk:1 8 8 16 11 11 22 272
4+-axle Trucks: 0 1 1 1 0 1 28
Proposed Project Total 67 129 196 52 31 83 1,136 1 Self service kiosk estimate shown is a maximum projection to conduct a conservative analysis.

There is no point of sale associated with these trips.

AM Peak Hour PM Peak Hour
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39 TABLE 4-3: TRIP GENERATION COMPARISON

4.2 PROJECT TRIP DISTRIBUTION
Trip distribution is the process of identifying the probable destinations, directions, or traffic routes that will be utilized by Project traffic. The potential interaction between the planned land uses and surrounding regional access routes are considered to identify the route where the Project traffic would distribute. The passenger car trip distribution patterns shown on Exhibit 4- 1 are based on the select zone run distribution that was prepared by the City's traffic consultant. However, adjustments have been made to account for the Project access onto Doolittle in addition to other minor changes to routes based on ultimate destination and considerations to the surrounding roadway network. Exhibit 4-2 shows the delivery van/truck distributions and are consistent with the service area zip code data provided by the Project Applicant for the VMT analysis. Each of these distribution patterns was reviewed and approved by the City of San Leandro as part of the traffic study scoping process.

4.3 MODAL SPLIT
The traffic reducing potential of public transit, walking, or bicycling have not been considered in this TA. Essentially, the traffic projections are "conservative" in that these alternative travel modes might be able to reduce the forecasted traffic volumes (employee trips only).

4.4 PROJECT TRIP ASSIGNMENT
The assignment of traffic from the Project area to the adjoining roadway system is based upon the Project trip generation, trip distribution, and the arterial highway and local street system improvements that would be in place by the time of initial occupancy of the Project. Based on the identified Project traffic generation and trip distribution patterns, Project ADT and peak hour intersection turning movement volumes are shown on Exhibit 4-3.

Land Use In Out Total In Out Total Daily
Proposed Project
Passenger Cars: 67 8 75 11 11 22 778
Vans/Flex Vehicles: 0 120 120 40 20 60 330
Total Truck Trips: 0 1 1 1 0 1 28
Proposed Project Total 67 129 196 52 31 83 1,136
Existing Passenger Cars: 73 31 104 21 80 101 1,037
Existing Vans: 7 46 53 38 1 39 465
Existing Trucks: 3 4 7 1 1 2 45
Existing Total: 83 80 164 60 82 142 1,546
Variance Passenger Cars: -6 -23 -29 -10 -69 -79 -259
Variance Vans: -7 74 67 2 19 21 -134
Variance Trucks: -3 -3 -6 0 0 0 -17
Variance Total (Net New Traffic) -16 48 32 -8 -50 -58 -409 AM Peak Hour PM Peak Hour
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40 EXHIBIT 4-1: PROJECT (PASSENGER CAR) TRIP DISTRIBUTION 880 Doolittle Traffic Analysis
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41 EXHIBIT 4-2: PROJECT (DELIVERY VAN/TRUCK) TRIP DISTRIBUTION 880 Doolittle Traffic Analysis
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42 EXHIBIT 4-3: PROJECT ONLY TRAFFIC VOLUMES
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43 4.5 HORIZON YEAR (2040) TRAFFIC FORECASTS
The City’s traffic consultant has provided future long-range Horizon Year (2040) Without Project traffic forecasts based on the Alameda Countywide Travel Demand Model using accepted procedures for model forecast refinement and smoothing for study area intersections located within the City of San Leandro. Traffic Counts
The traffic forecasts reflect the area-wide growth anticipated between Existing (2020) conditions and Horizon Year (2040) traffic conditions. In most instances the traffic model zone structure is not designed to provide accurate turning movements along arterial roadways unless refinement and reasonableness checking is performed. Therefore, the Horizon Year peak hour forecasts were refined using the model derived long range forecasts, base (validation) year model forecasts, along with existing baseline traffic (adjusted baseline).

The refined future peak hour approach and departure volumes obtained from the model output data are then entered into a spreadsheet program consistent with the National Cooperative Highway Research Program (NCHRP Report 255), along with initial estimates of turning movement proportions. A linear programming algorithm is used to calculate individual turning movements which match the known directional roadway segment forecast volumes computed in the previous step. This program computes a likely set of intersection turning movements from intersection approach counts and the initial turning proportions from each approach leg.

The future Horizon Year (2040) Without Project traffic forecasts provided by the City’s traffic consultant are included in Appendix 4.2. The future Horizon Year (2040) Without Project peak hour turning movements were then reviewed by Urban Crossroads, Inc. for reasonableness, and in some cases, were adjusted to achieve flow conservation. Flow conservation checks ensure that traffic flow between two closely spaced intersections, such as two adjacent driveway locations, is verified in order to make certain that vehicles leaving one intersection are entering the adjacent intersection and that there is no unexplained loss of vehicles. The result of this traffic forecasting procedure is a series of traffic volumes which are suitable for traffic operations analysis. Lastly, net new Project traffic was then added to develop Horizon Year (2040) With Project traffic forecasts.
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44 This Page Intentionally Left Blank
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45 5 E+P TRAFFIC ANALYSIS
This section discusses the traffic forecasts for Existing Plus Project (E+P) conditions and the resulting intersection operations, traffic signal warrant, and queuing analyses.

5.1 ROADWAY IMPROVEMENTS
The lane configurations and traffic controls assumed to be in place for E+P conditions are consistent with those shown previously on Exhibit 3-1.

5.2 E+P TRAFFIC VOLUME FORECASTS
This scenario includes Existing (adjusted) traffic volumes plus net new Project traffic. The ADT and peak hour intersection turning movement volumes, which can be expected for E+P traffic conditions are shown on Exhibit 5-1.

5.3 INTERSECTION OPERATIONS ANALYSIS
E+P peak hour traffic operations have been evaluated for the study area intersections based on the analysis methodologies presented in Section 2 Methodologies of this TA. The intersection analysis results are summarized in Table 5-1, which indicates that there are no additional study area intersections anticipated to operate at an unacceptable LOS, in addition to the locations identified previously under Existing (2020) traffic conditions. The intersection operations analysis worksheets are included in Appendix 5.1 of this TA.

TABLE 5-1: INTERSECTION ANALYSIS FOR E+P CONDITIONS
Delay1 Delay1
Traffic (secs.) (secs.)
# Intersection Control2 AM PM AM PM AM PM AM PM AM PM AM PM AM PM 1 Hester St. & Adams Av. CSS 11.5 11.0 0.07 0.15 B B 12.0 10.9 0.07 0.10 B B -- -- 2 Doolittle Dr. & Airport Access Rd. TS 20.4 18.3 0.54 0.47 C B 20.5 18.3 0.48 0.51 C B -- -- 3 Doolittle Dr. & Adams St. TS 9.7 11.0 0.46 0.67 A B 9.6 10.8 0.46 0.67 A B -- -- 4 Doolittle Dr. & Project Dwy. CSS 16.0 15.0 0.18 0.18 C C 33.8 17.1 0.41 0.18 D C -- -- 5 Doolittle Dr. & Davis St. TS 74.4 45.4 0.96 0.72 E D 71.5 45.7 0.92 0.72 E D -0.04 -- 6 Doolittle Dr. & Williams St. TS 25.2 30.7 0.85 0.83 C C 24.9 30.4 0.80 0.83 C C -- -- 7 Doolittle Dr. & Marina Bl. TS 36.2 35.4 0.64 0.71 D D 37.9 36.4 0.65 0.75 D D -- -- 8 Warden Av. & Davis St. TS 41.3 32.8 0.74 0.72 D C 42.3 32.9 0.74 0.72 D C -- -- 9 I-880 SB Ramps & Davis St. TS 13.4 14.5 0.71 0.63 B B 13.3 14.5 0.71 0.63 B B -- -- 10 I-880 NB Ramps & Davis St. TS 11.1 14.6 0.61 0.76 B B 11.1 14.6 0.61 0.76 B B -- -- 11 Airport Access Rd. & 98th Av. TS 30.9 33.4 0.41 0.49 C C 30.9 33.5 0.41 0.49 C C -- -- 12 I-880 SB Ramps & 98th Av. TS 17.9 12.4 0.84 0.58 B B 17.8 12.4 0.83 0.58 B B -- -- 13 I-880 NB Ramps & 98th Av. TS 18.8 34.0 0.80 0.96 B C 18.8 34.7 0.80 0.96 B C -- -- 14 Merced St. & Marina Bl. TS 43.2 57.9 0.81 0.93 D E 43.2 58.0 0.81 0.93 D E -- 0.00 * BOLD = Level of Service (LOS) does not meet the applicable jurisdictional requirements (i.e., unacceptable LOS). 1 2 CSS = Cross-street Stop; TS = Traffic Signal
3 For intersections operating below LOS D, an impact would occur if new trips added by the project causes the v/c to increase by 0.05 or more.

Volume-toCapacity (v/c)
Per the Highway Capacity Manual (HCM 2000), overall average intersection delay and level of service are shown for intersections with a traffic signal or all way stop control. For intersections with cross street stop control, the delay and level of service for the worst individual movement (or movements sharing a single lane) are shown.

Existing (2020)
Level of
Service
Level of
Service
E+P
Change in
v/c3
Volume-toCapacity (v/c)
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46 EXHIBIT 5-1: E+P TRAFFIC VOLUMES
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47 5.4 TRAFFIC SIGNAL WARRANTS ANALYSIS
There are no other unsignalized study area intersections anticipated to meet peak hour volumebased traffic signal warrants under E+P traffic conditions in addition to the location previously warranted under Existing traffic conditions (see Appendix 5.2).

5.5 QUEUING ANALYSIS
A queuing analysis was performed for the signalized study area intersections to assess vehicle queues for the turn pockets that may potentially “spill back” into the adjacent through lanes.

Queuing analysis findings are presented in Table 5-2 for E+P traffic conditions. As shown in Table 5-2, the following turning movements are anticipated to experience queuing issues for E+P traffic conditions and are consistent with existing deficient turning movements, however, the addition of Project traffic to these existing deficiencies result in nominal changes:
• Doolittle Dr. & Davis St. (#5) – Southbound left PM peak hour only • Doolittle Dr. & Davis St. (#5) – Westbound right turn lane AM and PM peak hours • Doolittle Dr. & Williams St. (#6) – Southbound left PM peak hour only • Doolittle Dr. & Marina Bl. (#7) – Southbound left AM and PM peak hours • Doolittle Dr. & Marina Bl. (#7) – Westbound left AM and PM peak hours • Warden Av. & Davis St. (#8) – Southbound left AM peak hour only • Airport Access Rd. & 98th Av. (#11) – Westbound left PM peak hour only Worksheets for E+P traffic conditions queuing analysis worksheets are provided in Appendix 5.3.

5.6 RECOMMENDED IMPROVEMENTS
Improvement strategies have been recommended at intersections that have been identified as deficient under E+P traffic conditions and where the addition of Project traffic would have a significant effect. Improvements have been identified in an effort to achieve an acceptable LOS (i.e., LOS D or better).
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48 TABLE 5-2: PEAK HOUR TURN LANE QUEUING SUMMARY FOR E+P CONDITIONS # Intersection AM PM AM PM
2 Doolittle Dr. & Airport Access Rd. NBR 385 9 21 Yes Yes 8 16 Yes Yes SBL 150 24 32 Yes Yes 24 32 Yes Yes
EBL 200 83 71 Yes Yes 83 71 Yes Yes
EBR 200 31 58 Yes Yes 31 58 Yes Yes
WBL 135 72 32 Yes Yes 72 31 Yes Yes
3 Doolittle Dr. & Adams Av. NBR 270 35 27 Yes Yes 35 27 Yes Yes SBL 230 52 35 Yes Yes 51 34 Yes Yes
WBR 85 19 24 Yes Yes 19 22 Yes Yes
5 Doolittle Dr. & Davis St. NBL 130 81 41 Yes Yes 81 41 Yes Yes NBR 180 48 46 Yes Yes 48 46 Yes Yes
SBL 265 200 458 2 Yes No 264 2 456 2 Yes No
EBL 300 78 98 Yes Yes 78 98 Yes Yes
WBL 235 213 2 168 2 Yes Yes 213 2 168 2 Yes Yes
WBR 100 916 2 304 No No 894 2 293 No No
6 Doolittle Dr. & Williams St. NBL 90 48 39 Yes Yes 48 39 Yes Yes SBL 100 117 2 354 2 Yes No 116 2 352 2 Yes No
WBR 100 43 23 Yes Yes 43 23 Yes Yes
7 Doolittle Dr. & Marina Bl. NBL 50 23 52 Yes Yes 23 52 Yes Yes NBR 100 95 39 Yes Yes 95 39 Yes Yes
SBL 100 305 2 359 2 No No 320 2 363 2 No No
EBL 120 73 76 Yes Yes 73 76 Yes Yes
WBL 120 223 2 320 2 No No 223 2 320 2 No No
WBR 850 64 47 Yes Yes 63 47 Yes Yes
8 Warden Av. & Davis St. NBR 600 37 70 Yes Yes 38 70 Yes Yes SBL 50 104 70 No Yes 104 70 No Yes
EBL 85 15 40 Yes Yes 15 40 Yes Yes
WBL 250 225 2 225 2 Yes Yes 225 2 225 2 Yes Yes
Movement
Available
Stacking
Distance (Feet)
95th % Queue (ft) Acceptable? 1
AM PM
Existing (2021) E+P
95th % Queue (ft) Acceptable? 1
AM PM
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49 # Intersection AM PM AM PM
9 I-880 SB Ramps & Davis St. SBR 350 152 125 Yes Yes 152 125 Yes Yes WBR 550 35 44 Yes Yes 35 44 Yes Yes
10 I-880 NB Ramps & Davis St. NBL 300 110 82 Yes Yes 108 82 Yes Yes EBR 800 91 0 Yes Yes 0 0 Yes Yes
11 Airport Access Rd. & 98th Av. NBL 60 27 24 Yes Yes 27 24 Yes Yes NBR 150 0 6 Yes Yes 0 6 Yes Yes
SBL 100 97 2 121 2 Yes Yes 97 2 121 2 Yes Yes
SBR 190 0 0 Yes Yes 0 0 Yes Yes
WBL 100 104 2 128 2 Yes No 104 2 128 2 Yes No
WBR 260 43 37 Yes Yes 43 37 Yes Yes
12 I-880 SB Ramps & 98th Av. SBR 400 225 2 85 Yes Yes 254 2 88 Yes Yes EBR 290 40 41 Yes Yes 40 40 Yes Yes
13 I-880 NB Ramps & 98th Av. NBL 675 208 79 Yes Yes 208 79 Yes Yes 14 Merced Av. & Marina Bl. NBL 150 71 87 Yes Yes 70 88 Yes Yes NBR 415 206 293 2 Yes Yes 206 293 2 Yes Yes
SBL 300 131 2 198 2 Yes Yes 131 2 198 2 Yes Yes
SBR 150 0 0 Yes Yes 0 0 Yes Yes
EBL 80 70 95 2 Yes Yes 70 95 2 Yes Yes
EBR 50 0 0 Yes Yes 0 0 Yes Yes
WBL 365 336 2 359 2 Yes Yes 336 2 359 2 Yes Yes
BOLD = 95th percentile queue exceeds the available storage. 2 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 95th % Queue (ft) Acceptable? 1
AM PM
1 Stacking Distance is acceptable ifthe required stacking distance is less than or equal to the stacking distance provided. An additional 25 feet (1 car length) of stacking which is assumed to be provided in the transition for turn pockets is reflected in the stacking distance shown on this table, where applicable.

Existing (2021) E+P
Movement
Available
Stacking
Distance (Feet)
95th % Queue (ft) Acceptable? 1
AM PM
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50 5.6.1 RECOMMENDED IMPROVEMENTS TO ADDRESSDEFICIENCIESAT INTERSECTIONS As shown previously in Table 5-1, the addition of Project traffic at the two deficient locations is anticipated to result in a change to the v/c ratio of less than 0.05. As such, no improvements have been recommended at these locations for E+P traffic conditions.

5.6.2 RECOMMENDED IMPROVEMENTS TO ADDRESSDEFICIENCIES ONQUEUES As shown previously in Table 5-2, there are movements anticipated to experience queuing issues during the weekday AM or weekday PM peak 95th percentile traffic flows under E+P traffic conditions. However, these are existing queuing issues, and the addition of Project traffic is anticipated to have a nominal effect on the peak hour queues. As discussed previously in Section

3.10 Queuing Analysis, improvements at some of the turn lanes would not be feasible given the physical surroundings. The peak hour intersection operations analyses for these study area intersections show that the addition of Project traffic is not anticipated to have a significant effect (v/c increase of less than 0.05). As such, consistent with the peak hour intersection operations analyses, no improvements have been recommended to address the peak hour queuing deficiencies.
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51 6 HORIZON YEAR (2040) TRAFFIC ANALYSIS
This section discusses the methods used to develop Horizon Year (2040) traffic forecasts and the resulting intersection operations, traffic signal warrant, and queuing analyses.

6.1 ROADWAY IMPROVEMENTS
The lane configurations and traffic controls assumed to be in place for Horizon Year (2040) conditions are consistent with those shown previously on Exhibit 3-1.

6.2 HORIZON YEAR (2040) WITHOUT PROJECT TRAFFIC VOLUME FORECASTS This scenario includes the refined post-processed volumes obtained from the Alameda Countywide Travel Demand Model (see Section 4.5 Horizon Year (2040) Traffic Forecasts of this TA for a detailed discussion on the post-processing methodology). The weekday ADT and weekday AM and PM peak hour volumes which can be expected for Horizon Year (2040) Without Project traffic conditions are shown on Exhibit 6-1.

6.3 HORIZON YEAR (2040) WITH PROJECT TRAFFIC VOLUME FORECASTS This scenario includes the refined post-processed volumes obtained from the Alameda Countywide Travel Demand Model plus net new Project traffic. The weekday ADT and weekday AM and PM peak hour volumes which can be expected for Horizon Year (2040) With Project traffic conditions are shown on Exhibit 6-2.

6.4 INTERSECTION OPERATIONS ANALYSIS
LOS calculations were conducted for the study intersections to evaluate their operations under Horizon Year (2040) Without Project conditions with roadway and intersection geometrics consistent with Section 6.1 Roadway Improvements. As shown in Table 6-1, the following study area intersections are anticipated to operate at an unacceptable LOS during the peak hours under Horizon Year (2040) Without Project traffic conditions:
• Doolittle Dr. & Davis St. (#5) – LOS F AM and PM peak hours • Doolittle Dr. & Marina Bl. (#7) – LOS E PM peak hour only • Airport Access Rd. & 98th Av. (#11) – LOS F PM peak hour only • Merced St. & Marina Bl. (#14) – LOS E AM and PM peak hours The addition of Project traffic is anticipated to have a significant effect on the intersection of Doolittle Drive and the Project Driveway only. The intersection operations analysis worksheets for Horizon Year (2040) Without and With Project traffic conditions are included in Appendix 6.1 and Appendix 6.2 of this TA, respectively.
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52 EXHIBIT 6-1: HORIZON YEAR (2040) WITHOUT PROJECT TRAFFIC VOLUMES 880 Doolittle Traffic Analysis
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53 EXHIBIT 6-2: HORIZON YEAR (2040) WITH PROJECT TRAFFIC VOLUMES 880 Doolittle Traffic Analysis
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54 TABLE 6-1: INTERSECTION ANALYSIS FOR HORIZON YEAR (2040) CONDITIONS

6.5 TRAFFIC SIGNAL WARRANTS ANALYSIS
There is no other unsignalized study area intersections anticipated to meet peak hour volumebased traffic signal warrants under Horizon Year (2040) Without and With Project traffic conditions in addition to the location previously warranted under Existing traffic conditions (see Appendix 6.3 and Appendix 6.4).

6.6 QUEUING ANALYSIS
A queuing analysis was performed for the signalized study area intersections to assess vehicle queues for the turn pockets that may potentially “spill back” into the adjacent through lanes.

Queuing analysis findings are presented in Table 6-2 for Horizon Year (2040) Without and With Project traffic conditions. As shown in Table 6-2, the following turning movements are anticipated to experience queuing issues for Horizon Year (2040) Without Project traffic conditions (see Appendix 6.5):
• Doolittle Dr. & Davis St. (#5) – Southbound left PM peak hour only • Doolittle Dr. & Davis St. (#5) – Westbound right turn lane AM and PM peak hours • Doolittle Dr. & Williams St. (#6) – Southbound left PM peak hour only • Doolittle Dr. & Marina Bl. (#7) – Southbound left AM and PM peak hours • Doolittle Dr. & Marina Bl. (#7) – Westbound left AM and PM peak hours • Warden Av. & Davis St. (#8) – Southbound left AM peak hour only Delay1 Delay1
Traffic (secs.) (secs.)
# Intersection Control2 AM PM AM PM AM PM AM PM AM PM AM PM AM PM 1 Hester St. & Adams Av. CSS 11.7 11.4 0.08 0.18 B B 12.2 11.3 0.08 0.13 B B -- -- 2 Doolittle Dr. & Airport Access Rd. TS 22.0 22.3 0.59 0.66 C C 22.1 22.4 0.59 0.66 C C -- -- 3 Doolittle Dr. & Adams St. TS 9.8 14.6 0.48 0.77 A B 9.7 14.4 0.48 0.76 A B -- -- 4 Doolittle Dr. & Project Dwy. CSS 16.8 20.4 0.19 0.26 C C 38.5 25.6 0.56 0.27 E D 0.37 -- 5 Doolittle Dr. & Davis St.4 TS 79.3 88.5 1.01 0.99 F F 79.6 84.9 0.99 0.97 E F -0.02 -0.02 6 Doolittle Dr. & Williams St. TS 28.0 33.4 0.89 0.90 C C 27.7 33.1 0.89 0.90 C C -- -- 7 Doolittle Dr. & Marina Bl. TS 38.5 61.0 0.77 0.94 D E 40.3 62.4 0.78 0.94 D E -- 0.00 8 Warden Av. & Davis St. TS 46.4 37.2 0.79 0.79 D D 47.1 37.5 0.81 0.79 D D -- -- 9 I-880 SB Ramps & Davis St. TS 14.2 17.8 0.76 0.82 B B 14.2 17.9 0.76 0.83 B B -- -- 10 I-880 NB Ramps & Davis St. TS 11.3 20.1 0.67 0.86 B C 11.2 19.9 0.67 0.86 B B -- -- 11 Airport Access Rd. & 98th Av. TS 31.7 86.9 0.48 0.66 C F 31.1 87.2 0.47 0.66 C F -- 0.00 12 I-880 SB Ramps & 98th Av. TS 28.1 13.3 0.99 0.62 C B 27.9 13.3 0.99 0.62 C B -- -- 13 I-880 NB Ramps & 98th Av. TS 19.1 37.2 0.80 0.97 B D 19.1 36.4 0.80 0.97 B D -- -- 14 Merced St. & Marina Bl. TS 66.9 62.7 0.94 1.00 E E 67.1 62.8 0.94 1.00 E E 0.00 0.00 * BOLD = Level of Service (LOS) does not meet the applicable jurisdictional requirements (i.e., unacceptable LOS). 1 2 CSS = Cross-street Stop; TS = Traffic Signal
3 For intersections operating below LOS D, an impact would occur if new trips added by the project causes the v/c to increase by 0.05 or more. 4 Per the HCM methodology, if volume-to-capacity exceeds 1.00 then the level of service is LOS F.

Per the Highway Capacity Manual (HCM 2000), overall average intersection delay and level of service are shown for intersections with a traffic signal or all way stop control. For intersections with cross street stop control, the delay and level of service for the worst individual movement (or movements sharing a single lane) are shown. 2040 Without Project 2040 With Project
Change in
v/c3
Volume-toCapacity (v/c)Level of
Service
Volume-toCapacity (v/c)Level of
Service
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55 TABLE 6-2: PEAK HOUR TURN LANE QUEUING SUMMARY FOR HORIZON YEAR (2040) CONDITIONS # Intersection AM PM AM PM
2 Doolittle Dr. & Airport Access Rd. NBR 385 9 21 Yes Yes 8 16 Yes Yes SBL 150 44 32 Yes Yes 44 32 Yes Yes
EBL 200 83 71 Yes Yes 83 71 Yes Yes
EBR 200 67 150 2 Yes Yes 66 158 2 Yes Yes
WBL 135 72 42 Yes Yes 72 41 Yes Yes
3 Doolittle Dr. & Adams Av. NBR 270 37 27 Yes Yes 37 27 Yes Yes SBL 230 52 35 Yes Yes 51 34 Yes Yes
WBR 85 19 24 Yes Yes 18 23 Yes Yes
5 Doolittle Dr. & Davis St. NBL 130 124 2 43 Yes Yes 124 2 43 Yes Yes NBR 180 75 52 Yes Yes 76 52 2 Yes Yes
SBL 265 305 2 458 2 No No 365 2 456 2 No No
EBL 300 78 98 Yes Yes 78 98 Yes Yes
WBL 235 235 2 168 2 Yes Yes 235 2 168 2 Yes Yes
WBR 100 964 2 954 2 No No 942 2 934 2 No No
6 Doolittle Dr. & Williams St. NBL 90 48 39 Yes Yes 48 39 Yes Yes SBL 100 121 2 354 2 Yes No 119 2 352 2 Yes No
WBR 100 96 32 Yes Yes 96 32 Yes Yes
7 Doolittle Dr. & Marina Bl. NBL 50 23 52 Yes No 23 52 Yes Yes NBR 100 105 39 Yes Yes 105 39 Yes Yes
SBL 100 306 2 545 2 No No 322 2 550 2 No No
EBL 120 139 2 82 Yes Yes 139 2 82 Yes Yes
WBL 120 223 2 320 2 No No 223 2 320 2 No No
WBR 850 96 48 Yes Yes 96 48 Yes Yes
8 Warden Av. & Davis St. NBR 600 51 112 Yes Yes 52 112 Yes Yes SBL 50 119 75 No Yes 119 75 No Yes
EBL 85 15 40 Yes Yes 15 40 Yes Yes
WBL 250 237 2 220 2 Yes Yes 237 2 220 2 Yes Yes
2040 Without Project 2040 With Project
Movement
Available
Stacking
Distance (Feet)
95th % Queue (ft) Acceptable? 1 95th % Queue (ft) Acceptable? 1

AM PM AM PM
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56 # Intersection AM PM AM PM
9 I-880 SB Ramps & Davis St. SBR 350 199 2 142 Yes Yes 198 2 142 Yes Yes WBR 550 35 44 Yes Yes 35 44 Yes Yes
10 I-880 NB Ramps & Davis St. NBL 300 110 118 Yes Yes 108 118 Yes Yes EBR 800 0 0 Yes Yes 0 0 Yes Yes
11 Airport Access Rd. & 98th Av. NBL 60 27 24 Yes Yes 27 24 Yes Yes NBR 150 0 6 Yes Yes 0 6 Yes Yes
SBL 100 97 2 135 2 Yes No 97 2 135 2 Yes No
SBR 190 0 0 Yes Yes 0 0 Yes Yes
WBL 100 104 2 154 2 Yes No 104 2 492 2 Yes No
WBR 260 43 37 Yes Yes 43 37 Yes Yes
12 I-880 SB Ramps & 98th Av. SBR 400 432 2 131 Yes3 Yes 430 2 159 Yes3 Yes EBR 290 41 44 Yes Yes 41 43 Yes Yes
13 I-880 NB Ramps & 98th Av. NBL 675 208 84 Yes Yes 208 84 Yes Yes 14 Merced Av. & Marina Bl. NBL 150 80 98 Yes Yes 79 99 Yes Yes NBR 415 206 340 2 Yes Yes 206 340 2 Yes Yes
SBL 300 131 2 198 2 Yes Yes 131 2 198 2 Yes Yes
SBR 150 0 0 Yes Yes 0 0 Yes Yes
EBL 80 71 102 2 Yes Yes 71 102 2 Yes Yes
EBR 50 0 3 Yes Yes 0 3 Yes Yes
WBL 365 442 2 359 2 No Yes 442 2 359 2 No Yes
BOLD = 95th percentile queue exceeds the available storage. 2 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 2040 Without Project 2040 With Project
3 Although 95th percentile queue is anticipated to exceed the available storage for the turn lane, the adjacent through lane has sufficient storage to accommodate any spillover without spilling back and affecting the I-880 Freeway mainline.

Acceptable? 1

AM PM AM PM
1 Stacking Distance is acceptable ifthe required stacking distance is less than or equal to the stacking distance provided. An additional 25 feet (1 car length) of stacking which is assumed to be provided in the transition for turn pockets is reflected in the stacking distance shown on this table, where applicable.

Movement
Available
Stacking
Distance (Feet)
95th % Queue (ft) Acceptable? 1 95th % Queue (ft)
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57 • Airport Access Rd. & 98th Av. (#11) – Southbound left PM peak hour only • Airport Access Rd. & 98th Av. (#11) – Westbound left PM peak hour only • Merced St. & Marina Bl. (#14) – Westbound left AM peak hour only The addition of Project traffic to these pre-project deficiencies is anticipated to result in nominal changes (see Appendix 6.6). There are no new queuing deficiencies anticipated as a result of Project traffic.

6.7 RAILROAD QUEUING ANALYSIS
The queuing analysis results for the at-grade railroad crossings have also been summarized on Table 6-3 for Horizon Year (2040) With Project traffic conditions only. As shown in Table 6-3, only the westbound through movement at Doolittle Drive and Marina Boulevard may potentially extend back to the at-grade railroad crossing. It should be noted that while the 95th percentile queue indicates a queuing issue in the PM peak hour only, the average (50th percentile) peak hour queue does not. The 95th percentile queue, while typically used for design purposes, in reality occurs approximately 5 percent of the time. The existing railroad crossing has striping and signing for advance notification of the crossing in both directions of travel on Marina Boulevard.

In addition, the crossing itself is equipped with mast arms and warning lights. A potential recommendation for the City to improve peak hour queues in the westbound approach would be to modify the signal timing at Doolittle Drive and Marina Boulevard to clear any queues in advance of approaching trains. Worksheets for Horizon Year (2040) traffic conditions queuing analysis worksheets are provided in Appendix 6.7.

TABLE 6-3: AT-GRADE RAILROAD CROSSING PEAK HOUR QUEUING SUMMARY # Intersection AM PM
4 Doolittle Dr. & Project Driveway WBL/R 265 150 86 Yes Yes 5 Doolittle Dr. & Davis St. (SR-112) NBT 380 265 103 Yes Yes 6 Doolittle Dr. & Williams St. WBT 840 222 346 Yes Yes
7 Doolittle Dr. & Marina Bl. WBT 840 419 932 Yes No
BOLD = 95th percentile queue exceeds the available storage. 1 Stacking Distance is acceptable if the required stacking distance is less than or equal to the stacking distance provided. An additional 25 feet (1 car length) of stacking which is assumed to be provided in the transition for turn pockets is reflected in the stacking distance shown on this table, where applicable. 2040 With Project
Movement
Available
Stacking
Distance (Feet)
95th % Queue (ft) Acceptable? 1
AM PM
880 Doolittle Traffic Analysis
13698-05 TA Report REV2
58 6.8 RECOMMENDED IMPROVEMENTS
Improvement strategies have been recommended at intersections that have been identified as deficient under Horizon Year (2040) Without and With Project traffic conditions and where the addition of Project traffic would have a significant effect. Improvements have been identified in an effort to achieve an acceptable LOS (i.e., LOS D or better).

6.8.1 RECOMMENDED IMPROVEMENTS TO ADDRESSDEFICIENCIESAT INTERSECTIONS The effectiveness of the recommended improvement strategies to address Horizon Year (2040) With Project traffic deficiencies are presented in Table 6-4. As noted previously, the addition of Project traffic is anticipated to have a significant effect on the intersection of Doolittle Drive and the Project Driveway only. The addition of Project traffic at the other four deficient locations is anticipated to result in a change to the v/c ratio of less than 0.05. As such, no improvements have been recommended at those locations for Horizon Year (2040) With Project traffic conditions. It is recommended that the Project contribute fair share payment towards the recommended improvement (signalization). Worksheets for Horizon Year (2040) With Project conditions, with improvements, HCM calculation worksheets are provided in Appendix 6.8.

TABLE 6-4: INTERSECTION ANALYSIS FOR HORIZON YEAR (2040) CONDITIONS WITH IMPROVEMENTS Table 6-5 provides the fair share calculation for the intersection of Doolittle Drive and Project Driveway. As stated above, the Project should contribute fair share payment towards the identified improvement at this location.

TABLE 6-5: PROJECT FAIR SHARE CALCULATIONS
Delay2 Level of
Traffic Northbound Southbound Eastbound Westbound (secs.) Service # Intersection Control3 L T R L T R L T R L T R AM PM AM PM 4 Without Improvements CSS 0 2 0 1 2 0 0 0 0 0 1 0 38.5 25.6 E D With Improvements TS 0 2 0 1 2 0 0 0 0 0 1 0 9.4 7.4 A A * BOLD = Level of Service (LOS) does not meet the applicable jurisdictional requirements (i.e., unacceptable LOS). 1 When a right turn is designated, the lane can either be striped or unstriped. To function as a right turn lane there must be sufficient width for right turning vehicles to travel outside the through lanes. 2 Per the Highway Capacity Manual (HCM 2000), overall average intersection delay and level of service are shown for intersections with a traffic signal or all way stop control. For intersections with cross street stop control, the delay and level of service for the worst individual movement (or movements sharing a single lane) are shown. 3 CSS = Cross-Street Stop; TS = Traffic Signal; TS = Improvement Intersection Approach Lanes1
Doolittle Dr. & Project Dwy.

L = Left; T = Through; R = Right
# Intersection Existing Project
Horizon Year
(2040) With
Project
Total New
Traffic
Project % of
New Traffic
4 Doolittle Dr. & Project Dwy.

AM: 1,963 39 2,140 177 22.0%
PM: 1,958 -16 2,294 336 0.0%
BOLD = Denotes highest fair share percentage.
880 Doolittle Traffic Analysis
13698-05 TA Report REV2
59 6.8.2 RECOMMENDED IMPROVEMENTS TO ADDRESSDEFICIENCIES ONQUEUES As shown previously in Table 6-2, there are movements anticipated to experience queuing issues during the weekday AM or weekday PM peak 95th percentile traffic flows under Horizon Year (2040) traffic conditions. However, these are pre-project queuing issues, and the addition of Project traffic is anticipated to have a nominal effect on the peak hour queues. The peak hour intersection operations analysis for these study area intersections show that the addition of Project traffic is not anticipated to have a significant effect (v/c increase of less than 0.05).

Similarly, the addition of Project traffic is also not anticipated to have a significant effect to the PM peak hour queue identified at the intersection of Doolittle Drive and Marina Boulevard on Table 6-3. As such, consistent with the peak hour intersection operations analyses, no improvements have been recommended to address the peak hour queuing deficiencies. 880 Doolittle Traffic Analysis
13698-05 TA Report REV2
60 This Page Intentionally Left Blank
880 Doolittle Traffic Analysis
13698-05 TA Report REV2
61 7 REFERENCES

1. Alameda County Transportation Commission. 2018 Level of Service Monitoring Report. Alameda County : Iteris, Inc., December 2018.

2. Transportation Research Board. Highway Capacity Manual (HCM). s.l. : National Academy of Sciences, 2000.

3. Caltrans. California Manual on Uniform Traffic Control Devices (MUTCD). [book auth.] California Department of Transportation. California Manual on Uniform Traffic Control Devices (CAMUTCD). 2017.

4. City of San Leandro. San Leandro 2035 General Plan. City of San Leandro : s.n., Adopted September 19, 2016.

5. City of Oakland. Envision Oakland: City of Oakland General Plan. City of Oakland : s.n., March 1998. 880 Doolittle Traffic Analysis
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62 This Page Intentionally Left Blank
Transportation Impact Analysis │ 880 Doolittle Drive
January 2024 │ Draft

B- ACTC CENTRAL PLANNING AREA VMT
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14th
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106th
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77th Ave
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E 33rd St
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2nd
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45th Ave
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141st Ave
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E E
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89th Ave
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Ze ml a St
66th
Chatham Rd
12th St
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Stanley Ave
Fairlands Dr
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International Blvd
11th
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7th
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Chanute Ave
E 8th St
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19th Ave
Roland Way
Leimert Blvd
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Ave C
Davis Ave
W Es sex Dr

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Top
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20th St
Johnson Rd
Grand Ave
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105th Ave
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Glenview St
136th Ave
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13th
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K St
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9th
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Peach St
Dolerita Ave
Bay St
Arthur Dr
Soto Rd
Lor ni g Ave
Tiffin Rd
Oro Dr
Amber Ln
Spetti Dr
Oakes Blvd
Hill Ave
Melvin Rd
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3rd St
Sol St
Trinity Way
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Ardo St
Mu mr a ns k St
Barn Rock Dr
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Ferry St
Sutter Dr
Ferry Ln
Laguna Ave
Havana Ave
E 29th St
Edith St
Union City Blvd
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Mission Rd
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Victor Ave
Matthew Ter
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Lee St
Prairie Dr
Holman Rd
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Medall oi n Dr
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Sabre St
Terrabella Way
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Barbers Point Rd
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Ascot Way
Miller Ave
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Longridge Rd
Commerce Dr
83rd Ave
Ottawa Ave
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Haight Ave
Tidewater Dr
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8th
Mello Way
Liberty Ave
E St
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Sigourney Elysian Fi
Sunnyhills Rd
E 15th St
Pulaski Dr Elgin St
Orion St
80th Ave
Cam Segura
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Redwood Rd
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147th Ave
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Lee Ave
22nd
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Martell Ave
Orchard Dr
Stagecoach Rd
J St
I St
Midway St
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Golf Rd
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Coral Rd
Hunter Ave
Blanchard St
E H
Davenport Ave
Eagle Rd
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Lemos Ln
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Maywood Dr
Macbeth Ave
Lowry Rd
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Torrey Pine Ln
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10th St
Guido St
Traynor St
Hall Rd
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Muir St
Tyson Ln
Milton St
Sea Brg
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Cll Alegre
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Long
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Tecado Ter
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Lassen St
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Tompkins Ave
Gal ni do Dr
E 28th St
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Vanderbilt St
Field St
Dalton Way
Daisy St
River Walk Dr
L St
2nd St
Nicolet Ave
Vista Grand Dr
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Tozier St
Eastin Dr
Lancaster Rd
Dickens Ave
Central Ave
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Cas c ade St
Elvessa St
Prince Dr
Wiley St
Jefferson St
Hillbrook Pl
Elysian Fields Dr
Northway Rd
Willimet Way
Ferry Pt
Terra Cotta Cir
Sueirro St
Seaver St
Valley Oak Rd
Daily Dr
Palm Dr
Holt St
Lylewood Dr
N LakeDr
Fremont Ave
Kay Ave
Pecos Ave
Shylock Dr
Green St
Quail Run Rd
Medinah St
Marin Way
Thackeray Ave
Santiago Rd
Market St
F St
Benson Rd
86th Ave
Manor Blvd
Dobbel Ave
4th St
Hamilton St
Belleza Dr
Linden St
Magellan Dr
Brooklyn Ave
Kramer St
Rall
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Park St
Cedar Ave
Collier Dr
Breed Ave
Capistrano Dr
100th Ave
Diamond Ter Carnation Way
W ins low Ter
Locke Ave
Bergedo Dr
Ambar Pl
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Crestline Rd
Alida St
Deervale Rd
G St
Dupont Ave
Charles St
Shellga et C ri
Thelma St
Seaport Dr
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Belhaven St
A
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Hanford St
Clement Ave
Gresel St
Rocklin Dr
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Tennyson Rd
55th Ave
27th Ave
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103rd Ave
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Maple Ave
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Sitka St
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Jane Ave
64th Ave
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Raven Rd
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Woodthrush Rd
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Faircliff St
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Dutton Ave
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78th Ave
Alice Way
Korbel St
Caliban Dr
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Mitchell Ave
Keller Ave
Sunnyside St
Calaroga Ave
Ballard Dr
Blackbird Dr
Minerva St
Cypress Ave
23rd St
W Sunset Blvd
Gertrude Dr
Canyon Heights Dr
Farwell Dr Christine Dr
Court St
Santa Clara St
West
138th Ave
Cabello St
E 21st St
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Lynde St
Sloat Rd
Summer Glen Dr
Mound St
Hillview Dr
Martin Luther King J
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Miami Ave
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Bywood Dr
E 20th St
Martin Blvd
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79th Ave
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de Lucchi Ter
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Post Rd
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Calmar Ave
Singalong Way
Filbert St
Sanderling Dr
Belmont Ave
Sunnymere Ave
Chiltern Dr
Turner Ct
Corporate Ave
38th
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Beverly Ln
Florida St
Wood St
A St
Juniper St
Durant Ave
Wisconsin St
Graff Ave
Walter Ave
Faulkner Dr
Santa Clara Ave
Glenmoor Dr
Rex Rd
Bedford St
Ave A
Outlook Ave
Madison St
94th Ave
Adams St
Washington St
Royal Oak Rd
Mlk Way
40th Ave
Starling Dr
E 12th
19th St
41st Ave
Portsmouth Ave
Beard Rd
Civic Terrace Ave
Peralta St
Grove St
Jeep Trl
Fountain St
Perkins St
Earl St
San Jose Ave
Cairo Rd
Edgecliff Way
Fairmount Ave
Hathaway Ave
Staten Ave
69th Ave
Congress Ave
MorseCt
35th Ave
Chapel Way
Chapin St
Central Blvd
16th
Ratto Rd
Peppertree Rd
Monaco Dr
24th St
Carmel Way
26th St
Camden
Montecito Dr
Sycamore Ave
Zacate Ave
3rd
Johnson Cir
Laurel Creek Dr
Prospect Ave
Jean Dr
Eastshore Dr
Carmel St
la Salle Ave
Castilian Rd
Arena St
King Ave
Rosedale Ave
70th Ave
Via Enrico
Lewis Ave
16th St
TiegenDr
42nd Ave
Island Dr
Sheffield Rd
18th
Magnolia Dr
San Antonio Ave
12th
108th Ave
Robinson Dr
Nina St
Adcock Dr
85 Belleview Dr
Saddle Brook Dr
C al wi et r Rd
Pine St
Zephyr Ave
Melrose Ave
Poplar St
Macarthur
Juana Ave
Mocine Ave
Pso Santa Cruz
Via Nube
Rand Ave
Cedar St
Morcom Ave
Carroll Ave 21st Ave
Brittany Ave
150th Ave
Hollister Ave
Ave B
19th
Edes
F al m ni go Ave
Via Hermana
21st
Poplar
Walker Ave
Granger Ave
Frederick Rd
Union St
Os prey Dr
5th
Tupelo St
Schiller St
Lupine Ct
6th Ave
Brittany Dr
Nicol Ave
Eveleth Ave
Chestnut St
Ashmount Ave
5th St
Foothill
la Cresta Ave
Marina Blvd
E 10th
E 18th St E 18th
12th Ave
96th Ave
Street L
Si lve r Map el L n
48th Ave
N 5th St
11th Ave
St Andrews St
Via Aires
10th Ave
9th Ave
98th Ave
30th St
Alder Ave
Myrtle St
Ahern Ave
99th Ave
Circ el Way
Wasatch Dr
Menlo St
Wentworth Ave
Bancroft Ave
Fernside Blvd
Tulip Ave
W Joaquin Ave
Mills Ave
82nd Ave
E 31st St
Castle Dr
Vincente St
Cheshire
22nd Ave
36th Ave
Iron Horse Ln
Jones St
Marwick Dr
Victory Ln
9th St
22nd St
Second St
Vicksburg Ave
29th Ave
McKinley Ave
Paru St
Jacinto Dr
10th
Rose Ave
Water St
Monan St
Golf Links
Clover St
Laird Ave
Parkway
Sebille Rd
62nd Ave
92nd Ave
Tamarack Dr
101st Ave
Marina Dr
Neptune Dr
Mattos Dr
Thrush Ave
Baine Ave
Georgia St
Begonia St
School St
Ave D
Margie Ln
Leona Dr
84th Ave
Parkmont Dr
Ave F
Rettig Ave
Max Dr
Thermal
Appian Way
Blessing Dr
Viola St
Bayo Vista Ave
Payne Rd
33rd Ave
Vagabond Ln
Highland Blvd
Sherman Dr
Loma Vista Ave
Tideway Dr
Jean St
Quarry Lakes Dr
E ml wood Dr
Saint James Dr
Lockwood Ave
Mission Dr
Wildwood Rd
105th
Broadway
Whitehead Ln
Cowing Rd
73rd Ave
Jacklynn Dr
Forest Hill Dr
102nd Ave
14th St
Kaplolani Rd
Colville Pl
Orleans Dr
Ford St
E 34th St
Greenly Dr
Palomares Rd
Athol Ave
Lakeview Dr
Clemens Rd
O Connell Ln
Anair Way
Schafer Rd
Mitchel Dr
Kelly St
Aster Ave
Saturn Dr
San Leandro St
Fleet Way
Lorenzo Ave
Delaware St
Bailey Ranch Rd
Blythen Way
Vale Ave
Tourraine Dr
Montana St
Crest Ave
Vomac Rd
Shetland Ave
Niland St
Windsor Dr Gail Dr
Diehl Ave
Brown Ave
San C el men et St
Lorren Dr
Ivy Dr
Keystone Dr
Murcia St
River Dr
Whimbrel Rd
Majestic Ave Crest Ln
York Dr
Euclid Ave
Golden Rd
13th St
W A St
Meridien Cir
Lily St
la Salle Dr
Carlsen St
Bandon Dr
Sunkist Dr
Orange St
Lockwood St
Cimarron St
Cabot Blvd
Evans Ave
Railroad Ave
Monroe Ave
Hansom Dr
Hansen Ave
159th Ave
Mason St
Malcolm Ave
Creekside Dr
74th Ave
Third St
Cronin Cir
Renwick St
65th Ave
Rawson St
Via Zapata
Drew St
Creedon C ir
73rd
MerrittAve
Lake Arrowhead Ave
G re y ly n Dr
McCone Ave
E 12th St
Fielding Dr
Via San Ardo
Hillgirt Cir
Adams Ave
Havenscour
H
t
armon Ave
Ave K
Brookpark Rd
87th Ave
137th Ave
Hayward Blvd
Nabor St
Campbell St
Madera Ave
Sedge St
Riddell St
San Juan Ave
Diablo Ave
Sherman St
Vi a L u gano
Monticello Ave
Southland Dr
Mars
Mountain View A ev
Russett St
Santa Teresa
Catalpa Way
Inyo Ave
W Atlantic Ave
Park Ave
Calafia Ave
Via Carmen
Ju s t i n C ir
Kensington Dr
Orr R d
Merced St
Dodge Ave
Hutchins Ave
Blackburn Dr
M as t l a nds Dr
Taylor Ave
Joaquin Ave
Royal Ann Cmn
Fairway St
Meekland Ave
Davona Dr
B a rdolph C ir
Tobruk St
W Broadmoor Blvd
76th Ave
Sybil Ave
Golden Eagle W ay
Monterey Dr
Cabrillo Dr
Atlantic St
Demarcus Blvd
Boatswain Way
Phil Dr
Northdale Dr
Gang Way
Keel Way
Hull Way
Destroyer Way
Chronicle Ave
Logistics Ln
Norris Rd
Thompson Ave
Fairview Ave
Harrisburg Ave
Spring Dr
26th Ave
H ci kory Ave
Caspar St
Independent Rd
Western Ave
Sandalwood St
Meadowbrook Ave
Frye St
Bartlett St
Lenox Ave
Ridgemont Dr
Gladstone Pl
Moraine St
Via Espada
Rhoda Ave
Broadmoor Blvd
W Ave 134th
Hilton St
Via Rancho
Kilrush Ave
66th Ave
Fuller Ave
Santos Ranch Rd
Pierce Ave
61st Ave
Kelly Ave
Sundale Dr
Garden Ave
Portola Dr
98th
Balmoral St
Lincoln Ave
Darcelle Dr
Bello Rd
Drake Ave
Eden Shor es Dr
Ave G
Creekwood Dr
Panorama Trl
Pompano Ave
Bodega St
Ritchie St
Isherwood Way
Anchorage Dr
Remora Dr
Ave M
Stacy St
139th Ave
Alice Ave
Tyee St
North Ave
Circle Hill Dr
Regal Ave
Teagarden St
Richmond Ave
Phaeton Dr
Industrial Blvd
Dumbarton Cir
Brunell Dr
Freight St
Richards
Brookdale Ave
Spencer Rd
Garden Rd
Belding St
Wesley Ave
Alameda Ave
Grant Ave
Oak Vista Way
Scenicview Dr
Nebo Dr
Lark dale Ave
Prestwick Ave
Lloyd Ave
Broadmore Ave
Townsend Ave
5th Ave
Burdick St
Pier St
Edith W ay
Roca Dr
Shield Dr
Bianca Dr
Foothill Knolls Dr
Foothill Rd
Broder Blvd
Derby St
Cassio Cir
Oak Ln
Welfo r d
ri C
Army Base
Maple Dr
Vernon St
Olive Dr
Mountain
Bluefield Ln
Regal Dr
Chadbourne Way
Osage Ave
Marlow Dr
W Ave 133rd
Gardner Blvd
Regency Dr
67th Ave
Glen Dr

FIRE TRL
Queen An ne Dr
Grover Dr
Norton Ave
Donohue Dr
la Mesa Dr
Ogden Dr
Baldwin St
Dollar St
Lyman Rd
Becket Dr
Jordan Rd
Byron St
Ridgewood Dr
Amaral Ct
11th St
Colgett Dr
Julia St
Persimmon Dr
S et nhammer Dr
Vining Dr
Benmore Dr
Salt Way
Orlando Ave
Adair Way
Edgehill Ct
Arundel Dr
Troy Ave
Arbutus Ct
San Antonio St
Rishell Dr
el Paseo Dr
Ruus Rd
Dutra Way
s
PoRobles
McBride Ln
Aladdin Ave
Mandarin Ave
Munyan St
Durham Way
Whittle Ave
Sterling Dr
Whitney St
W Lagoon Rd
Embarcadero
W Tower Ave
Hollis Canyon Rd
Rizzo Ave
Pike Ave
Capri Ave
Shay Dr
Rubin Dr
Burr St
Valdez Way
Eden Landing Rd
Faber St
Oriole Ave
Capa Dr
Volpey Way
Hester St
Via Marlin
Greens Ln
Keb Rd
Davis
Braemar Rd
SMall
Central Pkwy
Cana Rd
Investment Blvd
Usn Air Statio n Alam
Canon Ave
Tiburon Rd
Toyon Ave
N Mall
G at e t ree C ir
Joaquin Miller Rd
Arden Rd
Bay Heights Rd
Joyce Way
Mountain Blvd
John Glen Dr
Skywest Dr
Russell Ave
Heafey Rd
Fernhoff Rd
Clover Ct
California Pottery C
Golf Links Rd
Clover Rd Thiel Rd
Coach Dr
Hillrose Dr
Amyx Ct
Santana St
May Rd
Overhill Dr
Park Blvd
AnaheimLoop
Seneca St
Terminal St
Kerrigan Dr
Bunker Hill Blvd
Ridge Ter
Footjill Blvd
W Winton Ave
Transit Ave
Dowe Ave
12 Oaks Dr
Zwissig Way
Moorship Ave
Rifle Range Rd
Owens Dr
Fairgrounds Rd
Capwell Dr
Surrey Ln
Burdeck Dr
Fire Rd
Drummond Dr
Fox Hollow Dr
Clearbrook Cir
Manor Dr
Skyline Trl
Teagarden Rd
Olson Ct
W Loop Rd
Richmond Rd
Sunol Ridge Trl
Tank Farm
Sheridan Rd
Amaleo Way
Patterson Ranch Rd
Bart Access Rd
Mill Creek Rd
∙þ185
∙þ92
∙þ77
∙þ13
∙þ84
∙þ880
∙þ61
∙þ260
∙þ112
∙þ238
ß/101
§¨¦380
§¨¦580
§¨¦880
§¨¦980
§¨¦238
§¨¦680
§¨¦80
§¨¦280
Alameda
Fremont
Newark
Union City
Dublin
Hayward
Pleasanton
Oakland
Piedmont
San
Leandro

25.23 31.02

22.12 24.01

26.63 14.9

15.43 14

25.53 24.04

25.25 33.88

31.66 32.23

35.23 37.08

27.19 18.23

14.09 27.9 27.54 21.47

26.72 21.11

27.25 25.64

22.44 28.88

30.17 20.78 25.3

16.16 26.61

14.81 11.93 14.99

13.81 14.38 13.82

16.37 15.23

26.07 26.21

27.63 27.23

16.41 19.86

19.04 24.09

22.75 25.11

24.01 22.55

22.35 24.44

13.54 13.11

22.36 22.86

21.11 22.95

20.16 24.95

13.85 15.77

21.86 18.59

15.26 15.75

14.02 14.64 16.87 13.77 15.22

26.51 23.52

17.82 18.58 19.99

26.54 28.61

28.25 24.78

15.6 13.12

14.87 12.19

13.14 13.4

13.45 13.12

13.19 13.96

13.91 15.85

17.08 22.04

26.76 13.96

15.99 38.47

37.94 42.59

28.85 35.05

31.62 33.74

36.05 34.23

15.12 33.92

19.87 18.97

17.34 18.08

17.22 15.79

17.77 19.06

13.92 15.09

15.37 13.29

20.98 16.98

29.84 27.72

24.71 20.72

16.56 29.45

25.32 18.26

19.38 19.73

20.41 27.2

24.47 23.53

28.18 25.86

18.97 24.23

27.9 16.41

26.52 23.05

23.26 20.43

24.78 23.42

23.18 26.05

23.19 25.4

18.75 20.57

15.39 25.39

17.89 23.46

16.44 14.61 13.51

12.65 12.36 14.28

15.44 26.73

19.42 27.04

26.26 16.49

18.35 14.29

26.69 29.11

25.18 24.44

15.66 31.32

19.74 19.39

18.1 19.31

16.48 29.35

25.81 29.75

25.3 15.9

31.89 12.97

14.42 16.38

17.71 22.56

18.55 15.54

25.36 25.91

20.44 26.59

26.92 27.57

27.82 15.01

25.9 12.13

28.99 30.09

13.62 25.04

17.98 16.92

22.36 28.03

26.74 18.77

14.61 20.58

30.22 37.68

26.33 24.1

15.6 15.34

14.16 14.67

23.06 18.95

31.37 15.54

26.02 29.21

19.62 16.83

19.85 18.3

14.99 22.02

22.4 28.39

30.16 18.06

16.69 20.64

18.58 18.23

14.94 17.22

26.98 17.3

27.05 17.83

19.03 24.75

26.56 25.43

15.5 25.9 17.68

24.15 23.78

28.6 22.02

37.44 15.31

28.75 34.03

42.99 17.78

16.04 17.73

24.67 12.15

25.41 23.78

23.67 12.89

14.77 12.18

25.85 19.86

22.58 13.07

25.48 18.92
Contra
Costa
County
San
Francisco
County
San Mateo
County
Santa Clara
County
San Joaquin
County
Alameda
Albany
Berkeley
Fremont
Newark
Union City
Dublin
Hayward
Livermore
Pleasanton
Emeryville
Oakland
Piedmont
San
Leandro
Alameda County
East Planning Area
South
Planning Area
Central
Planning Area
North
Planning Area
2020 Vehicle Miles
Traveled per Employee
by TAZ
> 25.00

20.01 - 25.00

15.01 - 20.00

10.01 - 15.00

0.01 - 10.00

0.00 Central Planning Area Average (Target -15%): 19.2 (16.3) Alameda County Average (Target -15%): 15.9 (13.5)
[
0 1 2 3 4 Miles
Vehicle Miles Traveled Per Employee
Central Planning Area

ALAMEDA
County Transportation
Commission
Data Source: Alameda Countywide Travel Model, Plan Bay Area 2040 version, May 2019 Vehicle miles traveled (VMT) = home-based trips (home-based work, school, shopping/errands, social/recreation) at transportation analysis zone (TAZ) containing residence site VMT also includes estimates of non-home trips generated by residents at the non-residential end of the homebased trip (e.g. lunch trips from workplace) VMT per capita = home-based VMT at residence TAZ divided by total population in TAZ VMT includes all travel within 9-county Bay Area plus San Joaquin County plus estimates of travel distances beyond the 10-county model area
TAZs with zero values (white) did not have population in the 2020 model Alameda County Vehicle Miles of Travel (VMT) from Alameda Countywide Model Year 2040
2040 VMT by City
City Population Household VMT VMT/Capita Employment Employee VMT VMT/Employee Alameda 95,451 1,481,856 15.5 42,793 784,739 18.3
Alameda County 14,951 607,768 40.7 3,356 106,172 31.6
Albany 20,684 296,838 14.4 5,313 128,467 24.2
Ashland 31,245 495,916 15.9 3,381 76,696 22.7
Berkeley 141,229 1,617,236 11.5 121,710 1,566,754 12.9
Castro Valley 63,012 1,594,380 25.3 13,641 309,278 22.7 Cherryland 13,530 214,462 15.9 1,702 39,848 23.4
Dublin 80,567 1,928,070 23.9 28,752 390,985 13.6
Emeryville 34,640 279,816 8.1 19,818 297,394 15.0
Fremont 279,534 5,696,285 20.4 118,617 2,093,184 17.6
Hayward 188,515 3,556,157 18.9 75,880 1,423,579 18.8
Livermore 111,523 3,606,029 32.3 53,083 861,662 16.2
Newark 51,768 1,055,939 20.4 22,871 412,749 18.0
Oakland 632,032 7,608,601 12.0 273,838 4,113,381 15.0
Piedmont 11,222 201,917 18.0 1,905 50,586 26.6
Pleasanton 91,844 2,424,144 26.4 74,589 1,209,697 16.2
San Leandro 108,465 1,822,008 16.8 53,925 938,059 17.4
San Lorenzo 31,412 582,257 18.5 5,038 119,863 23.8
Union City 81,258 1,682,360 20.7 28,575 419,408 14.7
Total 2,082,882 36,752,038 17.6 948,787 15,342,500 16.2 2040 VMT by County Planning Area
Planning Area Population VMT_HH VMT/Capita Employment VMT_EMP VMT/Employee Central 449,474 8,688,886 19.3 155,296 2,965,019 19.1
East 286,842 8,172,267 28.5 158,268 2,516,869 15.9
North 935,258 11,486,264 12.3 465,377 6,941,322 14.9
South 411,308 8,404,621 20.4 169,846 2,919,290 17.2
Total 2,082,882 36,752,038 17.6 948,787 15,342,500 16.2 2040 VMT by County
County Population Household VMT VMT/Capita Employment Employee VMT VMT/Employee San Francisco 1,167,689 11,650,405 10.0 872,499 10,136,949 11.6 San Mateo 915,365 12,471,097 13.6 472,056 10,593,123 22.4 Santa Clara 2,532,772 36,180,473 14.3 1,289,874 26,377,230 20.4 Alameda 2,082,882 36,752,038 17.6 948,787 15,342,500 16.2 Contra Costa 1,385,902 33,135,623 23.9 497,765 9,229,910 18.5 Solano 509,796 15,238,660 29.9 150,981 3,150,727 20.9
Napa 158,040 4,787,877 30.3 83,364 2,121,900 25.5
Sonoma 596,627 25,597,907 42.9 243,588 5,252,439 21.6
Marin 277,254 7,730,790 27.9 134,960 3,326,875 24.7
Total 9,626,327 183,544,870 19.1 4,693,874 85,531,653 18.2 Household VMT = All home-based productions plus proportional share of Non-Home-Based trips at destinations Employee VMT = Home-Based Work attractions
TAZ COUNTY VMT_EMP JURIS REGION
597.00 4.00 16.08 San Leandro Central
Transportation Impact Analysis │ 880 Doolittle Drive
January 2024 │ Draft

C- SYNCHRO OUTPUT
HCM Unsignalized Intersection Capacity Analysis Existing AM 1: Doolittle Dr & West Project Dwy Timing Plan: AM Peak 880 Doolittle Synchro 11 Report
Kimley-Horn Page 1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 14 2 828 11 18 1040
Future Volume (Veh/h) 14 2 828 11 18 1040
Sign Control Stop Free Free
Grade 0% 0% 0%
Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88
Hourly flow rate (vph) 16 2 941 12 20 1182
Pedestrians 1
Lane Width (ft) 12.0
Walking Speed (ft/s) 3.5
Percent Blockage 0
Right turn flare (veh)
Median type TWLTL TWLTL
Median storage veh) 2 2
Upstream signal (ft) 750 512
pX, platoon unblocked 0.93 0.90 0.90
vC, conflicting volume 1579 478 954
vC1, stage 1 conf vol 948
vC2, stage 2 conf vol 631
vCu, unblocked vol 1110 184 716
tC, single (s) 6.8 6.9 4.1
tC, 2 stage (s) 5.8
tF (s) 3.5 3.3 2.2
p0 queue free % 96 100 98
cM capacity (veh/h) 359 746 800
Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 SB 3
Volume Total 18 627 326 20 591 591
Volume Left 16 0 0 20 0 0
Volume Right 2 0 12 0 0 0
cSH 381 1700 1700 800 1700 1700
Volume to Capacity 0.05 0.37 0.19 0.02 0.35 0.35
Queue Length 95th (ft) 4 0 0 2 0 0
Control Delay (s) 14.9 0.0 0.0 9.6 0.0 0.0
Lane LOS B A
Approach Delay (s) 14.9 0.0 0.2
Approach LOS B
Intersection Summary
Average Delay 0.2
Intersection Capacity Utilization 38.7% ICU Level of Service A Analysis Period (min) 15
HCM 6th TWSC Existing AM
1: Doolittle Dr & West Project Dwy Timing Plan: AM Peak 880 Doolittle Synchro 11 Report
Kimley-Horn Page 2
Intersection
Int Delay, s/veh 0.3
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 14 2 828 11 18 1040
Future Vol, veh/h 14 2 828 11 18 1040
Conflicting Peds, #/hr 0 0 0 1 1 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 50 -
Veh in Median Storage, # 2 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 88 88 88 88 88 88
Heavy Vehicles, % 0 0 14 9 0 17
Mvmt Flow 16 2 941 13 20 1182
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 1580 478 0 0 955 0
Stage 1 949 - - - - -
Stage 2 631 - - - - -
Critical Hdwy 6.8 6.9 - - 4.1 -
Critical Hdwy Stg 1 5.8 - - - - -
Critical Hdwy Stg 2 5.8 - - - - -
Follow-up Hdwy 3.5 3.3 - - 2.2 -
Pot Cap-1 Maneuver 102 539 - - 728 -
Stage 1 341 - - - - -
Stage 2 498 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 99 538 - - 727 -
Mov Cap-2 Maneuver 279 - - - - -
Stage 1 341 - - - - -
Stage 2 484 - - - - -
Approach WB NB SB
HCM Control Delay, s 17.9 0 0.2

HCM LOS C
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - 297 727 -
HCM Lane V/C Ratio - - 0.061 0.028 -
HCM Control Delay (s) - - 17.9 10.1 -
HCM Lane LOS - - C B -
HCM 95th %tile Q(veh) - - 0.2 0.1 -
HCM Unsignalized Intersection Capacity Analysis Existing AM 2: Proj Dwy & Hester St Timing Plan: AM Peak
880 Doolittle Synchro 11 Report
Kimley-Horn Page 3
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 10 0 0 10 46 12
Future Volume (Veh/h) 10 0 0 10 46 12
Sign Control Stop Stop Free
Grade 0% 0% 0%
Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86
Hourly flow rate (vph) 12 0 0 12 53 14
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 125 113 120 0 0
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 125 113 120 0 0
tC, single (s) 7.2 6.7 6.7 6.4 4.2
tC, 2 stage (s)
tF (s) 3.6 4.1 4.1 3.4 2.3
p0 queue free % 98 100 100 99 97
cM capacity (veh/h) 789 728 721 1048 1542
Direction, Lane # EB 1 WB 1 SB 1
Volume Total 12 12 67
Volume Left 12 0 53
Volume Right 0 12 14
cSH 789 1048 1542
Volume to Capacity 0.02 0.01 0.03
Queue Length 95th (ft) 1 1 3
Control Delay (s) 9.6 8.5 5.9
Lane LOS A A A
Approach Delay (s) 9.6 8.5 5.9
Approach LOS A A
Intersection Summary
Average Delay 6.7
Intersection Capacity Utilization 17.2% ICU Level of Service A Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis Existing AM 3: Hester St & Adams Ave Timing Plan: AM Peak
880 Doolittle Synchro 11 Report
Kimley-Horn Page 4
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 247 52 5 102 6 14
Future Volume (Veh/h) 247 52 5 102 6 14
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86
Hourly flow rate (vph) 287 60 6 119 7 16
Pedestrians 1
Lane Width (ft) 12.0
Walking Speed (ft/s) 3.5
Percent Blockage 0
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 426
pX, platoon unblocked
vC, conflicting volume 347 448 318
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 347 448 318
tC, single (s) 4.1 6.5 6.4
tC, 2 stage (s)
tF (s) 2.2 3.6 3.5
p0 queue free % 100 99 98
cM capacity (veh/h) 1201 551 682
Direction, Lane # EB 1 WB 1 NB 1
Volume Total 347 125 23
Volume Left 0 6 7
Volume Right 60 0 16
cSH 1700 1201 636
Volume to Capacity 0.20 0.00 0.04
Queue Length 95th (ft) 0 0 3
Control Delay (s) 0.0 0.4 10.9
Lane LOS A B
Approach Delay (s) 0.0 0.4 10.9
Approach LOS B
Intersection Summary
Average Delay 0.6
Intersection Capacity Utilization 26.5% ICU Level of Service A Analysis Period (min) 15
HCM 6th TWSC Existing AM
3: Hester St & Adams Ave Timing Plan: AM Peak
880 Doolittle Synchro 11 Report
Kimley-Horn Page 5
Intersection
Int Delay, s/veh 0.6
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 247 52 5 102 6 14
Future Vol, veh/h 247 52 5 102 6 14
Conflicting Peds, #/hr 0 0 0 0 0 1
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 86 86 86 86 86 86
Heavy Vehicles, % 8 2 4 14 10 20
Mvmt Flow 287 60 6 119 7 16
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 347 0 448 318
Stage 1 - - - - 317 -
Stage 2 - - - - 131 -
Critical Hdwy - - 4.14 - 6.5 6.4
Critical Hdwy Stg 1 - - - - 5.5 -
Critical Hdwy Stg 2 - - - - 5.5 -
Follow-up Hdwy - - 2.236 - 3.59 3.48
Pot Cap-1 Maneuver - - 1201 - 554 683
Stage 1 - - - - 721 -
Stage 2 - - - - 876 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 1201 - 551 682
Mov Cap-2 Maneuver - - - - 551 -
Stage 1 - - - - 721 -
Stage 2 - - - - 872 -
Approach EB WB NB
HCM Control Delay, s 0 0.4 10.9

HCM LOS B
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT
Capacity (veh/h) 637 - - 1201 -
HCM Lane V/C Ratio 0.037 - - 0.005 -
HCM Control Delay (s) 10.9 - - 8 0
HCM Lane LOS B - - A A
HCM 95th %tile Q(veh) 0.1 - - 0 -
HCM Signalized Intersection Capacity Analysis Existing AM 4: Doolittle Dr & Adams Ave Timing Plan: AM Peak
880 Doolittle Synchro 11 Report
Kimley-Horn Page 6
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 88 32 740 185 41 637
Future Volume (vph) 88 32 740 185 41 637
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.2 5.2 5.8 5.8 4.6 5.8
Lane Util. Factor 1.00 1.00 0.95 1.00 1.00 0.95
Frpb, ped/bikes 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
Frt 1.00 0.85 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1467 1282 3312 1346 1687 3223
Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1467 1282 3312 1346 1687 3223
Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95
Adj. Flow (vph) 93 34 779 195 43 671
RTOR Reduction (vph) 0 28 0 92 0 0
Lane Group Flow (vph) 93 6 779 103 43 671
Confl. Peds. (#/hr) 1 2
Confl. Bikes (#/hr) 3
Heavy Vehicles (%) 23% 26% 9% 17% 7% 12%
Turn Type Perm Perm NA Perm Prot NA
Protected Phases 2 1 6
Permitted Phases 8 8 2
Actuated Green, G (s) 11.5 11.5 32.6 32.6 1.9 39.1
Effective Green, g (s) 11.5 11.5 32.6 32.6 1.9 39.1
Actuated g/C Ratio 0.19 0.19 0.53 0.53 0.03 0.63
Clearance Time (s) 5.2 5.2 5.8 5.8 4.6 5.8
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 273 239 1752 712 52 2045
v/s Ratio Prot c0.24 c0.03 0.21
v/s Ratio Perm c0.06 0.00 0.08
v/c Ratio 0.34 0.03 0.44 0.14 0.83 0.33
Uniform Delay, d1 21.8 20.5 8.9 7.4 29.7 5.2
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.7 0.0 0.8 0.4 64.4 0.4
Delay (s) 22.5 20.5 9.7 7.8 94.1 5.6
Level of Service C C A A F A
Approach Delay (s) 22.0 9.4 10.9
Approach LOS C A B
Intersection Summary
HCM 2000 Control Delay 10.9 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.43
Actuated Cycle Length (s) 61.6 Sum of lost time (s) 15.6 Intersection Capacity Utilization 46.0% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Existing AM 5: Doolittle Dr & Davis St Timing Plan: AM Peak
880 Doolittle Synchro 11 Report
Kimley-Horn Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 45 169 36 249 125 748 48 783 219 326 299 47 Future Volume (vph) 45 169 36 249 125 748 48 783 219 326 299 47 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.6 5.2 4.6 5.2 4.6 4.6 5.4 4.6 4.6 5.8 Lane Util. Factor 1.00 0.95 0.97 1.00 1.00 1.00 0.91 1.00 0.97 0.95 Frpb, ped/bikes 1.00 1.00 1.00 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 0.97 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.98
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1211 2280 3019 1357 1495 1318 4673 1238 3242 2998 Flt Permitted 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1211 2280 3019 1357 1495 1318 4673 1238 3242 2998 Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Adj. Flow (vph) 49 186 40 274 137 822 53 860 241 358 329 52 RTOR Reduction (vph) 0 17 0 0 0 101 0 0 137 0 9 0
Lane Group Flow (vph) 49 209 0 274 137 721 53 860 104 358 372 0 Confl. Peds. (#/hr) 1 1
Confl. Bikes (#/hr) 1 3
Heavy Vehicles (%) 49% 55% 48% 16% 40% 8% 37% 11% 29% 8% 15% 34% Turn Type Prot NA Prot NA pm+ov Prot NA pm+ov Prot NA
Protected Phases 7 4 3 8 1 5 2 3 1 6
Permitted Phases 8 2
Actuated Green, G (s) 8.4 20.6 6.4 18.6 40.1 4.9 40.2 46.6 21.5 56.4 Effective Green, g (s) 8.4 20.6 6.4 18.6 40.1 4.9 40.2 46.6 21.5 56.4 Actuated g/C Ratio 0.08 0.19 0.06 0.17 0.37 0.05 0.37 0.43 0.20 0.52 Clearance Time (s) 4.6 5.2 4.6 5.2 4.6 4.6 5.4 4.6 4.6 5.8 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) 93 432 178 232 552 59 1731 531 642 1558 v/s Ratio Prot 0.04 0.09 c0.09 0.10 c0.26 0.04 c0.18 0.01 0.11 0.12 v/s Ratio Perm 0.22 0.07
v/c Ratio 0.53 0.48 1.54 0.59 1.31 0.90 0.50 0.19 0.56 0.24 Uniform Delay, d1 48.1 39.2 51.0 41.4 34.2 51.6 26.3 19.3 39.2 14.3 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 5.3 0.9 268.8 4.0 150.6 80.5 1.0 0.2 1.1 0.4 Delay (s) 53.4 40.1 319.8 45.4 184.8 132.0 27.4 19.5 40.3 14.6 Level of Service D D F D F F C B D B
Approach Delay (s) 42.4 199.3 30.5 27.1
Approach LOS D F C C
Intersection Summary
HCM 2000 Control Delay 91.9 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 0.93
Actuated Cycle Length (s) 108.5 Sum of lost time (s) 20.2 Intersection Capacity Utilization 95.1% ICU Level of Service F Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Existing AM
5: Doolittle Dr & Davis St Timing Plan: AM Peak
880 Doolittle Synchro 11 Report
Kimley-Horn Page 9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 45 169 36 249 125 748 48 783 219 326 299 47 Future Volume (veh/h) 45 169 36 249 125 748 48 783 219 326 299 47 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 1.00 1.00 1.00 0.98 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1174 1085 1189 1663 1307 1781 1352 1737 1470 1781 1678 1396 Adj Flow Rate, veh/h 49 186 40 274 137 822 53 860 241 358 329 52 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, % 49 55 48 16 40 8 37 11 29 8 15 34
Cap, veh/h 54 395 83 180 319 567 61 1858 561 433 1310 205 Arrive On Green 0.05 0.23 0.23 0.06 0.24 0.24 0.05 0.39 0.39 0.13 0.48 0.48 Sat Flow, veh/h 1118 1691 355 3072 1307 1510 1287 4742 1245 3291 2752 430 Grp Volume(v), veh/h 49 112 114 274 137 822 53 860 241 358 189 192 Grp Sat Flow(s),veh/h/ln 1118 1031 1015 1536 1307 1510 1287 1581 1245 1646 1594 1588 Q Serve(g_s), s 4.8 10.2 10.6 6.4 9.7 26.7 4.5 14.7 14.4 11.6 7.7 7.9 Cycle Q Clear(g_c), s 4.8 10.2 10.6 6.4 9.7 26.7 4.5 14.7 14.4 11.6 7.7 7.9 Prop In Lane 1.00 0.35 1.00 1.00 1.00 1.00 1.00 0.27
Lane Grp Cap(c), veh/h 54 241 237 180 319 567 61 1858 561 433 759 756 V/C Ratio(X) 0.91 0.46 0.48 1.53 0.43 1.45 0.87 0.46 0.43 0.83 0.25 0.25 Avail Cap(c_a), veh/h 150 330 325 180 319 567 74 1858 561 643 759 756 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 51.9 36.0 36.2 51.5 35.0 34.2 51.8 24.7 20.5 46.3 17.1 17.1 Incr Delay (d2), s/veh 37.4 1.4 1.5 262.6 0.9 212.5 55.8 0.8 2.4 5.7 0.8 0.8 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 1.9 2.6 2.7 9.0 3.1 47.9 2.3 5.4 4.4 5.0 2.9 2.9 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 89.3 37.4 37.7 314.2 35.9 246.7 107.6 25.6 22.9 52.0 17.8 17.9 LnGrp LOS F D D F D F F C C D B B
Approach Vol, veh/h 275 1233 1154 739
Approach Delay, s/veh 46.8 238.3 28.8 34.4
Approach LOS D F C C
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 19.0 48.7 11.0 30.8 9.8 57.9 9.9 31.9 Change Period (Y+Rc), s 4.6 * 5.8 4.6 5.2 4.6 5.8 4.6 5.2 Max Green Setting (Gmax), s 21.4 * 37 6.4 35.0 6.3 52.1 14.7 26.7 Max Q Clear Time (g_c+I1), s 13.6 16.7 8.4 12.6 6.5 9.9 6.8 28.7 Green Ext Time (p_c), s 0.8 6.5 0.0 1.3 0.0 2.3 0.0 0.0 Intersection Summary
HCM 6th Ctrl Delay 107.4
HCM 6th LOS F
Notes
User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.

HCM Signalized Intersection Capacity Analysis Existing AM 6: Davis St & I-880 SB Ramp Timing Plan: AM Peak
880 Doolittle Synchro 11 Report
Kimley-Horn Page 10
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 851 510 0 1167 408 0 0 0 212 0 601 Future Volume (vph) 0 851 510 0 1167 408 0 0 0 212 0 601 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 5.8 5.8 5.8
Lane Util. Factor 0.91 1.00 0.95 1.00 0.95 0.91 0.95
Frpb, ped/bikes 1.00 0.97 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
Frt 1.00 0.85 1.00 0.85 1.00 0.86 0.85
Flt Protected 1.00 1.00 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 4803 1355 3312 1488 1618 1386 1434
Flt Permitted 1.00 1.00 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 4803 1355 3312 1488 1618 1386 1434
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) 0 877 526 0 1203 421 0 0 0 219 0 620
RTOR Reduction (vph) 0 0 267 0 0 214 0 0 0 0 32 32
Lane Group Flow (vph) 0 877 259 0 1203 207 0 0 0 197 288 290 Confl. Peds. (#/hr) 2 7 7 2
Confl. Bikes (#/hr) 1
Heavy Vehicles (%) 0% 8% 16% 0% 9% 6% 0% 0% 0% 6% 0% 7% Turn Type NA Perm NA Perm Split NA Perm
Protected Phases 2 6 4 4
Permitted Phases 2 6 4
Actuated Green, G (s) 28.2 28.2 28.2 28.2 18.3 18.3 18.3 Effective Green, g (s) 28.2 28.2 28.2 28.2 18.3 18.3 18.3 Actuated g/C Ratio 0.49 0.49 0.49 0.49 0.32 0.32 0.32
Clearance Time (s) 5.0 5.0 5.0 5.0 5.8 5.8 5.8
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 2363 666 1629 732 516 442 457
v/s Ratio Prot 0.18 c0.36 0.12 c0.21
v/s Ratio Perm 0.19 0.14 0.20
v/c Ratio 0.37 0.39 0.74 0.28 0.38 0.65 0.63
Uniform Delay, d1 9.0 9.1 11.6 8.6 15.1 16.8 16.6
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.1 0.4 1.8 0.2 2.1 7.3 6.6
Delay (s) 9.1 9.5 13.4 8.8 17.3 24.0 23.2
Level of Service A A B A B C C
Approach Delay (s) 9.3 12.2 0.0 22.1
Approach LOS A B A C
Intersection Summary
HCM 2000 Control Delay 13.3 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.70
Actuated Cycle Length (s) 57.3 Sum of lost time (s) 10.8 Intersection Capacity Utilization 66.1% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Existing AM 7: I-880 NB Ramp & Davis St Timing Plan: AM Peak
880 Doolittle Synchro 11 Report
Kimley-Horn Page 12
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 569 495 0 1116 539 452 0 240 0 0 0 Future Volume (vph) 0 569 495 0 1116 539 452 0 240 0 0 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 4.0 5.0 5.0 5.8 5.8 5.8
Lane Util. Factor 0.95 1.00 0.95 1.00 0.95 0.91 0.95
Frpb, ped/bikes 1.00 0.98 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
Frt 1.00 0.85 1.00 0.85 1.00 0.98 0.85
Flt Protected 1.00 1.00 1.00 1.00 0.95 0.96 1.00
Satd. Flow (prot) 3471 1420 3438 1533 1504 1440 1447
Flt Permitted 1.00 1.00 1.00 1.00 0.95 0.96 1.00
Satd. Flow (perm) 3471 1420 3438 1533 1504 1440 1447
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) 0 587 510 0 1151 556 466 0 247 0 0 0
RTOR Reduction (vph) 0 0 0 0 0 290 0 24 148 0 0 0
Lane Group Flow (vph) 0 587 510 0 1151 266 247 220 74 0 0 0 Confl. Peds. (#/hr) 2 7 7 2
Confl. Bikes (#/hr) 1
Heavy Vehicles (%) 0% 4% 11% 0% 5% 3% 14% 0% 6% 0% 0% 0% Turn Type NA Free NA Perm Perm NA Perm
Protected Phases 2 6 8
Permitted Phases Free 6 8 8
Actuated Green, G (s) 27.6 57.7 27.6 27.6 19.3 19.3 19.3 Effective Green, g (s) 27.6 57.7 27.6 27.6 19.3 19.3 19.3 Actuated g/C Ratio 0.48 1.00 0.48 0.48 0.33 0.33 0.33
Clearance Time (s) 5.0 5.0 5.0 5.8 5.8 5.8
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 1660 1420 1644 733 503 481 484
v/s Ratio Prot 0.17 c0.33
v/s Ratio Perm 0.36 0.17 c0.16 0.15 0.05
v/c Ratio 0.35 0.36 0.70 0.36 0.49 0.46 0.15
Uniform Delay, d1 9.4 0.0 11.8 9.5 15.3 15.1 13.5
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.1 0.7 1.4 0.3 3.4 3.1 0.7
Delay (s) 9.6 0.7 13.2 9.8 18.7 18.2 14.1
Level of Service A A B A B B B
Approach Delay (s) 5.5 12.1 17.1 0.0
Approach LOS A B B A
Intersection Summary
HCM 2000 Control Delay 11.0 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.61
Actuated Cycle Length (s) 57.7 Sum of lost time (s) 10.8 Intersection Capacity Utilization 57.6% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Existing AM 8: Airport Access Rd & 98th Avenue Timing Plan: AM Peak 880 Doolittle Synchro 11 Report
Kimley-Horn Page 14
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 93 639 1 57 754 368 11 29 76 53 6 8 Future Volume (vph) 93 639 1 57 754 368 11 29 76 53 6 8 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.8 4.6 5.0 4.6 4.6 5.0 5.0 4.6 5.0 5.0 Lane Util. Factor 0.91 1.00 0.91 1.00 1.00 0.86 0.86 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 0.99 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 1.00 0.85 1.00 0.91 0.85 1.00 1.00 0.85
Flt Protected 0.99 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 4800 1656 4940 1495 1081 4224 1280 1719 3610 1214 Flt Permitted 0.72 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3499 1656 4940 1495 1081 4224 1280 1719 3610 1214 Peak-hour factor, PHF 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 Adj. Flow (vph) 107 734 1 66 867 423 13 33 87 61 7 9
RTOR Reduction (vph) 0 0 0 0 0 240 0 26 25 0 0 5
Lane Group Flow (vph) 0 842 0 66 867 183 13 51 18 61 7 4 Confl. Peds. (#/hr) 2 2
Heavy Vehicles (%) 3% 8% 0% 9% 5% 8% 67% 3% 7% 5% 0% 33% Turn Type pm+pt NA Prot NA pm+ov Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 5 2 1 6
Permitted Phases 4 8 2 6
Actuated Green, G (s) 27.8 4.1 37.3 42.4 0.9 41.1 41.1 5.1 45.3 45.3 Effective Green, g (s) 27.8 4.1 37.3 42.4 0.9 41.1 41.1 5.1 45.3 45.3 Actuated g/C Ratio 0.28 0.04 0.38 0.43 0.01 0.42 0.42 0.05 0.46 0.46 Clearance Time (s) 5.8 4.6 5.0 4.6 4.6 5.0 5.0 4.6 5.0 5.0 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) 991 69 1878 646 9 1769 536 89 1667 560 v/s Ratio Prot c0.04 0.18 0.01 0.01 0.01 c0.04 0.00
v/s Ratio Perm c0.24 0.11 c0.01 c0.00
v/c Ratio 0.85 0.96 0.46 0.28 1.44 0.03 0.03 0.69 0.00 0.01 Uniform Delay, d1 33.2 46.9 22.9 18.0 48.6 16.8 16.8 45.7 14.2 14.3 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 6.9 92.3 0.2 0.2 474.2 0.0 0.1 19.7 0.0 0.0 Delay (s) 40.1 139.2 23.0 18.3 522.8 16.8 16.9 65.4 14.2 14.3 Level of Service D F C B F B B E B B
Approach Delay (s) 40.1 27.2 66.3 54.7
Approach LOS D C E D
Intersection Summary
HCM 2000 Control Delay 34.8 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.40
Actuated Cycle Length (s) 98.1 Sum of lost time (s) 20.0 Intersection Capacity Utilization 80.7% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis Existing PM 1: Doolittle Dr & West Project Dwy Timing Plan: PM Peak 880 Doolittle Synchro 11 Report
Kimley-Horn Page 1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 4 10 858 12 6 991
Future Volume (Veh/h) 4 10 858 12 6 991
Sign Control Stop Free Free
Grade 0% 0% 0%
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93
Hourly flow rate (vph) 4 11 923 13 6 1066
Pedestrians 4
Lane Width (ft) 12.0
Walking Speed (ft/s) 3.5
Percent Blockage 0
Right turn flare (veh)
Median type TWLTL TWLTL
Median storage veh) 2 2
Upstream signal (ft) 750 512
pX, platoon unblocked 0.88 0.93 0.93
vC, conflicting volume 1478 472 940
vC1, stage 1 conf vol 934
vC2, stage 2 conf vol 545
vCu, unblocked vol 905 280 783
tC, single (s) 6.8 6.9 4.1
tC, 2 stage (s) 5.8
tF (s) 3.5 3.3 2.2
p0 queue free % 99 98 99
cM capacity (veh/h) 371 670 781
Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 SB 3
Volume Total 15 615 321 6 533 533
Volume Left 4 0 0 6 0 0
Volume Right 11 0 13 0 0 0
cSH 551 1700 1700 781 1700 1700
Volume to Capacity 0.03 0.36 0.19 0.01 0.31 0.31
Queue Length 95th (ft) 2 0 0 1 0 0
Control Delay (s) 11.7 0.0 0.0 9.6 0.0 0.0
Lane LOS B A
Approach Delay (s) 11.7 0.0 0.1
Approach LOS B
Intersection Summary
Average Delay 0.1
Intersection Capacity Utilization 37.4% ICU Level of Service A Analysis Period (min) 15
HCM 6th TWSC Existing PM
1: Doolittle Dr & West Project Dwy Timing Plan: PM Peak 880 Doolittle Synchro 11 Report
Kimley-Horn Page 2
Intersection
Int Delay, s/veh 0.2
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 4 10 858 12 6 991
Future Vol, veh/h 4 10 858 12 6 991
Conflicting Peds, #/hr 0 0 0 4 4 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 50 -
Veh in Median Storage, # 2 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 93 93 93 93 93 93
Heavy Vehicles, % 0 0 7 8 0 6
Mvmt Flow 4 11 923 13 6 1066
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 1479 472 0 0 940 0
Stage 1 934 - - - - -
Stage 2 545 - - - - -
Critical Hdwy 6.8 6.9 - - 4.1 -
Critical Hdwy Stg 1 5.8 - - - - -
Critical Hdwy Stg 2 5.8 - - - - -
Follow-up Hdwy 3.5 3.3 - - 2.2 -
Pot Cap-1 Maneuver 119 544 - - 737 -
Stage 1 348 - - - - -
Stage 2 551 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 118 542 - - 734 -
Mov Cap-2 Maneuver 295 - - - - -
Stage 1 347 - - - - -
Stage 2 547 - - - - -
Approach WB NB SB
HCM Control Delay, s 13.5 0 0.1

HCM LOS B
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - 437 734 -
HCM Lane V/C Ratio - - 0.034 0.009 -
HCM Control Delay (s) - - 13.5 9.9 -
HCM Lane LOS - - B A -
HCM 95th %tile Q(veh) - - 0.1 0 -
HCM Unsignalized Intersection Capacity Analysis Existing PM 2: Proj Dwy & Hester St Timing Plan: PM Peak
880 Doolittle Synchro 11 Report
Kimley-Horn Page 3
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 38 0 0 37 14 3
Future Volume (Veh/h) 38 0 0 37 14 3
Sign Control Stop Stop Free
Grade 0% 0% 0%
Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89
Hourly flow rate (vph) 43 0 0 42 16 3
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 76 34 35 0 0
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 76 34 35 0 0
tC, single (s) 7.1 6.5 6.5 6.2 4.1
tC, 2 stage (s)
tF (s) 3.5 4.0 4.0 3.3 2.2
p0 queue free % 95 100 100 96 99
cM capacity (veh/h) 870 849 847 1082 1617
Direction, Lane # EB 1 WB 1 SB 1
Volume Total 43 42 19
Volume Left 43 0 16
Volume Right 0 42 3
cSH 870 1082 1617
Volume to Capacity 0.05 0.04 0.01
Queue Length 95th (ft) 4 3 1
Control Delay (s) 9.4 8.5 6.1
Lane LOS A A A
Approach Delay (s) 9.4 8.5 6.1
Approach LOS A A
Intersection Summary
Average Delay 8.4
Intersection Capacity Utilization 18.8% ICU Level of Service A Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis Existing PM 3: Hester St & Adams Ave Timing Plan: PM Peak
880 Doolittle Synchro 11 Report
Kimley-Horn Page 4
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 138 1 16 153 39 34
Future Volume (Veh/h) 138 1 16 153 39 34
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89
Hourly flow rate (vph) 155 1 18 172 44 38
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 426
pX, platoon unblocked
vC, conflicting volume 156 364 156
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 156 364 156
tC, single (s) 4.1 6.4 6.2
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 99 93 96
cM capacity (veh/h) 1412 624 890
Direction, Lane # EB 1 WB 1 NB 1
Volume Total 156 190 82
Volume Left 0 18 44
Volume Right 1 0 38
cSH 1700 1412 724
Volume to Capacity 0.09 0.01 0.11
Queue Length 95th (ft) 0 1 10
Control Delay (s) 0.0 0.8 10.6
Lane LOS A B
Approach Delay (s) 0.0 0.8 10.6
Approach LOS B
Intersection Summary
Average Delay 2.4
Intersection Capacity Utilization 30.5% ICU Level of Service A Analysis Period (min) 15
HCM 6th TWSC Existing PM
3: Hester St & Adams Ave Timing Plan: PM Peak
880 Doolittle Synchro 11 Report
Kimley-Horn Page 5
Intersection
Int Delay, s/veh 2.3
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 138 1 16 153 39 34
Future Vol, veh/h 138 1 16 153 39 34
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 89 89 89 89 89 89
Heavy Vehicles, % 26 24 4 6 4 2
Mvmt Flow 155 1 18 172 44 38
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 156 0 364 156
Stage 1 - - - - 156 -
Stage 2 - - - - 208 -
Critical Hdwy - - 4.14 - 6.44 6.22
Critical Hdwy Stg 1 - - - - 5.44 -
Critical Hdwy Stg 2 - - - - 5.44 -
Follow-up Hdwy - - 2.236 - 3.536 3.318
Pot Cap-1 Maneuver - - 1412 - 631 890
Stage 1 - - - - 867 -
Stage 2 - - - - 822 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 1412 - 622 890
Mov Cap-2 Maneuver - - - - 622 -
Stage 1 - - - - 867 -
Stage 2 - - - - 810 -
Approach EB WB NB
HCM Control Delay, s 0 0.7 10.6

HCM LOS B
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT
Capacity (veh/h) 723 - - 1412 -
HCM Lane V/C Ratio 0.113 - - 0.013 -
HCM Control Delay (s) 10.6 - - 7.6 0
HCM Lane LOS B - - A A
HCM 95th %tile Q(veh) 0.4 - - 0 -
HCM Signalized Intersection Capacity Analysis Existing PM 4: Doolittle Dr & Adams Ave Timing Plan: PM Peak
880 Doolittle Synchro 11 Report
Kimley-Horn Page 6
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 154 80 830 142 15 1111
Future Volume (vph) 154 80 830 142 15 1111
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.2 5.2 5.8 5.8 4.6 5.8
Lane Util. Factor 1.00 1.00 0.95 1.00 1.00 0.95
Frpb, ped/bikes 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
Frt 1.00 0.85 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1641 1538 3505 1260 1504 3374
Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1641 1538 3505 1260 1504 3374
Peak-hour factor, PHF 0.84 0.84 0.84 0.84 0.84 0.84
Adj. Flow (vph) 183 95 988 169 18 1323
RTOR Reduction (vph) 0 79 0 75 0 0
Lane Group Flow (vph) 183 16 988 94 18 1323
Confl. Peds. (#/hr) 1 1
Confl. Bikes (#/hr) 5
Heavy Vehicles (%) 10% 5% 3% 25% 20% 7%
Turn Type Perm Perm NA Perm Prot NA
Protected Phases 2 1 6
Permitted Phases 8 8 2
Actuated Green, G (s) 9.9 9.9 33.0 33.0 0.9 38.5
Effective Green, g (s) 9.9 9.9 33.0 33.0 0.9 38.5
Actuated g/C Ratio 0.17 0.17 0.56 0.56 0.02 0.65
Clearance Time (s) 5.2 5.2 5.8 5.8 4.6 5.8
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 273 256 1947 700 22 2186
v/s Ratio Prot 0.28 0.01 c0.39
v/s Ratio Perm c0.11 0.01 0.07
v/c Ratio 0.67 0.06 0.51 0.13 0.82 0.61
Uniform Delay, d1 23.2 20.8 8.2 6.3 29.2 6.1
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 6.3 0.1 0.9 0.4 109.6 1.3
Delay (s) 29.5 20.9 9.1 6.7 138.7 7.3
Level of Service C C A A F A
Approach Delay (s) 26.6 8.8 9.1
Approach LOS C A A
Intersection Summary
HCM 2000 Control Delay 10.7 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.68
Actuated Cycle Length (s) 59.4 Sum of lost time (s) 15.6 Intersection Capacity Utilization 48.4% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Existing PM 5: Doolittle Dr & Davis St Timing Plan: PM Peak
880 Doolittle Synchro 11 Report
Kimley-Horn Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 61 116 44 180 76 458 18 422 230 606 772 40 Future Volume (vph) 61 116 44 180 76 458 18 422 230 606 772 40 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.6 5.2 4.6 5.2 4.6 4.6 5.4 4.6 4.6 5.8 Lane Util. Factor 1.00 0.95 0.97 1.00 1.00 1.00 0.91 1.00 0.97 0.95 Frpb, ped/bikes 1.00 1.00 1.00 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 0.96 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.99
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1188 2886 3045 1226 1568 1543 5036 1474 3335 3274 Flt Permitted 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1188 2886 3045 1226 1568 1543 5036 1474 3335 3274 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) 69 132 50 205 86 520 20 480 261 689 877 45 RTOR Reduction (vph) 0 37 0 0 0 145 0 0 146 0 2 0
Lane Group Flow (vph) 69 145 0 205 86 375 20 480 115 689 920 0 Confl. Peds. (#/hr) 5 5 2 2
Confl. Bikes (#/hr) 1 5 1
Heavy Vehicles (%) 52% 18% 23% 15% 55% 3% 17% 3% 8% 5% 7% 55% Turn Type Prot NA Prot NA pm+ov Prot NA pm+ov Prot NA
Protected Phases 7 4 3 8 1 5 2 3 1 6
Permitted Phases 8 2
Actuated Green, G (s) 9.5 20.6 6.5 17.6 39.2 2.3 42.3 48.8 21.6 61.2 Effective Green, g (s) 9.5 20.6 6.5 17.6 39.2 2.3 42.3 48.8 21.6 61.2 Actuated g/C Ratio 0.09 0.19 0.06 0.16 0.35 0.02 0.38 0.44 0.19 0.55 Clearance Time (s) 4.6 5.2 4.6 5.2 4.6 4.6 5.4 4.6 4.6 5.8 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) 101 536 178 194 554 32 1922 649 650 1808 v/s Ratio Prot 0.06 c0.05 c0.07 0.07 c0.13 0.01 0.10 0.01 c0.21 c0.28 v/s Ratio Perm 0.11 0.07
v/c Ratio 0.68 0.27 1.15 0.44 0.68 0.62 0.25 0.18 1.06 0.51 Uniform Delay, d1 49.2 38.7 52.1 42.2 30.4 53.8 23.4 18.8 44.6 15.4 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 17.4 0.3 114.2 1.6 3.3 32.4 0.3 0.1 52.3 1.0 Delay (s) 66.6 38.9 166.3 43.8 33.7 86.2 23.7 18.9 96.9 16.5 Level of Service E D F D C F C B F B
Approach Delay (s) 46.5 68.3 23.7 50.9
Approach LOS D E C D
Intersection Summary
HCM 2000 Control Delay 48.6 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.72
Actuated Cycle Length (s) 110.8 Sum of lost time (s) 20.2 Intersection Capacity Utilization 83.5% ICU Level of Service E Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Existing PM
5: Doolittle Dr & Davis St Timing Plan: PM Peak
880 Doolittle Synchro 11 Report
Kimley-Horn Page 9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 61 116 44 180 76 458 18 422 230 606 772 40 Future Volume (veh/h) 61 116 44 180 76 458 18 422 230 606 772 40 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.99 1.00 0.98 1.00 0.98 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1129 1633 1559 1678 1085 1856 1648 1856 1781 1826 1796 1085 Adj Flow Rate, veh/h 69 132 50 205 86 520 20 480 261 689 877 45 Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Percent Heavy Veh, % 52 18 23 15 55 3 17 3 8 5 7 55
Cap, veh/h 78 556 201 174 254 661 32 1663 572 634 1634 84 Arrive On Green 0.07 0.25 0.25 0.06 0.23 0.23 0.02 0.33 0.33 0.19 0.50 0.50 Sat Flow, veh/h 1076 2220 802 3100 1085 1562 1570 5066 1484 3374 3298 169 Grp Volume(v), veh/h 69 90 92 205 86 520 20 480 261 689 454 468 Grp Sat Flow(s),veh/h/ln 1076 1552 1471 1550 1085 1562 1570 1689 1484 1687 1706 1761 Q Serve(g_s), s 7.2 5.3 5.7 6.4 7.5 26.7 1.4 8.0 15.0 21.4 20.8 20.8 Cycle Q Clear(g_c), s 7.2 5.3 5.7 6.4 7.5 26.7 1.4 8.0 15.0 21.4 20.8 20.8 Prop In Lane 1.00 0.55 1.00 1.00 1.00 1.00 1.00 0.10
Lane Grp Cap(c), veh/h 78 389 369 174 254 661 32 1663 572 634 845 872 V/C Ratio(X) 0.89 0.23 0.25 1.18 0.34 0.79 0.62 0.29 0.46 1.09 0.54 0.54 Avail Cap(c_a), veh/h 139 477 452 174 254 661 87 1663 572 634 845 872 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 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 52.4 34.0 34.1 53.8 36.3 28.5 55.4 28.4 26.2 46.3 19.8 19.8 Incr Delay (d2), s/veh 25.8 0.3 0.3 124.1 0.8 6.2 17.7 0.4 2.6 61.9 2.4 2.4 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 2.5 2.0 2.1 5.5 2.0 13.0 0.7 3.2 5.6 14.2 8.4 8.6 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 78.1 34.3 34.5 177.8 37.1 34.8 73.1 28.8 28.8 108.1 22.2 22.1 LnGrp LOS E C C F D C E C C F C C
Approach Vol, veh/h 251 811 761 1611
Approach Delay, s/veh 46.4 71.2 30.0 58.9
Approach LOS D E C E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 26.0 43.2 11.0 33.8 6.9 62.3 12.9 31.9 Change Period (Y+Rc), s 4.6 * 5.8 4.6 5.2 4.6 5.8 4.6 5.2 Max Green Setting (Gmax), s 21.4 * 37 6.4 35.0 6.3 52.1 14.7 26.7 Max Q Clear Time (g_c+I1), s 23.4 17.0 8.4 7.7 3.4 22.8 9.2 28.7 Green Ext Time (p_c), s 0.0 3.8 0.0 1.1 0.0 6.2 0.1 0.0 Intersection Summary
HCM 6th Ctrl Delay 54.5
HCM 6th LOS D
Notes
User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.

HCM Signalized Intersection Capacity Analysis Existing PM 6: Davis St & I-880 SB Ramp Timing Plan: PM Peak
880 Doolittle Synchro 11 Report
Kimley-Horn Page 10
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 1284 666 0 916 433 0 0 0 414 0 595 Future Volume (vph) 0 1284 666 0 916 433 0 0 0 414 0 595 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 5.8 5.8 5.8
Lane Util. Factor 0.91 1.00 0.95 1.00 0.95 0.91 0.95
Frpb, ped/bikes 1.00 0.98 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
Frt 1.00 0.85 1.00 0.85 1.00 0.88 0.85
Flt Protected 1.00 1.00 1.00 1.00 0.95 0.99 1.00
Satd. Flow (prot) 5085 1515 3505 1563 1698 1432 1447
Flt Permitted 1.00 1.00 1.00 1.00 0.95 0.99 1.00
Satd. Flow (perm) 5085 1515 3505 1563 1698 1432 1447
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 1324 687 0 944 446 0 0 0 427 0 613
RTOR Reduction (vph) 0 0 395 0 0 256 0 0 0 0 36 36
Lane Group Flow (vph) 0 1324 292 0 944 190 0 0 0 363 304 301 Confl. Peds. (#/hr) 1 4 4 1
Confl. Bikes (#/hr) 1
Heavy Vehicles (%) 0% 2% 4% 0% 3% 1% 0% 0% 0% 1% 0% 6%
Turn Type NA Perm NA Perm Split NA Perm
Protected Phases 2 6 4 4
Permitted Phases 2 6 4
Actuated Green, G (s) 25.2 25.2 25.2 25.2 23.2 23.2 23.2 Effective Green, g (s) 25.2 25.2 25.2 25.2 23.2 23.2 23.2 Actuated g/C Ratio 0.43 0.43 0.43 0.43 0.39 0.39 0.39
Clearance Time (s) 5.0 5.0 5.0 5.0 5.8 5.8 5.8
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 2164 644 1491 665 665 561 567
v/s Ratio Prot 0.26 c0.27 c0.21 0.21
v/s Ratio Perm 0.19 0.12 0.21
v/c Ratio 0.61 0.45 0.63 0.29 0.55 0.54 0.53
Uniform Delay, d1 13.2 12.1 13.4 11.1 13.9 13.9 13.8
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.5 0.5 0.9 0.2 3.2 3.7 3.5
Delay (s) 13.7 12.6 14.3 11.4 17.1 17.6 17.4
Level of Service B B B B B B B
Approach Delay (s) 13.3 13.3 0.0 17.4
Approach LOS B B A B
Intersection Summary
HCM 2000 Control Delay 14.3 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.59
Actuated Cycle Length (s) 59.2 Sum of lost time (s) 10.8 Intersection Capacity Utilization 68.2% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Existing PM 7: I-880 NB Ramp & Davis St Timing Plan: PM Peak
880 Doolittle Synchro 11 Report
Kimley-Horn Page 12
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 1128 570 0 931 361 417 0 486 0 0 0 Future Volume (vph) 0 1128 570 0 931 361 417 0 486 0 0 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 4.0 5.0 5.0 5.8 5.8 5.8
Lane Util. Factor 0.95 1.00 0.95 1.00 0.95 0.91 0.95
Frpb, ped/bikes 1.00 0.98 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
Frt 1.00 0.85 1.00 0.85 1.00 0.90 0.85
Flt Protected 1.00 1.00 1.00 1.00 0.95 0.98 1.00
Satd. Flow (prot) 3539 1547 3574 1550 1618 1493 1519
Flt Permitted 1.00 1.00 1.00 1.00 0.95 0.98 1.00
Satd. Flow (perm) 3539 1547 3574 1550 1618 1493 1519
Peak-hour factor, PHF 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Adj. Flow (vph) 0 1151 582 0 950 368 426 0 496 0 0 0
RTOR Reduction (vph) 0 0 0 0 0 218 0 21 21 0 0 0
Lane Group Flow (vph) 0 1151 582 0 950 150 319 284 277 0 0 0 Confl. Peds. (#/hr) 1 5 5 1
Confl. Bikes (#/hr) 1
Heavy Vehicles (%) 0% 2% 2% 0% 1% 2% 6% 0% 1% 0% 0% 0%
Turn Type NA Free NA Perm Perm NA Perm
Protected Phases 2 6 8
Permitted Phases Free 6 8 8
Actuated Green, G (s) 24.2 59.3 24.2 24.2 24.3 24.3 24.3 Effective Green, g (s) 24.2 59.3 24.2 24.2 24.3 24.3 24.3 Actuated g/C Ratio 0.41 1.00 0.41 0.41 0.41 0.41 0.41
Clearance Time (s) 5.0 5.0 5.0 5.8 5.8 5.8
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 1444 1547 1458 632 663 611 622
v/s Ratio Prot c0.33 0.27
v/s Ratio Perm 0.38 0.10 c0.20 0.19 0.18
v/c Ratio 0.80 0.38 0.65 0.24 0.48 0.46 0.44
Uniform Delay, d1 15.4 0.0 14.2 11.5 12.9 12.8 12.6
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 3.2 0.7 1.1 0.2 2.5 2.5 2.3
Delay (s) 18.5 0.7 15.2 11.7 15.4 15.3 14.9
Level of Service B A B B B B B
Approach Delay (s) 12.6 14.2 15.2 0.0
Approach LOS B B B A
Intersection Summary
HCM 2000 Control Delay 13.7 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.64
Actuated Cycle Length (s) 59.3 Sum of lost time (s) 10.8 Intersection Capacity Utilization 60.2% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Existing PM 8: Airport Access Rd & 98th Avenue Timing Plan: PM Peak 880 Doolittle Synchro 11 Report
Kimley-Horn Page 14
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 71 911 7 74 512 267 10 74 146 68 24 4 Future Volume (vph) 71 911 7 74 512 267 10 74 146 68 24 4 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.8 4.6 5.0 4.6 4.6 5.0 5.0 4.6 5.0 5.0 Lane Util. Factor 0.91 1.00 0.91 1.00 1.00 0.86 0.86 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 0.99 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 1.00 0.85 1.00 0.93 0.85 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 4837 1752 4715 1482 1253 4232 1318 1770 3505 1274 Flt Permitted 0.82 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3969 1752 4715 1482 1253 4232 1318 1770 3505 1274 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) 83 1059 8 86 595 310 12 86 170 79 28 5
RTOR Reduction (vph) 0 1 0 0 0 166 0 52 52 0 0 3
Lane Group Flow (vph) 0 1149 0 86 595 144 12 119 33 79 28 2 Confl. Peds. (#/hr) 2 1 1 2
Heavy Vehicles (%) 4% 7% 0% 3% 10% 9% 44% 9% 4% 2% 3% 25% Turn Type pm+pt NA Prot NA pm+ov Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 5 2 1 6
Permitted Phases 4 8 2 6
Actuated Green, G (s) 31.8 5.6 42.8 48.0 1.0 40.7 40.7 5.2 44.9 44.9 Effective Green, g (s) 31.8 5.6 42.8 48.0 1.0 40.7 40.7 5.2 44.9 44.9 Actuated g/C Ratio 0.31 0.05 0.41 0.46 0.01 0.39 0.39 0.05 0.43 0.43 Clearance Time (s) 5.8 4.6 5.0 4.6 4.6 5.0 5.0 4.6 5.0 5.0 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) 1221 94 1953 688 12 1667 519 89 1523 553 v/s Ratio Prot c0.05 0.13 0.01 0.01 c0.03 c0.04 c0.01
v/s Ratio Perm c0.29 0.09 0.03 0.00
v/c Ratio 0.94 0.91 0.30 0.21 1.00 0.07 0.06 0.89 0.02 0.00 Uniform Delay, d1 34.8 48.6 20.3 16.4 51.1 19.5 19.5 48.8 16.6 16.5 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 14.0 65.2 0.1 0.2 259.8 0.1 0.2 59.4 0.0 0.0 Delay (s) 48.8 113.8 20.4 16.5 311.0 19.6 19.7 108.1 16.7 16.5 Level of Service D F C B F B B F B B
Approach Delay (s) 48.8 27.3 32.7 81.2
Approach LOS D C C F
Intersection Summary
HCM 2000 Control Delay 40.1 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.49
Actuated Cycle Length (s) 103.3 Sum of lost time (s) 20.0 Intersection Capacity Utilization 81.1% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis
1: Doolittle Dr & West Project Dwy 12/04/2023
03-NT AM 880 Doolittle 4:48 pm 11/28/2022 Near Term AM Synchro 11 Report Kimley-Horn Page 1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 14 2 890 11 18 1147
Future Volume (Veh/h) 14 2 890 11 18 1147
Sign Control Stop Free Free
Grade 0% 0% 0%
Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88
Hourly flow rate (vph) 16 2 1011 12 20 1303
Pedestrians 1
Lane Width (ft) 12.0
Walking Speed (ft/s) 3.5
Percent Blockage 0
Right turn flare (veh)
Median type TWLTL TWLTL
Median storage veh) 2 2
Upstream signal (ft) 750 512
pX, platoon unblocked 0.93 0.88 0.88
vC, conflicting volume 1710 512 1024
vC1, stage 1 conf vol 1018
vC2, stage 2 conf vol 692
vCu, unblocked vol 1154 175 756
tC, single (s) 6.8 6.9 4.1
tC, 2 stage (s) 5.8
tF (s) 3.5 3.3 2.2
p0 queue free % 95 100 97
cM capacity (veh/h) 338 743 760
Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 SB 3
Volume Total 18 674 349 20 652 652
Volume Left 16 0 0 20 0 0
Volume Right 2 0 12 0 0 0
cSH 360 1700 1700 760 1700 1700
Volume to Capacity 0.05 0.40 0.21 0.03 0.38 0.38
Queue Length 95th (ft) 4 0 0 2 0 0
Control Delay (s) 15.5 0.0 0.0 9.9 0.0 0.0
Lane LOS C A
Approach Delay (s) 15.5 0.0 0.1
Approach LOS C
Intersection Summary
Average Delay 0.2
Intersection Capacity Utilization 41.7% ICU Level of Service A Analysis Period (min) 15
HCM 6th TWSC
1: Doolittle Dr & West Project Dwy 12/04/2023
03-NT AM 880 Doolittle 4:48 pm 11/28/2022 Near Term AM Synchro 11 Report Kimley-Horn Page 2
Intersection
Int Delay, s/veh 0.3
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 14 2 890 11 18 1147
Future Vol, veh/h 14 2 890 11 18 1147
Conflicting Peds, #/hr 0 0 0 1 1 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 50 -
Veh in Median Storage, # 2 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 88 88 88 88 88 88
Heavy Vehicles, % 0 0 14 9 0 17
Mvmt Flow 16 2 1011 13 20 1303
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 1711 513 0 0 1025 0
Stage 1 1019 - - - - -
Stage 2 692 - - - - -
Critical Hdwy 6.8 6.9 - - 4.1 -
Critical Hdwy Stg 1 5.8 - - - - -
Critical Hdwy Stg 2 5.8 - - - - -
Follow-up Hdwy 3.5 3.3 - - 2.2 -
Pot Cap-1 Maneuver 83 512 - - 685 -
Stage 1 314 - - - - -
Stage 2 463 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 81 512 - - 684 -
Mov Cap-2 Maneuver 255 - - - - -
Stage 1 314 - - - - -
Stage 2 450 - - - - -
Approach WB NB SB
HCM Control Delay, s 19.2 0 0.2

HCM LOS C
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - 272 684 -
HCM Lane V/C Ratio - - 0.067 0.03 -
HCM Control Delay (s) - - 19.2 10.4 -
HCM Lane LOS - - C B -
HCM 95th %tile Q(veh) - - 0.2 0.1 -
HCM Unsignalized Intersection Capacity Analysis
2: Proj Dwy & Hester St 12/04/2023
03-NT AM 880 Doolittle 4:48 pm 11/28/2022 Near Term AM Synchro 11 Report Kimley-Horn Page 3
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 10 0 0 10 46 12
Future Volume (Veh/h) 10 0 0 10 46 12
Sign Control Stop Stop Free
Grade 0% 0% 0%
Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86
Hourly flow rate (vph) 12 0 0 12 53 14
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 125 113 120 0 0
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 125 113 120 0 0
tC, single (s) 7.2 6.7 6.7 6.4 4.2
tC, 2 stage (s)
tF (s) 3.6 4.1 4.1 3.4 2.3
p0 queue free % 98 100 100 99 97
cM capacity (veh/h) 789 728 721 1048 1542
Direction, Lane # EB 1 WB 1 SB 1
Volume Total 12 12 67
Volume Left 12 0 53
Volume Right 0 12 14
cSH 789 1048 1542
Volume to Capacity 0.02 0.01 0.03
Queue Length 95th (ft) 1 1 3
Control Delay (s) 9.6 8.5 5.9
Lane LOS A A A
Approach Delay (s) 9.6 8.5 5.9
Approach LOS A A
Intersection Summary
Average Delay 6.7
Intersection Capacity Utilization 17.2% ICU Level of Service A Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis
3: Hester St & Adams Ave 12/04/2023
03-NT AM 880 Doolittle 4:48 pm 11/28/2022 Near Term AM Synchro 11 Report Kimley-Horn Page 4
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 247 52 15 102 6 14
Future Volume (Veh/h) 247 52 15 102 6 14
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86
Hourly flow rate (vph) 287 60 17 119 7 16
Pedestrians 1
Lane Width (ft) 12.0
Walking Speed (ft/s) 3.5
Percent Blockage 0
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 426
pX, platoon unblocked
vC, conflicting volume 347 470 318
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 347 470 318
tC, single (s) 4.1 6.5 6.4
tC, 2 stage (s)
tF (s) 2.2 3.6 3.5
p0 queue free % 99 99 98
cM capacity (veh/h) 1201 530 682
Direction, Lane # EB 1 WB 1 NB 1
Volume Total 347 136 23
Volume Left 0 17 7
Volume Right 60 0 16
cSH 1700 1201 627
Volume to Capacity 0.20 0.01 0.04
Queue Length 95th (ft) 0 1 3
Control Delay (s) 0.0 1.1 11.0
Lane LOS A B
Approach Delay (s) 0.0 1.1 11.0
Approach LOS B
Intersection Summary
Average Delay 0.8
Intersection Capacity Utilization 28.4% ICU Level of Service A Analysis Period (min) 15
HCM 6th TWSC
3: Hester St & Adams Ave 12/04/2023
03-NT AM 880 Doolittle 4:48 pm 11/28/2022 Near Term AM Synchro 11 Report Kimley-Horn Page 5
Intersection
Int Delay, s/veh 0.8
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 247 52 15 102 6 14
Future Vol, veh/h 247 52 15 102 6 14
Conflicting Peds, #/hr 0 0 0 0 0 1
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 86 86 86 86 86 86
Heavy Vehicles, % 8 2 4 14 10 20
Mvmt Flow 287 60 17 119 7 16
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 347 0 470 318
Stage 1 - - - - 317 -
Stage 2 - - - - 153 -
Critical Hdwy - - 4.14 - 6.5 6.4
Critical Hdwy Stg 1 - - - - 5.5 -
Critical Hdwy Stg 2 - - - - 5.5 -
Follow-up Hdwy - - 2.236 - 3.59 3.48
Pot Cap-1 Maneuver - - 1201 - 538 683
Stage 1 - - - - 721 -
Stage 2 - - - - 856 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 1201 - 530 682
Mov Cap-2 Maneuver - - - - 530 -
Stage 1 - - - - 721 -
Stage 2 - - - - 843 -
Approach EB WB NB
HCM Control Delay, s 0 1 11

HCM LOS B
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT
Capacity (veh/h) 628 - - 1201 -
HCM Lane V/C Ratio 0.037 - - 0.015 -
HCM Control Delay (s) 11 - - 8 0
HCM Lane LOS B - - A A
HCM 95th %tile Q(veh) 0.1 - - 0 -
HCM Signalized Intersection Capacity Analysis
4: Doolittle Dr & Adams Ave 12/04/2023
03-NT AM 880 Doolittle 4:48 pm 11/28/2022 Near Term AM Synchro 11 Report Kimley-Horn Page 6
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 88 57 791 195 41 712
Future Volume (vph) 88 57 791 195 41 712
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.2 5.2 5.8 5.8 4.6 5.8
Lane Util. Factor 1.00 1.00 0.95 1.00 1.00 0.95
Frpb, ped/bikes 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
Frt 1.00 0.85 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1467 1282 3312 1346 1687 3223
Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1467 1282 3312 1346 1687 3223
Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95
Adj. Flow (vph) 93 60 833 205 43 749
RTOR Reduction (vph) 0 49 0 97 0 0
Lane Group Flow (vph) 93 11 833 108 43 749
Confl. Peds. (#/hr) 1 2
Confl. Bikes (#/hr) 3
Heavy Vehicles (%) 23% 26% 9% 17% 7% 12%
Turn Type Perm Perm NA Perm Prot NA
Protected Phases 2 1 6
Permitted Phases 8 8 2
Actuated Green, G (s) 11.5 11.5 32.6 32.6 1.9 39.1
Effective Green, g (s) 11.5 11.5 32.6 32.6 1.9 39.1
Actuated g/C Ratio 0.19 0.19 0.53 0.53 0.03 0.63
Clearance Time (s) 5.2 5.2 5.8 5.8 4.6 5.8
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 273 239 1752 712 52 2045
v/s Ratio Prot c0.25 c0.03 0.23
v/s Ratio Perm c0.06 0.01 0.08
v/c Ratio 0.34 0.05 0.48 0.15 0.83 0.37
Uniform Delay, d1 21.8 20.6 9.1 7.4 29.7 5.4
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.7 0.1 0.9 0.5 64.4 0.5
Delay (s) 22.5 20.6 10.0 7.9 94.1 5.9
Level of Service C C B A F A
Approach Delay (s) 21.8 9.6 10.7
Approach LOS C A B
Intersection Summary
HCM 2000 Control Delay 11.0 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.46
Actuated Cycle Length (s) 61.6 Sum of lost time (s) 15.6 Intersection Capacity Utilization 47.4% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
5: Doolittle Dr & Davis St 12/04/2023
03-NT AM 880 Doolittle 4:48 pm 11/28/2022 Near Term AM Synchro 11 Report Kimley-Horn Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 49 169 36 275 125 760 48 825 246 367 326 58 Future Volume (vph) 49 169 36 275 125 760 48 825 246 367 326 58 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.6 5.2 4.6 5.2 4.6 4.6 5.4 4.6 4.6 5.8 Lane Util. Factor 1.00 0.95 0.97 1.00 1.00 1.00 0.91 1.00 0.97 0.95 Frpb, ped/bikes 1.00 1.00 1.00 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 0.97 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.98
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1211 2280 3019 1357 1495 1318 4673 1238 3242 2983 Flt Permitted 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1211 2280 3019 1357 1495 1318 4673 1238 3242 2983 Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Adj. Flow (vph) 54 186 40 302 137 835 53 907 270 403 358 64 RTOR Reduction (vph) 0 17 0 0 0 94 0 0 154 0 10 0
Lane Group Flow (vph) 54 209 0 302 137 741 53 907 116 403 412 0 Confl. Peds. (#/hr) 1 1
Confl. Bikes (#/hr) 1 3
Heavy Vehicles (%) 49% 55% 48% 16% 40% 8% 37% 11% 29% 8% 15% 34% Turn Type Prot NA Prot NA pm+ov Prot NA pm+ov Prot NA
Protected Phases 7 4 3 8 1 5 2 3 1 6
Permitted Phases 8 2
Actuated Green, G (s) 8.7 20.9 6.4 18.6 40.1 4.9 40.2 46.6 21.5 56.4 Effective Green, g (s) 8.7 20.9 6.4 18.6 40.1 4.9 40.2 46.6 21.5 56.4 Actuated g/C Ratio 0.08 0.19 0.06 0.17 0.37 0.05 0.37 0.43 0.20 0.52 Clearance Time (s) 4.6 5.2 4.6 5.2 4.6 4.6 5.4 4.6 4.6 5.8 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) 96 437 177 231 551 59 1726 530 640 1546 v/s Ratio Prot 0.04 0.09 c0.10 0.10 c0.27 0.04 c0.19 0.01 0.12 0.14 v/s Ratio Perm 0.23 0.08
v/c Ratio 0.56 0.48 1.71 0.59 1.34 0.90 0.53 0.22 0.63 0.27 Uniform Delay, d1 48.2 39.1 51.2 41.6 34.3 51.7 26.8 19.6 40.0 14.6 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 7.3 0.8 340.7 4.0 166.9 80.5 1.1 0.2 1.9 0.4 Delay (s) 55.6 39.9 391.9 45.7 201.3 132.2 28.0 19.8 41.9 15.1 Level of Service E D F D F F C B D B
Approach Delay (s) 42.9 229.7 30.7 28.2
Approach LOS D F C C
Intersection Summary
HCM 2000 Control Delay 101.3 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 0.97
Actuated Cycle Length (s) 108.8 Sum of lost time (s) 20.2 Intersection Capacity Utilization 95.9% ICU Level of Service F Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary
5: Doolittle Dr & Davis St 12/04/2023
03-NT AM 880 Doolittle 4:48 pm 11/28/2022 Near Term AM Synchro 11 Report Kimley-Horn Page 9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 49 169 36 275 125 760 48 825 246 367 326 58 Future Volume (veh/h) 49 169 36 275 125 760 48 825 246 367 326 58 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 1.00 1.00 1.00 0.98 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1174 1085 1189 1663 1307 1781 1352 1737 1470 1781 1678 1396 Adj Flow Rate, veh/h 54 186 40 302 137 835 53 907 270 403 358 64 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, % 49 55 48 16 40 8 37 11 29 8 15 34
Cap, veh/h 60 403 85 179 317 584 61 1781 540 476 1275 225 Arrive On Green 0.05 0.24 0.24 0.06 0.24 0.24 0.05 0.38 0.38 0.14 0.47 0.47 Sat Flow, veh/h 1118 1691 355 3072 1307 1510 1287 4742 1245 3291 2696 477 Grp Volume(v), veh/h 54 112 114 302 137 835 53 907 270 403 210 212 Grp Sat Flow(s),veh/h/ln 1118 1031 1015 1536 1307 1510 1287 1581 1245 1646 1594 1578 Q Serve(g_s), s 5.3 10.2 10.6 6.4 9.8 26.7 4.5 16.3 17.3 13.1 8.8 9.0 Cycle Q Clear(g_c), s 5.3 10.2 10.6 6.4 9.8 26.7 4.5 16.3 17.3 13.1 8.8 9.0 Prop In Lane 1.00 0.35 1.00 1.00 1.00 1.00 1.00 0.30
Lane Grp Cap(c), veh/h 60 245 242 179 317 584 61 1781 540 476 754 747 V/C Ratio(X) 0.90 0.45 0.47 1.69 0.43 1.43 0.87 0.51 0.50 0.85 0.28 0.28 Avail Cap(c_a), veh/h 149 327 323 179 317 584 74 1781 540 639 754 747 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 51.8 35.9 36.0 51.9 35.3 33.8 52.1 26.5 22.5 45.9 17.6 17.7 Incr Delay (d2), s/veh 32.9 1.3 1.4 334.3 0.9 202.8 56.1 1.0 3.3 7.9 0.9 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 2.0 2.6 2.7 10.7 3.2 47.8 2.4 6.0 5.4 5.8 3.3 3.3 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 84.7 37.2 37.5 386.2 36.2 236.5 108.3 27.6 25.8 53.8 18.5 18.6 LnGrp LOS F D D F D F F C C D B B
Approach Vol, veh/h 280 1274 1230 825
Approach Delay, s/veh 46.4 250.5 30.7 35.8
Approach LOS D F C D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 20.5 47.2 11.0 31.4 9.8 57.9 10.5 31.9 Change Period (Y+Rc), s 4.6 * 5.8 4.6 5.2 4.6 5.8 4.6 5.2 Max Green Setting (Gmax), s 21.4 * 37 6.4 35.0 6.3 52.1 14.7 26.7 Max Q Clear Time (g_c+I1), s 15.1 19.3 8.4 12.6 6.5 11.0 7.3 28.7 Green Ext Time (p_c), s 0.8 6.6 0.0 1.3 0.0 2.6 0.0 0.0 Intersection Summary
HCM 6th Ctrl Delay 110.7
HCM 6th LOS F
Notes
User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.

HCM Signalized Intersection Capacity Analysis
6: Davis St & I-880 SB Ramp 12/04/2023
03-NT AM 880 Doolittle 4:48 pm 11/28/2022 Near Term AM Synchro 11 Report Kimley-Horn Page 10
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 899 526 9 1192 429 0 0 0 263 0 614 Future Volume (vph) 0 899 526 9 1192 429 0 0 0 263 0 614 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 5.8 5.8 5.8
Lane Util. Factor 0.91 1.00 0.95 1.00 0.95 0.91 0.95
Frpb, ped/bikes 1.00 0.97 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
Frt 1.00 0.85 1.00 0.85 1.00 0.86 0.85
Flt Protected 1.00 1.00 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 4803 1355 3313 1488 1618 1389 1434
Flt Permitted 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (perm) 4803 1355 3139 1488 1618 1389 1434
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) 0 927 542 9 1229 442 0 0 0 271 0 633
RTOR Reduction (vph) 0 0 270 0 0 220 0 0 0 0 30 30
Lane Group Flow (vph) 0 927 272 0 1238 222 0 0 0 244 301 299 Confl. Peds. (#/hr) 2 7 7 2
Confl. Bikes (#/hr) 1
Heavy Vehicles (%) 0% 8% 16% 0% 9% 6% 0% 0% 0% 6% 0% 7% Turn Type NA Perm Perm NA Perm Split NA Perm
Protected Phases 2 6 4 4
Permitted Phases 2 6 6 4
Actuated Green, G (s) 29.3 29.3 29.3 29.3 18.3 18.3 18.3 Effective Green, g (s) 29.3 29.3 29.3 29.3 18.3 18.3 18.3 Actuated g/C Ratio 0.50 0.50 0.50 0.50 0.31 0.31 0.31
Clearance Time (s) 5.0 5.0 5.0 5.0 5.8 5.8 5.8
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 2409 679 1574 746 507 435 449
v/s Ratio Prot 0.19 0.15 c0.22
v/s Ratio Perm 0.20 c0.39 0.15 0.21
v/c Ratio 0.38 0.40 0.79 0.30 0.48 0.69 0.67
Uniform Delay, d1 9.0 9.1 12.0 8.5 16.2 17.6 17.4
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.1 0.4 2.7 0.2 3.2 8.7 7.6
Delay (s) 9.1 9.5 14.6 8.7 19.5 26.3 25.0
Level of Service A A B A B C C
Approach Delay (s) 9.2 13.1 0.0 24.0
Approach LOS A B A C
Intersection Summary
HCM 2000 Control Delay 14.1 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.75
Actuated Cycle Length (s) 58.4 Sum of lost time (s) 10.8 Intersection Capacity Utilization 93.2% ICU Level of Service F Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
7: I-880 NB Ramp & Davis St 12/04/2023
03-NT AM 880 Doolittle 4:48 pm 11/28/2022 Near Term AM Synchro 11 Report Kimley-Horn Page 12
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 650 509 3 1155 560 480 0 291 0 0 0 Future Volume (vph) 0 650 509 3 1155 560 480 0 291 0 0 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 4.0 5.0 5.0 5.8 5.8 5.8
Lane Util. Factor 0.95 1.00 0.95 1.00 0.95 0.91 0.95
Frpb, ped/bikes 1.00 0.98 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
Frt 1.00 0.85 1.00 0.85 1.00 0.97 0.85
Flt Protected 1.00 1.00 1.00 1.00 0.95 0.96 1.00
Satd. Flow (prot) 3471 1420 3438 1533 1504 1435 1447
Flt Permitted 1.00 1.00 0.95 1.00 0.95 0.96 1.00
Satd. Flow (perm) 3471 1420 3279 1533 1504 1435 1447
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) 0 670 525 3 1191 577 495 0 300 0 0 0
RTOR Reduction (vph) 0 0 0 0 0 296 0 24 121 0 0 0
Lane Group Flow (vph) 0 670 525 0 1194 281 272 250 128 0 0 0 Confl. Peds. (#/hr) 2 7 7 2
Confl. Bikes (#/hr) 1
Heavy Vehicles (%) 0% 4% 11% 0% 5% 3% 14% 0% 6% 0% 0% 0% Turn Type NA Free Perm NA Perm Perm NA Perm
Protected Phases 2 6 8
Permitted Phases Free 6 6 8 8
Actuated Green, G (s) 28.5 58.6 28.5 28.5 19.3 19.3 19.3 Effective Green, g (s) 28.5 58.6 28.5 28.5 19.3 19.3 19.3 Actuated g/C Ratio 0.49 1.00 0.49 0.49 0.33 0.33 0.33
Clearance Time (s) 5.0 5.0 5.0 5.8 5.8 5.8
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 1688 1420 1594 745 495 472 476
v/s Ratio Prot 0.19
v/s Ratio Perm 0.37 c0.36 0.18 c0.18 0.17 0.09
v/c Ratio 0.40 0.37 0.75 0.38 0.55 0.53 0.27
Uniform Delay, d1 9.6 0.0 12.2 9.5 16.1 16.0 14.5
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.2 0.7 2.0 0.3 4.3 4.2 1.4
Delay (s) 9.7 0.7 14.1 9.8 20.4 20.2 15.8
Level of Service A A B A C C B
Approach Delay (s) 5.8 12.7 18.9 0.0
Approach LOS A B B A
Intersection Summary
HCM 2000 Control Delay 11.8 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.67
Actuated Cycle Length (s) 58.6 Sum of lost time (s) 10.8 Intersection Capacity Utilization 60.1% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
8: Airport Access Rd & 98th Avenue 12/04/2023
03-NT AM 880 Doolittle 4:48 pm 11/28/2022 Near Term AM Synchro 11 Report Kimley-Horn Page 14
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 99 639 1 57 754 374 11 33 79 53 13 8 Future Volume (vph) 99 639 1 57 754 374 11 33 79 53 13 8 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.8 4.6 5.0 4.6 4.6 5.0 5.0 4.6 5.0 5.0 Lane Util. Factor 0.91 1.00 0.91 1.00 1.00 0.86 0.86 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 0.99 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 1.00 0.85 1.00 0.92 0.85 1.00 1.00 0.85
Flt Protected 0.99 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 4800 1656 4940 1495 1081 4246 1280 1719 3610 1214 Flt Permitted 0.72 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3479 1656 4940 1495 1081 4246 1280 1719 3610 1214 Peak-hour factor, PHF 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 Adj. Flow (vph) 114 734 1 66 867 430 13 38 91 61 15 9
RTOR Reduction (vph) 0 0 0 0 0 243 0 27 26 0 0 5
Lane Group Flow (vph) 0 849 0 66 867 187 13 57 19 61 15 4 Confl. Peds. (#/hr) 2 2
Heavy Vehicles (%) 3% 8% 0% 9% 5% 8% 67% 3% 7% 5% 0% 33% Turn Type pm+pt NA Prot NA pm+ov Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 5 2 1 6
Permitted Phases 4 8 2 6
Actuated Green, G (s) 28.2 4.1 37.7 42.8 0.9 41.1 41.1 5.1 45.3 45.3 Effective Green, g (s) 28.2 4.1 37.7 42.8 0.9 41.1 41.1 5.1 45.3 45.3 Actuated g/C Ratio 0.29 0.04 0.38 0.43 0.01 0.42 0.42 0.05 0.46 0.46 Clearance Time (s) 5.8 4.6 5.0 4.6 4.6 5.0 5.0 4.6 5.0 5.0 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) 996 68 1890 649 9 1771 534 89 1660 558 v/s Ratio Prot c0.04 0.18 0.01 0.01 0.01 c0.04 c0.00
v/s Ratio Perm c0.24 0.11 c0.01 0.00
v/c Ratio 0.85 0.97 0.46 0.29 1.44 0.03 0.04 0.69 0.01 0.01 Uniform Delay, d1 33.2 47.1 22.8 18.0 48.8 17.0 17.0 45.9 14.4 14.4 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 7.2 98.5 0.2 0.2 474.2 0.0 0.1 19.7 0.0 0.0 Delay (s) 40.3 145.6 22.9 18.2 523.0 17.0 17.1 65.6 14.4 14.4 Level of Service D F C B F B B E B B
Approach Delay (s) 40.3 27.4 63.3 51.1
Approach LOS D C E D
Intersection Summary
HCM 2000 Control Delay 34.8 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.40
Actuated Cycle Length (s) 98.5 Sum of lost time (s) 20.0 Intersection Capacity Utilization 81.2% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis
1: Doolittle Dr & West Project Dwy 12/04/2023
04-NT PM 880 Doolittle 4:00 pm 11/28/2022 Near Term PM Synchro 11 Report Kimley-Horn Page 1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 4 10 920 12 6 1075
Future Volume (Veh/h) 4 10 920 12 6 1075
Sign Control Stop Free Free
Grade 0% 0% 0%
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93
Hourly flow rate (vph) 4 11 989 13 6 1156
Pedestrians 4
Lane Width (ft) 12.0
Walking Speed (ft/s) 3.5
Percent Blockage 0
Right turn flare (veh)
Median type TWLTL TWLTL
Median storage veh) 2 2
Upstream signal (ft) 750 512
pX, platoon unblocked 0.82 0.92 0.92
vC, conflicting volume 1590 505 1006
vC1, stage 1 conf vol 1000
vC2, stage 2 conf vol 590
vCu, unblocked vol 858 295 838
tC, single (s) 6.8 6.9 4.1
tC, 2 stage (s) 5.8
tF (s) 3.5 3.3 2.2
p0 queue free % 99 98 99
cM capacity (veh/h) 349 650 740
Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 SB 3
Volume Total 15 659 343 6 578 578
Volume Left 4 0 0 6 0 0
Volume Right 11 0 13 0 0 0
cSH 528 1700 1700 740 1700 1700
Volume to Capacity 0.03 0.39 0.20 0.01 0.34 0.34
Queue Length 95th (ft) 2 0 0 1 0 0
Control Delay (s) 12.0 0.0 0.0 9.9 0.0 0.0
Lane LOS B A
Approach Delay (s) 12.0 0.0 0.1
Approach LOS B
Intersection Summary
Average Delay 0.1
Intersection Capacity Utilization 39.7% ICU Level of Service A Analysis Period (min) 15
HCM 6th TWSC
1: Doolittle Dr & West Project Dwy 12/04/2023
04-NT PM 880 Doolittle 4:00 pm 11/28/2022 Near Term PM Synchro 11 Report Kimley-Horn Page 2
Intersection
Int Delay, s/veh 0.2
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 4 10 920 12 6 1075
Future Vol, veh/h 4 10 920 12 6 1075
Conflicting Peds, #/hr 0 0 0 4 4 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 50 -
Veh in Median Storage, # 2 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 93 93 93 93 93 93
Heavy Vehicles, % 0 0 7 8 0 6
Mvmt Flow 4 11 989 13 6 1156
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 1590 505 0 0 1006 0
Stage 1 1000 - - - - -
Stage 2 590 - - - - -
Critical Hdwy 6.8 6.9 - - 4.1 -
Critical Hdwy Stg 1 5.8 - - - - -
Critical Hdwy Stg 2 5.8 - - - - -
Follow-up Hdwy 3.5 3.3 - - 2.2 -
Pot Cap-1 Maneuver 100 518 - - 697 -
Stage 1 321 - - - - -
Stage 2 522 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 99 516 - - 694 -
Mov Cap-2 Maneuver 271 - - - - -
Stage 1 320 - - - - -
Stage 2 517 - - - - -
Approach WB NB SB
HCM Control Delay, s 14.1 0 0.1

HCM LOS B
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - 410 694 -
HCM Lane V/C Ratio - - 0.037 0.009 -
HCM Control Delay (s) - - 14.1 10.2 -
HCM Lane LOS - - B B -
HCM 95th %tile Q(veh) - - 0.1 0 -
HCM Unsignalized Intersection Capacity Analysis
2: Proj Dwy & Hester St 12/04/2023
04-NT PM 880 Doolittle 4:00 pm 11/28/2022 Near Term PM Synchro 11 Report Kimley-Horn Page 3
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 38 0 0 37 14 3
Future Volume (Veh/h) 38 0 0 37 14 3
Sign Control Stop Stop Free
Grade 0% 0% 0%
Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89
Hourly flow rate (vph) 43 0 0 42 16 3
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 76 34 35 0 0
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 76 34 35 0 0
tC, single (s) 7.1 6.5 6.5 6.2 4.1
tC, 2 stage (s)
tF (s) 3.5 4.0 4.0 3.3 2.2
p0 queue free % 95 100 100 96 99
cM capacity (veh/h) 870 849 847 1082 1617
Direction, Lane # EB 1 WB 1 SB 1
Volume Total 43 42 19
Volume Left 43 0 16
Volume Right 0 42 3
cSH 870 1082 1617
Volume to Capacity 0.05 0.04 0.01
Queue Length 95th (ft) 4 3 1
Control Delay (s) 9.4 8.5 6.1
Lane LOS A A A
Approach Delay (s) 9.4 8.5 6.1
Approach LOS A A
Intersection Summary
Average Delay 8.4
Intersection Capacity Utilization 18.8% ICU Level of Service A Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis
3: Hester St & Adams Ave 12/04/2023
04-NT PM 880 Doolittle 4:00 pm 11/28/2022 Near Term PM Synchro 11 Report Kimley-Horn Page 4
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 138 1 23 153 39 34
Future Volume (Veh/h) 138 1 23 153 39 34
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89
Hourly flow rate (vph) 155 1 26 172 44 38
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 426
pX, platoon unblocked
vC, conflicting volume 156 380 156
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 156 380 156
tC, single (s) 4.1 6.4 6.2
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 98 93 96
cM capacity (veh/h) 1412 607 890
Direction, Lane # EB 1 WB 1 NB 1
Volume Total 156 198 82
Volume Left 0 26 44
Volume Right 1 0 38
cSH 1700 1412 712
Volume to Capacity 0.09 0.02 0.12
Queue Length 95th (ft) 0 1 10
Control Delay (s) 0.0 1.1 10.7
Lane LOS A B
Approach Delay (s) 0.0 1.1 10.7
Approach LOS B
Intersection Summary
Average Delay 2.5
Intersection Capacity Utilization 30.9% ICU Level of Service A Analysis Period (min) 15
HCM 6th TWSC
3: Hester St & Adams Ave 12/04/2023
04-NT PM 880 Doolittle 4:00 pm 11/28/2022 Near Term PM Synchro 11 Report Kimley-Horn Page 5
Intersection
Int Delay, s/veh 2.5
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 138 1 23 153 39 34
Future Vol, veh/h 138 1 23 153 39 34
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 89 89 89 89 89 89
Heavy Vehicles, % 26 24 4 6 4 2
Mvmt Flow 155 1 26 172 44 38
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 156 0 380 156
Stage 1 - - - - 156 -
Stage 2 - - - - 224 -
Critical Hdwy - - 4.14 - 6.44 6.22
Critical Hdwy Stg 1 - - - - 5.44 -
Critical Hdwy Stg 2 - - - - 5.44 -
Follow-up Hdwy - - 2.236 - 3.536 3.318
Pot Cap-1 Maneuver - - 1412 - 618 890
Stage 1 - - - - 867 -
Stage 2 - - - - 809 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 1412 - 606 890
Mov Cap-2 Maneuver - - - - 606 -
Stage 1 - - - - 867 -
Stage 2 - - - - 793 -
Approach EB WB NB
HCM Control Delay, s 0 1 10.7

HCM LOS B
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT
Capacity (veh/h) 712 - - 1412 -
HCM Lane V/C Ratio 0.115 - - 0.018 -
HCM Control Delay (s) 10.7 - - 7.6 0
HCM Lane LOS B - - A A
HCM 95th %tile Q(veh) 0.4 - - 0.1 -
HCM Signalized Intersection Capacity Analysis
4: Doolittle Dr & Adams Ave 12/04/2023
04-NT PM 880 Doolittle 4:00 pm 11/28/2022 Near Term PM Synchro 11 Report Kimley-Horn Page 6
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 154 101 885 149 15 1176
Future Volume (vph) 154 101 885 149 15 1176
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.2 5.2 5.8 5.8 4.6 5.8
Lane Util. Factor 1.00 1.00 0.95 1.00 1.00 0.95
Frpb, ped/bikes 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
Frt 1.00 0.85 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1641 1538 3505 1260 1504 3374
Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1641 1538 3505 1260 1504 3374
Peak-hour factor, PHF 0.84 0.84 0.84 0.84 0.84 0.84
Adj. Flow (vph) 183 120 1054 177 18 1400
RTOR Reduction (vph) 0 96 0 85 0 0
Lane Group Flow (vph) 183 24 1054 92 18 1400
Confl. Peds. (#/hr) 1 1
Confl. Bikes (#/hr) 5
Heavy Vehicles (%) 10% 5% 3% 25% 20% 7%
Turn Type Perm Perm NA Perm Prot NA
Protected Phases 2 1 6
Permitted Phases 8 8 2
Actuated Green, G (s) 12.1 12.1 30.8 30.8 0.9 36.3
Effective Green, g (s) 12.1 12.1 30.8 30.8 0.9 36.3
Actuated g/C Ratio 0.20 0.20 0.52 0.52 0.02 0.61
Clearance Time (s) 5.2 5.2 5.8 5.8 4.6 5.8
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 334 313 1817 653 22 2061
v/s Ratio Prot 0.30 0.01 c0.41
v/s Ratio Perm c0.11 0.02 0.07
v/c Ratio 0.55 0.08 0.58 0.14 0.82 0.68
Uniform Delay, d1 21.2 19.1 9.8 7.4 29.2 7.7
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 1.8 0.1 1.4 0.5 109.6 1.8
Delay (s) 23.0 19.2 11.2 7.9 138.7 9.5
Level of Service C B B A F A
Approach Delay (s) 21.5 10.7 11.1
Approach LOS C B B
Intersection Summary
HCM 2000 Control Delay 12.0 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.71
Actuated Cycle Length (s) 59.4 Sum of lost time (s) 15.6 Intersection Capacity Utilization 50.2% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
5: Doolittle Dr & Davis St 12/04/2023
04-NT PM 880 Doolittle 4:00 pm 11/28/2022 Near Term PM Synchro 11 Report Kimley-Horn Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 63 116 44 206 76 478 18 451 252 625 806 47 Future Volume (vph) 63 116 44 206 76 478 18 451 252 625 806 47 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.6 5.2 4.6 5.2 4.6 4.6 5.4 4.6 4.6 5.8 Lane Util. Factor 1.00 0.95 0.97 1.00 1.00 1.00 0.91 1.00 0.97 0.95 Frpb, ped/bikes 1.00 1.00 1.00 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 0.96 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.99
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1188 2886 3045 1226 1568 1543 5036 1474 3335 3262 Flt Permitted 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1188 2886 3045 1226 1568 1543 5036 1474 3335 3262 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) 72 132 50 234 86 543 20 512 286 710 916 53 RTOR Reduction (vph) 0 37 0 0 0 132 0 0 160 0 3 0
Lane Group Flow (vph) 72 145 0 234 86 411 20 513 126 710 966 0 Confl. Peds. (#/hr) 5 5 2 2
Confl. Bikes (#/hr) 1 5 1
Heavy Vehicles (%) 52% 18% 23% 15% 55% 3% 17% 3% 8% 5% 7% 55% Turn Type Prot NA Prot NA pm+ov Prot NA pm+ov Prot NA
Protected Phases 7 4 3 8 1 5 2 3 1 6
Permitted Phases 8 2
Actuated Green, G (s) 9.7 20.9 6.5 17.7 39.3 2.3 42.3 48.8 21.6 61.2 Effective Green, g (s) 9.7 20.9 6.5 17.7 39.3 2.3 42.3 48.8 21.6 61.2 Actuated g/C Ratio 0.09 0.19 0.06 0.16 0.35 0.02 0.38 0.44 0.19 0.55 Clearance Time (s) 4.6 5.2 4.6 5.2 4.6 4.6 5.4 4.6 4.6 5.8 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) 103 542 178 195 554 31 1917 647 648 1796 v/s Ratio Prot 0.06 c0.05 c0.08 0.07 c0.14 0.01 0.10 0.01 c0.21 c0.30 v/s Ratio Perm 0.12 0.07
v/c Ratio 0.70 0.27 1.31 0.44 0.74 0.65 0.27 0.19 1.10 0.54 Uniform Delay, d1 49.3 38.6 52.3 42.2 31.4 54.0 23.7 19.1 44.8 15.9 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 18.7 0.3 175.6 1.6 5.3 37.9 0.3 0.1 64.3 1.2 Delay (s) 68.0 38.8 227.9 43.8 36.7 91.9 24.1 19.2 109.1 17.1 Level of Service E D F D D F C B F B
Approach Delay (s) 47.1 89.3 24.0 56.0
Approach LOS D F C E
Intersection Summary
HCM 2000 Control Delay 56.1 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 0.76
Actuated Cycle Length (s) 111.1 Sum of lost time (s) 20.2 Intersection Capacity Utilization 84.8% ICU Level of Service E Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary
5: Doolittle Dr & Davis St 12/04/2023
04-NT PM 880 Doolittle 4:00 pm 11/28/2022 Near Term PM Synchro 11 Report Kimley-Horn Page 9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 63 116 44 206 76 478 18 451 252 625 806 47 Future Volume (veh/h) 63 116 44 206 76 478 18 451 252 625 806 47 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.99 1.00 0.98 1.00 0.98 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1129 1633 1559 1678 1085 1856 1648 1856 1781 1826 1796 1085 Adj Flow Rate, veh/h 72 132 50 234 86 543 20 512 286 710 916 53 Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Percent Heavy Veh, % 52 18 23 15 55 3 17 3 8 5 7 55
Cap, veh/h 81 562 203 173 253 659 32 1657 570 631 1616 94 Arrive On Green 0.08 0.25 0.25 0.06 0.23 0.23 0.02 0.33 0.33 0.19 0.49 0.49 Sat Flow, veh/h 1076 2220 802 3100 1085 1562 1570 5066 1484 3374 3274 189 Grp Volume(v), veh/h 72 90 92 234 86 543 20 512 286 710 477 492 Grp Sat Flow(s),veh/h/ln 1076 1552 1471 1550 1085 1562 1570 1689 1484 1687 1706 1757 Q Serve(g_s), s 7.6 5.3 5.7 6.4 7.5 26.7 1.4 8.7 16.8 21.4 22.5 22.5 Cycle Q Clear(g_c), s 7.6 5.3 5.7 6.4 7.5 26.7 1.4 8.7 16.8 21.4 22.5 22.5 Prop In Lane 1.00 0.55 1.00 1.00 1.00 1.00 1.00 0.11
Lane Grp Cap(c), veh/h 81 393 372 173 253 659 32 1657 570 631 842 867 V/C Ratio(X) 0.88 0.23 0.25 1.35 0.34 0.82 0.62 0.31 0.50 1.12 0.57 0.57 Avail Cap(c_a), veh/h 138 475 450 173 253 659 86 1657 570 631 842 867 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 52.4 33.9 34.0 54.0 36.5 29.4 55.6 28.8 27.0 46.5 20.4 20.4 Incr Delay (d2), s/veh 27.4 0.3 0.3 190.1 0.8 8.4 17.8 0.5 3.1 75.3 2.8 2.7 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 2.7 2.0 2.1 7.1 2.0 14.3 0.7 3.5 6.3 15.3 9.1 9.4 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 79.8 34.2 34.3 244.1 37.3 37.8 73.4 29.3 30.1 121.8 23.1 23.0 LnGrp LOS E C C F D D E C C F C C
Approach Vol, veh/h 254 863 818 1679
Approach Delay, s/veh 47.2 93.7 30.7 64.8
Approach LOS D F C E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 26.0 43.2 11.0 34.2 7.0 62.2 13.3 31.9 Change Period (Y+Rc), s 4.6 * 5.8 4.6 5.2 4.6 5.8 4.6 5.2 Max Green Setting (Gmax), s 21.4 * 37 6.4 35.0 6.3 52.1 14.7 26.7 Max Q Clear Time (g_c+I1), s 23.4 18.8 8.4 7.7 3.4 24.5 9.6 28.7 Green Ext Time (p_c), s 0.0 4.0 0.0 1.1 0.0 6.5 0.1 0.0 Intersection Summary
HCM 6th Ctrl Delay 62.7
HCM 6th LOS E
Notes
User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.

HCM Signalized Intersection Capacity Analysis
6: Davis St & I-880 SB Ramp 12/04/2023
04-NT PM 880 Doolittle 4:00 pm 11/28/2022 Near Term PM Synchro 11 Report Kimley-Horn Page 10
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 1310 678 6 949 468 0 0 0 435 0 608 Future Volume (vph) 0 1310 678 6 949 468 0 0 0 435 0 608 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 5.8 5.8 5.8
Lane Util. Factor 0.91 1.00 0.95 1.00 0.95 0.91 0.95
Frpb, ped/bikes 1.00 0.98 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
Frt 1.00 0.85 1.00 0.85 1.00 0.88 0.85
Flt Protected 1.00 1.00 1.00 1.00 0.95 0.99 1.00
Satd. Flow (prot) 5085 1515 3504 1563 1698 1436 1447
Flt Permitted 1.00 1.00 0.94 1.00 0.95 0.99 1.00
Satd. Flow (perm) 5085 1515 3310 1563 1698 1436 1447
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 1351 699 6 978 482 0 0 0 448 0 627
RTOR Reduction (vph) 0 0 401 0 0 277 0 0 0 0 32 32
Lane Group Flow (vph) 0 1351 298 0 984 205 0 0 0 376 322 313 Confl. Peds. (#/hr) 1 4 4 1
Confl. Bikes (#/hr) 1
Heavy Vehicles (%) 0% 2% 4% 0% 3% 1% 0% 0% 0% 1% 0% 6%
Turn Type NA Perm Perm NA Perm Split NA Perm
Protected Phases 2 6 4 4
Permitted Phases 2 6 6 4
Actuated Green, G (s) 25.2 25.2 25.2 25.2 23.2 23.2 23.2 Effective Green, g (s) 25.2 25.2 25.2 25.2 23.2 23.2 23.2 Actuated g/C Ratio 0.43 0.43 0.43 0.43 0.39 0.39 0.39
Clearance Time (s) 5.0 5.0 5.0 5.0 5.8 5.8 5.8
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 2164 644 1408 665 665 562 567
v/s Ratio Prot 0.27 0.22 c0.22
v/s Ratio Perm 0.20 c0.30 0.13 0.22
v/c Ratio 0.62 0.46 0.70 0.31 0.57 0.57 0.55
Uniform Delay, d1 13.3 12.2 13.9 11.2 14.1 14.1 14.0
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.6 0.5 1.5 0.3 3.5 4.2 3.8
Delay (s) 13.9 12.7 15.4 11.5 17.5 18.3 17.8
Level of Service B B B B B B B
Approach Delay (s) 13.5 14.1 0.0 17.9
Approach LOS B B A B
Intersection Summary
HCM 2000 Control Delay 14.7 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.64
Actuated Cycle Length (s) 59.2 Sum of lost time (s) 10.8 Intersection Capacity Utilization 100.2% ICU Level of Service G Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
7: I-880 NB Ramp & Davis St 12/04/2023
04-NT PM 880 Doolittle 4:00 pm 11/28/2022 Near Term PM Synchro 11 Report Kimley-Horn Page 12
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 1161 581 2 990 396 443 0 507 0 0 0 Future Volume (vph) 0 1161 581 2 990 396 443 0 507 0 0 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 4.0 5.0 5.0 5.8 5.8 5.8
Lane Util. Factor 0.95 1.00 0.95 1.00 0.95 0.91 0.95
Frpb, ped/bikes 1.00 0.98 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
Frt 1.00 0.85 1.00 0.85 1.00 0.90 0.85
Flt Protected 1.00 1.00 1.00 1.00 0.95 0.98 1.00
Satd. Flow (prot) 3539 1547 3574 1550 1618 1494 1519
Flt Permitted 1.00 1.00 0.95 1.00 0.95 0.98 1.00
Satd. Flow (perm) 3539 1547 3406 1550 1618 1494 1519
Peak-hour factor, PHF 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Adj. Flow (vph) 0 1185 593 2 1010 404 452 0 517 0 0 0
RTOR Reduction (vph) 0 0 0 0 0 237 0 21 21 0 0 0
Lane Group Flow (vph) 0 1185 593 0 1012 167 334 304 289 0 0 0 Confl. Peds. (#/hr) 1 5 5 1
Confl. Bikes (#/hr) 1
Heavy Vehicles (%) 0% 2% 2% 0% 1% 2% 6% 0% 1% 0% 0% 0%
Turn Type NA Free Perm NA Perm Perm NA Perm
Protected Phases 2 6 8
Permitted Phases Free 6 6 8 8
Actuated Green, G (s) 24.6 59.6 24.6 24.6 24.2 24.2 24.2 Effective Green, g (s) 24.6 59.6 24.6 24.6 24.2 24.2 24.2 Actuated g/C Ratio 0.41 1.00 0.41 0.41 0.41 0.41 0.41
Clearance Time (s) 5.0 5.0 5.0 5.8 5.8 5.8
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 1460 1547 1405 639 656 606 616
v/s Ratio Prot c0.33
v/s Ratio Perm 0.38 0.30 0.11 c0.21 0.20 0.19
v/c Ratio 0.81 0.38 0.72 0.26 0.51 0.50 0.47
Uniform Delay, d1 15.5 0.0 14.6 11.5 13.3 13.2 13.0
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 3.5 0.7 1.8 0.2 2.8 2.9 2.5
Delay (s) 19.0 0.7 16.5 11.7 16.1 16.1 15.5
Level of Service B A B B B B B
Approach Delay (s) 12.9 15.1 15.9 0.0
Approach LOS B B B A
Intersection Summary
HCM 2000 Control Delay 14.4 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.66
Actuated Cycle Length (s) 59.6 Sum of lost time (s) 10.8 Intersection Capacity Utilization 62.0% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
8: Airport Access Rd & 98th Avenue 12/04/2023
04-NT PM 880 Doolittle 4:00 pm 11/28/2022 Near Term PM Synchro 11 Report Kimley-Horn Page 14
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 77 911 7 74 512 273 10 80 146 68 31 4 Future Volume (vph) 77 911 7 74 512 273 10 80 146 68 31 4 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.8 4.6 5.0 4.6 4.6 5.0 5.0 4.6 5.0 5.0 Lane Util. Factor 0.91 1.00 0.91 1.00 1.00 0.86 0.86 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 0.99 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 1.00 0.85 1.00 0.93 0.85 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 4837 1752 4715 1482 1253 4242 1318 1770 3505 1274 Flt Permitted 0.81 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3930 1752 4715 1482 1253 4242 1318 1770 3505 1274 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) 90 1059 8 86 595 317 12 93 170 79 36 5
RTOR Reduction (vph) 0 1 0 0 0 170 0 52 52 0 0 3
Lane Group Flow (vph) 0 1156 0 86 595 147 12 126 33 79 36 2 Confl. Peds. (#/hr) 2 1 1 2
Heavy Vehicles (%) 4% 7% 0% 3% 10% 9% 44% 9% 4% 2% 3% 25% Turn Type pm+pt NA Prot NA pm+ov Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 5 2 1 6
Permitted Phases 4 8 2 6
Actuated Green, G (s) 31.9 5.6 42.9 48.1 1.0 40.7 40.7 5.2 44.9 44.9 Effective Green, g (s) 31.9 5.6 42.9 48.1 1.0 40.7 40.7 5.2 44.9 44.9 Actuated g/C Ratio 0.31 0.05 0.41 0.47 0.01 0.39 0.39 0.05 0.43 0.43 Clearance Time (s) 5.8 4.6 5.0 4.6 4.6 5.0 5.0 4.6 5.0 5.0 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) 1212 94 1956 689 12 1669 518 89 1521 553 v/s Ratio Prot c0.05 0.13 0.01 0.01 c0.03 c0.04 c0.01
v/s Ratio Perm c0.29 0.09 0.03 0.00
v/c Ratio 0.95 0.91 0.30 0.21 1.00 0.08 0.06 0.89 0.02 0.00 Uniform Delay, d1 35.0 48.7 20.3 16.4 51.2 19.6 19.5 48.8 16.7 16.6 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 16.0 65.2 0.1 0.2 259.8 0.1 0.2 59.4 0.0 0.0 Delay (s) 51.0 113.9 20.3 16.6 311.0 19.7 19.7 108.2 16.7 16.6 Level of Service D F C B F B B F B B
Approach Delay (s) 51.0 27.2 32.4 76.9
Approach LOS D C C E
Intersection Summary
HCM 2000 Control Delay 40.9 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.50
Actuated Cycle Length (s) 103.4 Sum of lost time (s) 20.0 Intersection Capacity Utilization 81.2% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
5: Doolittle Dr & Davis St 12/04/2023
05-NT+P AM - IMP 880 Doolittle 5:13 pm 12/04/2023 Near Term Plus Project Plus Improvements AM Synchro 11 Report Kimley-Horn Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 49 169 36 275 125 835 48 835 246 372 328 58 Future Volume (vph) 49 169 36 275 125 835 48 835 246 372 328 58 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.6 5.2 4.6 5.2 4.6 4.6 5.4 4.6 4.6 5.8 Lane Util. Factor 1.00 0.95 0.97 1.00 1.00 1.00 0.91 1.00 0.97 0.95 Frpb, ped/bikes 1.00 1.00 1.00 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 0.97 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.98
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1211 2280 3019 1357 1495 1318 4673 1239 3242 2983 Flt Permitted 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1211 2280 3019 1357 1495 1318 4673 1239 3242 2983 Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Adj. Flow (vph) 54 186 40 302 137 918 53 918 270 409 360 64 RTOR Reduction (vph) 0 15 0 0 0 78 0 0 145 0 8 0
Lane Group Flow (vph) 54 211 0 302 137 840 53 918 125 409 416 0 Confl. Peds. (#/hr) 1 1
Confl. Bikes (#/hr) 1 3
Heavy Vehicles (%) 49% 55% 48% 16% 40% 8% 37% 11% 29% 8% 15% 34% Turn Type Prot NA Prot NA pm+ov Prot NA pm+ov Prot NA
Protected Phases 7 4 3 8 1 5 2 3 1 6
Permitted Phases 8 2
Actuated Green, G (s) 9.1 18.7 12.4 22.0 51.5 8.6 43.5 55.9 29.5 64.0 Effective Green, g (s) 9.1 18.7 12.4 22.0 51.5 8.6 43.5 55.9 29.5 64.0 Actuated g/C Ratio 0.07 0.15 0.10 0.18 0.42 0.07 0.35 0.45 0.24 0.52 Clearance Time (s) 4.6 5.2 4.6 5.2 4.6 4.6 5.4 4.6 4.6 5.8 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) 88 344 302 240 621 91 1640 559 771 1540 v/s Ratio Prot 0.04 0.09 c0.10 0.10 c0.32 0.04 c0.20 0.02 0.13 0.14 v/s Ratio Perm 0.24 0.08
v/c Ratio 0.61 0.61 1.00 0.57 1.35 0.58 0.56 0.22 0.53 0.27 Uniform Delay, d1 55.7 49.2 55.8 46.6 36.2 55.9 32.5 20.7 41.2 16.8 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 12.0 3.2 51.8 3.3 168.9 9.2 1.4 0.2 0.7 0.4 Delay (s) 67.7 52.4 107.5 49.9 205.1 65.1 33.9 20.9 41.9 17.3 Level of Service E D F D F E C C D B
Approach Delay (s) 55.4 167.7 32.4 29.3
Approach LOS E F C C
Intersection Summary
HCM 2000 Control Delay 82.9 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 1.01
Actuated Cycle Length (s) 123.9 Sum of lost time (s) 20.2 Intersection Capacity Utilization 100.5% ICU Level of Service G Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary
5: Doolittle Dr & Davis St 12/04/2023
05-NT+P AM - IMP 880 Doolittle 5:13 pm 12/04/2023 Near Term Plus Project Plus Improvements AM Synchro 11 Report Kimley-Horn Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 49 169 36 275 125 835 48 835 246 372 328 58 Future Volume (veh/h) 49 169 36 275 125 835 48 835 246 372 328 58 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 1.00 1.00 1.00 0.98 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1174 1085 1189 1663 1307 1781 1352 1737 1470 1781 1678 1396 Adj Flow Rate, veh/h 54 186 40 302 137 918 53 918 270 409 360 64 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, % 49 55 48 16 40 8 37 11 29 8 15 34
Cap, veh/h 61 438 92 290 390 670 62 1649 551 478 1200 211 Arrive On Green 0.05 0.26 0.26 0.09 0.30 0.30 0.05 0.35 0.35 0.15 0.44 0.44 Sat Flow, veh/h 1118 1691 355 3072 1307 1510 1287 4742 1245 3291 2698 474 Grp Volume(v), veh/h 54 112 114 302 137 918 53 918 270 409 211 213 Grp Sat Flow(s),veh/h/ln 1118 1031 1015 1536 1307 1510 1287 1581 1245 1646 1594 1579 Q Serve(g_s), s 6.3 11.8 12.3 12.4 10.8 39.2 5.4 20.6 20.3 15.9 11.1 11.4 Cycle Q Clear(g_c), s 6.3 11.8 12.3 12.4 10.8 39.2 5.4 20.6 20.3 15.9 11.1 11.4 Prop In Lane 1.00 0.35 1.00 1.00 1.00 1.00 1.00 0.30
Lane Grp Cap(c), veh/h 61 267 263 290 390 670 62 1649 551 478 709 702 V/C Ratio(X) 0.88 0.42 0.44 1.04 0.35 1.37 0.85 0.56 0.49 0.86 0.30 0.30 Avail Cap(c_a), veh/h 121 322 317 290 390 670 127 1649 551 737 709 702 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 61.7 40.5 40.6 59.5 36.1 36.5 62.0 34.6 26.1 54.8 23.3 23.4 Incr Delay (d2), s/veh 30.5 1.0 1.1 63.9 0.5 176.1 26.2 1.4 3.1 6.2 1.1 1.1 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 2.3 3.1 3.2 7.4 3.5 53.4 2.2 7.9 6.4 6.9 4.3 4.4 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 92.2 41.5 41.8 123.3 36.6 212.6 88.2 36.0 29.2 61.0 24.4 24.5 LnGrp LOS F D D F D F F D C E C C
Approach Vol, veh/h 280 1357 1241 833
Approach Delay, s/veh 51.4 175.0 36.7 42.4
Approach LOS D F D D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 23.7 51.5 17.0 39.2 10.9 64.2 11.8 44.4 Change Period (Y+Rc), s 4.6 * 5.8 4.6 5.2 4.6 5.8 4.6 5.2 Max Green Setting (Gmax), s 29.4 * 42 12.4 41.0 13.0 58.4 14.2 39.2 Max Q Clear Time (g_c+I1), s 17.9 22.6 14.4 14.3 7.4 13.4 8.3 41.2 Green Ext Time (p_c), s 1.1 6.9 0.0 1.4 0.0 2.6 0.0 0.0 Intersection Summary
HCM 6th Ctrl Delay 89.7
HCM 6th LOS F
Notes
User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.

HCM Unsignalized Intersection Capacity Analysis
1: Doolittle Dr & West Project Dwy 12/04/2023
05-NT+P AM - NEW 880 Doolittle 8:53 am 01/13/2023 Near Term Plus Project AM Synchro 11 Report Kimley-Horn Page 1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 21 7 890 96 25 1147
Future Volume (Veh/h) 21 7 890 96 25 1147
Sign Control Stop Free Free
Grade 0% 0% 0%
Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88
Hourly flow rate (vph) 24 8 1011 109 28 1303
Pedestrians 1
Lane Width (ft) 12.0
Walking Speed (ft/s) 3.5
Percent Blockage 0
Right turn flare (veh)
Median type TWLTL TWLTL
Median storage veh) 2 2
Upstream signal (ft) 750 512
pX, platoon unblocked 0.92 0.87 0.87
vC, conflicting volume 1774 561 1121
vC1, stage 1 conf vol 1066
vC2, stage 2 conf vol 708
vCu, unblocked vol 1202 203 845
tC, single (s) 6.8 6.9 4.1
tC, 2 stage (s) 5.8
tF (s) 3.5 3.3 2.2
p0 queue free % 93 99 96
cM capacity (veh/h) 321 706 697
Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 SB 3
Volume Total 32 674 446 28 652 652
Volume Left 24 0 0 28 0 0
Volume Right 8 0 109 0 0 0
cSH 372 1700 1700 697 1700 1700
Volume to Capacity 0.09 0.40 0.26 0.04 0.38 0.38
Queue Length 95th (ft) 7 0 0 3 0 0
Control Delay (s) 15.6 0.0 0.0 10.4 0.0 0.0
Lane LOS C B
Approach Delay (s) 15.6 0.0 0.2
Approach LOS C
Intersection Summary
Average Delay 0.3
Intersection Capacity Utilization 41.7% ICU Level of Service A Analysis Period (min) 15
HCM 6th TWSC
1: Doolittle Dr & West Project Dwy 12/04/2023
05-NT+P AM - NEW 880 Doolittle 8:53 am 01/13/2023 Near Term Plus Project AM Synchro 11 Report Kimley-Horn Page 2
Intersection
Int Delay, s/veh 0.4
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 21 7 890 96 25 1147
Future Vol, veh/h 21 7 890 96 25 1147
Conflicting Peds, #/hr 0 0 0 1 1 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 50 -
Veh in Median Storage, # 2 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 88 88 88 88 88 88
Heavy Vehicles, % 0 0 14 9 0 17
Mvmt Flow 24 8 1011 109 28 1303
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 1775 561 0 0 1121 0
Stage 1 1067 - - - - -
Stage 2 708 - - - - -
Critical Hdwy 6.8 6.9 - - 4.1 -
Critical Hdwy Stg 1 5.8 - - - - -
Critical Hdwy Stg 2 5.8 - - - - -
Follow-up Hdwy 3.5 3.3 - - 2.2 -
Pot Cap-1 Maneuver 76 476 - - 631 -
Stage 1 296 - - - - -
Stage 2 455 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 73 476 - - 630 -
Mov Cap-2 Maneuver 241 - - - - -
Stage 1 296 - - - - -
Stage 2 435 - - - - -
Approach WB NB SB
HCM Control Delay, s 19.8 0 0.2

HCM LOS C
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - 275 630 -
HCM Lane V/C Ratio - - 0.116 0.045 -
HCM Control Delay (s) - - 19.8 11 -
HCM Lane LOS - - C B -
HCM 95th %tile Q(veh) - - 0.4 0.1 -
HCM Unsignalized Intersection Capacity Analysis
2: Proj Dwy & Hester St 12/04/2023
05-NT+P AM - NEW 880 Doolittle 8:53 am 01/13/2023 Near Term Plus Project AM Synchro 11 Report Kimley-Horn Page 3
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 35 0 0 13 54 81
Future Volume (Veh/h) 35 0 0 13 54 81
Sign Control Stop Stop Free
Grade 0% 0% 0%
Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86
Hourly flow rate (vph) 41 0 0 15 63 94
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 188 173 220 0 0
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 188 173 220 0 0
tC, single (s) 7.2 6.7 6.7 6.4 4.2
tC, 2 stage (s)
tF (s) 3.6 4.1 4.1 3.4 2.3
p0 queue free % 94 100 100 99 96
cM capacity (veh/h) 711 669 629 1048 1542
Direction, Lane # EB 1 WB 1 SB 1
Volume Total 41 15 157
Volume Left 41 0 63
Volume Right 0 15 94
cSH 711 1048 1542
Volume to Capacity 0.06 0.01 0.04
Queue Length 95th (ft) 5 1 3
Control Delay (s) 10.4 8.5 3.2
Lane LOS B A A
Approach Delay (s) 10.4 8.5 3.2
Approach LOS B A
Intersection Summary
Average Delay 4.9
Intersection Capacity Utilization 23.2% ICU Level of Service A Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis
3: Hester St & Adams Ave 12/04/2023
05-NT+P AM - NEW 880 Doolittle 8:53 am 01/13/2023 Near Term Plus Project AM Synchro 11 Report Kimley-Horn Page 4
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 247 87 57 102 11 37
Future Volume (Veh/h) 247 87 57 102 11 37
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86
Hourly flow rate (vph) 287 101 66 119 13 43
Pedestrians 1
Lane Width (ft) 12.0
Walking Speed (ft/s) 3.5
Percent Blockage 0
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 426
pX, platoon unblocked
vC, conflicting volume 388 588 338
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 388 588 338
tC, single (s) 4.1 6.5 6.4
tC, 2 stage (s)
tF (s) 2.2 3.6 3.5
p0 queue free % 94 97 94
cM capacity (veh/h) 1160 432 664
Direction, Lane # EB 1 WB 1 NB 1
Volume Total 388 185 56
Volume Left 0 66 13
Volume Right 101 0 43
cSH 1700 1160 590
Volume to Capacity 0.23 0.06 0.09
Queue Length 95th (ft) 0 5 8
Control Delay (s) 0.0 3.3 11.7
Lane LOS A B
Approach Delay (s) 0.0 3.3 11.7
Approach LOS B
Intersection Summary
Average Delay 2.0
Intersection Capacity Utilization 40.5% ICU Level of Service A Analysis Period (min) 15
HCM 6th TWSC
3: Hester St & Adams Ave 12/04/2023
05-NT+P AM - NEW 880 Doolittle 8:53 am 01/13/2023 Near Term Plus Project AM Synchro 11 Report Kimley-Horn Page 5
Intersection
Int Delay, s/veh 1.9
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 247 87 57 102 11 37
Future Vol, veh/h 247 87 57 102 11 37
Conflicting Peds, #/hr 0 0 0 0 0 1
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 86 86 86 86 86 86
Heavy Vehicles, % 8 2 4 14 10 20
Mvmt Flow 287 101 66 119 13 43
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 388 0 589 339
Stage 1 - - - - 338 -
Stage 2 - - - - 251 -
Critical Hdwy - - 4.14 - 6.5 6.4
Critical Hdwy Stg 1 - - - - 5.5 -
Critical Hdwy Stg 2 - - - - 5.5 -
Follow-up Hdwy - - 2.236 - 3.59 3.48
Pot Cap-1 Maneuver - - 1160 - 458 664
Stage 1 - - - - 705 -
Stage 2 - - - - 772 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 1160 - 430 663
Mov Cap-2 Maneuver - - - - 430 -
Stage 1 - - - - 705 -
Stage 2 - - - - 725 -
Approach EB WB NB
HCM Control Delay, s 0 3 11.7

HCM LOS B
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT
Capacity (veh/h) 590 - - 1160 -
HCM Lane V/C Ratio 0.095 - - 0.057 -
HCM Control Delay (s) 11.7 - - 8.3 0
HCM Lane LOS B - - A A
HCM 95th %tile Q(veh) 0.3 - - 0.2 -
HCM Signalized Intersection Capacity Analysis
4: Doolittle Dr & Adams Ave 12/04/2023
05-NT+P AM - NEW 880 Doolittle 8:53 am 01/13/2023 Near Term Plus Project AM Synchro 11 Report Kimley-Horn Page 6
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 88 62 796 195 76 719
Future Volume (vph) 88 62 796 195 76 719
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.2 5.2 5.8 5.8 4.6 5.8
Lane Util. Factor 1.00 1.00 0.95 1.00 1.00 0.95
Frpb, ped/bikes 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
Frt 1.00 0.85 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1467 1282 3312 1346 1687 3223
Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1467 1282 3312 1346 1687 3223
Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95
Adj. Flow (vph) 93 65 838 205 80 757
RTOR Reduction (vph) 0 53 0 101 0 0
Lane Group Flow (vph) 93 12 838 104 80 757
Confl. Peds. (#/hr) 1 2
Confl. Bikes (#/hr) 3
Heavy Vehicles (%) 23% 26% 9% 17% 7% 12%
Turn Type Perm Perm NA Perm Prot NA
Protected Phases 2 1 6
Permitted Phases 8 8 2
Actuated Green, G (s) 11.4 11.4 31.1 31.1 3.1 38.8
Effective Green, g (s) 11.4 11.4 31.1 31.1 3.1 38.8
Actuated g/C Ratio 0.19 0.19 0.51 0.51 0.05 0.63
Clearance Time (s) 5.2 5.2 5.8 5.8 4.6 5.8
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 273 238 1683 683 85 2043
v/s Ratio Prot c0.25 c0.05 0.23
v/s Ratio Perm c0.06 0.01 0.08
v/c Ratio 0.34 0.05 0.50 0.15 0.94 0.37
Uniform Delay, d1 21.6 20.5 9.9 8.0 29.0 5.4
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.7 0.1 1.1 0.5 77.8 0.5
Delay (s) 22.4 20.5 11.0 8.5 106.7 5.9
Level of Service C C B A F A
Approach Delay (s) 21.6 10.5 15.5
Approach LOS C B B
Intersection Summary
HCM 2000 Control Delay 13.4 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.49
Actuated Cycle Length (s) 61.2 Sum of lost time (s) 15.6 Intersection Capacity Utilization 47.5% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
5: Doolittle Dr & Davis St 12/04/2023
05-NT+P AM - NEW 880 Doolittle 8:53 am 01/13/2023 Near Term Plus Project AM Synchro 11 Report Kimley-Horn Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 49 169 36 275 125 835 48 835 246 372 328 58 Future Volume (vph) 49 169 36 275 125 835 48 835 246 372 328 58 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.6 5.2 4.6 5.2 4.6 4.6 5.4 4.6 4.6 5.8 Lane Util. Factor 1.00 0.95 0.97 1.00 1.00 1.00 0.91 1.00 0.97 0.95 Frpb, ped/bikes 1.00 1.00 1.00 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 0.97 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.98
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1211 2280 3019 1357 1495 1318 4673 1238 3242 2983 Flt Permitted 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1211 2280 3019 1357 1495 1318 4673 1238 3242 2983 Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Adj. Flow (vph) 54 186 40 302 137 918 53 918 270 409 360 64 RTOR Reduction (vph) 0 17 0 0 0 93 0 0 156 0 10 0
Lane Group Flow (vph) 54 209 0 302 137 825 53 918 114 409 414 0 Confl. Peds. (#/hr) 1 1
Confl. Bikes (#/hr) 1 3
Heavy Vehicles (%) 49% 55% 48% 16% 40% 8% 37% 11% 29% 8% 15% 34% Turn Type Prot NA Prot NA pm+ov Prot NA pm+ov Prot NA
Protected Phases 7 4 3 8 1 5 2 3 1 6
Permitted Phases 8 2
Actuated Green, G (s) 8.8 21.1 6.4 18.7 41.2 4.9 40.2 46.6 22.5 57.4 Effective Green, g (s) 8.8 21.1 6.4 18.7 41.2 4.9 40.2 46.6 22.5 57.4 Actuated g/C Ratio 0.08 0.19 0.06 0.17 0.37 0.04 0.37 0.42 0.20 0.52 Clearance Time (s) 4.6 5.2 4.6 5.2 4.6 4.6 5.4 4.6 4.6 5.8 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) 96 437 175 230 559 58 1707 524 663 1556 v/s Ratio Prot 0.04 0.09 c0.10 0.10 c0.30 0.04 c0.20 0.01 0.13 0.14 v/s Ratio Perm 0.25 0.08
v/c Ratio 0.56 0.48 1.73 0.60 1.48 0.91 0.54 0.22 0.62 0.27 Uniform Delay, d1 48.7 39.6 51.8 42.2 34.4 52.3 27.6 20.1 39.8 14.6 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 7.3 0.8 349.4 4.1 223.5 86.9 1.2 0.2 1.7 0.4 Delay (s) 56.1 40.4 401.2 46.3 257.9 139.2 28.8 20.3 41.5 15.0 Level of Service E D F D F F C C D B
Approach Delay (s) 43.4 268.5 31.7 28.0
Approach LOS D F C C
Intersection Summary
HCM 2000 Control Delay 118.3 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 1.04
Actuated Cycle Length (s) 110.0 Sum of lost time (s) 20.2 Intersection Capacity Utilization 100.5% ICU Level of Service G Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary
5: Doolittle Dr & Davis St 12/04/2023
05-NT+P AM - NEW 880 Doolittle 8:53 am 01/13/2023 Near Term Plus Project AM Synchro 11 Report Kimley-Horn Page 9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 49 169 36 275 125 835 48 835 246 372 328 58 Future Volume (veh/h) 49 169 36 275 125 835 48 835 246 372 328 58 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 1.00 1.00 1.00 0.98 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1174 1085 1189 1663 1307 1781 1352 1737 1470 1781 1678 1396 Adj Flow Rate, veh/h 54 186 40 302 137 918 53 918 270 409 360 64 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, % 49 55 48 16 40 8 37 11 29 8 15 34
Cap, veh/h 60 403 85 179 317 588 61 1770 537 484 1276 224 Arrive On Green 0.05 0.24 0.24 0.06 0.24 0.24 0.05 0.37 0.37 0.15 0.47 0.47 Sat Flow, veh/h 1118 1691 355 3072 1307 1510 1287 4742 1245 3291 2698 474 Grp Volume(v), veh/h 54 112 114 302 137 918 53 918 270 409 211 213 Grp Sat Flow(s),veh/h/ln 1118 1031 1015 1536 1307 1510 1287 1581 1245 1646 1594 1579 Q Serve(g_s), s 5.3 10.2 10.6 6.4 9.8 26.7 4.5 16.6 17.3 13.3 8.9 9.1 Cycle Q Clear(g_c), s 5.3 10.2 10.6 6.4 9.8 26.7 4.5 16.6 17.3 13.3 8.9 9.1 Prop In Lane 1.00 0.35 1.00 1.00 1.00 1.00 1.00 0.30
Lane Grp Cap(c), veh/h 60 245 242 179 317 588 61 1770 537 484 754 747 V/C Ratio(X) 0.90 0.45 0.47 1.69 0.43 1.56 0.87 0.52 0.50 0.84 0.28 0.29 Avail Cap(c_a), veh/h 149 327 323 179 317 588 74 1770 537 669 754 747 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 51.8 35.9 36.0 51.9 35.3 33.6 52.1 26.8 22.7 45.7 17.6 17.7 Incr Delay (d2), s/veh 32.9 1.3 1.4 334.3 0.9 260.8 56.1 1.1 3.3 7.2 0.9 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 2.0 2.6 2.7 10.7 3.2 57.6 2.4 6.1 5.4 5.8 3.3 3.3 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 84.7 37.2 37.5 386.2 36.2 294.4 108.3 27.9 26.1 52.9 18.6 18.6 LnGrp LOS F D D F D F F C C D B B
Approach Vol, veh/h 280 1357 1241 833
Approach Delay, s/veh 46.4 288.8 30.9 35.4
Approach LOS D F C D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 20.8 46.9 11.0 31.4 9.8 57.9 10.5 31.9 Change Period (Y+Rc), s 4.6 * 5.8 4.6 5.2 4.6 5.8 4.6 5.2 Max Green Setting (Gmax), s 22.4 * 36 6.4 35.0 6.3 52.1 14.7 26.7 Max Q Clear Time (g_c+I1), s 15.3 19.3 8.4 12.6 6.5 11.1 7.3 28.7 Green Ext Time (p_c), s 0.9 6.5 0.0 1.3 0.0 2.6 0.0 0.0 Intersection Summary
HCM 6th Ctrl Delay 127.4
HCM 6th LOS F
Notes
User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.

HCM Signalized Intersection Capacity Analysis
6: Davis St & I-880 SB Ramp 12/04/2023
05-NT+P AM - NEW 880 Doolittle 8:53 am 01/13/2023 Near Term Plus Project AM Synchro 11 Report Kimley-Horn Page 10
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 901 529 9 1265 429 0 0 0 263 0 614 Future Volume (vph) 0 901 529 9 1265 429 0 0 0 263 0 614 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 5.8 5.8 5.8
Lane Util. Factor 0.91 1.00 0.95 1.00 0.95 0.91 0.95
Frpb, ped/bikes 1.00 0.97 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
Frt 1.00 0.85 1.00 0.85 1.00 0.86 0.85
Flt Protected 1.00 1.00 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 4803 1355 3313 1488 1618 1389 1434
Flt Permitted 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (perm) 4803 1355 3140 1488 1618 1389 1434
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) 0 929 545 9 1304 442 0 0 0 271 0 633
RTOR Reduction (vph) 0 0 268 0 0 218 0 0 0 0 25 25
Lane Group Flow (vph) 0 929 277 0 1313 224 0 0 0 244 306 304 Confl. Peds. (#/hr) 2 7 7 2
Confl. Bikes (#/hr) 1
Heavy Vehicles (%) 0% 8% 16% 0% 9% 6% 0% 0% 0% 6% 0% 7% Turn Type NA Perm Perm NA Perm Split NA Perm
Protected Phases 2 6 4 4
Permitted Phases 2 6 6 4
Actuated Green, G (s) 29.9 29.9 29.9 29.9 18.2 18.2 18.2 Effective Green, g (s) 29.9 29.9 29.9 29.9 18.2 18.2 18.2 Actuated g/C Ratio 0.51 0.51 0.51 0.51 0.31 0.31 0.31
Clearance Time (s) 5.0 5.0 5.0 5.0 5.8 5.8 5.8
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 2438 687 1593 755 499 429 443
v/s Ratio Prot 0.19 0.15 c0.22
v/s Ratio Perm 0.20 c0.42 0.15 0.21
v/c Ratio 0.38 0.40 0.82 0.30 0.49 0.71 0.69
Uniform Delay, d1 8.9 9.0 12.3 8.4 16.6 18.0 17.8
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.1 0.4 3.6 0.2 3.4 9.7 8.4
Delay (s) 9.0 9.4 15.9 8.6 20.0 27.8 26.2
Level of Service A A B A B C C
Approach Delay (s) 9.1 14.1 0.0 25.1
Approach LOS A B A C
Intersection Summary
HCM 2000 Control Delay 14.7 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.78
Actuated Cycle Length (s) 58.9 Sum of lost time (s) 10.8 Intersection Capacity Utilization 95.4% ICU Level of Service F Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
7: I-880 NB Ramp & Davis St 12/04/2023
05-NT+P AM - NEW 880 Doolittle 8:53 am 01/13/2023 Near Term Plus Project AM Synchro 11 Report Kimley-Horn Page 12
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 652 509 3 1165 560 543 0 291 0 0 0 Future Volume (vph) 0 652 509 3 1165 560 543 0 291 0 0 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 4.0 5.0 5.0 5.8 5.8 5.8
Lane Util. Factor 0.95 1.00 0.95 1.00 0.95 0.91 0.95
Frpb, ped/bikes 1.00 0.98 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
Frt 1.00 0.85 1.00 0.85 1.00 0.98 0.85
Flt Protected 1.00 1.00 1.00 1.00 0.95 0.96 1.00
Satd. Flow (prot) 3471 1420 3438 1533 1504 1439 1447
Flt Permitted 1.00 1.00 0.95 1.00 0.95 0.96 1.00
Satd. Flow (perm) 3471 1420 3279 1533 1504 1439 1447
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) 0 672 525 3 1201 577 560 0 300 0 0 0
RTOR Reduction (vph) 0 0 0 0 0 296 0 24 121 0 0 0
Lane Group Flow (vph) 0 672 525 0 1204 281 297 272 146 0 0 0 Confl. Peds. (#/hr) 2 7 7 2
Confl. Bikes (#/hr) 1
Heavy Vehicles (%) 0% 4% 11% 0% 5% 3% 14% 0% 6% 0% 0% 0% Turn Type NA Free Perm NA Perm Perm NA Perm
Protected Phases 2 6 8
Permitted Phases Free 6 6 8 8
Actuated Green, G (s) 28.5 58.5 28.5 28.5 19.2 19.2 19.2 Effective Green, g (s) 28.5 58.5 28.5 28.5 19.2 19.2 19.2 Actuated g/C Ratio 0.49 1.00 0.49 0.49 0.33 0.33 0.33
Clearance Time (s) 5.0 5.0 5.0 5.8 5.8 5.8
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 1691 1420 1597 746 493 472 474
v/s Ratio Prot 0.19
v/s Ratio Perm 0.37 c0.37 0.18 c0.20 0.19 0.10
v/c Ratio 0.40 0.37 0.75 0.38 0.60 0.58 0.31
Uniform Delay, d1 9.5 0.0 12.2 9.4 16.5 16.3 14.7
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.2 0.7 2.1 0.3 5.4 5.0 1.7
Delay (s) 9.7 0.7 14.2 9.7 21.8 21.3 16.4
Level of Service A A B A C C B
Approach Delay (s) 5.8 12.8 20.0 0.0
Approach LOS A B B A
Intersection Summary
HCM 2000 Control Delay 12.2 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.69
Actuated Cycle Length (s) 58.5 Sum of lost time (s) 10.8 Intersection Capacity Utilization 61.9% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
8: Airport Access Rd & 98th Avenue 12/04/2023
05-NT+P AM - NEW 880 Doolittle 8:53 am 01/13/2023 Near Term Plus Project AM Synchro 11 Report Kimley-Horn Page 14
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 99 639 1 57 754 374 11 40 79 53 43 8 Future Volume (vph) 99 639 1 57 754 374 11 40 79 53 43 8 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.8 4.6 5.0 4.6 4.6 5.0 5.0 4.6 5.0 5.0 Lane Util. Factor 0.91 1.00 0.91 1.00 1.00 0.86 0.86 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 0.99 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 1.00 0.85 1.00 0.93 0.85 1.00 1.00 0.85
Flt Protected 0.99 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 4800 1656 4940 1495 1081 4289 1280 1719 3610 1214 Flt Permitted 0.72 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3479 1656 4940 1495 1081 4289 1280 1719 3610 1214 Peak-hour factor, PHF 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 Adj. Flow (vph) 114 734 1 66 867 430 13 46 91 61 49 9
RTOR Reduction (vph) 0 0 0 0 0 243 0 27 26 0 0 5
Lane Group Flow (vph) 0 849 0 66 867 187 13 65 19 61 49 4 Confl. Peds. (#/hr) 2 2
Heavy Vehicles (%) 3% 8% 0% 9% 5% 8% 67% 3% 7% 5% 0% 33% Turn Type pm+pt NA Prot NA pm+ov Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 5 2 1 6
Permitted Phases 4 8 2 6
Actuated Green, G (s) 28.2 4.1 37.7 42.8 0.9 41.1 41.1 5.1 45.3 45.3 Effective Green, g (s) 28.2 4.1 37.7 42.8 0.9 41.1 41.1 5.1 45.3 45.3 Actuated g/C Ratio 0.29 0.04 0.38 0.43 0.01 0.42 0.42 0.05 0.46 0.46 Clearance Time (s) 5.8 4.6 5.0 4.6 4.6 5.0 5.0 4.6 5.0 5.0 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) 996 68 1890 649 9 1789 534 89 1660 558 v/s Ratio Prot c0.04 0.18 0.01 0.01 c0.02 c0.04 c0.01
v/s Ratio Perm c0.24 0.11 0.01 0.00
v/c Ratio 0.85 0.97 0.46 0.29 1.44 0.04 0.04 0.69 0.03 0.01 Uniform Delay, d1 33.2 47.1 22.8 18.0 48.8 17.0 17.0 45.9 14.6 14.4 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 7.2 98.5 0.2 0.2 474.2 0.0 0.1 19.7 0.0 0.0 Delay (s) 40.3 145.6 22.9 18.2 523.0 17.0 17.1 65.6 14.6 14.4 Level of Service D F C B F B B E B B
Approach Delay (s) 40.3 27.4 60.9 40.7
Approach LOS D C E D
Intersection Summary
HCM 2000 Control Delay 34.5 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.40
Actuated Cycle Length (s) 98.5 Sum of lost time (s) 20.0 Intersection Capacity Utilization 81.2% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis
1: Doolittle Dr & West Project Dwy 12/04/2023
06-NT+P PM - NEW 880 Doolittle 8:53 am 01/13/2023 Near Term Plus Project PM Synchro 11 Report Kimley-Horn Page 1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 36 32 920 68 11 1075
Future Volume (Veh/h) 36 32 920 68 11 1075
Sign Control Stop Free Free
Grade 0% 0% 0%
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93
Hourly flow rate (vph) 39 34 989 73 12 1156
Pedestrians 4
Lane Width (ft) 12.0
Walking Speed (ft/s) 3.5
Percent Blockage 0
Right turn flare (veh)
Median type TWLTL TWLTL
Median storage veh) 2 2
Upstream signal (ft) 750 512
pX, platoon unblocked 0.82 0.92 0.92
vC, conflicting volume 1632 535 1066
vC1, stage 1 conf vol 1030
vC2, stage 2 conf vol 602
vCu, unblocked vol 886 323 900
tC, single (s) 6.8 6.9 4.1
tC, 2 stage (s) 5.8
tF (s) 3.5 3.3 2.2
p0 queue free % 88 95 98
cM capacity (veh/h) 336 623 700
Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 SB 3
Volume Total 73 659 403 12 578 578
Volume Left 39 0 0 12 0 0
Volume Right 34 0 73 0 0 0
cSH 428 1700 1700 700 1700 1700
Volume to Capacity 0.17 0.39 0.24 0.02 0.34 0.34
Queue Length 95th (ft) 15 0 0 1 0 0
Control Delay (s) 15.1 0.0 0.0 10.2 0.0 0.0
Lane LOS C B
Approach Delay (s) 15.1 0.0 0.1
Approach LOS C
Intersection Summary
Average Delay 0.5
Intersection Capacity Utilization 40.3% ICU Level of Service A Analysis Period (min) 15
HCM 6th TWSC
1: Doolittle Dr & West Project Dwy 12/04/2023
06-NT+P PM - NEW 880 Doolittle 8:53 am 01/13/2023 Near Term Plus Project PM Synchro 11 Report Kimley-Horn Page 2
Intersection
Int Delay, s/veh 0.6
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 36 32 920 68 11 1075
Future Vol, veh/h 36 32 920 68 11 1075
Conflicting Peds, #/hr 0 0 0 4 4 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 50 -
Veh in Median Storage, # 2 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 93 93 93 93 93 93
Heavy Vehicles, % 0 0 7 8 0 6
Mvmt Flow 39 34 989 73 12 1156
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 1632 535 0 0 1066 0
Stage 1 1030 - - - - -
Stage 2 602 - - - - -
Critical Hdwy 6.8 6.9 - - 4.1 -
Critical Hdwy Stg 1 5.8 - - - - -
Critical Hdwy Stg 2 5.8 - - - - -
Follow-up Hdwy 3.5 3.3 - - 2.2 -
Pot Cap-1 Maneuver 94 495 - - 661 -
Stage 1 310 - - - - -
Stage 2 515 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 92 493 - - 658 -
Mov Cap-2 Maneuver 262 - - - - -
Stage 1 309 - - - - -
Stage 2 506 - - - - -
Approach WB NB SB
HCM Control Delay, s 18.7 0 0.1

HCM LOS C
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - 336 658 -
HCM Lane V/C Ratio - - 0.218 0.018 -
HCM Control Delay (s) - - 18.7 10.6 -
HCM Lane LOS - - C B -
HCM 95th %tile Q(veh) - - 0.8 0.1 -
HCM Unsignalized Intersection Capacity Analysis
2: Proj Dwy & Hester St 12/04/2023
06-NT+P PM - NEW 880 Doolittle 8:53 am 01/13/2023 Near Term Plus Project PM Synchro 11 Report Kimley-Horn Page 3
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 148 0 0 48 19 50
Future Volume (Veh/h) 148 0 0 48 19 50
Sign Control Stop Stop Free
Grade 0% 0% 0%
Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89
Hourly flow rate (vph) 166 0 0 54 21 56
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 124 70 98 0 0
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 124 70 98 0 0
tC, single (s) 7.1 6.5 6.5 6.2 4.1
tC, 2 stage (s)
tF (s) 3.5 4.0 4.0 3.3 2.2
p0 queue free % 79 100 100 95 99
cM capacity (veh/h) 798 808 780 1082 1617
Direction, Lane # EB 1 WB 1 SB 1
Volume Total 166 54 77
Volume Left 166 0 21
Volume Right 0 54 56
cSH 798 1082 1617
Volume to Capacity 0.21 0.05 0.01
Queue Length 95th (ft) 20 4 1
Control Delay (s) 10.7 8.5 2.0
Lane LOS B A A
Approach Delay (s) 10.7 8.5 2.0
Approach LOS B A
Intersection Summary
Average Delay 8.1
Intersection Capacity Utilization 25.7% ICU Level of Service A Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis
3: Hester St & Adams Ave 12/04/2023
06-NT+P PM - NEW 880 Doolittle 8:53 am 01/13/2023 Near Term Plus Project PM Synchro 11 Report Kimley-Horn Page 4
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 138 24 52 153 62 133
Future Volume (Veh/h) 138 24 52 153 62 133
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89
Hourly flow rate (vph) 155 27 58 172 70 149
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 426
pX, platoon unblocked
vC, conflicting volume 182 456 168
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 182 456 168
tC, single (s) 4.1 6.4 6.2
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 96 87 83
cM capacity (veh/h) 1381 535 876
Direction, Lane # EB 1 WB 1 NB 1
Volume Total 182 230 219
Volume Left 0 58 70
Volume Right 27 0 149
cSH 1700 1381 727
Volume to Capacity 0.11 0.04 0.30
Queue Length 95th (ft) 0 3 32
Control Delay (s) 0.0 2.2 12.1
Lane LOS A B
Approach Delay (s) 0.0 2.2 12.1
Approach LOS B
Intersection Summary
Average Delay 5.0
Intersection Capacity Utilization 41.3% ICU Level of Service A Analysis Period (min) 15
HCM 6th TWSC
3: Hester St & Adams Ave 12/04/2023
06-NT+P PM - NEW 880 Doolittle 8:53 am 01/13/2023 Near Term Plus Project PM Synchro 11 Report Kimley-Horn Page 5
Intersection
Int Delay, s/veh 4.9
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 138 24 52 153 62 133
Future Vol, veh/h 138 24 52 153 62 133
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 89 89 89 89 89 89
Heavy Vehicles, % 26 24 4 6 4 2
Mvmt Flow 155 27 58 172 70 149
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 182 0 457 169
Stage 1 - - - - 169 -
Stage 2 - - - - 288 -
Critical Hdwy - - 4.14 - 6.44 6.22
Critical Hdwy Stg 1 - - - - 5.44 -
Critical Hdwy Stg 2 - - - - 5.44 -
Follow-up Hdwy - - 2.236 - 3.536 3.318
Pot Cap-1 Maneuver - - 1381 - 558 875
Stage 1 - - - - 856 -
Stage 2 - - - - 756 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 1381 - 532 875
Mov Cap-2 Maneuver - - - - 532 -
Stage 1 - - - - 856 -
Stage 2 - - - - 721 -
Approach EB WB NB
HCM Control Delay, s 0 2 12.1

HCM LOS B
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT
Capacity (veh/h) 726 - - 1381 -
HCM Lane V/C Ratio 0.302 - - 0.042 -
HCM Control Delay (s) 12.1 - - 7.7 0
HCM Lane LOS B - - A A
HCM 95th %tile Q(veh) 1.3 - - 0.1 -
HCM Signalized Intersection Capacity Analysis
4: Doolittle Dr & Adams Ave 12/04/2023
06-NT+P PM - NEW 880 Doolittle 8:53 am 01/13/2023 Near Term Plus Project PM Synchro 11 Report Kimley-Horn Page 6
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 154 124 907 149 38 1181
Future Volume (vph) 154 124 907 149 38 1181
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.2 5.2 5.8 5.8 4.6 5.8
Lane Util. Factor 1.00 1.00 0.95 1.00 1.00 0.95
Frpb, ped/bikes 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
Frt 1.00 0.85 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1641 1538 3505 1260 1504 3374
Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1641 1538 3505 1260 1504 3374
Peak-hour factor, PHF 0.84 0.84 0.84 0.84 0.84 0.84
Adj. Flow (vph) 183 148 1080 177 45 1406
RTOR Reduction (vph) 0 117 0 90 0 0
Lane Group Flow (vph) 183 31 1080 87 45 1406
Confl. Peds. (#/hr) 1 1
Confl. Bikes (#/hr) 5
Heavy Vehicles (%) 10% 5% 3% 25% 20% 7%
Turn Type Perm Perm NA Perm Prot NA
Protected Phases 2 1 6
Permitted Phases 8 8 2
Actuated Green, G (s) 12.2 12.2 28.5 28.5 1.9 35.0
Effective Green, g (s) 12.2 12.2 28.5 28.5 1.9 35.0
Actuated g/C Ratio 0.21 0.21 0.49 0.49 0.03 0.60
Clearance Time (s) 5.2 5.2 5.8 5.8 4.6 5.8
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 343 322 1716 617 49 2029
v/s Ratio Prot 0.31 0.03 c0.42
v/s Ratio Perm c0.11 0.02 0.07
v/c Ratio 0.53 0.10 0.63 0.14 0.92 0.69
Uniform Delay, d1 20.5 18.6 11.0 8.1 28.1 7.9
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 1.6 0.1 1.8 0.5 97.1 2.0
Delay (s) 22.1 18.7 12.7 8.6 125.2 9.9
Level of Service C B B A F A
Approach Delay (s) 20.6 12.1 13.5
Approach LOS C B B
Intersection Summary
HCM 2000 Control Delay 13.7 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.72
Actuated Cycle Length (s) 58.2 Sum of lost time (s) 15.6 Intersection Capacity Utilization 50.3% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
5: Doolittle Dr & Davis St 12/04/2023
06-NT+P PM - NEW 880 Doolittle 8:53 am 01/13/2023 Near Term Plus Project PM Synchro 11 Report Kimley-Horn Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 63 116 44 206 76 527 18 458 252 648 815 47 Future Volume (vph) 63 116 44 206 76 527 18 458 252 648 815 47 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.6 5.2 4.6 5.2 4.6 4.6 5.4 4.6 4.6 5.8 Lane Util. Factor 1.00 0.95 0.97 1.00 1.00 1.00 0.91 1.00 0.97 0.95 Frpb, ped/bikes 1.00 1.00 1.00 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 0.96 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.99
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1188 2886 3045 1226 1568 1543 5036 1474 3335 3263 Flt Permitted 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1188 2886 3045 1226 1568 1543 5036 1474 3335 3263 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) 72 132 50 234 86 599 20 520 286 736 926 53 RTOR Reduction (vph) 0 37 0 0 0 131 0 0 160 0 3 0
Lane Group Flow (vph) 72 145 0 234 86 468 20 520 126 736 976 0 Confl. Peds. (#/hr) 5 5 2 2
Confl. Bikes (#/hr) 1 5 1
Heavy Vehicles (%) 52% 18% 23% 15% 55% 3% 17% 3% 8% 5% 7% 55% Turn Type Prot NA Prot NA pm+ov Prot NA pm+ov Prot NA
Protected Phases 7 4 3 8 1 5 2 3 1 6
Permitted Phases 8 2
Actuated Green, G (s) 9.7 20.9 6.5 17.7 39.3 2.3 42.3 48.8 21.6 61.2 Effective Green, g (s) 9.7 20.9 6.5 17.7 39.3 2.3 42.3 48.8 21.6 61.2 Actuated g/C Ratio 0.09 0.19 0.06 0.16 0.35 0.02 0.38 0.44 0.19 0.55 Clearance Time (s) 4.6 5.2 4.6 5.2 4.6 4.6 5.4 4.6 4.6 5.8 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) 103 542 178 195 554 31 1917 647 648 1797 v/s Ratio Prot 0.06 c0.05 c0.08 0.07 c0.16 0.01 0.10 0.01 c0.22 c0.30 v/s Ratio Perm 0.13 0.07
v/c Ratio 0.70 0.27 1.31 0.44 0.84 0.65 0.27 0.19 1.14 0.54 Uniform Delay, d1 49.3 38.6 52.3 42.2 33.1 54.0 23.8 19.1 44.8 16.0 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 18.7 0.3 175.6 1.6 11.3 37.9 0.3 0.1 79.1 1.2 Delay (s) 68.0 38.8 227.9 43.8 44.4 91.9 24.1 19.2 123.8 17.2 Level of Service E D F D D F C B F B
Approach Delay (s) 47.1 91.1 24.1 62.9
Approach LOS D F C E
Intersection Summary
HCM 2000 Control Delay 60.2 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 0.80
Actuated Cycle Length (s) 111.1 Sum of lost time (s) 20.2 Intersection Capacity Utilization 85.4% ICU Level of Service E Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary
5: Doolittle Dr & Davis St 12/04/2023
06-NT+P PM - NEW 880 Doolittle 8:53 am 01/13/2023 Near Term Plus Project PM Synchro 11 Report Kimley-Horn Page 9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 63 116 44 206 76 527 18 458 252 648 815 47 Future Volume (veh/h) 63 116 44 206 76 527 18 458 252 648 815 47 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.99 1.00 0.98 1.00 0.98 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1129 1633 1559 1678 1085 1856 1648 1856 1781 1826 1796 1085 Adj Flow Rate, veh/h 72 132 50 234 86 599 20 520 286 736 926 53 Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Percent Heavy Veh, % 52 18 23 15 55 3 17 3 8 5 7 55
Cap, veh/h 81 562 203 173 253 659 32 1657 570 631 1617 93 Arrive On Green 0.08 0.25 0.25 0.06 0.23 0.23 0.02 0.33 0.33 0.19 0.49 0.49 Sat Flow, veh/h 1076 2220 802 3100 1085 1562 1570 5066 1484 3374 3276 188 Grp Volume(v), veh/h 72 90 92 234 86 599 20 520 286 736 482 497 Grp Sat Flow(s),veh/h/ln 1076 1552 1471 1550 1085 1562 1570 1689 1484 1687 1706 1757 Q Serve(g_s), s 7.6 5.3 5.7 6.4 7.5 26.7 1.4 8.8 16.8 21.4 22.8 22.8 Cycle Q Clear(g_c), s 7.6 5.3 5.7 6.4 7.5 26.7 1.4 8.8 16.8 21.4 22.8 22.8 Prop In Lane 1.00 0.55 1.00 1.00 1.00 1.00 1.00 0.11
Lane Grp Cap(c), veh/h 81 393 372 173 253 659 32 1657 570 631 842 867 V/C Ratio(X) 0.88 0.23 0.25 1.35 0.34 0.91 0.62 0.31 0.50 1.17 0.57 0.57 Avail Cap(c_a), veh/h 138 475 450 173 253 659 86 1657 570 631 842 867 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 52.4 33.9 34.0 54.0 36.5 31.1 55.6 28.9 27.0 46.5 20.4 20.4 Incr Delay (d2), s/veh 27.4 0.3 0.3 190.1 0.8 16.6 17.8 0.5 3.1 91.1 2.8 2.7 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 2.7 2.0 2.1 7.1 2.0 17.9 0.7 3.5 6.3 16.7 9.2 9.5 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 79.8 34.2 34.3 244.1 37.3 47.7 73.4 29.4 30.1 137.6 23.3 23.2 LnGrp LOS E C C F D D E C C F C C
Approach Vol, veh/h 254 919 826 1715
Approach Delay, s/veh 47.2 96.8 30.7 72.3
Approach LOS D F C E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 26.0 43.2 11.0 34.2 7.0 62.2 13.3 31.9 Change Period (Y+Rc), s 4.6 * 5.8 4.6 5.2 4.6 5.8 4.6 5.2 Max Green Setting (Gmax), s 21.4 * 37 6.4 35.0 6.3 52.1 14.7 26.7 Max Q Clear Time (g_c+I1), s 23.4 18.8 8.4 7.7 3.4 24.8 9.6 28.7 Green Ext Time (p_c), s 0.0 4.0 0.0 1.1 0.0 6.6 0.1 0.0 Intersection Summary
HCM 6th Ctrl Delay 67.4
HCM 6th LOS E
Notes
User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.

HCM Signalized Intersection Capacity Analysis
6: Davis St & I-880 SB Ramp 12/04/2023
06-NT+P PM - NEW 880 Doolittle 8:53 am 01/13/2023 Near Term Plus Project PM Synchro 11 Report Kimley-Horn Page 10
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 1320 689 6 997 468 0 0 0 435 0 608 Future Volume (vph) 0 1320 689 6 997 468 0 0 0 435 0 608 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 5.8 5.8 5.8
Lane Util. Factor 0.91 1.00 0.95 1.00 0.95 0.91 0.95
Frpb, ped/bikes 1.00 0.98 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
Frt 1.00 0.85 1.00 0.85 1.00 0.88 0.85
Flt Protected 1.00 1.00 1.00 1.00 0.95 0.99 1.00
Satd. Flow (prot) 5085 1515 3504 1563 1698 1436 1447
Flt Permitted 1.00 1.00 0.94 1.00 0.95 0.99 1.00
Satd. Flow (perm) 5085 1515 3312 1563 1698 1436 1447
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 1361 710 6 1028 482 0 0 0 448 0 627
RTOR Reduction (vph) 0 0 406 0 0 276 0 0 0 0 27 27
Lane Group Flow (vph) 0 1361 304 0 1034 206 0 0 0 376 327 318 Confl. Peds. (#/hr) 1 4 4 1
Confl. Bikes (#/hr) 1
Heavy Vehicles (%) 0% 2% 4% 0% 3% 1% 0% 0% 0% 1% 0% 6%
Turn Type NA Perm Perm NA Perm Split NA Perm
Protected Phases 2 6 4 4
Permitted Phases 2 6 6 4
Actuated Green, G (s) 25.4 25.4 25.4 25.4 23.2 23.2 23.2 Effective Green, g (s) 25.4 25.4 25.4 25.4 23.2 23.2 23.2 Actuated g/C Ratio 0.43 0.43 0.43 0.43 0.39 0.39 0.39
Clearance Time (s) 5.0 5.0 5.0 5.0 5.8 5.8 5.8
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 2174 647 1416 668 663 560 565
v/s Ratio Prot 0.27 0.22 c0.23
v/s Ratio Perm 0.20 c0.31 0.13 0.22
v/c Ratio 0.63 0.47 0.73 0.31 0.57 0.58 0.56
Uniform Delay, d1 13.3 12.2 14.1 11.2 14.2 14.3 14.1
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.6 0.5 2.0 0.3 3.5 4.4 4.0
Delay (s) 13.9 12.7 16.1 11.5 17.7 18.7 18.1
Level of Service B B B B B B B
Approach Delay (s) 13.5 14.6 0.0 18.2
Approach LOS B B A B
Intersection Summary
HCM 2000 Control Delay 14.9 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.66
Actuated Cycle Length (s) 59.4 Sum of lost time (s) 10.8 Intersection Capacity Utilization 102.2% ICU Level of Service G Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
7: I-880 NB Ramp & Davis St 12/04/2023
06-NT+P PM - NEW 880 Doolittle 8:53 am 01/13/2023 Near Term Plus Project PM Synchro 11 Report Kimley-Horn Page 12
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 1171 581 2 997 396 484 0 507 0 0 0 Future Volume (vph) 0 1171 581 2 997 396 484 0 507 0 0 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 4.0 5.0 5.0 5.8 5.8 5.8
Lane Util. Factor 0.95 1.00 0.95 1.00 0.95 0.91 0.95
Frpb, ped/bikes 1.00 0.98 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
Frt 1.00 0.85 1.00 0.85 1.00 0.91 0.85
Flt Protected 1.00 1.00 1.00 1.00 0.95 0.98 1.00
Satd. Flow (prot) 3539 1547 3574 1550 1618 1500 1519
Flt Permitted 1.00 1.00 0.95 1.00 0.95 0.98 1.00
Satd. Flow (perm) 3539 1547 3406 1550 1618 1500 1519
Peak-hour factor, PHF 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Adj. Flow (vph) 0 1195 593 2 1017 404 494 0 517 0 0 0
RTOR Reduction (vph) 0 0 0 0 0 237 0 21 21 0 0 0
Lane Group Flow (vph) 0 1195 593 0 1019 167 351 318 300 0 0 0 Confl. Peds. (#/hr) 1 5 5 1
Confl. Bikes (#/hr) 1
Heavy Vehicles (%) 0% 2% 2% 0% 1% 2% 6% 0% 1% 0% 0% 0%
Turn Type NA Free Perm NA Perm Perm NA Perm
Protected Phases 2 6 8
Permitted Phases Free 6 6 8 8
Actuated Green, G (s) 24.7 59.7 24.7 24.7 24.2 24.2 24.2 Effective Green, g (s) 24.7 59.7 24.7 24.7 24.2 24.2 24.2 Actuated g/C Ratio 0.41 1.00 0.41 0.41 0.41 0.41 0.41
Clearance Time (s) 5.0 5.0 5.0 5.8 5.8 5.8
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 1464 1547 1409 641 655 608 615
v/s Ratio Prot c0.34
v/s Ratio Perm 0.38 0.30 0.11 c0.22 0.21 0.20
v/c Ratio 0.82 0.38 0.72 0.26 0.54 0.52 0.49
Uniform Delay, d1 15.5 0.0 14.6 11.5 13.5 13.4 13.2
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 3.6 0.7 1.9 0.2 3.1 3.2 2.7
Delay (s) 19.1 0.7 16.5 11.7 16.6 16.6 15.9
Level of Service B A B B B B B
Approach Delay (s) 13.0 15.1 16.4 0.0
Approach LOS B B B A
Intersection Summary
HCM 2000 Control Delay 14.5 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.68
Actuated Cycle Length (s) 59.7 Sum of lost time (s) 10.8 Intersection Capacity Utilization 62.3% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
8: Airport Access Rd & 98th Avenue 12/04/2023
06-NT+P PM - NEW 880 Doolittle 8:53 am 01/13/2023 Near Term Plus Project PM Synchro 11 Report Kimley-Horn Page 14
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 77 911 7 74 512 273 10 112 146 68 51 4 Future Volume (vph) 77 911 7 74 512 273 10 112 146 68 51 4 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.8 4.6 5.0 4.6 4.6 5.0 5.0 4.6 5.0 5.0 Lane Util. Factor 0.91 1.00 0.91 1.00 1.00 0.86 0.86 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 0.99 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 1.00 0.85 1.00 0.94 0.85 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 4837 1752 4715 1482 1253 4287 1318 1770 3505 1274 Flt Permitted 0.81 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3930 1752 4715 1482 1253 4287 1318 1770 3505 1274 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) 90 1059 8 86 595 317 12 130 170 79 59 5 RTOR Reduction (vph) 0 1 0 0 0 170 0 52 52 0 0 3
Lane Group Flow (vph) 0 1156 0 86 595 147 12 163 33 79 59 2 Confl. Peds. (#/hr) 2 1 1 2
Heavy Vehicles (%) 4% 7% 0% 3% 10% 9% 44% 9% 4% 2% 3% 25% Turn Type pm+pt NA Prot NA pm+ov Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 5 2 1 6
Permitted Phases 4 8 2 6
Actuated Green, G (s) 31.9 5.6 42.9 48.1 1.0 40.7 40.7 5.2 44.9 44.9 Effective Green, g (s) 31.9 5.6 42.9 48.1 1.0 40.7 40.7 5.2 44.9 44.9 Actuated g/C Ratio 0.31 0.05 0.41 0.47 0.01 0.39 0.39 0.05 0.43 0.43 Clearance Time (s) 5.8 4.6 5.0 4.6 4.6 5.0 5.0 4.6 5.0 5.0 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) 1212 94 1956 689 12 1687 518 89 1521 553 v/s Ratio Prot c0.05 0.13 0.01 0.01 c0.04 c0.04 c0.02
v/s Ratio Perm c0.29 0.09 0.03 0.00
v/c Ratio 0.95 0.91 0.30 0.21 1.00 0.10 0.06 0.89 0.04 0.00 Uniform Delay, d1 35.0 48.7 20.3 16.4 51.2 19.8 19.5 48.8 16.8 16.6 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 16.0 65.2 0.1 0.2 259.8 0.1 0.2 59.4 0.0 0.0 Delay (s) 51.0 113.9 20.3 16.6 311.0 19.9 19.7 108.2 16.9 16.6 Level of Service D F C B F B B F B B
Approach Delay (s) 51.0 27.2 31.0 67.3
Approach LOS D C C E
Intersection Summary
HCM 2000 Control Delay 40.4 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.51
Actuated Cycle Length (s) 103.4 Sum of lost time (s) 20.0 Intersection Capacity Utilization 81.2% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis
1: Doolittle Dr & West Project Dwy 12/01/2023
07-Cu AM 880 Doolittle 3:59 pm 11/28/2022 Cumulative AM Synchro 11 Report Kimley-Horn Page 1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 19 6 1124 16 22 1513
Future Volume (Veh/h) 19 6 1124 16 22 1513
Sign Control Stop Free Free
Grade 0% 0% 0%
Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88
Hourly flow rate (vph) 22 7 1277 18 25 1719
Pedestrians 1
Lane Width (ft) 12.0
Walking Speed (ft/s) 3.5
Percent Blockage 0
Right turn flare (veh)
Median type TWLTL TWLTL
Median storage veh) 2 2
Upstream signal (ft) 750 512
pX, platoon unblocked 0.88 0.84 0.84
vC, conflicting volume 2196 648 1296
vC1, stage 1 conf vol 1287
vC2, stage 2 conf vol 910
vCu, unblocked vol 1292 215 982
tC, single (s) 6.8 6.9 4.1
tC, 2 stage (s) 5.8
tF (s) 3.5 3.3 2.2
p0 queue free % 92 99 96
cM capacity (veh/h) 259 671 600
Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 SB 3
Volume Total 29 851 444 25 860 860
Volume Left 22 0 0 25 0 0
Volume Right 7 0 18 0 0 0
cSH 304 1700 1700 600 1700 1700
Volume to Capacity 0.10 0.50 0.26 0.04 0.51 0.51
Queue Length 95th (ft) 8 0 0 3 0 0
Control Delay (s) 18.1 0.0 0.0 11.3 0.0 0.0
Lane LOS C B
Approach Delay (s) 18.1 0.0 0.2
Approach LOS C
Intersection Summary
Average Delay 0.3
Intersection Capacity Utilization 51.8% ICU Level of Service A Analysis Period (min) 15
HCM 6th TWSC
1: Doolittle Dr & West Project Dwy 12/01/2023
07-Cu AM 880 Doolittle 3:59 pm 11/28/2022 Cumulative AM Synchro 11 Report Kimley-Horn Page 2
Intersection
Int Delay, s/veh 0.3
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 19 6 1124 16 22 1513
Future Vol, veh/h 19 6 1124 16 22 1513
Conflicting Peds, #/hr 0 0 0 1 1 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 50 -
Veh in Median Storage, # 2 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 88 88 88 88 88 88
Heavy Vehicles, % 0 0 14 9 0 17
Mvmt Flow 22 7 1277 18 25 1719
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 2197 649 0 0 1296 0
Stage 1 1287 - - - - -
Stage 2 910 - - - - -
Critical Hdwy 6.8 6.9 - - 4.1 -
Critical Hdwy Stg 1 5.8 - - - - -
Critical Hdwy Stg 2 5.8 - - - - -
Follow-up Hdwy 3.5 3.3 - - 2.2 -
Pot Cap-1 Maneuver 39 417 - - 541 -
Stage 1 227 - - - - -
Stage 2 358 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 37 417 - - 540 -
Mov Cap-2 Maneuver 181 - - - - -
Stage 1 227 - - - - -
Stage 2 342 - - - - -
Approach WB NB SB
HCM Control Delay, s 24.9 0 0.2

HCM LOS C
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - 209 540 -
HCM Lane V/C Ratio - - 0.136 0.046 -
HCM Control Delay (s) - - 24.9 12 -
HCM Lane LOS - - C B -
HCM 95th %tile Q(veh) - - 0.5 0.1 -
HCM Unsignalized Intersection Capacity Analysis
2: Proj Dwy & Hester St 12/01/2023
07-Cu AM 880 Doolittle 3:59 pm 11/28/2022 Cumulative AM Synchro 11 Report Kimley-Horn Page 3
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 15 0 0 15 56 22
Future Volume (Veh/h) 15 0 0 15 56 22
Sign Control Stop Stop Free
Grade 0% 0% 0%
Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86
Hourly flow rate (vph) 17 0 0 17 65 26
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 160 143 156 0 0
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 160 143 156 0 0
tC, single (s) 7.2 6.7 6.7 6.4 4.2
tC, 2 stage (s)
tF (s) 3.6 4.1 4.1 3.4 2.3
p0 queue free % 98 100 100 98 96
cM capacity (veh/h) 740 694 683 1048 1542
Direction, Lane # EB 1 WB 1 SB 1
Volume Total 17 17 91
Volume Left 17 0 65
Volume Right 0 17 26
cSH 740 1048 1542
Volume to Capacity 0.02 0.02 0.04
Queue Length 95th (ft) 2 1 3
Control Delay (s) 10.0 8.5 5.4
Lane LOS A A A
Approach Delay (s) 10.0 8.5 5.4
Approach LOS A A
Intersection Summary
Average Delay 6.4
Intersection Capacity Utilization 18.6% ICU Level of Service A Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis
3: Hester St & Adams Ave 12/01/2023
07-Cu AM 880 Doolittle 3:59 pm 11/28/2022 Cumulative AM Synchro 11 Report Kimley-Horn Page 4
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 315 66 5 238 49 14
Future Volume (Veh/h) 315 66 5 238 49 14
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86
Hourly flow rate (vph) 366 77 6 277 57 16
Pedestrians 1
Lane Width (ft) 12.0
Walking Speed (ft/s) 3.5
Percent Blockage 0
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 426
pX, platoon unblocked
vC, conflicting volume 443 694 406
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 443 694 406
tC, single (s) 4.1 6.5 6.4
tC, 2 stage (s)
tF (s) 2.2 3.6 3.5
p0 queue free % 99 86 97
cM capacity (veh/h) 1107 395 608
Direction, Lane # EB 1 WB 1 NB 1
Volume Total 443 283 73
Volume Left 0 6 57
Volume Right 77 0 16
cSH 1700 1107 428
Volume to Capacity 0.26 0.01 0.17
Queue Length 95th (ft) 0 0 15
Control Delay (s) 0.0 0.2 15.1
Lane LOS A C
Approach Delay (s) 0.0 0.2 15.1
Approach LOS C
Intersection Summary
Average Delay 1.5
Intersection Capacity Utilization 31.2% ICU Level of Service A Analysis Period (min) 15
HCM 6th TWSC
3: Hester St & Adams Ave 12/01/2023
07-Cu AM 880 Doolittle 3:59 pm 11/28/2022 Cumulative AM Synchro 11 Report Kimley-Horn Page 5
Intersection
Int Delay, s/veh 1.5
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 315 66 5 238 49 14
Future Vol, veh/h 315 66 5 238 49 14
Conflicting Peds, #/hr 0 0 0 0 0 1
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 86 86 86 86 86 86
Heavy Vehicles, % 8 2 4 14 10 20
Mvmt Flow 366 77 6 277 57 16
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 443 0 694 406
Stage 1 - - - - 405 -
Stage 2 - - - - 289 -
Critical Hdwy - - 4.14 - 6.5 6.4
Critical Hdwy Stg 1 - - - - 5.5 -
Critical Hdwy Stg 2 - - - - 5.5 -
Follow-up Hdwy - - 2.236 - 3.59 3.48
Pot Cap-1 Maneuver - - 1107 - 397 608
Stage 1 - - - - 657 -
Stage 2 - - - - 742 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 1107 - 395 607
Mov Cap-2 Maneuver - - - - 395 -
Stage 1 - - - - 657 -
Stage 2 - - - - 738 -
Approach EB WB NB
HCM Control Delay, s 0 0.2 15.1

HCM LOS C
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT
Capacity (veh/h) 428 - - 1107 -
HCM Lane V/C Ratio 0.171 - - 0.005 -
HCM Control Delay (s) 15.1 - - 8.3 0
HCM Lane LOS C - - A A
HCM 95th %tile Q(veh) 0.6 - - 0 -
Queues
4: Doolittle Dr & Adams Ave 12/01/2023
07-Cu AM 880 Doolittle 3:59 pm 11/28/2022 Cumulative AM Synchro 11 Report Kimley-Horn Page 6
Lane Group WBL WBR NBT NBR SBL SBT
Lane Group Flow (vph) 132 34 1039 246 60 1142
v/c Ratio 0.37 0.10 0.57 0.29 0.38 0.55
Control Delay 21.1 6.7 17.2 3.9 36.6 11.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 21.1 6.7 17.2 3.9 36.6 11.0
Queue Length 50th (ft) 39 0 138 0 19 97
Queue Length 95th (ft) 76 16 #405 49 #76 330
Internal Link Dist (ft) 346 48 437
Turn Bay Length (ft) 85 230 275
Base Capacity (vph) 515 473 1828 852 158 2091
Starvation Cap Reductn 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.26 0.07 0.57 0.29 0.38 0.55
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

HCM Signalized Intersection Capacity Analysis
4: Doolittle Dr & Adams Ave 12/01/2023
07-Cu AM 880 Doolittle 3:59 pm 11/28/2022 Cumulative AM Synchro 11 Report Kimley-Horn Page 7
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 125 32 987 234 57 1085
Future Volume (vph) 125 32 987 234 57 1085
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.2 5.2 5.8 5.8 4.6 5.8
Lane Util. Factor 1.00 1.00 0.95 1.00 1.00 0.95
Frpb, ped/bikes 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
Frt 1.00 0.85 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1467 1282 3312 1346 1687 3223
Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1467 1282 3312 1346 1687 3223
Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95
Adj. Flow (vph) 132 34 1039 246 60 1142
RTOR Reduction (vph) 0 27 0 122 0 0
Lane Group Flow (vph) 132 7 1039 124 60 1142
Confl. Peds. (#/hr) 1 2
Confl. Bikes (#/hr) 3
Heavy Vehicles (%) 23% 26% 9% 17% 7% 12%
Turn Type Perm Perm NA Perm Prot NA
Protected Phases 2 1 6
Permitted Phases 8 8 2
Actuated Green, G (s) 11.9 11.9 31.1 31.1 3.1 38.8
Effective Green, g (s) 11.9 11.9 31.1 31.1 3.1 38.8
Actuated g/C Ratio 0.19 0.19 0.50 0.50 0.05 0.63
Clearance Time (s) 5.2 5.2 5.8 5.8 4.6 5.8
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 282 247 1669 678 84 2026
v/s Ratio Prot c0.31 0.04 c0.35
v/s Ratio Perm c0.09 0.01 0.09
v/c Ratio 0.47 0.03 0.62 0.18 0.71 0.56
Uniform Delay, d1 22.1 20.2 11.1 8.4 28.9 6.6
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 1.2 0.0 1.8 0.6 24.9 1.1
Delay (s) 23.3 20.2 12.8 9.0 53.7 7.7
Level of Service C C B A D A
Approach Delay (s) 22.7 12.1 10.0
Approach LOS C B B
Intersection Summary
HCM 2000 Control Delay 11.8 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.60
Actuated Cycle Length (s) 61.7 Sum of lost time (s) 15.6 Intersection Capacity Utilization 52.8% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
Queues
5: Doolittle Dr & Davis St 12/01/2023
07-Cu AM 880 Doolittle 3:59 pm 11/28/2022 Cumulative AM Synchro 11 Report Kimley-Horn Page 9
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT
Lane Group Flow (vph) 60 280 308 170 1042 62 1007 492 826 441 v/c Ratio 0.53 0.57 1.75 0.65 1.43 0.83 0.60 0.73 1.30 0.30 Control Delay 65.4 39.9 390.6 55.0 226.8 117.0 32.0 19.4 184.2 17.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 65.4 39.9 390.6 55.0 226.8 117.0 32.0 19.4 184.2 17.8 Queue Length 50th (ft) 41 86 ~167 115 ~969 44 212 126 ~387 90 Queue Length 95th (ft) 90 128 #286 197 #1309 #139 301 306 #580 152 Internal Link Dist (ft) 486 661 407 302
Turn Bay Length (ft) 300 240 120 130 180 260
Base Capacity (vph) 162 745 176 331 728 75 1667 671 634 1478 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.37 0.38 1.75 0.51 1.43 0.83 0.60 0.73 1.30 0.30 Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.

Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

HCM Signalized Intersection Capacity Analysis
5: Doolittle Dr & Davis St 12/01/2023
07-Cu AM 880 Doolittle 3:59 pm 11/28/2022 Cumulative AM Synchro 11 Report Kimley-Horn Page 10
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 55 208 46 280 155 948 56 916 448 752 343 58 Future Volume (vph) 55 208 46 280 155 948 56 916 448 752 343 58 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.6 5.2 4.6 5.2 4.6 4.6 5.4 4.6 4.6 5.8 Lane Util. Factor 1.00 0.95 0.97 1.00 1.00 1.00 0.91 1.00 0.97 0.95 Frpb, ped/bikes 1.00 1.00 1.00 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 0.97 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.98
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1211 2279 3019 1357 1495 1318 4673 1238 3242 2989 Flt Permitted 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1211 2279 3019 1357 1495 1318 4673 1238 3242 2989 Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Adj. Flow (vph) 60 229 51 308 170 1042 62 1007 492 826 377 64 RTOR Reduction (vph) 0 17 0 0 0 83 0 0 151 0 10 0
Lane Group Flow (vph) 60 263 0 308 170 959 62 1007 341 826 431 0 Confl. Peds. (#/hr) 1 1
Confl. Bikes (#/hr) 1 3
Heavy Vehicles (%) 49% 55% 48% 16% 40% 8% 37% 11% 29% 8% 15% 34% Turn Type Prot NA Prot NA pm+ov Prot NA pm+ov Prot NA
Protected Phases 7 4 3 8 1 5 2 3 1 6
Permitted Phases 8 2
Actuated Green, G (s) 9.1 23.9 6.4 21.2 42.7 6.3 39.2 45.6 21.5 54.0 Effective Green, g (s) 9.1 23.9 6.4 21.2 42.7 6.3 39.2 45.6 21.5 54.0 Actuated g/C Ratio 0.08 0.22 0.06 0.19 0.39 0.06 0.35 0.41 0.19 0.49 Clearance Time (s) 4.6 5.2 4.6 5.2 4.6 4.6 5.4 4.6 4.6 5.8 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) 99 491 174 259 576 74 1653 509 629 1456 v/s Ratio Prot 0.05 c0.12 c0.10 0.13 c0.32 0.05 0.22 c0.04 0.25 0.14 v/s Ratio Perm 0.32 0.24
v/c Ratio 0.61 0.54 1.77 0.66 1.66 0.84 0.61 0.67 1.31 0.30 Uniform Delay, d1 49.1 38.5 52.2 41.4 34.0 51.7 29.5 26.5 44.6 17.0 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 10.1 1.1 368.9 5.9 306.9 53.0 1.7 3.5 152.1 0.5 Delay (s) 59.2 39.6 421.1 47.3 340.9 104.7 31.2 30.0 196.7 17.5 Level of Service E D F D F F C C F B
Approach Delay (s) 43.1 324.3 33.7 134.3
Approach LOS D F C F
Intersection Summary
HCM 2000 Control Delay 155.8 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 1.20
Actuated Cycle Length (s) 110.8 Sum of lost time (s) 20.2 Intersection Capacity Utilization 107.5% ICU Level of Service G Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary
5: Doolittle Dr & Davis St 12/01/2023
07-Cu AM 880 Doolittle 3:59 pm 11/28/2022 Cumulative AM Synchro 11 Report Kimley-Horn Page 11
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 55 208 46 280 155 948 56 916 448 752 343 58 Future Volume (veh/h) 55 208 46 280 155 948 56 916 448 752 343 58 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 1.00 1.00 1.00 0.98 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1174 1085 1189 1663 1307 1781 1352 1737 1470 1781 1678 1396 Adj Flow Rate, veh/h 60 229 51 308 170 1042 62 1007 492 826 377 64 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, % 49 55 48 16 40 8 37 11 29 8 15 34
Cap, veh/h 68 404 88 175 310 645 72 1576 485 626 1269 213 Arrive On Green 0.06 0.24 0.24 0.06 0.24 0.24 0.06 0.33 0.33 0.19 0.47 0.47 Sat Flow, veh/h 1118 1678 366 3072 1307 1510 1287 4742 1245 3291 2719 457 Grp Volume(v), veh/h 60 139 141 308 170 1042 62 1007 492 826 219 222 Grp Sat Flow(s),veh/h/ln 1118 1031 1013 1536 1307 1510 1287 1581 1245 1646 1594 1582 Q Serve(g_s), s 6.0 13.3 13.8 6.4 12.8 26.7 5.4 20.3 37.4 21.4 9.6 9.8 Cycle Q Clear(g_c), s 6.0 13.3 13.8 6.4 12.8 26.7 5.4 20.3 37.4 21.4 9.6 9.8 Prop In Lane 1.00 0.36 1.00 1.00 1.00 1.00 1.00 0.29
Lane Grp Cap(c), veh/h 68 248 244 175 310 645 72 1576 485 626 744 738 V/C Ratio(X) 0.89 0.56 0.58 1.76 0.55 1.61 0.86 0.64 1.02 1.32 0.30 0.30 Avail Cap(c_a), veh/h 146 321 315 175 310 645 72 1576 485 626 744 738 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 52.5 37.5 37.7 53.1 37.6 32.2 52.7 31.8 34.4 45.6 18.6 18.6 Incr Delay (d2), s/veh 28.7 2.0 2.2 365.4 2.0 283.7 60.9 2.0 44.7 154.8 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 2.2 3.5 3.6 11.3 4.2 67.5 2.9 7.7 18.7 22.0 3.6 3.6 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 81.1 39.4 39.8 418.5 39.6 315.9 113.6 33.8 79.1 200.3 19.6 19.7 LnGrp LOS F D D F D F F C F F B B
Approach Vol, veh/h 340 1520 1561 1267
Approach Delay, s/veh 46.9 305.8 51.3 137.4
Approach LOS D F D F
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 26.0 43.2 11.0 32.3 10.9 58.3 11.4 31.9 Change Period (Y+Rc), s 4.6 * 5.8 4.6 5.2 4.6 5.8 4.6 5.2 Max Green Setting (Gmax), s 21.4 * 37 6.4 35.0 6.3 52.1 14.7 26.7 Max Q Clear Time (g_c+I1), s 23.4 39.4 8.4 15.8 7.4 11.8 8.0 28.7 Green Ext Time (p_c), s 0.0 0.0 0.0 1.6 0.0 2.7 0.1 0.0 Intersection Summary
HCM 6th Ctrl Delay 156.8
HCM 6th LOS F
Notes
User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.

Queues
6: Davis St & I-880 SB Ramp 12/01/2023
07-Cu AM 880 Doolittle 3:59 pm 11/28/2022 Cumulative AM Synchro 11 Report Kimley-Horn Page 12
Lane Group EBT EBR WBT WBR SBL SBT SBR
Lane Group Flow (vph) 1278 551 1305 757 253 338 336
v/c Ratio 0.56 0.57 0.77 0.67 0.51 0.75 0.72
Control Delay 11.0 3.6 15.6 4.2 21.5 29.7 27.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 11.0 3.6 15.6 4.2 21.5 29.7 27.7
Queue Length 50th (ft) 104 0 181 0 78 106 101
Queue Length 95th (ft) 139 41 257 46 144 #240 #222
Internal Link Dist (ft) 661 674 105
Turn Bay Length (ft) 400 560 65 350
Base Capacity (vph) 2361 972 1735 1139 497 452 466
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.54 0.57 0.75 0.66 0.51 0.75 0.72
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

HCM Signalized Intersection Capacity Analysis
6: Davis St & I-880 SB Ramp 12/01/2023
07-Cu AM 880 Doolittle 3:59 pm 11/28/2022 Cumulative AM Synchro 11 Report Kimley-Horn Page 13
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 2 1238 534 0 1266 734 0 0 0 273 0 627 Future Volume (vph) 2 1238 534 0 1266 734 0 0 0 273 0 627 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 5.8 5.8 5.8
Lane Util. Factor 0.91 1.00 0.95 1.00 0.95 0.91 0.95
Frpb, ped/bikes 1.00 0.97 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
Frt 1.00 0.85 1.00 0.85 1.00 0.86 0.85
Flt Protected 1.00 1.00 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 4803 1355 3312 1488 1618 1389 1434
Flt Permitted 0.94 1.00 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 4507 1355 3312 1488 1618 1389 1434
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) 2 1276 551 0 1305 757 0 0 0 281 0 646
RTOR Reduction (vph) 0 0 270 0 0 371 0 0 0 0 25 25
Lane Group Flow (vph) 0 1278 281 0 1305 386 0 0 0 253 313 311 Confl. Peds. (#/hr) 2 7 7 2
Confl. Bikes (#/hr) 1
Heavy Vehicles (%) 0% 8% 16% 0% 9% 6% 0% 0% 0% 6% 0% 7% Turn Type Perm NA Perm NA Perm Split NA Perm
Protected Phases 2 6 4 4
Permitted Phases 2 2 6 4
Actuated Green, G (s) 30.2 30.2 30.2 30.2 18.2 18.2 18.2 Effective Green, g (s) 30.2 30.2 30.2 30.2 18.2 18.2 18.2 Actuated g/C Ratio 0.51 0.51 0.51 0.51 0.31 0.31 0.31
Clearance Time (s) 5.0 5.0 5.0 5.0 5.8 5.8 5.8
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 2299 691 1689 759 497 427 440
v/s Ratio Prot c0.39 0.16 c0.23
v/s Ratio Perm 0.28 0.21 0.26 0.22
v/c Ratio 0.56 0.41 0.77 0.51 0.51 0.73 0.71
Uniform Delay, d1 9.9 9.0 11.7 9.6 16.8 18.3 18.1
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.3 0.4 2.3 0.5 3.7 10.6 9.2
Delay (s) 10.2 9.4 14.0 10.1 20.5 29.0 27.4
Level of Service B A B B C C C
Approach Delay (s) 10.0 12.6 0.0 26.1
Approach LOS A B A C
Intersection Summary
HCM 2000 Control Delay 14.2 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.76
Actuated Cycle Length (s) 59.2 Sum of lost time (s) 10.8 Intersection Capacity Utilization 78.0% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
Queues
7: I-880 NB Ramp & Davis St 12/01/2023
07-Cu AM 880 Doolittle 3:59 pm 11/28/2022 Cumulative AM Synchro 11 Report Kimley-Horn Page 15
Lane Group EBT EBR WBT WBR NBL NBT NBR
Lane Group Flow (vph) 754 812 1322 610 288 282 261
v/c Ratio 0.44 0.57 0.78 0.57 0.59 0.57 0.46
Control Delay 10.7 1.7 16.4 3.3 22.9 20.2 10.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 10.7 1.7 16.4 3.3 22.9 20.2 10.6
Queue Length 50th (ft) 84 0 188 0 90 79 32
Queue Length 95th (ft) 122 0 265 44 165 156 90
Internal Link Dist (ft) 674 169 405
Turn Bay Length (ft) 1000 260 160
Base Capacity (vph) 1766 1420 1749 1080 490 491 568
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.43 0.57 0.76 0.56 0.59 0.57 0.46
Intersection Summary
HCM Signalized Intersection Capacity Analysis
7: I-880 NB Ramp & Davis St 12/01/2023
07-Cu AM 880 Doolittle 3:59 pm 11/28/2022 Cumulative AM Synchro 11 Report Kimley-Horn Page 16
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 731 788 0 1282 592 490 0 316 0 0 0 Future Volume (vph) 0 731 788 0 1282 592 490 0 316 0 0 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 4.0 5.0 5.0 5.8 5.8 5.8
Lane Util. Factor 0.95 1.00 0.95 1.00 0.95 0.91 0.95
Frpb, ped/bikes 1.00 0.98 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
Frt 1.00 0.85 1.00 0.85 1.00 0.97 0.85
Flt Protected 1.00 1.00 1.00 1.00 0.95 0.96 1.00
Satd. Flow (prot) 3471 1420 3438 1533 1504 1433 1447
Flt Permitted 1.00 1.00 1.00 1.00 0.95 0.96 1.00
Satd. Flow (perm) 3471 1420 3438 1533 1504 1433 1447
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) 0 754 812 0 1322 610 505 0 326 0 0 0
RTOR Reduction (vph) 0 0 0 0 0 310 0 24 97 0 0 0
Lane Group Flow (vph) 0 754 812 0 1322 300 288 258 164 0 0 0 Confl. Peds. (#/hr) 2 7 7 2
Confl. Bikes (#/hr) 1
Heavy Vehicles (%) 0% 4% 11% 0% 5% 3% 14% 0% 6% 0% 0% 0% Turn Type NA Free NA Perm Perm NA Perm
Protected Phases 2 6 8
Permitted Phases Free 6 8 8
Actuated Green, G (s) 29.0 59.0 29.0 29.0 19.2 19.2 19.2 Effective Green, g (s) 29.0 59.0 29.0 29.0 19.2 19.2 19.2 Actuated g/C Ratio 0.49 1.00 0.49 0.49 0.33 0.33 0.33
Clearance Time (s) 5.0 5.0 5.0 5.8 5.8 5.8
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 1706 1420 1689 753 489 466 470
v/s Ratio Prot 0.22 c0.38
v/s Ratio Perm c0.57 0.20 0.19 0.18 0.11
v/c Ratio 0.44 0.57 0.78 0.40 0.59 0.55 0.35
Uniform Delay, d1 9.7 0.0 12.4 9.5 16.6 16.4 15.1
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.2 1.7 2.4 0.3 5.1 4.7 2.0
Delay (s) 9.9 1.7 14.8 9.8 21.7 21.0 17.2
Level of Service A A B A C C B
Approach Delay (s) 5.7 13.3 20.1 0.0
Approach LOS A B C A
Intersection Summary
HCM 2000 Control Delay 11.8 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.77
Actuated Cycle Length (s) 59.0 Sum of lost time (s) 10.8 Intersection Capacity Utilization 62.7% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
Queues
8: Airport Access Rd & 98th Avenue 12/01/2023
07-Cu AM 880 Doolittle 3:59 pm 11/28/2022 Cumulative AM Synchro 11 Report Kimley-Horn Page 18
Lane Group EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 1086 83 2228 500 20 83 45 61 14 13 v/c Ratio 1.47dl 0.93 1.03 0.52 0.38 0.05 0.08 0.72 0.01 0.02 Control Delay 72.3 128.1 57.5 6.7 66.4 10.8 0.3 89.6 19.2 0.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 72.3 128.1 57.5 6.7 66.4 10.8 0.3 89.6 19.2 0.1 Queue Length 50th (ft) ~276 54 ~564 53 13 5 0 39 2 0
Queue Length 95th (ft) #345 #143 #620 119 #39 16 0 #103 9 0 Internal Link Dist (ft) 250 280 220 326
Turn Bay Length (ft) 90 185 50 140 100 185
Base Capacity (vph) 1046 89 2155 955 53 1591 595 85 1537 628 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 1.04 0.93 1.03 0.52 0.38 0.05 0.08 0.72 0.01 0.02 Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.

Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.
dl Defacto Left Lane. Recode with 1 though lane as a left lane.

HCM Signalized Intersection Capacity Analysis
8: Airport Access Rd & 98th Avenue 12/01/2023
07-Cu AM 880 Doolittle 3:59 pm 11/28/2022 Cumulative AM Synchro 11 Report Kimley-Horn Page 19
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 93 851 1 72 1938 435 17 32 79 53 12 11 Future Volume (vph) 93 851 1 72 1938 435 17 32 79 53 12 11 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.8 4.6 5.0 4.6 4.6 5.0 5.0 4.6 5.0 5.0 Lane Util. Factor 0.91 1.00 0.91 1.00 1.00 0.86 0.86 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 0.99 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 1.00 0.85 1.00 0.92 0.85 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 4801 1656 4940 1495 1081 4239 1280 1719 3610 1214 Flt Permitted 0.66 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3183 1656 4940 1495 1081 4239 1280 1719 3610 1214 Peak-hour factor, PHF 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 Adj. Flow (vph) 107 978 1 83 2228 500 20 37 91 61 14 13 RTOR Reduction (vph) 0 0 0 0 0 175 0 28 28 0 0 8
Lane Group Flow (vph) 0 1086 0 83 2228 325 20 55 17 61 14 5 Confl. Peds. (#/hr) 2 2
Heavy Vehicles (%) 3% 8% 0% 9% 5% 8% 67% 3% 7% 5% 0% 33% Turn Type pm+pt NA Prot NA pm+ov Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 5 2 1 6
Permitted Phases 4 8 2 6
Actuated Green, G (s) 33.0 5.4 43.8 48.8 2.0 39.8 39.8 5.0 42.8 42.8 Effective Green, g (s) 33.0 5.4 43.8 48.8 2.0 39.8 39.8 5.0 42.8 42.8 Actuated g/C Ratio 0.32 0.05 0.42 0.47 0.02 0.39 0.39 0.05 0.41 0.41 Clearance Time (s) 5.8 4.6 5.0 4.6 4.6 5.0 5.0 4.6 5.0 5.0 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) 1017 86 2096 706 20 1634 493 83 1497 503 v/s Ratio Prot 0.05 c0.45 0.02 0.02 0.01 c0.04 0.00
v/s Ratio Perm 0.34 0.20 c0.01 c0.00
v/c Ratio 1.47dl 0.97 1.06 0.46 1.00 0.03 0.04 0.73 0.01 0.01 Uniform Delay, d1 35.1 48.8 29.7 18.3 50.6 19.7 19.7 48.4 17.7 17.8 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 48.2 84.7 38.9 0.5 201.2 0.0 0.1 28.3 0.0 0.0 Delay (s) 83.3 133.5 68.6 18.8 251.8 19.8 19.9 76.7 17.8 17.8 Level of Service F F E B F B B E B B
Approach Delay (s) 83.3 61.7 51.2 58.6
Approach LOS F E D E
Intersection Summary
HCM 2000 Control Delay 66.9 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 0.61
Actuated Cycle Length (s) 103.2 Sum of lost time (s) 20.0 Intersection Capacity Utilization 99.8% ICU Level of Service F Analysis Period (min) 15
dl Defacto Left Lane. Recode with 1 though lane as a left lane. c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis
1: Doolittle Dr & West Project Dwy 12/04/2023
08-Cu PM 880 Doolittle 4:00 pm 11/28/2022 Cumulative PM Synchro 11 Report Kimley-Horn Page 1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 13 10 1158 17 10 1622
Future Volume (Veh/h) 13 10 1158 17 10 1622
Sign Control Stop Free Free
Grade 0% 0% 0%
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93
Hourly flow rate (vph) 14 11 1245 18 11 1744
Pedestrians 4
Lane Width (ft) 12.0
Walking Speed (ft/s) 3.5
Percent Blockage 0
Right turn flare (veh)
Median type TWLTL TWLTL
Median storage veh) 2 2
Upstream signal (ft) 750 512
pX, platoon unblocked 0.50 0.92 0.92
vC, conflicting volume 2152 636 1267
vC1, stage 1 conf vol 1258
vC2, stage 2 conf vol 894
vCu, unblocked vol 635 438 1123
tC, single (s) 6.8 6.9 4.1
tC, 2 stage (s) 5.8
tF (s) 3.5 3.3 2.2
p0 queue free % 94 98 98
cM capacity (veh/h) 250 526 579
Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 SB 3
Volume Total 25 830 433 11 872 872
Volume Left 14 0 0 11 0 0
Volume Right 11 0 18 0 0 0
cSH 325 1700 1700 579 1700 1700
Volume to Capacity 0.08 0.49 0.25 0.02 0.51 0.51
Queue Length 95th (ft) 6 0 0 1 0 0
Control Delay (s) 17.0 0.0 0.0 11.3 0.0 0.0
Lane LOS C B
Approach Delay (s) 17.0 0.0 0.1
Approach LOS C
Intersection Summary
Average Delay 0.2
Intersection Capacity Utilization 54.8% ICU Level of Service A Analysis Period (min) 15
HCM 6th TWSC
1: Doolittle Dr & West Project Dwy 12/04/2023
08-Cu PM 880 Doolittle 4:00 pm 11/28/2022 Cumulative PM Synchro 11 Report Kimley-Horn Page 2
Intersection
Int Delay, s/veh 0.2
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 13 10 1158 17 10 1622
Future Vol, veh/h 13 10 1158 17 10 1622
Conflicting Peds, #/hr 0 0 0 4 4 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 50 -
Veh in Median Storage, # 2 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 93 93 93 93 93 93
Heavy Vehicles, % 0 0 7 8 0 6
Mvmt Flow 14 11 1245 18 11 1744
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 2152 636 0 0 1267 0
Stage 1 1258 - - - - -
Stage 2 894 - - - - -
Critical Hdwy 6.8 6.9 - - 4.1 -
Critical Hdwy Stg 1 5.8 - - - - -
Critical Hdwy Stg 2 5.8 - - - - -
Follow-up Hdwy 3.5 3.3 - - 2.2 -
Pot Cap-1 Maneuver 42 425 - - 555 -
Stage 1 235 - - - - -
Stage 2 365 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 41 423 - - 553 -
Mov Cap-2 Maneuver 188 - - - - -
Stage 1 234 - - - - -
Stage 2 358 - - - - -
Approach WB NB SB
HCM Control Delay, s 21.1 0 0.1

HCM LOS C
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - 248 553 -
HCM Lane V/C Ratio - - 0.1 0.019 -
HCM Control Delay (s) - - 21.1 11.6 -
HCM Lane LOS - - C B -
HCM 95th %tile Q(veh) - - 0.3 0.1 -
HCM Unsignalized Intersection Capacity Analysis
2: Proj Dwy & Hester St 12/04/2023
08-Cu PM 880 Doolittle 4:00 pm 11/28/2022 Cumulative PM Synchro 11 Report Kimley-Horn Page 3
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 42 0 0 42 24 13
Future Volume (Veh/h) 42 0 0 42 24 13
Sign Control Stop Stop Free
Grade 0% 0% 0%
Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89
Hourly flow rate (vph) 47 0 0 47 27 15
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 108 62 69 0 0
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 108 62 69 0 0
tC, single (s) 7.1 6.5 6.5 6.2 4.1
tC, 2 stage (s)
tF (s) 3.5 4.0 4.0 3.3 2.2
p0 queue free % 94 100 100 96 98
cM capacity (veh/h) 820 814 806 1082 1617
Direction, Lane # EB 1 WB 1 SB 1
Volume Total 47 47 42
Volume Left 47 0 27
Volume Right 0 47 15
cSH 820 1082 1617
Volume to Capacity 0.06 0.04 0.02
Queue Length 95th (ft) 5 3 1
Control Delay (s) 9.7 8.5 4.7
Lane LOS A A A
Approach Delay (s) 9.7 8.5 4.7
Approach LOS A A
Intersection Summary
Average Delay 7.7
Intersection Capacity Utilization 19.0% ICU Level of Service A Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis
3: Hester St & Adams Ave 12/04/2023
08-Cu PM 880 Doolittle 4:00 pm 11/28/2022 Cumulative PM Synchro 11 Report Kimley-Horn Page 4
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 152 3 23 225 46 36
Future Volume (Veh/h) 152 3 23 225 46 36
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89
Hourly flow rate (vph) 171 3 26 253 52 40
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 426
pX, platoon unblocked
vC, conflicting volume 174 478 172
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 174 478 172
tC, single (s) 4.1 6.4 6.2
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 98 90 95
cM capacity (veh/h) 1391 533 871
Direction, Lane # EB 1 WB 1 NB 1
Volume Total 174 279 92
Volume Left 0 26 52
Volume Right 3 0 40
cSH 1700 1391 641
Volume to Capacity 0.10 0.02 0.14
Queue Length 95th (ft) 0 1 12
Control Delay (s) 0.0 0.9 11.6
Lane LOS A B
Approach Delay (s) 0.0 0.9 11.6
Approach LOS B
Intersection Summary
Average Delay 2.4
Intersection Capacity Utilization 36.0% ICU Level of Service A Analysis Period (min) 15
HCM 6th TWSC
3: Hester St & Adams Ave 12/04/2023
08-Cu PM 880 Doolittle 4:00 pm 11/28/2022 Cumulative PM Synchro 11 Report Kimley-Horn Page 5
Intersection
Int Delay, s/veh 2.3
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 152 3 23 225 46 36
Future Vol, veh/h 152 3 23 225 46 36
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 89 89 89 89 89 89
Heavy Vehicles, % 26 24 4 6 4 2
Mvmt Flow 171 3 26 253 52 40
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 174 0 478 173
Stage 1 - - - - 173 -
Stage 2 - - - - 305 -
Critical Hdwy - - 4.14 - 6.44 6.22
Critical Hdwy Stg 1 - - - - 5.44 -
Critical Hdwy Stg 2 - - - - 5.44 -
Follow-up Hdwy - - 2.236 - 3.536 3.318
Pot Cap-1 Maneuver - - 1391 - 542 871
Stage 1 - - - - 852 -
Stage 2 - - - - 743 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 1391 - 530 871
Mov Cap-2 Maneuver - - - - 530 -
Stage 1 - - - - 852 -
Stage 2 - - - - 727 -
Approach EB WB NB
HCM Control Delay, s 0 0.7 11.6

HCM LOS B
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT
Capacity (veh/h) 640 - - 1391 -
HCM Lane V/C Ratio 0.144 - - 0.019 -
HCM Control Delay (s) 11.6 - - 7.6 0
HCM Lane LOS B - - A A
HCM 95th %tile Q(veh) 0.5 - - 0.1 -
HCM Signalized Intersection Capacity Analysis
4: Doolittle Dr & Adams Ave 12/04/2023
08-Cu PM 880 Doolittle 4:00 pm 11/28/2022 Cumulative PM Synchro 11 Report Kimley-Horn Page 6
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 224 90 1115 157 16 1681
Future Volume (vph) 224 90 1115 157 16 1681
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.2 5.2 5.8 5.8 4.6 5.8
Lane Util. Factor 1.00 1.00 0.95 1.00 1.00 0.95
Frpb, ped/bikes 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
Frt 1.00 0.85 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1641 1538 3505 1260 1504 3374
Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1641 1538 3505 1260 1504 3374
Peak-hour factor, PHF 0.84 0.84 0.84 0.84 0.84 0.84
Adj. Flow (vph) 267 107 1327 187 19 2001
RTOR Reduction (vph) 0 82 0 94 0 0
Lane Group Flow (vph) 267 25 1327 93 19 2001
Confl. Peds. (#/hr) 1 1
Confl. Bikes (#/hr) 5
Heavy Vehicles (%) 10% 5% 3% 25% 20% 7%
Turn Type Perm Perm NA Perm Prot NA
Protected Phases 2 1 6
Permitted Phases 8 8 2
Actuated Green, G (s) 14.0 14.0 29.9 29.9 0.9 35.4
Effective Green, g (s) 14.0 14.0 29.9 29.9 0.9 35.4
Actuated g/C Ratio 0.23 0.23 0.50 0.50 0.01 0.59
Clearance Time (s) 5.2 5.2 5.8 5.8 4.6 5.8
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 380 356 1735 623 22 1977
v/s Ratio Prot 0.38 0.01 c0.59
v/s Ratio Perm c0.16 0.02 0.07
v/c Ratio 0.70 0.07 0.76 0.15 0.86 1.01
Uniform Delay, d1 21.3 18.1 12.4 8.3 29.7 12.5
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 5.8 0.1 3.3 0.5 129.4 23.3
Delay (s) 27.1 18.2 15.7 8.8 159.1 35.8
Level of Service C B B A F D
Approach Delay (s) 24.5 14.8 36.9
Approach LOS C B D
Intersection Summary
HCM 2000 Control Delay 27.2 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 1.02
Actuated Cycle Length (s) 60.4 Sum of lost time (s) 15.6 Intersection Capacity Utilization 68.0% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
5: Doolittle Dr & Davis St 12/04/2023
08-Cu PM 880 Doolittle 4:00 pm 11/28/2022 Cumulative PM Synchro 11 Report Kimley-Horn Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 66 144 51 327 125 812 18 461 270 913 1072 49 Future Volume (vph) 66 144 51 327 125 812 18 461 270 913 1072 49 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.6 5.2 4.6 5.2 4.6 4.6 5.4 4.6 4.6 5.8 Lane Util. Factor 1.00 0.95 0.97 1.00 1.00 1.00 0.91 1.00 0.97 0.95 Frpb, ped/bikes 1.00 1.00 1.00 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 0.96 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.99
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1188 2894 3045 1226 1568 1543 5036 1474 3335 3284 Flt Permitted 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1188 2894 3045 1226 1568 1543 5036 1474 3335 3284 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) 75 164 58 372 142 923 20 524 307 1038 1218 56 RTOR Reduction (vph) 0 33 0 0 0 124 0 0 176 0 2 0
Lane Group Flow (vph) 75 189 0 372 142 799 20 524 131 1038 1272 0 Confl. Peds. (#/hr) 5 5 2 2
Confl. Bikes (#/hr) 1 5 1
Heavy Vehicles (%) 52% 18% 23% 15% 55% 3% 17% 3% 8% 5% 7% 55% Turn Type Prot NA Prot NA pm+ov Prot NA pm+ov Prot NA
Protected Phases 7 4 3 8 1 5 2 3 1 6
Permitted Phases 8 2
Actuated Green, G (s) 9.9 24.4 6.5 21.0 42.6 2.3 42.2 48.7 21.6 61.1 Effective Green, g (s) 9.9 24.4 6.5 21.0 42.6 2.3 42.2 48.7 21.6 61.1 Actuated g/C Ratio 0.09 0.21 0.06 0.18 0.37 0.02 0.37 0.43 0.19 0.53 Clearance Time (s) 4.6 5.2 4.6 5.2 4.6 4.6 5.4 4.6 4.6 5.8 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) 102 616 172 224 583 30 1856 626 629 1752 v/s Ratio Prot 0.06 c0.07 c0.12 0.12 c0.26 0.01 0.10 0.01 c0.31 c0.39 v/s Ratio Perm 0.25 0.08
v/c Ratio 0.74 0.31 2.16 0.63 1.37 0.67 0.28 0.21 1.65 0.73 Uniform Delay, d1 51.0 37.9 54.0 43.2 36.0 55.7 25.5 20.7 46.5 20.3 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 23.8 0.3 542.0 5.8 177.2 44.1 0.4 0.2 299.7 2.7 Delay (s) 74.8 38.2 596.0 49.0 213.2 99.9 25.9 20.9 346.1 23.0 Level of Service E D F D F F C C F C
Approach Delay (s) 47.5 296.1 25.8 168.1
Approach LOS D F C F
Intersection Summary
HCM 2000 Control Delay 173.6 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 1.17
Actuated Cycle Length (s) 114.5 Sum of lost time (s) 20.2 Intersection Capacity Utilization 99.1% ICU Level of Service F Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary
5: Doolittle Dr & Davis St 12/04/2023
08-Cu PM 880 Doolittle 4:00 pm 11/28/2022 Cumulative PM Synchro 11 Report Kimley-Horn Page 9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 66 144 51 327 125 812 18 461 270 913 1072 49 Future Volume (veh/h) 66 144 51 327 125 812 18 461 270 913 1072 49 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.99 1.00 0.98 1.00 0.98 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1129 1633 1559 1678 1085 1856 1648 1856 1781 1826 1796 1085 Adj Flow Rate, veh/h 75 164 58 372 142 923 20 524 307 1038 1218 56 Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Percent Heavy Veh, % 52 18 23 15 55 3 17 3 8 5 7 55
Cap, veh/h 85 579 197 173 252 657 32 1651 568 629 1632 75 Arrive On Green 0.08 0.26 0.26 0.06 0.23 0.23 0.02 0.33 0.33 0.19 0.49 0.49 Sat Flow, veh/h 1076 2261 768 3100 1085 1562 1570 5066 1484 3374 3319 152 Grp Volume(v), veh/h 75 110 112 372 142 923 20 524 307 1038 626 648 Grp Sat Flow(s),veh/h/ln 1076 1552 1478 1550 1085 1562 1570 1689 1484 1687 1706 1765 Q Serve(g_s), s 7.9 6.5 7.0 6.4 13.3 26.7 1.5 8.9 18.5 21.4 33.8 33.9 Cycle Q Clear(g_c), s 7.9 6.5 7.0 6.4 13.3 26.7 1.5 8.9 18.5 21.4 33.8 33.9 Prop In Lane 1.00 0.52 1.00 1.00 1.00 1.00 1.00 0.09
Lane Grp Cap(c), veh/h 85 397 378 173 252 657 32 1651 568 629 839 868 V/C Ratio(X) 0.88 0.28 0.29 2.15 0.56 1.41 0.62 0.32 0.54 1.65 0.75 0.75 Avail Cap(c_a), veh/h 138 473 451 173 252 657 86 1651 568 629 839 868 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 52.3 34.2 34.4 54.2 38.9 33.4 55.8 29.1 27.7 46.7 23.4 23.4 Incr Delay (d2), s/veh 29.3 0.4 0.4 537.2 2.8 191.5 17.9 0.5 3.7 299.6 6.0 5.8 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 2.8 2.5 2.6 15.4 3.7 52.4 0.7 3.6 7.0 34.9 14.1 14.6 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 81.6 34.6 34.8 591.4 41.7 224.9 73.6 29.6 31.3 346.3 29.4 29.2 LnGrp LOS F C C F D F E C C F C C
Approach Vol, veh/h 297 1437 851 2312
Approach Delay, s/veh 46.5 301.7 31.3 171.6
Approach LOS D F C F
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 26.0 43.2 11.0 34.6 7.0 62.2 13.7 31.9 Change Period (Y+Rc), s 4.6 * 5.8 4.6 5.2 4.6 5.8 4.6 5.2 Max Green Setting (Gmax), s 21.4 * 37 6.4 35.0 6.3 52.1 14.7 26.7 Max Q Clear Time (g_c+I1), s 23.4 20.5 8.4 9.0 3.5 35.9 9.9 28.7 Green Ext Time (p_c), s 0.0 4.0 0.0 1.3 0.0 7.5 0.1 0.0 Intersection Summary
HCM 6th Ctrl Delay 177.8
HCM 6th LOS F
Notes
User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.

HCM Signalized Intersection Capacity Analysis
6: Davis St & I-880 SB Ramp 12/04/2023
08-Cu PM 880 Doolittle 4:00 pm 11/28/2022 Cumulative PM Synchro 11 Report Kimley-Horn Page 10
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 1 1554 687 0 1425 478 0 0 0 667 0 621 Future Volume (vph) 1 1554 687 0 1425 478 0 0 0 667 0 621 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 5.8 5.8 5.8
Lane Util. Factor 0.91 1.00 0.95 1.00 0.95 0.91 0.95
Frpb, ped/bikes 1.00 0.98 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
Frt 1.00 0.85 1.00 0.85 1.00 0.93 0.85
Flt Protected 1.00 1.00 1.00 1.00 0.95 0.98 1.00
Satd. Flow (prot) 5085 1515 3505 1563 1698 1510 1447
Flt Permitted 0.93 1.00 1.00 1.00 0.95 0.98 1.00
Satd. Flow (perm) 4725 1515 3505 1563 1698 1510 1447
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) 1 1602 708 0 1469 493 0 0 0 688 0 640
RTOR Reduction (vph) 0 0 401 0 0 279 0 0 0 0 22 22
Lane Group Flow (vph) 0 1603 307 0 1469 214 0 0 0 461 423 400 Confl. Peds. (#/hr) 1 4 4 1
Confl. Bikes (#/hr) 1
Heavy Vehicles (%) 0% 2% 4% 0% 3% 1% 0% 0% 0% 1% 0% 6%
Turn Type Perm NA Perm NA Perm Split NA Perm
Protected Phases 2 6 4 4
Permitted Phases 2 2 6 4
Actuated Green, G (s) 26.0 26.0 26.0 26.0 23.2 23.2 23.2 Effective Green, g (s) 26.0 26.0 26.0 26.0 23.2 23.2 23.2 Actuated g/C Ratio 0.43 0.43 0.43 0.43 0.39 0.39 0.39
Clearance Time (s) 5.0 5.0 5.0 5.0 5.8 5.8 5.8
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 2047 656 1518 677 656 583 559
v/s Ratio Prot c0.42 0.27 c0.28
v/s Ratio Perm 0.34 0.20 0.14 0.28
v/c Ratio 0.78 0.47 0.97 0.32 0.70 0.73 0.72
Uniform Delay, d1 14.6 12.1 16.6 11.2 15.5 15.7 15.6
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 2.0 0.5 15.9 0.3 6.2 7.7 7.6
Delay (s) 16.6 12.6 32.5 11.4 21.7 23.4 23.2
Level of Service B B C B C C C
Approach Delay (s) 15.4 27.2 0.0 22.7
Approach LOS B C A C
Intersection Summary
HCM 2000 Control Delay 21.3 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.85
Actuated Cycle Length (s) 60.0 Sum of lost time (s) 10.8 Intersection Capacity Utilization 76.8% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
7: I-880 NB Ramp & Davis St 12/04/2023
08-Cu PM 880 Doolittle 4:00 pm 11/28/2022 Cumulative PM Synchro 11 Report Kimley-Horn Page 12
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 1555 664 0 1062 406 777 0 517 0 0 0 Future Volume (vph) 0 1555 664 0 1062 406 777 0 517 0 0 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 4.0 5.0 5.0 5.8 5.8 5.8
Lane Util. Factor 0.95 1.00 0.95 1.00 0.95 0.91 0.95
Frpb, ped/bikes 1.00 0.98 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
Frt 1.00 0.85 1.00 0.85 1.00 0.96 0.85
Flt Protected 1.00 1.00 1.00 1.00 0.95 0.96 1.00
Satd. Flow (prot) 3539 1547 3574 1550 1618 1531 1519
Flt Permitted 1.00 1.00 1.00 1.00 0.95 0.96 1.00
Satd. Flow (perm) 3539 1547 3574 1550 1618 1531 1519
Peak-hour factor, PHF 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Adj. Flow (vph) 0 1587 678 0 1084 414 793 0 528 0 0 0
RTOR Reduction (vph) 0 0 0 0 0 239 0 22 22 0 0 0
Lane Group Flow (vph) 0 1587 678 0 1084 175 460 427 390 0 0 0 Confl. Peds. (#/hr) 1 5 5 1
Confl. Bikes (#/hr) 1
Heavy Vehicles (%) 0% 2% 2% 0% 1% 2% 6% 0% 1% 0% 0% 0%
Turn Type NA Free NA Perm Perm NA Perm
Protected Phases 2 6 8
Permitted Phases Free 6 8 8
Actuated Green, G (s) 25.6 60.6 25.6 25.6 24.2 24.2 24.2 Effective Green, g (s) 25.6 60.6 25.6 25.6 24.2 24.2 24.2 Actuated g/C Ratio 0.42 1.00 0.42 0.42 0.40 0.40 0.40
Clearance Time (s) 5.0 5.0 5.0 5.8 5.8 5.8
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 1495 1547 1509 654 646 611 606
v/s Ratio Prot c0.45 0.30
v/s Ratio Perm 0.44 0.11 c0.28 0.28 0.26
v/c Ratio 1.06 0.44 0.72 0.27 0.71 0.70 0.64
Uniform Delay, d1 17.5 0.0 14.5 11.4 15.3 15.2 14.7
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 41.5 0.9 1.7 0.2 6.6 6.5 5.2
Delay (s) 59.0 0.9 16.2 11.6 21.8 21.7 19.9
Level of Service E A B B C C B
Approach Delay (s) 41.6 14.9 21.2 0.0
Approach LOS D B C A
Intersection Summary
HCM 2000 Control Delay 28.5 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.89
Actuated Cycle Length (s) 60.6 Sum of lost time (s) 10.8 Intersection Capacity Utilization 78.8% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
8: Airport Access Rd & 98th Avenue 12/04/2023
08-Cu PM 880 Doolittle 4:00 pm 11/28/2022 Cumulative PM Synchro 11 Report Kimley-Horn Page 14
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 81 2250 8 86 1581 282 14 78 151 115 30 9 Future Volume (vph) 81 2250 8 86 1581 282 14 78 151 115 30 9 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.8 4.6 5.0 4.6 4.6 5.0 5.0 4.6 5.0 5.0 Lane Util. Factor 0.91 1.00 0.91 1.00 1.00 0.86 0.86 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 0.99 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 1.00 0.85 1.00 0.93 0.85 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 4843 1752 4715 1482 1253 4235 1318 1770 3505 1274 Flt Permitted 0.64 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3085 1752 4715 1482 1253 4235 1318 1770 3505 1274 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) 94 2616 9 100 1838 328 16 91 176 134 35 10 RTOR Reduction (vph) 0 1 0 0 0 139 0 54 54 0 0 6
Lane Group Flow (vph) 0 2718 0 100 1838 189 16 125 34 134 35 4 Confl. Peds. (#/hr) 2 1 1 2
Heavy Vehicles (%) 4% 7% 0% 3% 10% 9% 44% 9% 4% 2% 3% 25% Turn Type pm+pt NA Prot NA pm+ov Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 5 2 1 6
Permitted Phases 4 8 2 6
Actuated Green, G (s) 33.0 5.6 44.0 49.2 2.0 39.8 39.8 5.2 43.0 43.0 Effective Green, g (s) 33.0 5.6 44.0 49.2 2.0 39.8 39.8 5.2 43.0 43.0 Actuated g/C Ratio 0.32 0.05 0.42 0.47 0.02 0.38 0.38 0.05 0.42 0.42 Clearance Time (s) 5.8 4.6 5.0 4.6 4.6 5.0 5.0 4.6 5.0 5.0 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) 982 94 2002 703 24 1626 506 88 1454 528 v/s Ratio Prot 0.06 c0.39 0.01 0.01 c0.03 c0.08 c0.01
v/s Ratio Perm c0.88 0.11 0.03 0.00
v/c Ratio 2.77 1.06 0.92 0.27 0.67 0.08 0.07 1.52 0.02 0.01 Uniform Delay, d1 35.3 49.0 28.1 16.4 50.5 20.2 20.2 49.2 17.9 17.8 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 798.5 111.2 7.2 0.2 52.8 0.1 0.3 284.5 0.0 0.0 Delay (s) 833.8 160.2 35.3 16.6 103.3 20.3 20.4 333.7 17.9 17.8 Level of Service F F D B F C C F B B
Approach Delay (s) 833.8 38.1 25.0 254.3
Approach LOS F D C F
Intersection Summary
HCM 2000 Control Delay 441.7 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 1.29
Actuated Cycle Length (s) 103.6 Sum of lost time (s) 20.0 Intersection Capacity Utilization 130.0% ICU Level of Service H Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
5: Doolittle Dr & Davis St 12/04/2023
09-Cu+P AM - IMP 880 Doolittle 5:14 pm 12/04/2023 Cumulative Plus Project Plus Improvements AM Synchro 11 Report Kimley-Horn Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 55 208 46 280 155 1023 56 926 448 757 345 58 Future Volume (vph) 55 208 46 280 155 1023 56 926 448 757 345 58 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.6 5.2 4.6 5.2 4.6 4.6 5.4 4.6 4.6 5.8 Lane Util. Factor 1.00 0.95 0.97 1.00 1.00 1.00 0.91 1.00 0.97 0.95 Frpb, ped/bikes 1.00 1.00 1.00 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 0.97 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.98
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1211 2279 3019 1357 1495 1318 4673 1239 3242 2990 Flt Permitted 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1211 2279 3019 1357 1495 1318 4673 1239 3242 2990 Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Adj. Flow (vph) 60 229 51 308 170 1124 62 1018 492 832 379 64 RTOR Reduction (vph) 0 15 0 0 0 71 0 0 132 0 8 0
Lane Group Flow (vph) 60 265 0 308 170 1053 62 1018 360 832 435 0 Confl. Peds. (#/hr) 1 1
Confl. Bikes (#/hr) 1 3
Heavy Vehicles (%) 49% 55% 48% 16% 40% 8% 37% 11% 29% 8% 15% 34% Turn Type Prot NA Prot NA pm+ov Prot NA pm+ov Prot NA
Protected Phases 7 4 3 8 1 5 2 3 1 6
Permitted Phases 8 2
Actuated Green, G (s) 9.7 22.5 12.4 25.2 54.7 9.4 43.5 55.9 29.5 63.2 Effective Green, g (s) 9.7 22.5 12.4 25.2 54.7 9.4 43.5 55.9 29.5 63.2 Actuated g/C Ratio 0.08 0.18 0.10 0.20 0.43 0.07 0.34 0.44 0.23 0.49 Clearance Time (s) 4.6 5.2 4.6 5.2 4.6 4.6 5.4 4.6 4.6 5.8 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) 91 401 293 267 640 97 1591 542 748 1479 v/s Ratio Prot 0.05 0.12 c0.10 0.13 c0.38 0.05 0.22 c0.06 0.26 0.15 v/s Ratio Perm 0.32 0.23
v/c Ratio 0.66 0.66 1.05 0.64 1.65 0.64 0.64 0.67 1.11 0.29 Uniform Delay, d1 57.4 49.0 57.6 47.0 36.5 57.5 35.5 28.5 49.1 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 16.0 4.1 66.6 4.9 297.5 13.0 2.0 3.1 68.2 0.5 Delay (s) 73.3 53.1 124.3 52.0 334.0 70.5 37.5 31.5 117.3 19.6 Level of Service E D F D F E D C F B
Approach Delay (s) 56.7 263.7 36.9 83.3
Approach LOS E F D F
Intersection Summary
HCM 2000 Control Delay 126.6 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 1.22
Actuated Cycle Length (s) 127.7 Sum of lost time (s) 20.2 Intersection Capacity Utilization 112.2% ICU Level of Service H Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary
5: Doolittle Dr & Davis St 12/04/2023
09-Cu+P AM - IMP 880 Doolittle 5:14 pm 12/04/2023 Cumulative Plus Project Plus Improvements AM Synchro 11 Report Kimley-Horn Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 55 208 46 280 155 1023 56 926 448 757 345 58 Future Volume (veh/h) 55 208 46 280 155 1023 56 926 448 757 345 58 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 1.00 1.00 1.00 0.98 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1174 1085 1189 1663 1307 1781 1352 1737 1470 1781 1678 1396 Adj Flow Rate, veh/h 60 229 51 308 170 1124 62 1018 492 832 379 64 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, % 49 55 48 16 40 8 37 11 29 8 15 34
Cap, veh/h 68 418 91 274 362 737 73 1446 491 696 1251 209 Arrive On Green 0.06 0.25 0.25 0.09 0.28 0.28 0.06 0.31 0.31 0.21 0.46 0.46 Sat Flow, veh/h 1118 1678 366 3072 1307 1510 1287 4742 1245 3291 2722 455 Grp Volume(v), veh/h 60 139 141 308 170 1124 62 1018 492 832 220 223 Grp Sat Flow(s),veh/h/ln 1118 1031 1013 1536 1307 1510 1287 1581 1245 1646 1594 1583 Q Serve(g_s), s 7.4 16.2 16.9 12.4 15.0 38.5 6.6 26.4 42.4 29.4 12.1 12.3 Cycle Q Clear(g_c), s 7.4 16.2 16.9 12.4 15.0 38.5 6.6 26.4 42.4 29.4 12.1 12.3 Prop In Lane 1.00 0.36 1.00 1.00 1.00 1.00 1.00 0.29
Lane Grp Cap(c), veh/h 68 257 252 274 362 737 73 1446 491 696 733 728 V/C Ratio(X) 0.88 0.54 0.56 1.12 0.47 1.52 0.85 0.70 1.00 1.20 0.30 0.31 Avail Cap(c_a), veh/h 120 304 299 274 362 737 130 1446 491 696 733 728 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 64.7 45.3 45.5 63.3 41.8 35.6 65.0 42.8 42.1 54.8 23.5 23.6 Incr Delay (d2), s/veh 27.2 1.8 1.9 91.9 0.9 242.8 22.5 2.9 41.2 101.6 1.1 1.1 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 2.6 4.3 4.4 8.3 4.9 73.7 2.6 10.4 22.1 21.8 4.7 4.8 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 91.9 47.1 47.5 155.2 42.7 278.4 87.5 45.6 83.4 156.4 24.6 24.7 LnGrp LOS F D D F D F F D F F C C
Approach Vol, veh/h 340 1602 1572 1275
Approach Delay, s/veh 55.2 229.7 59.1 110.6
Approach LOS E F E F
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 34.0 48.2 17.0 39.8 12.5 69.7 13.1 43.7 Change Period (Y+Rc), s 4.6 * 5.8 4.6 5.2 4.6 5.8 4.6 5.2 Max Green Setting (Gmax), s 29.4 * 42 12.4 41.0 14.0 57.4 14.9 38.5 Max Q Clear Time (g_c+I1), s 31.4 44.4 14.4 18.9 8.6 14.3 9.4 40.5 Green Ext Time (p_c), s 0.0 0.0 0.0 1.7 0.0 2.7 0.0 0.0 Intersection Summary
HCM 6th Ctrl Delay 129.6
HCM 6th LOS F
Notes
User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.

HCM Unsignalized Intersection Capacity Analysis
1: Doolittle Dr & West Project Dwy 12/04/2023
09-Cu+P AM - NEW 880 Doolittle 12:51 pm 01/10/2023 Cumulative Plus Project AM Synchro 11 Report Kimley-Horn Page 1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 26 11 1124 101 29 1513
Future Volume (Veh/h) 26 11 1124 101 29 1513
Sign Control Stop Free Free
Grade 0% 0% 0%
Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88
Hourly flow rate (vph) 30 12 1277 115 33 1719
Pedestrians 1
Lane Width (ft) 12.0
Walking Speed (ft/s) 3.5
Percent Blockage 0
Right turn flare (veh)
Median type TWLTL TWLTL
Median storage veh) 2 2
Upstream signal (ft) 750 512
pX, platoon unblocked 0.88 0.84 0.84
vC, conflicting volume 2261 697 1393
vC1, stage 1 conf vol 1336
vC2, stage 2 conf vol 926
vCu, unblocked vol 1336 254 1084
tC, single (s) 6.8 6.9 4.1
tC, 2 stage (s) 5.8
tF (s) 3.5 3.3 2.2
p0 queue free % 88 98 94
cM capacity (veh/h) 244 630 546
Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 SB 3
Volume Total 42 851 541 33 860 860
Volume Left 30 0 0 33 0 0
Volume Right 12 0 115 0 0 0
cSH 296 1700 1700 546 1700 1700
Volume to Capacity 0.14 0.50 0.32 0.06 0.51 0.51
Queue Length 95th (ft) 12 0 0 5 0 0
Control Delay (s) 19.2 0.0 0.0 12.0 0.0 0.0
Lane LOS C B
Approach Delay (s) 19.2 0.0 0.2
Approach LOS C
Intersection Summary
Average Delay 0.4
Intersection Capacity Utilization 51.8% ICU Level of Service A Analysis Period (min) 15
HCM 6th TWSC
1: Doolittle Dr & West Project Dwy 12/04/2023
09-Cu+P AM - NEW 880 Doolittle 12:51 pm 01/10/2023 Cumulative Plus Project AM Synchro 11 Report Kimley-Horn Page 2
Intersection
Int Delay, s/veh 0.5
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 26 11 1124 101 29 1513
Future Vol, veh/h 26 11 1124 101 29 1513
Conflicting Peds, #/hr 0 0 0 1 1 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 50 -
Veh in Median Storage, # 2 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 88 88 88 88 88 88
Heavy Vehicles, % 0 0 14 9 0 17
Mvmt Flow 30 13 1277 115 33 1719
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 2262 697 0 0 1393 0
Stage 1 1336 - - - - -
Stage 2 926 - - - - -
Critical Hdwy 6.8 6.9 - - 4.1 -
Critical Hdwy Stg 1 5.8 - - - - -
Critical Hdwy Stg 2 5.8 - - - - -
Follow-up Hdwy 3.5 3.3 - - 2.2 -
Pot Cap-1 Maneuver 35 388 - - 497 -
Stage 1 213 - - - - -
Stage 2 351 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 33 388 - - 497 -
Mov Cap-2 Maneuver 170 - - - - -
Stage 1 213 - - - - -
Stage 2 328 - - - - -
Approach WB NB SB
HCM Control Delay, s 27.2 0 0.2

HCM LOS D
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - 204 497 -
HCM Lane V/C Ratio - - 0.206 0.066 -
HCM Control Delay (s) - - 27.2 12.8 -
HCM Lane LOS - - D B -
HCM 95th %tile Q(veh) - - 0.8 0.2 -
HCM Unsignalized Intersection Capacity Analysis
2: Proj Dwy & Hester St 12/04/2023
09-Cu+P AM - NEW 880 Doolittle 12:51 pm 01/10/2023 Cumulative Plus Project AM Synchro 11 Report Kimley-Horn Page 3
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 40 0 0 18 64 91
Future Volume (Veh/h) 40 0 0 18 64 91
Sign Control Stop Stop Free
Grade 0% 0% 0%
Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86
Hourly flow rate (vph) 47 0 0 21 74 106
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 222 201 254 0 0
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 222 201 254 0 0
tC, single (s) 7.2 6.7 6.7 6.4 4.2
tC, 2 stage (s)
tF (s) 3.6 4.1 4.1 3.4 2.3
p0 queue free % 93 100 100 98 95
cM capacity (veh/h) 667 640 598 1048 1542
Direction, Lane # EB 1 WB 1 SB 1
Volume Total 47 21 180
Volume Left 47 0 74
Volume Right 0 21 106
cSH 667 1048 1542
Volume to Capacity 0.07 0.02 0.05
Queue Length 95th (ft) 6 2 4
Control Delay (s) 10.8 8.5 3.3
Lane LOS B A A
Approach Delay (s) 10.8 8.5 3.3
Approach LOS B A
Intersection Summary
Average Delay 5.2
Intersection Capacity Utilization 24.7% ICU Level of Service A Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis
3: Hester St & Adams Ave 12/04/2023
09-Cu+P AM - NEW 880 Doolittle 12:51 pm 01/10/2023 Cumulative Plus Project AM Synchro 11 Report Kimley-Horn Page 4
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 315 101 47 238 54 37
Future Volume (Veh/h) 315 101 47 238 54 37
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86
Hourly flow rate (vph) 366 117 55 277 63 43
Pedestrians 1
Lane Width (ft) 12.0
Walking Speed (ft/s) 3.5
Percent Blockage 0
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 426
pX, platoon unblocked
vC, conflicting volume 483 812 426
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 483 812 426
tC, single (s) 4.1 6.5 6.4
tC, 2 stage (s)
tF (s) 2.2 3.6 3.5
p0 queue free % 95 80 93
cM capacity (veh/h) 1069 321 592
Direction, Lane # EB 1 WB 1 NB 1
Volume Total 483 332 106
Volume Left 0 55 63
Volume Right 117 0 43
cSH 1700 1069 394
Volume to Capacity 0.28 0.05 0.27
Queue Length 95th (ft) 0 4 27
Control Delay (s) 0.0 1.9 17.5
Lane LOS A C
Approach Delay (s) 0.0 1.9 17.5
Approach LOS C
Intersection Summary
Average Delay 2.7
Intersection Capacity Utilization 53.4% ICU Level of Service A Analysis Period (min) 15
HCM 6th TWSC
3: Hester St & Adams Ave 12/04/2023
09-Cu+P AM - NEW 880 Doolittle 12:51 pm 01/10/2023 Cumulative Plus Project AM Synchro 11 Report Kimley-Horn Page 5
Intersection
Int Delay, s/veh 2.5
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 315 101 47 238 54 37
Future Vol, veh/h 315 101 47 238 54 37
Conflicting Peds, #/hr 0 0 0 0 0 1
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 86 86 86 86 86 86
Heavy Vehicles, % 8 2 4 14 10 20
Mvmt Flow 366 117 55 277 63 43
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 483 0 812 426
Stage 1 - - - - 425 -
Stage 2 - - - - 387 -
Critical Hdwy - - 4.14 - 6.5 6.4
Critical Hdwy Stg 1 - - - - 5.5 -
Critical Hdwy Stg 2 - - - - 5.5 -
Follow-up Hdwy - - 2.236 - 3.59 3.48
Pot Cap-1 Maneuver - - 1069 - 338 592
Stage 1 - - - - 643 -
Stage 2 - - - - 669 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 1069 - 317 591
Mov Cap-2 Maneuver - - - - 317 -
Stage 1 - - - - 643 -
Stage 2 - - - - 628 -
Approach EB WB NB
HCM Control Delay, s 0 1.4 17.6

HCM LOS C
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT
Capacity (veh/h) 391 - - 1069 -
HCM Lane V/C Ratio 0.271 - - 0.051 -
HCM Control Delay (s) 17.6 - - 8.5 0
HCM Lane LOS C - - A A
HCM 95th %tile Q(veh) 1.1 - - 0.2 -
HCM Signalized Intersection Capacity Analysis
4: Doolittle Dr & Adams Ave 12/04/2023
09-Cu+P AM - NEW 880 Doolittle 12:51 pm 01/10/2023 Cumulative Plus Project AM Synchro 11 Report Kimley-Horn Page 6
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 125 37 992 234 92 1092
Future Volume (vph) 125 37 992 234 92 1092
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.2 5.2 5.8 5.8 4.6 5.8
Lane Util. Factor 1.00 1.00 0.95 1.00 1.00 0.95
Frpb, ped/bikes 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
Frt 1.00 0.85 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1467 1282 3312 1346 1687 3223
Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1467 1282 3312 1346 1687 3223
Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95
Adj. Flow (vph) 132 39 1044 246 97 1149
RTOR Reduction (vph) 0 31 0 127 0 0
Lane Group Flow (vph) 132 8 1044 119 97 1149
Confl. Peds. (#/hr) 1 2
Confl. Bikes (#/hr) 3
Heavy Vehicles (%) 23% 26% 9% 17% 7% 12%
Turn Type Perm Perm NA Perm Prot NA
Protected Phases 2 1 6
Permitted Phases 8 8 2
Actuated Green, G (s) 11.9 11.9 29.6 29.6 4.3 38.5
Effective Green, g (s) 11.9 11.9 29.6 29.6 4.3 38.5
Actuated g/C Ratio 0.19 0.19 0.48 0.48 0.07 0.63
Clearance Time (s) 5.2 5.2 5.8 5.8 4.6 5.8
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 284 248 1596 648 118 2020
v/s Ratio Prot c0.32 0.06 c0.36
v/s Ratio Perm c0.09 0.01 0.09
v/c Ratio 0.46 0.03 0.65 0.18 0.82 0.57
Uniform Delay, d1 21.9 20.1 12.0 9.0 28.2 6.6
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 1.2 0.1 2.1 0.6 34.9 1.2
Delay (s) 23.1 20.1 14.1 9.7 63.1 7.8
Level of Service C C B A E A
Approach Delay (s) 22.4 13.3 12.1
Approach LOS C B B
Intersection Summary
HCM 2000 Control Delay 13.3 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.62
Actuated Cycle Length (s) 61.4 Sum of lost time (s) 15.6 Intersection Capacity Utilization 53.9% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
5: Doolittle Dr & Davis St 12/04/2023
09-Cu+P AM - NEW 880 Doolittle 12:51 pm 01/10/2023 Cumulative Plus Project AM Synchro 11 Report Kimley-Horn Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 55 208 46 280 155 1023 56 926 448 757 345 58 Future Volume (vph) 55 208 46 280 155 1023 56 926 448 757 345 58 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.6 5.2 4.6 5.2 4.6 4.6 5.4 4.6 4.6 5.8 Lane Util. Factor 1.00 0.95 0.97 1.00 1.00 1.00 0.91 1.00 0.97 0.95 Frpb, ped/bikes 1.00 1.00 1.00 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 0.97 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.98
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1211 2279 3019 1357 1495 1318 4673 1238 3242 2990 Flt Permitted 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1211 2279 3019 1357 1495 1318 4673 1238 3242 2990 Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Adj. Flow (vph) 60 229 51 308 170 1124 62 1018 492 832 379 64 RTOR Reduction (vph) 0 17 0 0 0 82 0 0 151 0 10 0
Lane Group Flow (vph) 60 263 0 308 170 1042 62 1018 341 832 433 0 Confl. Peds. (#/hr) 1 1
Confl. Bikes (#/hr) 1 3
Heavy Vehicles (%) 49% 55% 48% 16% 40% 8% 37% 11% 29% 8% 15% 34% Turn Type Prot NA Prot NA pm+ov Prot NA pm+ov Prot NA
Protected Phases 7 4 3 8 1 5 2 3 1 6
Permitted Phases 8 2
Actuated Green, G (s) 9.1 23.9 6.4 21.2 42.7 6.3 39.2 45.6 21.5 54.0 Effective Green, g (s) 9.1 23.9 6.4 21.2 42.7 6.3 39.2 45.6 21.5 54.0 Actuated g/C Ratio 0.08 0.22 0.06 0.19 0.39 0.06 0.35 0.41 0.19 0.49 Clearance Time (s) 4.6 5.2 4.6 5.2 4.6 4.6 5.4 4.6 4.6 5.8 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) 99 491 174 259 576 74 1653 509 629 1457 v/s Ratio Prot 0.05 c0.12 c0.10 0.13 c0.35 0.05 0.22 c0.04 0.26 0.14 v/s Ratio Perm 0.35 0.24
v/c Ratio 0.61 0.54 1.77 0.66 1.81 0.84 0.62 0.67 1.32 0.30 Uniform Delay, d1 49.1 38.5 52.2 41.4 34.0 51.7 29.6 26.5 44.6 17.0 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 10.1 1.1 368.9 5.9 370.6 53.0 1.7 3.5 156.1 0.5 Delay (s) 59.2 39.6 421.1 47.3 404.7 104.7 31.3 30.0 200.8 17.5 Level of Service E D F D F F C C F B
Approach Delay (s) 43.1 369.9 33.8 137.1
Approach LOS D F C F
Intersection Summary
HCM 2000 Control Delay 174.4 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 1.27
Actuated Cycle Length (s) 110.8 Sum of lost time (s) 20.2 Intersection Capacity Utilization 112.2% ICU Level of Service H Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary
5: Doolittle Dr & Davis St 12/04/2023
09-Cu+P AM - NEW 880 Doolittle 12:51 pm 01/10/2023 Cumulative Plus Project AM Synchro 11 Report Kimley-Horn Page 9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 55 208 46 280 155 1023 56 926 448 757 345 58 Future Volume (veh/h) 55 208 46 280 155 1023 56 926 448 757 345 58 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 1.00 1.00 1.00 0.98 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1174 1085 1189 1663 1307 1781 1352 1737 1470 1781 1678 1396 Adj Flow Rate, veh/h 60 229 51 308 170 1124 62 1018 492 832 379 64 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, % 49 55 48 16 40 8 37 11 29 8 15 34
Cap, veh/h 68 404 88 175 310 645 72 1576 485 626 1270 212 Arrive On Green 0.06 0.24 0.24 0.06 0.24 0.24 0.06 0.33 0.33 0.19 0.47 0.47 Sat Flow, veh/h 1118 1678 366 3072 1307 1510 1287 4742 1245 3291 2722 455 Grp Volume(v), veh/h 60 139 141 308 170 1124 62 1018 492 832 220 223 Grp Sat Flow(s),veh/h/ln 1118 1031 1013 1536 1307 1510 1287 1581 1245 1646 1594 1583 Q Serve(g_s), s 6.0 13.3 13.8 6.4 12.8 26.7 5.4 20.5 37.4 21.4 9.6 9.8 Cycle Q Clear(g_c), s 6.0 13.3 13.8 6.4 12.8 26.7 5.4 20.5 37.4 21.4 9.6 9.8 Prop In Lane 1.00 0.36 1.00 1.00 1.00 1.00 1.00 0.29
Lane Grp Cap(c), veh/h 68 248 244 175 310 645 72 1576 485 626 744 739 V/C Ratio(X) 0.89 0.56 0.58 1.76 0.55 1.74 0.86 0.65 1.02 1.33 0.30 0.30 Avail Cap(c_a), veh/h 146 321 315 175 310 645 72 1576 485 626 744 739 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 52.5 37.5 37.7 53.1 37.6 32.2 52.7 31.9 34.4 45.6 18.6 18.6 Incr Delay (d2), s/veh 28.7 2.0 2.2 365.4 2.0 340.1 60.9 2.1 44.7 158.9 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 2.2 3.5 3.6 11.3 4.2 77.6 2.9 7.8 18.7 22.3 3.6 3.7 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 81.1 39.4 39.8 418.5 39.6 372.3 113.6 34.0 79.1 204.4 19.6 19.7 LnGrp LOS F D D F D F F C F F B B
Approach Vol, veh/h 340 1602 1572 1275
Approach Delay, s/veh 46.9 345.9 51.2 140.2
Approach LOS D F D F
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 26.0 43.2 11.0 32.3 10.9 58.3 11.4 31.9 Change Period (Y+Rc), s 4.6 * 5.8 4.6 5.2 4.6 5.8 4.6 5.2 Max Green Setting (Gmax), s 21.4 * 37 6.4 35.0 6.3 52.1 14.7 26.7 Max Q Clear Time (g_c+I1), s 23.4 39.4 8.4 15.8 7.4 11.8 8.0 28.7 Green Ext Time (p_c), s 0.0 0.0 0.0 1.6 0.0 2.7 0.1 0.0 Intersection Summary
HCM 6th Ctrl Delay 173.2
HCM 6th LOS F
Notes
User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.

HCM Signalized Intersection Capacity Analysis
6: Davis St & I-880 SB Ramp 12/04/2023
09-Cu+P AM - NEW 880 Doolittle 12:51 pm 01/10/2023 Cumulative Plus Project AM Synchro 11 Report Kimley-Horn Page 10
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 2 1240 537 0 1339 734 0 0 0 273 0 627 Future Volume (vph) 2 1240 537 0 1339 734 0 0 0 273 0 627 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 5.8 5.8 5.8
Lane Util. Factor 0.91 1.00 0.95 1.00 0.95 0.91 0.95
Frpb, ped/bikes 1.00 0.97 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
Frt 1.00 0.85 1.00 0.85 1.00 0.86 0.85
Flt Protected 1.00 1.00 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 4803 1355 3312 1488 1618 1389 1434
Flt Permitted 0.94 1.00 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 4507 1355 3312 1488 1618 1389 1434
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) 2 1278 554 0 1380 757 0 0 0 281 0 646
RTOR Reduction (vph) 0 0 269 0 0 368 0 0 0 0 25 25
Lane Group Flow (vph) 0 1280 285 0 1380 389 0 0 0 253 313 311 Confl. Peds. (#/hr) 2 7 7 2
Confl. Bikes (#/hr) 1
Heavy Vehicles (%) 0% 8% 16% 0% 9% 6% 0% 0% 0% 6% 0% 7% Turn Type Perm NA Perm NA Perm Split NA Perm
Protected Phases 2 6 4 4
Permitted Phases 2 2 6 4
Actuated Green, G (s) 30.7 30.7 30.7 30.7 18.2 18.2 18.2 Effective Green, g (s) 30.7 30.7 30.7 30.7 18.2 18.2 18.2 Actuated g/C Ratio 0.51 0.51 0.51 0.51 0.30 0.30 0.30
Clearance Time (s) 5.0 5.0 5.0 5.0 5.8 5.8 5.8
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 2317 696 1703 765 493 423 437
v/s Ratio Prot c0.42 0.16 c0.23
v/s Ratio Perm 0.28 0.21 0.26 0.22
v/c Ratio 0.55 0.41 0.81 0.51 0.51 0.74 0.71
Uniform Delay, d1 9.8 8.9 12.1 9.5 17.1 18.6 18.4
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.3 0.4 3.0 0.5 3.8 11.1 9.5
Delay (s) 10.1 9.3 15.1 10.1 20.9 29.7 27.9
Level of Service B A B B C C C
Approach Delay (s) 9.9 13.3 0.0 26.6
Approach LOS A B A C
Intersection Summary
HCM 2000 Control Delay 14.6 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.78
Actuated Cycle Length (s) 59.7 Sum of lost time (s) 10.8 Intersection Capacity Utilization 78.0% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
7: I-880 NB Ramp & Davis St 12/04/2023
09-Cu+P AM - NEW 880 Doolittle 12:51 pm 01/10/2023 Cumulative Plus Project AM Synchro 11 Report Kimley-Horn Page 12
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 733 788 0 1292 592 553 0 316 0 0 0 Future Volume (vph) 0 733 788 0 1292 592 553 0 316 0 0 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 4.0 5.0 5.0 5.8 5.8 5.8
Lane Util. Factor 0.95 1.00 0.95 1.00 0.95 0.91 0.95
Frpb, ped/bikes 1.00 0.98 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
Frt 1.00 0.85 1.00 0.85 1.00 0.98 0.85
Flt Protected 1.00 1.00 1.00 1.00 0.95 0.96 1.00
Satd. Flow (prot) 3471 1420 3438 1533 1504 1437 1447
Flt Permitted 1.00 1.00 1.00 1.00 0.95 0.96 1.00
Satd. Flow (perm) 3471 1420 3438 1533 1504 1437 1447
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) 0 756 812 0 1332 610 570 0 326 0 0 0
RTOR Reduction (vph) 0 0 0 0 0 310 0 24 97 0 0 0
Lane Group Flow (vph) 0 756 812 0 1332 300 313 282 180 0 0 0 Confl. Peds. (#/hr) 2 7 7 2
Confl. Bikes (#/hr) 1
Heavy Vehicles (%) 0% 4% 11% 0% 5% 3% 14% 0% 6% 0% 0% 0% Turn Type NA Free NA Perm Perm NA Perm
Protected Phases 2 6 8
Permitted Phases Free 6 8 8
Actuated Green, G (s) 29.0 59.0 29.0 29.0 19.2 19.2 19.2 Effective Green, g (s) 29.0 59.0 29.0 29.0 19.2 19.2 19.2 Actuated g/C Ratio 0.49 1.00 0.49 0.49 0.33 0.33 0.33
Clearance Time (s) 5.0 5.0 5.0 5.8 5.8 5.8
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 1706 1420 1689 753 489 467 470
v/s Ratio Prot 0.22 c0.39
v/s Ratio Perm c0.57 0.20 0.21 0.20 0.12
v/c Ratio 0.44 0.57 0.79 0.40 0.64 0.60 0.38
Uniform Delay, d1 9.8 0.0 12.5 9.5 17.0 16.7 15.3
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.2 1.7 2.5 0.3 6.3 5.7 2.4
Delay (s) 9.9 1.7 15.0 9.8 23.3 22.4 17.7
Level of Service A A B A C C B
Approach Delay (s) 5.7 13.4 21.2 0.0
Approach LOS A B C A
Intersection Summary
HCM 2000 Control Delay 12.2 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.77
Actuated Cycle Length (s) 59.0 Sum of lost time (s) 10.8 Intersection Capacity Utilization 64.4% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
8: Airport Access Rd & 98th Avenue 12/04/2023
09-Cu+P AM - NEW 880 Doolittle 12:51 pm 01/10/2023 Cumulative Plus Project AM Synchro 11 Report Kimley-Horn Page 14
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 93 851 1 72 1938 435 17 39 79 53 42 11 Future Volume (vph) 93 851 1 72 1938 435 17 39 79 53 42 11 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.8 4.6 5.0 4.6 4.6 5.0 5.0 4.6 5.0 5.0 Lane Util. Factor 0.91 1.00 0.91 1.00 1.00 0.86 0.86 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 0.99 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 1.00 0.85 1.00 0.92 0.85 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 4801 1656 4940 1495 1081 4284 1280 1719 3610 1214 Flt Permitted 0.66 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3183 1656 4940 1495 1081 4284 1280 1719 3610 1214 Peak-hour factor, PHF 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 Adj. Flow (vph) 107 978 1 83 2228 500 20 45 91 61 48 13 RTOR Reduction (vph) 0 0 0 0 0 175 0 28 28 0 0 8
Lane Group Flow (vph) 0 1086 0 83 2228 325 20 63 17 61 48 5 Confl. Peds. (#/hr) 2 2
Heavy Vehicles (%) 3% 8% 0% 9% 5% 8% 67% 3% 7% 5% 0% 33% Turn Type pm+pt NA Prot NA pm+ov Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 5 2 1 6
Permitted Phases 4 8 2 6
Actuated Green, G (s) 33.0 5.4 43.8 48.8 2.0 39.8 39.8 5.0 42.8 42.8 Effective Green, g (s) 33.0 5.4 43.8 48.8 2.0 39.8 39.8 5.0 42.8 42.8 Actuated g/C Ratio 0.32 0.05 0.42 0.47 0.02 0.39 0.39 0.05 0.41 0.41 Clearance Time (s) 5.8 4.6 5.0 4.6 4.6 5.0 5.0 4.6 5.0 5.0 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) 1017 86 2096 706 20 1652 493 83 1497 503 v/s Ratio Prot 0.05 c0.45 0.02 0.02 c0.01 c0.04 c0.01
v/s Ratio Perm 0.34 0.20 0.01 0.00
v/c Ratio 1.47dl 0.97 1.06 0.46 1.00 0.04 0.04 0.73 0.03 0.01 Uniform Delay, d1 35.1 48.8 29.7 18.3 50.6 19.8 19.7 48.4 17.9 17.8 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 48.2 84.7 38.9 0.5 201.2 0.0 0.1 28.3 0.0 0.0 Delay (s) 83.3 133.5 68.6 18.8 251.8 19.8 19.9 76.7 18.0 17.8 Level of Service F F E B F B B E B B
Approach Delay (s) 83.3 61.7 49.6 47.3
Approach LOS F E D D
Intersection Summary
HCM 2000 Control Delay 66.4 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 0.61
Actuated Cycle Length (s) 103.2 Sum of lost time (s) 20.0 Intersection Capacity Utilization 99.8% ICU Level of Service F Analysis Period (min) 15
dl Defacto Left Lane. Recode with 1 though lane as a left lane. c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis
1: Doolittle Dr & West Project Dwy 12/04/2023
10-Cu+P PM - NEW 880 Doolittle 9:23 am 11/29/2022 Cumulative Plus Project PM Synchro 11 Report Kimley-Horn Page 1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 45 32 1158 73 15 1622
Future Volume (Veh/h) 45 32 1158 73 15 1622
Sign Control Stop Free Free
Grade 0% 0% 0%
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93
Hourly flow rate (vph) 48 34 1245 78 16 1744
Pedestrians 4
Lane Width (ft) 12.0
Walking Speed (ft/s) 3.5
Percent Blockage 0
Right turn flare (veh)
Median type TWLTL TWLTL
Median storage veh) 2 2
Upstream signal (ft) 750 512
pX, platoon unblocked 0.51 0.92 0.92
vC, conflicting volume 2192 666 1327
vC1, stage 1 conf vol 1288
vC2, stage 2 conf vol 904
vCu, unblocked vol 727 466 1184
tC, single (s) 6.8 6.9 4.1
tC, 2 stage (s) 5.8
tF (s) 3.5 3.3 2.2
p0 queue free % 80 93 97
cM capacity (veh/h) 240 504 548
Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 SB 3
Volume Total 82 830 493 16 872 872
Volume Left 48 0 0 16 0 0
Volume Right 34 0 78 0 0 0
cSH 306 1700 1700 548 1700 1700
Volume to Capacity 0.27 0.49 0.29 0.03 0.51 0.51
Queue Length 95th (ft) 26 0 0 2 0 0
Control Delay (s) 21.0 0.0 0.0 11.8 0.0 0.0
Lane LOS C B
Approach Delay (s) 21.0 0.0 0.1
Approach LOS C
Intersection Summary
Average Delay 0.6
Intersection Capacity Utilization 56.0% ICU Level of Service B Analysis Period (min) 15
Queues Existing AM
4: Doolittle Dr & Adams Ave Timing Plan: AM Peak
880 Doolittle Synchro 11 Report
Kimley-Horn Page 1
Lane Group WBL WBR NBT NBR SBL SBT
Lane Group Flow (vph) 93 34 779 195 43 671
v/c Ratio 0.27 0.10 0.40 0.22 0.27 0.32
Control Delay 19.2 6.8 12.7 3.9 32.4 8.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 19.2 6.8 12.7 3.9 32.4 8.3
Queue Length 50th (ft) 25 0 55 0 12 46
Queue Length 95th (ft) 56 16 244 44 51 164
Internal Link Dist (ft) 346 48 437
Turn Bay Length (ft) 85 230 275
Base Capacity (vph) 524 480 1944 870 161 2091
Starvation Cap Reductn 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.18 0.07 0.40 0.22 0.27 0.32
Intersection Summary
Queues Existing AM
5: Doolittle Dr & Davis St Timing Plan: AM Peak
880 Doolittle Synchro 11 Report
Kimley-Horn Page 2
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT
Lane Group Flow (vph) 49 226 274 137 822 53 860 241 358 381 v/c Ratio 0.45 0.52 1.51 0.58 1.13 0.68 0.50 0.36 0.55 0.24 Control Delay 60.3 39.0 290.2 52.6 101.3 92.1 28.4 4.2 43.2 15.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 60.3 39.0 290.2 52.6 101.3 92.1 28.4 4.2 43.2 15.3 Queue Length 50th (ft) 32 66 ~132 89 ~603 36 163 0 112 68 Queue Length 95th (ft) 75 104 #247 161 #904 #115 243 48 183 125 Internal Link Dist (ft) 486 661 407 302
Turn Bay Length (ft) 300 240 120 130 180 260
Base Capacity (vph) 167 766 182 341 727 78 1718 675 654 1594 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.29 0.30 1.51 0.40 1.13 0.68 0.50 0.36 0.55 0.24 Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.

Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Queues Existing AM
6: Davis St & I-880 SB Ramp Timing Plan: AM Peak
880 Doolittle Synchro 11 Report
Kimley-Horn Page 3
Lane Group EBT EBR WBT WBR SBL SBT SBR
Lane Group Flow (vph) 877 526 1203 421 197 320 322
v/c Ratio 0.37 0.56 0.74 0.45 0.38 0.68 0.66
Control Delay 9.4 3.6 14.8 2.7 18.9 24.5 23.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 9.4 3.6 14.8 2.7 18.9 24.5 23.4
Queue Length 50th (ft) 62 0 158 0 58 94 90
Queue Length 95th (ft) 86 40 225 35 111 #214 #201
Internal Link Dist (ft) 661 674 105
Turn Bay Length (ft) 400 560 65 350
Base Capacity (vph) 2610 976 1800 1001 515 474 489
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.34 0.54 0.67 0.42 0.38 0.68 0.66
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Queues Existing AM
7: I-880 NB Ramp & Davis St Timing Plan: AM Peak
880 Doolittle Synchro 11 Report
Kimley-Horn Page 4
Lane Group EBT EBR WBT WBR NBL NBT NBR
Lane Group Flow (vph) 587 510 1151 556 247 244 222
v/c Ratio 0.35 0.36 0.70 0.54 0.49 0.48 0.35
Control Delay 10.0 0.7 14.4 3.2 20.3 17.6 4.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 10.0 0.7 14.4 3.2 20.3 17.6 4.5
Queue Length 50th (ft) 62 0 151 0 74 64 0
Queue Length 95th (ft) 92 0 213 42 138 130 42
Internal Link Dist (ft) 674 169 405
Turn Bay Length (ft) 1000 260 160
Base Capacity (vph) 1812 1420 1795 1066 502 505 631
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.32 0.36 0.64 0.52 0.49 0.48 0.35
Intersection Summary
Queues Existing AM
8: Airport Access Rd & 98th Avenue Timing Plan: AM Peak 880 Doolittle Synchro 11 Report
Kimley-Horn Page 5
Lane Group EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 842 66 867 423 13 77 43 61 7 9
v/c Ratio 0.81 0.69 0.45 0.44 0.22 0.04 0.07 0.66 0.00 0.01 Control Delay 37.4 80.9 21.5 2.8 55.1 10.7 0.2 79.5 17.3 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 37.4 80.9 21.5 2.8 55.1 10.7 0.2 79.5 17.3 0.0 Queue Length 50th (ft) 173 41 135 0 8 4 0 38 1 0
Queue Length 95th (ft) 212 #110 162 38 28 15 0 #103 6 0 Internal Link Dist (ft) 250 280 220 326
Turn Bay Length (ft) 90 185 50 140 100 185
Base Capacity (vph) 1247 96 2095 954 58 1715 629 92 1749 688 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.68 0.69 0.41 0.44 0.22 0.04 0.07 0.66 0.00 0.01 Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Queues Existing PM
4: Doolittle Dr & Adams Ave Timing Plan: PM Peak
880 Doolittle Synchro 11 Report
Kimley-Horn Page 1
Lane Group WBL WBR NBT NBR SBL SBT
Lane Group Flow (vph) 183 95 988 169 18 1323
v/c Ratio 0.51 0.23 0.45 0.20 0.13 0.60
Control Delay 24.1 6.2 9.4 2.9 26.9 9.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 24.1 6.2 9.4 2.9 26.9 9.1
Queue Length 50th (ft) 52 0 80 0 5 127
Queue Length 95th (ft) 97 25 198 26 22 213
Internal Link Dist (ft) 346 48 437
Turn Bay Length (ft) 85 230 275
Base Capacity (vph) 543 572 2198 852 138 2222
Starvation Cap Reductn 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.34 0.17 0.45 0.20 0.13 0.60
Intersection Summary
Queues Existing PM
5: Doolittle Dr & Davis St Timing Plan: PM Peak
880 Doolittle Synchro 11 Report
Kimley-Horn Page 2
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT
Lane Group Flow (vph) 69 182 205 86 520 20 480 261 689 922 v/c Ratio 0.57 0.32 1.12 0.43 0.66 0.23 0.26 0.33 1.03 0.49 Control Delay 66.6 28.1 148.6 48.6 19.1 58.9 25.6 3.9 84.4 17.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 66.6 28.1 148.6 48.6 19.1 58.9 25.6 3.9 84.4 17.7 Queue Length 50th (ft) 44 42 ~79 55 167 13 79 0 ~240 156 Queue Length 95th (ft) 102 70 #186 104 282 42 137 48 #458 368 Internal Link Dist (ft) 486 661 407 302
Turn Bay Length (ft) 300 240 120 130 180 260
Base Capacity (vph) 164 1000 183 316 782 91 1851 788 672 1874 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.42 0.18 1.12 0.27 0.66 0.22 0.26 0.33 1.03 0.49 Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.

Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Queues Existing PM
6: Davis St & I-880 SB Ramp Timing Plan: PM Peak
880 Doolittle Synchro 11 Report
Kimley-Horn Page 3
Lane Group EBT EBR WBT WBR SBL SBT SBR
Lane Group Flow (vph) 1324 687 944 446 363 340 337
v/c Ratio 0.61 0.66 0.63 0.48 0.55 0.57 0.56
Control Delay 14.7 4.7 15.7 3.3 18.0 16.3 16.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 14.7 4.7 15.7 3.3 18.0 16.3 16.0
Queue Length 50th (ft) 127 0 132 0 104 83 77
Queue Length 95th (ft) 168 53 187 44 181 164 154
Internal Link Dist (ft) 661 674 105
Turn Bay Length (ft) 400 560 65 350
Base Capacity (vph) 2234 1050 1540 937 665 597 603
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.59 0.65 0.61 0.48 0.55 0.57 0.56
Intersection Summary
Queues Existing PM
7: I-880 NB Ramp & Davis St Timing Plan: PM Peak
880 Doolittle Synchro 11 Report
Kimley-Horn Page 4
Lane Group EBT EBR WBT WBR NBL NBT NBR
Lane Group Flow (vph) 1151 582 950 368 319 305 298
v/c Ratio 0.80 0.38 0.65 0.43 0.48 0.48 0.46
Control Delay 20.2 0.7 16.5 3.3 16.7 15.1 14.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 20.2 0.7 16.5 3.3 16.7 15.1 14.7
Queue Length 50th (ft) 181 0 137 0 86 74 69
Queue Length 95th (ft) 250 0 191 41 167 156 144
Internal Link Dist (ft) 674 169 405
Turn Bay Length (ft) 1000 260 160
Base Capacity (vph) 1530 1547 1546 879 662 633 643
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.75 0.38 0.61 0.42 0.48 0.48 0.46
Intersection Summary
Queues Existing PM
8: Airport Access Rd & 98th Avenue Timing Plan: PM Peak 880 Doolittle Synchro 11 Report
Kimley-Horn Page 5
Lane Group EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 1150 86 595 310 12 171 85 79 28 5 v/c Ratio 0.91 0.88 0.29 0.33 0.19 0.11 0.14 0.86 0.02 0.01 Control Delay 43.9 111.0 19.0 2.4 53.3 11.0 0.5 110.5 17.2 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 43.9 111.0 19.0 2.4 53.3 11.0 0.5 110.5 17.2 0.0 Queue Length 50th (ft) 254 56 87 0 8 13 0 51 4 0
Queue Length 95th (ft) 295 #139 109 32 26 27 0 #131 14 0 Internal Link Dist (ft) 250 280 220 326
Turn Bay Length (ft) 90 185 50 140 100 185
Base Capacity (vph) 1316 98 2025 933 63 1625 612 92 1580 681 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.87 0.88 0.29 0.33 0.19 0.11 0.14 0.86 0.02 0.01 Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Queues
4: Doolittle Dr & Adams Ave 12/04/2023
03-NT AM 880 Doolittle 4:48 pm 11/28/2022 Near Term AM Synchro 11 Report Kimley-Horn Page 1
Lane Group WBL WBR NBT NBR SBL SBT
Lane Group Flow (vph) 93 60 833 205 43 749
v/c Ratio 0.27 0.17 0.43 0.23 0.27 0.36
Control Delay 19.2 6.1 13.3 3.8 32.4 8.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 19.2 6.1 13.3 3.8 32.4 8.6
Queue Length 50th (ft) 25 0 61 0 12 53
Queue Length 95th (ft) 56 21 #274 46 51 186
Internal Link Dist (ft) 346 48 437
Turn Bay Length (ft) 85 230 275
Base Capacity (vph) 524 497 1944 874 161 2091
Starvation Cap Reductn 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.18 0.12 0.43 0.23 0.27 0.36
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Queues
5: Doolittle Dr & Davis St 12/04/2023
03-NT AM 880 Doolittle 4:48 pm 11/28/2022 Near Term AM Synchro 11 Report Kimley-Horn Page 2
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT
Lane Group Flow (vph) 54 226 302 137 835 53 907 270 403 422 v/c Ratio 0.48 0.51 1.67 0.58 1.16 0.68 0.53 0.39 0.62 0.27 Control Delay 61.6 38.8 355.6 52.8 113.2 92.2 29.1 4.3 45.0 15.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 61.6 38.8 355.6 52.8 113.2 92.2 29.1 4.3 45.0 15.7 Queue Length 50th (ft) 35 66 ~154 89 ~636 36 175 0 129 78 Queue Length 95th (ft) 81 104 #273 161 #935 #115 258 51 206 139 Internal Link Dist (ft) 486 661 407 302
Turn Bay Length (ft) 300 240 120 130 180 260
Base Capacity (vph) 167 764 181 340 719 78 1713 690 652 1582 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.32 0.30 1.67 0.40 1.16 0.68 0.53 0.39 0.62 0.27 Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.

Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Queues
6: Davis St & I-880 SB Ramp 12/04/2023
03-NT AM 880 Doolittle 4:48 pm 11/28/2022 Near Term AM Synchro 11 Report Kimley-Horn Page 3
Lane Group EBT EBR WBT WBR SBL SBT SBR
Lane Group Flow (vph) 927 542 1238 442 244 331 329
v/c Ratio 0.38 0.57 0.79 0.46 0.48 0.71 0.69
Control Delay 9.4 3.6 16.3 2.7 20.9 27.0 25.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 9.4 3.6 16.3 2.7 20.9 27.0 25.2
Queue Length 50th (ft) 67 0 172 0 75 101 94
Queue Length 95th (ft) 91 40 247 36 138 #228 #209
Internal Link Dist (ft) 661 674 105
Turn Bay Length (ft) 400 560 65 350
Base Capacity (vph) 2558 975 1672 999 505 464 478
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.36 0.56 0.74 0.44 0.48 0.71 0.69
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Queues
7: I-880 NB Ramp & Davis St 12/04/2023
03-NT AM 880 Doolittle 4:48 pm 11/28/2022 Near Term AM Synchro 11 Report Kimley-Horn Page 4
Lane Group EBT EBR WBT WBR NBL NBT NBR
Lane Group Flow (vph) 670 525 1194 577 272 274 249
v/c Ratio 0.40 0.37 0.75 0.55 0.55 0.55 0.42
Control Delay 10.3 0.7 15.6 3.2 21.8 19.6 7.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 10.3 0.7 15.6 3.2 21.8 19.6 7.7
Queue Length 50th (ft) 72 0 164 0 84 75 17
Queue Length 95th (ft) 106 0 234 42 155 150 68
Internal Link Dist (ft) 674 169 405
Turn Bay Length (ft) 1000 260 160
Base Capacity (vph) 1782 1420 1685 1068 494 495 597
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.38 0.37 0.71 0.54 0.55 0.55 0.42
Intersection Summary
Queues
8: Airport Access Rd & 98th Avenue 12/04/2023
03-NT AM 880 Doolittle 4:48 pm 11/28/2022 Near Term AM Synchro 11 Report Kimley-Horn Page 5
Lane Group EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 849 66 867 430 13 84 45 61 15 9
v/c Ratio 0.81 0.69 0.45 0.45 0.22 0.05 0.07 0.66 0.01 0.01 Control Delay 37.5 81.6 21.4 2.8 55.2 10.9 0.2 80.0 17.2 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 37.5 81.6 21.4 2.8 55.2 10.9 0.2 80.0 17.2 0.0 Queue Length 50th (ft) 175 41 135 0 8 5 0 38 2 0
Queue Length 95th (ft) 215 #110 162 38 28 16 0 #103 10 0 Internal Link Dist (ft) 250 280 220 326
Turn Bay Length (ft) 90 185 50 140 100 185
Base Capacity (vph) 1235 96 2105 960 58 1718 627 92 1741 686 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.69 0.69 0.41 0.45 0.22 0.05 0.07 0.66 0.01 0.01 Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Queues
4: Doolittle Dr & Adams Ave 12/04/2023
04-NT PM 880 Doolittle 4:00 pm 11/28/2022 Near Term PM Synchro 11 Report Kimley-Horn Page 1
Lane Group WBL WBR NBT NBR SBL SBT
Lane Group Flow (vph) 183 120 1054 177 18 1400
v/c Ratio 0.52 0.28 0.54 0.23 0.13 0.71
Control Delay 24.4 6.1 10.7 3.0 27.0 11.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 24.4 6.1 10.7 3.0 27.0 11.3
Queue Length 50th (ft) 52 0 87 0 5 140
Queue Length 95th (ft) 97 28 216 27 22 234
Internal Link Dist (ft) 346 48 437
Turn Bay Length (ft) 85 230 275
Base Capacity (vph) 533 580 1939 775 135 1972
Starvation Cap Reductn 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.34 0.21 0.54 0.23 0.13 0.71
Intersection Summary
Queues
5: Doolittle Dr & Davis St 12/04/2023
04-NT PM 880 Doolittle 4:00 pm 11/28/2022 Near Term PM Synchro 11 Report Kimley-Horn Page 2
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT
Lane Group Flow (vph) 72 182 234 86 543 20 513 286 710 969 v/c Ratio 0.59 0.32 1.28 0.43 0.71 0.23 0.28 0.36 1.06 0.52 Control Delay 67.1 28.1 202.7 48.8 22.0 59.0 25.9 3.9 93.3 18.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 67.1 28.1 202.7 48.8 22.0 59.0 25.9 3.9 93.3 18.2 Queue Length 50th (ft) 46 42 ~101 55 200 13 86 0 ~264 169 Queue Length 95th (ft) 106 70 #215 104 323 42 146 50 #477 394 Internal Link Dist (ft) 486 661 407 302
Turn Bay Length (ft) 300 240 120 130 180 260
Base Capacity (vph) 164 999 183 315 770 91 1848 802 671 1864 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.44 0.18 1.28 0.27 0.71 0.22 0.28 0.36 1.06 0.52 Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.

Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Queues
6: Davis St & I-880 SB Ramp 12/04/2023
04-NT PM 880 Doolittle 4:00 pm 11/28/2022 Near Term PM Synchro 11 Report Kimley-Horn Page 3
Lane Group EBT EBR WBT WBR SBL SBT SBR
Lane Group Flow (vph) 1351 699 984 482 376 354 345
v/c Ratio 0.62 0.67 0.70 0.51 0.57 0.60 0.58
Control Delay 14.8 4.8 17.1 3.5 18.4 17.3 16.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 14.8 4.8 17.1 3.5 18.4 17.3 16.7
Queue Length 50th (ft) 131 0 143 0 108 91 83
Queue Length 95th (ft) 172 54 204 46 188 176 163
Internal Link Dist (ft) 661 674 105
Turn Bay Length (ft) 400 560 65 350
Base Capacity (vph) 2233 1057 1452 956 665 594 599
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.61 0.66 0.68 0.50 0.57 0.60 0.58
Intersection Summary
Queues
7: I-880 NB Ramp & Davis St 12/04/2023
04-NT PM 880 Doolittle 4:00 pm 11/28/2022 Near Term PM Synchro 11 Report Kimley-Horn Page 4
Lane Group EBT EBR WBT WBR NBL NBT NBR
Lane Group Flow (vph) 1185 593 1012 404 334 325 310
v/c Ratio 0.81 0.38 0.72 0.46 0.51 0.52 0.49
Control Delay 20.7 0.7 18.0 3.3 17.2 15.9 15.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 20.7 0.7 18.0 3.3 17.2 15.9 15.2
Queue Length 50th (ft) 188 0 152 0 91 82 73
Queue Length 95th (ft) 261 0 214 42 176 169 151
Internal Link Dist (ft) 674 169 405
Turn Bay Length (ft) 1000 260 160
Base Capacity (vph) 1518 1547 1461 895 656 627 638
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.78 0.38 0.69 0.45 0.51 0.52 0.49
Intersection Summary
Queues
8: Airport Access Rd & 98th Avenue 12/04/2023
04-NT PM 880 Doolittle 4:00 pm 11/28/2022 Near Term PM Synchro 11 Report Kimley-Horn Page 5
Lane Group EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 1157 86 595 317 12 178 85 79 36 5 v/c Ratio 0.92 0.88 0.29 0.34 0.19 0.11 0.14 0.86 0.02 0.01 Control Delay 45.4 111.4 18.9 2.4 53.3 11.3 0.5 110.5 17.2 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 45.4 111.4 18.9 2.4 53.3 11.3 0.5 110.5 17.2 0.0 Queue Length 50th (ft) 257 56 87 0 8 14 0 51 6 0
Queue Length 95th (ft) 298 #139 109 32 26 29 0 #131 17 0 Internal Link Dist (ft) 250 280 220 326
Turn Bay Length (ft) 90 185 50 140 100 185
Base Capacity (vph) 1300 98 2029 937 63 1627 611 92 1578 680 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.89 0.88 0.29 0.34 0.19 0.11 0.14 0.86 0.02 0.01 Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Queues
4: Doolittle Dr & Adams Ave 12/04/2023
05-NT+P AM - NEW 880 Doolittle 8:53 am 01/13/2023 Near Term Plus Project AM Synchro 11 Report Kimley-Horn Page 1
Lane Group WBL WBR NBT NBR SBL SBT
Lane Group Flow (vph) 93 65 838 205 80 757
v/c Ratio 0.27 0.19 0.46 0.24 0.50 0.36
Control Delay 19.6 6.0 14.7 3.9 41.9 8.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 19.6 6.0 14.7 3.9 41.9 8.5
Queue Length 50th (ft) 27 0 102 0 25 54
Queue Length 95th (ft) 56 22 #278 46 #107 189
Internal Link Dist (ft) 346 48 437
Turn Bay Length (ft) 85 230 275
Base Capacity (vph) 519 495 1838 837 159 2106
Starvation Cap Reductn 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.18 0.13 0.46 0.24 0.50 0.36
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Queues
5: Doolittle Dr & Davis St 12/04/2023
05-NT+P AM - NEW 880 Doolittle 8:53 am 01/13/2023 Near Term Plus Project AM Synchro 11 Report Kimley-Horn Page 2
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT
Lane Group Flow (vph) 54 226 302 137 918 53 918 270 409 424 v/c Ratio 0.49 0.51 1.69 0.59 1.26 0.69 0.54 0.39 0.61 0.27 Control Delay 62.6 39.3 363.7 53.5 154.7 93.7 29.8 4.3 44.5 15.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 62.6 39.3 363.7 53.5 154.7 93.7 29.8 4.3 44.5 15.6 Queue Length 50th (ft) 36 67 ~156 90 ~758 36 180 0 131 79 Queue Length 95th (ft) 82 105 #276 162 #1081 #117 266 51 209 140 Internal Link Dist (ft) 486 661 407 302
Turn Bay Length (ft) 300 240 120 130 180 260
Base Capacity (vph) 165 755 179 337 727 77 1695 685 675 1593 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.33 0.30 1.69 0.41 1.26 0.69 0.54 0.39 0.61 0.27 Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.

Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Queues
6: Davis St & I-880 SB Ramp 12/04/2023
05-NT+P AM - NEW 880 Doolittle 8:53 am 01/13/2023 Near Term Plus Project AM Synchro 11 Report Kimley-Horn Page 3
Lane Group EBT EBR WBT WBR SBL SBT SBR
Lane Group Flow (vph) 929 545 1313 442 244 331 329
v/c Ratio 0.38 0.57 0.83 0.45 0.49 0.73 0.70
Control Delay 9.4 3.6 17.9 2.7 21.0 28.4 26.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 9.4 3.6 17.9 2.7 21.0 28.4 26.6
Queue Length 50th (ft) 67 0 190 0 75 104 97
Queue Length 95th (ft) 91 41 273 36 138 #232 #214
Internal Link Dist (ft) 661 674 105
Turn Bay Length (ft) 400 560 65 350
Base Capacity (vph) 2531 971 1655 993 500 454 468
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.37 0.56 0.79 0.45 0.49 0.73 0.70
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Queues
7: I-880 NB Ramp & Davis St 12/04/2023
05-NT+P AM - NEW 880 Doolittle 8:53 am 01/13/2023 Near Term Plus Project AM Synchro 11 Report Kimley-Horn Page 4
Lane Group EBT EBR WBT WBR NBL NBT NBR
Lane Group Flow (vph) 672 525 1204 577 297 296 267
v/c Ratio 0.40 0.37 0.75 0.55 0.60 0.60 0.45
Control Delay 10.3 0.7 15.8 3.2 23.2 20.9 8.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 10.3 0.7 15.8 3.2 23.2 20.9 8.7
Queue Length 50th (ft) 73 0 166 0 93 84 23
Queue Length 95th (ft) 106 0 236 42 171 165 78
Internal Link Dist (ft) 674 169 405
Turn Bay Length (ft) 1000 260 160
Base Capacity (vph) 1781 1420 1683 1068 494 496 596
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.38 0.37 0.72 0.54 0.60 0.60 0.45
Intersection Summary
Queues
8: Airport Access Rd & 98th Avenue 12/04/2023
05-NT+P AM - NEW 880 Doolittle 8:53 am 01/13/2023 Near Term Plus Project AM Synchro 11 Report Kimley-Horn Page 5
Lane Group EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 849 66 867 430 13 92 45 61 49 9
v/c Ratio 0.81 0.69 0.45 0.45 0.22 0.05 0.07 0.66 0.03 0.01 Control Delay 37.5 81.6 21.4 2.8 55.2 11.5 0.2 80.0 16.6 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 37.5 81.6 21.4 2.8 55.2 11.5 0.2 80.0 16.6 0.0 Queue Length 50th (ft) 175 41 135 0 8 6 0 38 7 0
Queue Length 95th (ft) 215 #110 162 38 28 18 0 #103 22 0 Internal Link Dist (ft) 250 280 220 326
Turn Bay Length (ft) 90 185 50 140 100 185
Base Capacity (vph) 1235 96 2105 960 58 1735 627 92 1741 686 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.69 0.69 0.41 0.45 0.22 0.05 0.07 0.66 0.03 0.01 Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Queues
4: Doolittle Dr & Adams Ave 12/04/2023
06-NT+P PM - NEW 880 Doolittle 8:53 am 01/13/2023 Near Term Plus Project PM Synchro 11 Report Kimley-Horn Page 1
Lane Group WBL WBR NBT NBR SBL SBT
Lane Group Flow (vph) 183 148 1080 177 45 1406
v/c Ratio 0.51 0.33 0.60 0.24 0.33 0.72
Control Delay 24.4 6.1 13.1 3.4 32.2 11.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 24.4 6.1 13.1 3.4 32.2 11.5
Queue Length 50th (ft) 52 0 93 0 14 144
Queue Length 95th (ft) 97 30 224 27 41 235
Internal Link Dist (ft) 346 48 437
Turn Bay Length (ft) 85 230 275
Base Capacity (vph) 536 602 1807 734 136 1957
Starvation Cap Reductn 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.34 0.25 0.60 0.24 0.33 0.72
Intersection Summary
Queues
5: Doolittle Dr & Davis St 12/04/2023
06-NT+P PM - NEW 880 Doolittle 8:53 am 01/13/2023 Near Term Plus Project PM Synchro 11 Report Kimley-Horn Page 2
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT
Lane Group Flow (vph) 72 182 234 86 599 20 520 286 736 979 v/c Ratio 0.59 0.32 1.28 0.43 0.78 0.23 0.28 0.36 1.10 0.53 Control Delay 67.1 28.1 202.7 48.8 26.3 59.0 25.9 3.9 105.2 18.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 67.1 28.1 202.7 48.8 26.3 59.0 25.9 3.9 105.2 18.3 Queue Length 50th (ft) 46 42 ~101 55 250 13 87 0 ~283 171 Queue Length 95th (ft) 106 70 #215 104 394 42 148 50 #500 399 Internal Link Dist (ft) 486 661 407 302
Turn Bay Length (ft) 300 240 120 130 180 260
Base Capacity (vph) 164 999 183 315 769 91 1848 802 671 1864 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.44 0.18 1.28 0.27 0.78 0.22 0.28 0.36 1.10 0.53 Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.

Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Queues
6: Davis St & I-880 SB Ramp 12/04/2023
06-NT+P PM - NEW 880 Doolittle 8:53 am 01/13/2023 Near Term Plus Project PM Synchro 11 Report Kimley-Horn Page 3
Lane Group EBT EBR WBT WBR SBL SBT SBR
Lane Group Flow (vph) 1361 710 1034 482 376 354 345
v/c Ratio 0.63 0.67 0.73 0.51 0.57 0.60 0.58
Control Delay 14.8 4.9 17.8 3.5 18.5 17.9 17.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 14.8 4.9 17.8 3.5 18.5 17.9 17.3
Queue Length 50th (ft) 132 0 154 0 108 94 86
Queue Length 95th (ft) 174 54 218 46 188 180 166
Internal Link Dist (ft) 661 674 105
Turn Bay Length (ft) 400 560 65 350
Base Capacity (vph) 2224 1061 1449 954 662 587 592
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.61 0.67 0.71 0.51 0.57 0.60 0.58
Intersection Summary
Queues
7: I-880 NB Ramp & Davis St 12/04/2023
06-NT+P PM - NEW 880 Doolittle 8:53 am 01/13/2023 Near Term Plus Project PM Synchro 11 Report Kimley-Horn Page 4
Lane Group EBT EBR WBT WBR NBL NBT NBR
Lane Group Flow (vph) 1195 593 1019 404 351 339 321
v/c Ratio 0.82 0.38 0.72 0.46 0.54 0.54 0.50
Control Delay 21.0 0.7 18.1 3.3 17.8 16.4 15.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 21.0 0.7 18.1 3.3 17.8 16.4 15.6
Queue Length 50th (ft) 191 0 154 0 97 86 76
Queue Length 95th (ft) 264 0 216 42 186 178 158
Internal Link Dist (ft) 674 169 405
Turn Bay Length (ft) 1000 260 160
Base Capacity (vph) 1516 1547 1460 895 656 629 637
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.79 0.38 0.70 0.45 0.54 0.54 0.50
Intersection Summary
Queues
8: Airport Access Rd & 98th Avenue 12/04/2023
06-NT+P PM - NEW 880 Doolittle 8:53 am 01/13/2023 Near Term Plus Project PM Synchro 11 Report Kimley-Horn Page 5
Lane Group EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 1157 86 595 317 12 215 85 79 59 5 v/c Ratio 0.92 0.88 0.29 0.34 0.19 0.13 0.14 0.86 0.04 0.01 Control Delay 45.4 111.4 18.9 2.4 53.3 12.8 0.5 110.5 17.2 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 45.4 111.4 18.9 2.4 53.3 12.8 0.5 110.5 17.2 0.0 Queue Length 50th (ft) 257 56 87 0 8 20 0 51 10 0
Queue Length 95th (ft) 298 #139 109 32 26 36 0 #131 25 0 Internal Link Dist (ft) 250 280 220 326
Turn Bay Length (ft) 90 185 50 140 100 185
Base Capacity (vph) 1300 98 2029 937 63 1644 611 92 1578 680 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.89 0.88 0.29 0.34 0.19 0.13 0.14 0.86 0.04 0.01 Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Queues
4: Doolittle Dr & Adams Ave 12/04/2023
07-Cu AM 880 Doolittle 3:59 pm 11/28/2022 Cumulative AM Synchro 11 Report Kimley-Horn Page 1
Lane Group WBL WBR NBT NBR SBL SBT
Lane Group Flow (vph) 132 34 1039 246 60 1142
v/c Ratio 0.37 0.10 0.57 0.29 0.38 0.55
Control Delay 21.1 6.7 17.2 3.9 36.6 11.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 21.1 6.7 17.2 3.9 36.6 11.0
Queue Length 50th (ft) 39 0 138 0 19 97
Queue Length 95th (ft) 76 16 #405 49 #76 330
Internal Link Dist (ft) 346 48 437
Turn Bay Length (ft) 85 230 275
Base Capacity (vph) 515 473 1828 852 158 2091
Starvation Cap Reductn 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.26 0.07 0.57 0.29 0.38 0.55
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Queues
5: Doolittle Dr & Davis St 12/04/2023
07-Cu AM 880 Doolittle 3:59 pm 11/28/2022 Cumulative AM Synchro 11 Report Kimley-Horn Page 2
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT
Lane Group Flow (vph) 60 280 308 170 1042 62 1007 492 826 441 v/c Ratio 0.53 0.57 1.75 0.65 1.43 0.83 0.60 0.73 1.30 0.30 Control Delay 65.4 39.9 390.6 55.0 226.8 117.0 32.0 19.4 184.2 17.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 65.4 39.9 390.6 55.0 226.8 117.0 32.0 19.4 184.2 17.8 Queue Length 50th (ft) 41 86 ~167 115 ~969 44 212 126 ~387 90 Queue Length 95th (ft) 90 128 #286 197 #1309 #139 301 306 #580 152 Internal Link Dist (ft) 486 661 407 302
Turn Bay Length (ft) 300 240 120 130 180 260
Base Capacity (vph) 162 745 176 331 728 75 1667 671 634 1478 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.37 0.38 1.75 0.51 1.43 0.83 0.60 0.73 1.30 0.30 Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.

Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Queues
6: Davis St & I-880 SB Ramp 12/04/2023
07-Cu AM 880 Doolittle 3:59 pm 11/28/2022 Cumulative AM Synchro 11 Report Kimley-Horn Page 3
Lane Group EBT EBR WBT WBR SBL SBT SBR
Lane Group Flow (vph) 1278 551 1305 757 253 338 336
v/c Ratio 0.56 0.57 0.77 0.67 0.51 0.75 0.72
Control Delay 11.0 3.6 15.6 4.2 21.5 29.7 27.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 11.0 3.6 15.6 4.2 21.5 29.7 27.7
Queue Length 50th (ft) 104 0 181 0 78 106 101
Queue Length 95th (ft) 139 41 257 46 144 #240 #222
Internal Link Dist (ft) 661 674 105
Turn Bay Length (ft) 400 560 65 350
Base Capacity (vph) 2361 972 1735 1139 497 452 466
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.54 0.57 0.75 0.66 0.51 0.75 0.72
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Queues
7: I-880 NB Ramp & Davis St 12/04/2023
07-Cu AM 880 Doolittle 3:59 pm 11/28/2022 Cumulative AM Synchro 11 Report Kimley-Horn Page 4
Lane Group EBT EBR WBT WBR NBL NBT NBR
Lane Group Flow (vph) 754 812 1322 610 288 282 261
v/c Ratio 0.44 0.57 0.78 0.57 0.59 0.57 0.46
Control Delay 10.7 1.7 16.4 3.3 22.9 20.2 10.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 10.7 1.7 16.4 3.3 22.9 20.2 10.6
Queue Length 50th (ft) 84 0 188 0 90 79 32
Queue Length 95th (ft) 122 0 265 44 165 156 90
Internal Link Dist (ft) 674 169 405
Turn Bay Length (ft) 1000 260 160
Base Capacity (vph) 1766 1420 1749 1080 490 491 568
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.43 0.57 0.76 0.56 0.59 0.57 0.46
Intersection Summary
Queues
8: Airport Access Rd & 98th Avenue 12/04/2023
07-Cu AM 880 Doolittle 3:59 pm 11/28/2022 Cumulative AM Synchro 11 Report Kimley-Horn Page 5
Lane Group EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 1086 83 2228 500 20 83 45 61 14 13 v/c Ratio 1.47dl 0.93 1.03 0.52 0.38 0.05 0.08 0.72 0.01 0.02 Control Delay 72.3 128.1 57.5 6.7 66.4 10.8 0.3 89.6 19.2 0.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 72.3 128.1 57.5 6.7 66.4 10.8 0.3 89.6 19.2 0.1 Queue Length 50th (ft) ~276 54 ~564 53 13 5 0 39 2 0
Queue Length 95th (ft) #345 #143 #620 119 #39 16 0 #103 9 0 Internal Link Dist (ft) 250 280 220 326
Turn Bay Length (ft) 90 185 50 140 100 185
Base Capacity (vph) 1046 89 2155 955 53 1591 595 85 1537 628 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 1.04 0.93 1.03 0.52 0.38 0.05 0.08 0.72 0.01 0.02 Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.

Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.
dl Defacto Left Lane. Recode with 1 though lane as a left lane.

Queues
4: Doolittle Dr & Adams Ave 12/04/2023
08-Cu PM 880 Doolittle 4:00 pm 11/28/2022 Cumulative PM Synchro 11 Report Kimley-Horn Page 1
Lane Group WBL WBR NBT NBR SBL SBT
Lane Group Flow (vph) 267 107 1327 187 19 2001
v/c Ratio 0.66 0.23 0.72 0.25 0.14 1.06
Control Delay 27.8 5.7 15.9 3.2 28.4 56.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 27.8 5.7 15.9 3.2 28.4 56.4
Queue Length 50th (ft) 80 0 148 0 6 ~407
Queue Length 95th (ft) 140 26 #353 28 23 #533
Internal Link Dist (ft) 346 48 437
Turn Bay Length (ft) 85 230 275
Base Capacity (vph) 523 563 1848 751 133 1882
Starvation Cap Reductn 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.51 0.19 0.72 0.25 0.14 1.06
Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.

Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Queues
5: Doolittle Dr & Davis St 12/04/2023
08-Cu PM 880 Doolittle 4:00 pm 11/28/2022 Cumulative PM Synchro 11 Report Kimley-Horn Page 2
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT
Lane Group Flow (vph) 75 222 372 142 923 20 524 307 1038 1274 v/c Ratio 0.61 0.34 2.10 0.61 1.17 0.24 0.29 0.39 1.60 0.70 Control Delay 71.0 30.0 542.1 54.5 114.6 61.2 27.7 4.0 307.6 24.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 71.0 30.0 542.1 54.5 114.6 61.2 27.7 4.0 307.6 24.1 Queue Length 50th (ft) 51 56 ~215 96 ~723 14 97 0 ~543 300 Queue Length 95th (ft) 109 87 #347 163 #988 42 149 51 #765 583 Internal Link Dist (ft) 486 661 407 302
Turn Bay Length (ft) 300 240 120 130 180 260
Base Capacity (vph) 159 969 177 305 790 88 1788 797 650 1814 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.47 0.23 2.10 0.47 1.17 0.23 0.29 0.39 1.60 0.70 Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.

Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Queues
6: Davis St & I-880 SB Ramp 12/04/2023
08-Cu PM 880 Doolittle 4:00 pm 11/28/2022 Cumulative PM Synchro 11 Report Kimley-Horn Page 3
Lane Group EBT EBR WBT WBR SBL SBT SBR
Lane Group Flow (vph) 1603 708 1469 493 461 445 422
v/c Ratio 0.78 0.67 0.97 0.52 0.70 0.73 0.73
Control Delay 18.0 4.8 35.3 3.5 22.7 23.6 23.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 18.0 4.8 35.3 3.5 22.7 23.6 23.5
Queue Length 50th (ft) 173 0 258 0 143 134 121
Queue Length 95th (ft) 227 54 #410 46 #248 #281 #257
Internal Link Dist (ft) 661 674 105
Turn Bay Length (ft) 400 560 65 350
Base Capacity (vph) 2047 1057 1518 956 656 606 581
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.78 0.67 0.97 0.52 0.70 0.73 0.73
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Queues
7: I-880 NB Ramp & Davis St 12/04/2023
08-Cu PM 880 Doolittle 4:00 pm 11/28/2022 Cumulative PM Synchro 11 Report Kimley-Horn Page 4
Lane Group EBT EBR WBT WBR NBL NBT NBR
Lane Group Flow (vph) 1587 678 1084 414 460 449 412
v/c Ratio 1.06 0.44 0.72 0.46 0.71 0.71 0.66
Control Delay 62.0 0.9 17.8 3.3 23.5 22.2 19.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 62.0 0.9 17.8 3.3 23.5 22.2 19.7
Queue Length 50th (ft) ~347 0 165 0 140 130 110
Queue Length 95th (ft) #469 0 228 43 #296 #293 220
Internal Link Dist (ft) 674 169 405
Turn Bay Length (ft) 1000 260 160
Base Capacity (vph) 1494 1547 1509 893 646 632 628
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 1.06 0.44 0.72 0.46 0.71 0.71 0.66
Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.

Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Queues
8: Airport Access Rd & 98th Avenue 12/04/2023
08-Cu PM 880 Doolittle 4:00 pm 11/28/2022 Cumulative PM Synchro 11 Report Kimley-Horn Page 5
Lane Group EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 2719 100 1838 328 16 179 88 134 35 10 v/c Ratio 2.69 1.03 0.89 0.36 0.26 0.11 0.14 1.47 0.02 0.02 Control Delay 781.8 148.8 33.2 4.0 56.6 11.0 0.5 298.2 18.9 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 781.8 148.8 33.2 4.0 56.6 11.0 0.5 298.2 18.9 0.0 Queue Length 50th (ft) ~1107 ~68 389 19 10 14 0 ~119 6 0 Queue Length 95th (ft) #1138 #163 427 54 31 29 0 #225 17 0 Internal Link Dist (ft) 250 280 220 326
Turn Bay Length (ft) 90 185 50 140 100 185
Base Capacity (vph) 1011 97 2058 919 62 1609 607 91 1493 654 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 2.69 1.03 0.89 0.36 0.26 0.11 0.14 1.47 0.02 0.02 Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.

Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Queues
4: Doolittle Dr & Adams Ave 12/04/2023
09-Cu+P AM - NEW 880 Doolittle 12:51 pm 01/10/2023 Cumulative Plus Project AM Synchro 11 Report Kimley-Horn Page 1
Lane Group WBL WBR NBT NBR SBL SBT
Lane Group Flow (vph) 132 39 1044 246 97 1149
v/c Ratio 0.38 0.12 0.61 0.30 0.62 0.55
Control Delay 21.4 6.5 18.6 3.9 49.6 10.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 21.4 6.5 18.6 3.9 49.6 10.9
Queue Length 50th (ft) 39 0 140 0 31 98
Queue Length 95th (ft) 76 17 #408 49 #131 333
Internal Link Dist (ft) 346 48 437
Turn Bay Length (ft) 85 230 275
Base Capacity (vph) 510 471 1722 817 156 2105
Starvation Cap Reductn 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.26 0.08 0.61 0.30 0.62 0.55
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Queues
5: Doolittle Dr & Davis St 12/04/2023
09-Cu+P AM - NEW 880 Doolittle 12:51 pm 01/10/2023 Cumulative Plus Project AM Synchro 11 Report Kimley-Horn Page 2
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT
Lane Group Flow (vph) 60 280 308 170 1124 62 1018 492 832 443 v/c Ratio 0.53 0.57 1.75 0.65 1.55 0.83 0.61 0.73 1.31 0.30 Control Delay 65.4 39.9 390.6 55.0 276.7 117.0 32.1 19.4 188.0 17.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 65.4 39.9 390.6 55.0 276.7 117.0 32.1 19.4 188.0 17.8 Queue Length 50th (ft) 41 86 ~167 115 ~1093 44 215 126 ~391 90 Queue Length 95th (ft) 90 128 #286 197 #1450 #139 305 306 #586 152 Internal Link Dist (ft) 486 661 407 302
Turn Bay Length (ft) 300 240 120 130 180 260
Base Capacity (vph) 162 745 176 331 727 75 1667 671 634 1478 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.37 0.38 1.75 0.51 1.55 0.83 0.61 0.73 1.31 0.30 Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.

Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Queues
6: Davis St & I-880 SB Ramp 12/04/2023
09-Cu+P AM - NEW 880 Doolittle 12:51 pm 01/10/2023 Cumulative Plus Project AM Synchro 11 Report Kimley-Horn Page 3
Lane Group EBT EBR WBT WBR SBL SBT SBR
Lane Group Flow (vph) 1280 554 1380 757 253 338 336
v/c Ratio 0.55 0.57 0.81 0.67 0.51 0.75 0.73
Control Delay 11.0 3.6 17.0 4.2 21.7 30.2 28.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 11.0 3.6 17.0 4.2 21.7 30.2 28.1
Queue Length 50th (ft) 104 0 199 0 78 106 101
Queue Length 95th (ft) 139 41 283 46 144 #240 #222
Internal Link Dist (ft) 661 674 105
Turn Bay Length (ft) 400 560 65 350
Base Capacity (vph) 2340 969 1720 1136 493 448 462
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.55 0.57 0.80 0.67 0.51 0.75 0.73
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Queues
7: I-880 NB Ramp & Davis St 12/04/2023
09-Cu+P AM - NEW 880 Doolittle 12:51 pm 01/10/2023 Cumulative Plus Project AM Synchro 11 Report Kimley-Horn Page 4
Lane Group EBT EBR WBT WBR NBL NBT NBR
Lane Group Flow (vph) 756 812 1332 610 313 306 277
v/c Ratio 0.44 0.57 0.79 0.57 0.64 0.62 0.49
Control Delay 10.7 1.7 16.6 3.3 24.6 21.7 11.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 10.7 1.7 16.6 3.3 24.6 21.7 11.4
Queue Length 50th (ft) 84 0 191 0 101 89 36
Queue Length 95th (ft) 122 0 268 44 #183 172 98
Internal Link Dist (ft) 674 169 405
Turn Bay Length (ft) 1000 260 160
Base Capacity (vph) 1765 1420 1749 1080 489 492 567
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.43 0.57 0.76 0.56 0.64 0.62 0.49
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Queues
8: Airport Access Rd & 98th Avenue 12/04/2023
09-Cu+P AM - NEW 880 Doolittle 12:51 pm 01/10/2023 Cumulative Plus Project AM Synchro 11 Report Kimley-Horn Page 5
Lane Group EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 1086 83 2228 500 20 91 45 61 48 13 v/c Ratio 1.47dl 0.93 1.03 0.52 0.38 0.06 0.08 0.72 0.03 0.02 Control Delay 72.3 128.1 57.5 6.7 66.4 11.4 0.3 89.6 18.8 0.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 72.3 128.1 57.5 6.7 66.4 11.4 0.3 89.6 18.8 0.1 Queue Length 50th (ft) ~276 54 ~564 53 13 6 0 39 8 0
Queue Length 95th (ft) #345 #143 #620 119 #39 18 0 #103 21 0 Internal Link Dist (ft) 250 280 220 326
Turn Bay Length (ft) 90 185 50 140 100 185
Base Capacity (vph) 1046 89 2155 955 53 1607 595 85 1537 628 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 1.04 0.93 1.03 0.52 0.38 0.06 0.08 0.72 0.03 0.02 Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.

Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.
dl Defacto Left Lane. Recode with 1 though lane as a left lane.

Queues
4: Doolittle Dr & Adams Ave 12/04/2023
10-Cu+P PM - NEW 880 Doolittle 9:23 am 11/29/2022 Cumulative Plus Project PM Synchro 11 Report Kimley-Horn Page 1
Lane Group WBL WBR NBT NBR SBL SBT
Lane Group Flow (vph) 267 135 1354 187 46 2007
v/c Ratio 0.67 0.28 0.82 0.27 0.35 1.06
Control Delay 28.6 5.6 22.6 3.7 34.6 53.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 28.6 5.6 22.6 3.7 34.6 53.3
Queue Length 50th (ft) 85 0 235 0 16 ~423
Queue Length 95th (ft) 140 29 #364 28 43 #535
Internal Link Dist (ft) 346 48 437
Turn Bay Length (ft) 85 230 275
Base Capacity (vph) 513 573 1646 690 130 1902
Starvation Cap Reductn 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.52 0.24 0.82 0.27 0.35 1.06
Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.

Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Queues
5: Doolittle Dr & Davis St 12/04/2023
10-Cu+P PM - NEW 880 Doolittle 9:23 am 11/29/2022 Cumulative Plus Project PM Synchro 11 Report Kimley-Horn Page 2
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT
Lane Group Flow (vph) 75 222 372 142 978 20 532 307 1064 1284 v/c Ratio 0.61 0.34 2.10 0.61 1.24 0.24 0.30 0.39 1.64 0.71 Control Delay 71.0 30.0 542.1 54.5 144.7 61.2 27.8 4.0 324.7 24.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 71.0 30.0 542.1 54.5 144.7 61.2 27.8 4.0 324.7 24.2 Queue Length 50th (ft) 51 56 ~215 96 ~810 14 98 0 ~563 304 Queue Length 95th (ft) 109 87 #347 163 #1086 42 152 51 #788 #593 Internal Link Dist (ft) 486 661 407 302
Turn Bay Length (ft) 300 240 120 130 180 260
Base Capacity (vph) 159 969 177 305 787 88 1788 797 650 1815 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.47 0.23 2.10 0.47 1.24 0.23 0.30 0.39 1.64 0.71 Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.

Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Queues
6: Davis St & I-880 SB Ramp 12/04/2023
10-Cu+P PM - NEW 880 Doolittle 9:23 am 11/29/2022 Cumulative Plus Project PM Synchro 11 Report Kimley-Horn Page 3
Lane Group EBT EBR WBT WBR SBL SBT SBR
Lane Group Flow (vph) 1613 720 1519 493 461 445 422
v/c Ratio 0.81 0.68 1.00 0.52 0.70 0.73 0.73
Control Delay 18.7 4.9 42.7 3.5 22.7 23.6 23.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 18.7 4.9 42.7 3.5 22.7 23.6 23.5
Queue Length 50th (ft) 176 0 ~274 0 143 134 121
Queue Length 95th (ft) 232 55 #432 46 #248 #281 #257
Internal Link Dist (ft) 661 674 105
Turn Bay Length (ft) 400 560 65 350
Base Capacity (vph) 2003 1064 1518 956 656 606 581
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.81 0.68 1.00 0.52 0.70 0.73 0.73
Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.

Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Queues
7: I-880 NB Ramp & Davis St 12/04/2023
10-Cu+P PM - NEW 880 Doolittle 9:23 am 11/29/2022 Cumulative Plus Project PM Synchro 11 Report Kimley-Horn Page 4
Lane Group EBT EBR WBT WBR NBL NBT NBR
Lane Group Flow (vph) 1597 678 1091 414 468 467 428
v/c Ratio 1.07 0.44 0.72 0.46 0.72 0.74 0.68
Control Delay 64.3 0.9 17.9 3.3 24.1 23.5 20.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 64.3 0.9 17.9 3.3 24.1 23.5 20.9
Queue Length 50th (ft) ~352 0 166 0 143 138 116
Queue Length 95th (ft) #474 0 230 43 #304 #312 #241
Internal Link Dist (ft) 674 169 405
Turn Bay Length (ft) 1000 260 160
Base Capacity (vph) 1494 1547 1509 893 646 634 628
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 1.07 0.44 0.72 0.46 0.72 0.74 0.68
Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.

Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Queues
8: Airport Access Rd & 98th Avenue 12/04/2023
10-Cu+P PM - NEW 880 Doolittle 9:23 am 11/29/2022 Cumulative Plus Project PM Synchro 11 Report Kimley-Horn Page 5
Lane Group EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 2719 100 1838 328 16 216 88 134 58 10 v/c Ratio 2.69 1.03 0.89 0.36 0.26 0.13 0.14 1.47 0.04 0.02 Control Delay 781.8 148.8 33.2 4.0 56.6 12.6 0.5 298.2 18.8 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 781.8 148.8 33.2 4.0 56.6 12.6 0.5 298.2 18.8 0.0 Queue Length 50th (ft) ~1107 ~68 389 19 10 20 0 ~119 10 0 Queue Length 95th (ft) #1138 #163 427 54 31 36 0 #225 24 0 Internal Link Dist (ft) 250 280 220 326
Turn Bay Length (ft) 90 185 50 140 100 185
Base Capacity (vph) 1011 97 2058 919 62 1627 607 91 1493 654 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 2.69 1.03 0.89 0.36 0.26 0.13 0.14 1.47 0.04 0.02 Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.

Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

HCM 6th TWSC
1: Doolittle Dr & West Project Dwy 12/04/2023
10-Cu+P PM - NEW 880 Doolittle 9:23 am 11/29/2022 Cumulative Plus Project PM Synchro 11 Report Kimley-Horn Page 2
Intersection
Int Delay, s/veh 0.8
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 45 32 1158 73 15 1622
Future Vol, veh/h 45 32 1158 73 15 1622
Conflicting Peds, #/hr 0 0 0 4 4 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 50 -
Veh in Median Storage, # 2 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 93 93 93 93 93 93
Heavy Vehicles, % 0 0 7 8 0 6
Mvmt Flow 48 34 1245 78 16 1744
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 2192 666 0 0 1327 0
Stage 1 1288 - - - - -
Stage 2 904 - - - - -
Critical Hdwy 6.8 6.9 - - 4.1 -
Critical Hdwy Stg 1 5.8 - - - - -
Critical Hdwy Stg 2 5.8 - - - - -
Follow-up Hdwy 3.5 3.3 - - 2.2 -
Pot Cap-1 Maneuver ~ 40 407 - - 527 -
Stage 1 226 - - - - -
Stage 2 360 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver ~ 39 405 - - 525 -
Mov Cap-2 Maneuver 181 - - - - -
Stage 1 225 - - - - -
Stage 2 349 - - - - -
Approach WB NB SB
HCM Control Delay, s 28.4 0 0.1

HCM LOS D
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - 235 525 -
HCM Lane V/C Ratio - - 0.352 0.031 -
HCM Control Delay (s) - - 28.4 12.1 -
HCM Lane LOS - - D B -
HCM 95th %tile Q(veh) - - 1.5 0.1 -
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM Unsignalized Intersection Capacity Analysis
2: Proj Dwy & Hester St 12/04/2023
10-Cu+P PM - NEW 880 Doolittle 9:23 am 11/29/2022 Cumulative Plus Project PM Synchro 11 Report Kimley-Horn Page 3
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 152 0 0 53 29 60
Future Volume (Veh/h) 152 0 0 53 29 60
Sign Control Stop Stop Free
Grade 0% 0% 0%
Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89
Hourly flow rate (vph) 171 0 0 60 33 67
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 160 100 133 0 0
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 160 100 133 0 0
tC, single (s) 7.1 6.5 6.5 6.2 4.1
tC, 2 stage (s)
tF (s) 3.5 4.0 4.0 3.3 2.2
p0 queue free % 77 100 100 94 98
cM capacity (veh/h) 747 773 740 1082 1617
Direction, Lane # EB 1 WB 1 SB 1
Volume Total 171 60 100
Volume Left 171 0 33
Volume Right 0 60 67
cSH 747 1082 1617
Volume to Capacity 0.23 0.06 0.02
Queue Length 95th (ft) 22 4 2
Control Delay (s) 11.2 8.5 2.5
Lane LOS B A A
Approach Delay (s) 11.2 8.5 2.5
Approach LOS B A
Intersection Summary
Average Delay 8.1
Intersection Capacity Utilization 27.1% ICU Level of Service A Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis
3: Hester St & Adams Ave 12/04/2023
10-Cu+P PM - NEW 880 Doolittle 9:23 am 11/29/2022 Cumulative Plus Project PM Synchro 11 Report Kimley-Horn Page 4
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 152 26 52 225 69 135
Future Volume (Veh/h) 152 26 52 225 69 135
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89
Hourly flow rate (vph) 171 29 58 253 78 152
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 426
pX, platoon unblocked
vC, conflicting volume 200 554 186
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 200 554 186
tC, single (s) 4.1 6.4 6.2
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 96 83 82
cM capacity (veh/h) 1360 469 857
Direction, Lane # EB 1 WB 1 NB 1
Volume Total 200 311 230
Volume Left 0 58 78
Volume Right 29 0 152
cSH 1700 1360 669
Volume to Capacity 0.12 0.04 0.34
Queue Length 95th (ft) 0 3 38
Control Delay (s) 0.0 1.8 13.2
Lane LOS A B
Approach Delay (s) 0.0 1.8 13.2
Approach LOS B
Intersection Summary
Average Delay 4.8
Intersection Capacity Utilization 46.4% ICU Level of Service A Analysis Period (min) 15
HCM 6th TWSC
3: Hester St & Adams Ave 12/04/2023
10-Cu+P PM - NEW 880 Doolittle 9:23 am 11/29/2022 Cumulative Plus Project PM Synchro 11 Report Kimley-Horn Page 5
Intersection
Int Delay, s/veh 4.7
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 152 26 52 225 69 135
Future Vol, veh/h 152 26 52 225 69 135
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 89 89 89 89 89 89
Heavy Vehicles, % 26 24 4 6 4 2
Mvmt Flow 171 29 58 253 78 152
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 200 0 555 186
Stage 1 - - - - 186 -
Stage 2 - - - - 369 -
Critical Hdwy - - 4.14 - 6.44 6.22
Critical Hdwy Stg 1 - - - - 5.44 -
Critical Hdwy Stg 2 - - - - 5.44 -
Follow-up Hdwy - - 2.236 - 3.536 3.318
Pot Cap-1 Maneuver - - 1360 - 489 856
Stage 1 - - - - 841 -
Stage 2 - - - - 695 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 1360 - 465 856
Mov Cap-2 Maneuver - - - - 465 -
Stage 1 - - - - 841 -
Stage 2 - - - - 660 -
Approach EB WB NB
HCM Control Delay, s 0 1.5 13.2

HCM LOS B
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT
Capacity (veh/h) 666 - - 1360 -
HCM Lane V/C Ratio 0.344 - - 0.043 -
HCM Control Delay (s) 13.2 - - 7.8 0
HCM Lane LOS B - - A A
HCM 95th %tile Q(veh) 1.5 - - 0.1 -
HCM Signalized Intersection Capacity Analysis
4: Doolittle Dr & Adams Ave 12/04/2023
10-Cu+P PM - NEW 880 Doolittle 9:23 am 11/29/2022 Cumulative Plus Project PM Synchro 11 Report Kimley-Horn Page 6
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 224 113 1137 157 39 1686
Future Volume (vph) 224 113 1137 157 39 1686
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.2 5.2 5.8 5.8 4.6 5.8
Lane Util. Factor 1.00 1.00 0.95 1.00 1.00 0.95
Frpb, ped/bikes 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
Frt 1.00 0.85 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1641 1538 3505 1259 1504 3374
Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1641 1538 3505 1259 1504 3374
Peak-hour factor, PHF 0.84 0.84 0.84 0.84 0.84 0.84
Adj. Flow (vph) 267 135 1354 187 46 2007
RTOR Reduction (vph) 0 103 0 102 0 0
Lane Group Flow (vph) 267 32 1354 85 46 2007
Confl. Peds. (#/hr) 1 1
Confl. Bikes (#/hr) 5
Heavy Vehicles (%) 10% 5% 3% 25% 20% 7%
Turn Type Perm Perm NA Perm Prot NA
Protected Phases 2 1 6
Permitted Phases 8 8 2
Actuated Green, G (s) 14.2 14.2 27.2 27.2 2.8 34.6
Effective Green, g (s) 14.2 14.2 27.2 27.2 2.8 34.6
Actuated g/C Ratio 0.24 0.24 0.45 0.45 0.05 0.58
Clearance Time (s) 5.2 5.2 5.8 5.8 4.6 5.8
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 389 365 1594 572 70 1952
v/s Ratio Prot 0.39 0.03 c0.59
v/s Ratio Perm c0.16 0.02 0.07
v/c Ratio 0.69 0.09 0.85 0.15 0.66 1.03
Uniform Delay, d1 20.8 17.8 14.5 9.5 28.0 12.6
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 5.0 0.1 5.9 0.5 20.1 27.9
Delay (s) 25.7 17.9 20.3 10.1 48.1 40.5
Level of Service C B C B D D
Approach Delay (s) 23.1 19.1 40.7
Approach LOS C B D
Intersection Summary
HCM 2000 Control Delay 30.6 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 1.02
Actuated Cycle Length (s) 59.8 Sum of lost time (s) 15.6 Intersection Capacity Utilization 68.2% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
5: Doolittle Dr & Davis St 12/04/2023
10-Cu+P PM - NEW 880 Doolittle 9:23 am 11/29/2022 Cumulative Plus Project PM Synchro 11 Report Kimley-Horn Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 66 144 51 327 125 861 18 468 270 936 1081 49 Future Volume (vph) 66 144 51 327 125 861 18 468 270 936 1081 49 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.6 5.2 4.6 5.2 4.6 4.6 5.4 4.6 4.6 5.8 Lane Util. Factor 1.00 0.95 0.97 1.00 1.00 1.00 0.91 1.00 0.97 0.95 Frpb, ped/bikes 1.00 1.00 1.00 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 0.96 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.99
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1188 2894 3045 1226 1568 1543 5036 1474 3335 3284 Flt Permitted 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1188 2894 3045 1226 1568 1543 5036 1474 3335 3284 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) 75 164 58 372 142 978 20 532 307 1064 1228 56 RTOR Reduction (vph) 0 33 0 0 0 122 0 0 176 0 2 0
Lane Group Flow (vph) 75 189 0 372 142 856 20 532 131 1064 1282 0 Confl. Peds. (#/hr) 5 5 2 2
Confl. Bikes (#/hr) 1 5 1
Heavy Vehicles (%) 52% 18% 23% 15% 55% 3% 17% 3% 8% 5% 7% 55% Turn Type Prot NA Prot NA pm+ov Prot NA pm+ov Prot NA
Protected Phases 7 4 3 8 1 5 2 3 1 6
Permitted Phases 8 2
Actuated Green, G (s) 9.9 24.4 6.5 21.0 42.6 2.3 42.2 48.7 21.6 61.1 Effective Green, g (s) 9.9 24.4 6.5 21.0 42.6 2.3 42.2 48.7 21.6 61.1 Actuated g/C Ratio 0.09 0.21 0.06 0.18 0.37 0.02 0.37 0.43 0.19 0.53 Clearance Time (s) 4.6 5.2 4.6 5.2 4.6 4.6 5.4 4.6 4.6 5.8 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) 102 616 172 224 583 30 1856 626 629 1752 v/s Ratio Prot 0.06 c0.07 c0.12 0.12 c0.28 0.01 0.11 0.01 c0.32 c0.39 v/s Ratio Perm 0.27 0.08
v/c Ratio 0.74 0.31 2.16 0.63 1.47 0.67 0.29 0.21 1.69 0.73 Uniform Delay, d1 51.0 37.9 54.0 43.2 36.0 55.7 25.5 20.7 46.5 20.4 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 23.8 0.3 542.0 5.8 220.1 44.1 0.4 0.2 318.1 2.7 Delay (s) 74.8 38.2 596.0 49.0 256.1 99.9 25.9 20.9 364.5 23.2 Level of Service E D F D F F C C F C
Approach Delay (s) 47.5 321.1 25.8 177.8
Approach LOS D F C F
Intersection Summary
HCM 2000 Control Delay 186.7 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 1.21
Actuated Cycle Length (s) 114.5 Sum of lost time (s) 20.2 Intersection Capacity Utilization 102.1% ICU Level of Service G Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary
5: Doolittle Dr & Davis St 12/04/2023
10-Cu+P PM - NEW 880 Doolittle 9:23 am 11/29/2022 Cumulative Plus Project PM Synchro 11 Report Kimley-Horn Page 9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 66 144 51 327 125 861 18 468 270 936 1081 49 Future Volume (veh/h) 66 144 51 327 125 861 18 468 270 936 1081 49 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.99 1.00 0.98 1.00 0.98 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1129 1633 1559 1678 1085 1856 1648 1856 1781 1826 1796 1085 Adj Flow Rate, veh/h 75 164 58 372 142 978 20 532 307 1064 1228 56 Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Percent Heavy Veh, % 52 18 23 15 55 3 17 3 8 5 7 55
Cap, veh/h 85 579 197 173 252 657 32 1651 568 629 1633 74 Arrive On Green 0.08 0.26 0.26 0.06 0.23 0.23 0.02 0.33 0.33 0.19 0.49 0.49 Sat Flow, veh/h 1076 2261 768 3100 1085 1562 1570 5066 1484 3374 3320 151 Grp Volume(v), veh/h 75 110 112 372 142 978 20 532 307 1064 631 653 Grp Sat Flow(s),veh/h/ln 1076 1552 1478 1550 1085 1562 1570 1689 1484 1687 1706 1765 Q Serve(g_s), s 7.9 6.5 7.0 6.4 13.3 26.7 1.5 9.1 18.5 21.4 34.2 34.3 Cycle Q Clear(g_c), s 7.9 6.5 7.0 6.4 13.3 26.7 1.5 9.1 18.5 21.4 34.2 34.3 Prop In Lane 1.00 0.52 1.00 1.00 1.00 1.00 1.00 0.09
Lane Grp Cap(c), veh/h 85 397 378 173 252 657 32 1651 568 629 839 868 V/C Ratio(X) 0.88 0.28 0.29 2.15 0.56 1.49 0.62 0.32 0.54 1.69 0.75 0.75 Avail Cap(c_a), veh/h 138 473 451 173 252 657 86 1651 568 629 839 868 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 52.3 34.2 34.4 54.2 38.9 33.4 55.8 29.1 27.7 46.7 23.5 23.5 Incr Delay (d2), s/veh 29.3 0.4 0.4 537.2 2.8 228.2 17.9 0.5 3.7 318.0 6.1 6.0 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 2.8 2.5 2.6 15.4 3.7 59.0 0.7 3.6 7.0 36.5 14.3 14.8 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 81.6 34.6 34.8 591.4 41.7 261.6 73.6 29.7 31.3 364.7 29.7 29.5 LnGrp LOS F C C F D F E C C F C C
Approach Vol, veh/h 297 1492 859 2348
Approach Delay, s/veh 46.5 322.9 31.3 181.4
Approach LOS D F C F
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 26.0 43.2 11.0 34.6 7.0 62.2 13.7 31.9 Change Period (Y+Rc), s 4.6 * 5.8 4.6 5.2 4.6 5.8 4.6 5.2 Max Green Setting (Gmax), s 21.4 * 37 6.4 35.0 6.3 52.1 14.7 26.7 Max Q Clear Time (g_c+I1), s 23.4 20.5 8.4 9.0 3.5 36.3 9.9 28.7 Green Ext Time (p_c), s 0.0 4.1 0.0 1.3 0.0 7.5 0.1 0.0 Intersection Summary
HCM 6th Ctrl Delay 189.8
HCM 6th LOS F
Notes
User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.

HCM Signalized Intersection Capacity Analysis
6: Davis St & I-880 SB Ramp 12/04/2023
10-Cu+P PM - NEW 880 Doolittle 9:23 am 11/29/2022 Cumulative Plus Project PM Synchro 11 Report Kimley-Horn Page 10
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 1 1564 698 0 1473 478 0 0 0 667 0 621 Future Volume (vph) 1 1564 698 0 1473 478 0 0 0 667 0 621 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 5.8 5.8 5.8
Lane Util. Factor 0.91 1.00 0.95 1.00 0.95 0.91 0.95
Frpb, ped/bikes 1.00 0.98 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
Frt 1.00 0.85 1.00 0.85 1.00 0.93 0.85
Flt Protected 1.00 1.00 1.00 1.00 0.95 0.98 1.00
Satd. Flow (prot) 5085 1515 3505 1563 1698 1510 1447
Flt Permitted 0.91 1.00 1.00 1.00 0.95 0.98 1.00
Satd. Flow (perm) 4624 1515 3505 1563 1698 1510 1447
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) 1 1612 720 0 1519 493 0 0 0 688 0 640
RTOR Reduction (vph) 0 0 408 0 0 279 0 0 0 0 22 22
Lane Group Flow (vph) 0 1613 312 0 1519 214 0 0 0 461 423 400 Confl. Peds. (#/hr) 1 4 4 1
Confl. Bikes (#/hr) 1
Heavy Vehicles (%) 0% 2% 4% 0% 3% 1% 0% 0% 0% 1% 0% 6%
Turn Type Perm NA Perm NA Perm Split NA Perm
Protected Phases 2 6 4 4
Permitted Phases 2 2 6 4
Actuated Green, G (s) 26.0 26.0 26.0 26.0 23.2 23.2 23.2 Effective Green, g (s) 26.0 26.0 26.0 26.0 23.2 23.2 23.2 Actuated g/C Ratio 0.43 0.43 0.43 0.43 0.39 0.39 0.39
Clearance Time (s) 5.0 5.0 5.0 5.0 5.8 5.8 5.8
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 2003 656 1518 677 656 583 559
v/s Ratio Prot c0.43 0.27 c0.28
v/s Ratio Perm 0.35 0.21 0.14 0.28
v/c Ratio 0.81 0.48 1.00 0.32 0.70 0.73 0.72
Uniform Delay, d1 14.8 12.1 17.0 11.2 15.5 15.7 15.6
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 2.5 0.5 23.3 0.3 6.2 7.7 7.6
Delay (s) 17.3 12.7 40.3 11.4 21.7 23.4 23.2
Level of Service B B D B C C C
Approach Delay (s) 15.8 33.2 0.0 22.7
Approach LOS B C A C
Intersection Summary
HCM 2000 Control Delay 23.6 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.87
Actuated Cycle Length (s) 60.0 Sum of lost time (s) 10.8 Intersection Capacity Utilization 77.4% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
7: I-880 NB Ramp & Davis St 12/04/2023
10-Cu+P PM - NEW 880 Doolittle 9:23 am 11/29/2022 Cumulative Plus Project PM Synchro 11 Report Kimley-Horn Page 12
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 1565 664 0 1069 406 818 0 517 0 0 0 Future Volume (vph) 0 1565 664 0 1069 406 818 0 517 0 0 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 4.0 5.0 5.0 5.8 5.8 5.8
Lane Util. Factor 0.95 1.00 0.95 1.00 0.95 0.91 0.95
Frpb, ped/bikes 1.00 0.98 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
Frt 1.00 0.85 1.00 0.85 1.00 0.97 0.85
Flt Protected 1.00 1.00 1.00 1.00 0.95 0.96 1.00
Satd. Flow (prot) 3539 1547 3574 1550 1618 1535 1519
Flt Permitted 1.00 1.00 1.00 1.00 0.95 0.96 1.00
Satd. Flow (perm) 3539 1547 3574 1550 1618 1535 1519
Peak-hour factor, PHF 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Adj. Flow (vph) 0 1597 678 0 1091 414 835 0 528 0 0 0
RTOR Reduction (vph) 0 0 0 0 0 239 0 22 22 0 0 0
Lane Group Flow (vph) 0 1597 678 0 1091 175 468 445 406 0 0 0 Confl. Peds. (#/hr) 1 5 5 1
Confl. Bikes (#/hr) 1
Heavy Vehicles (%) 0% 2% 2% 0% 1% 2% 6% 0% 1% 0% 0% 0%
Turn Type NA Free NA Perm Perm NA Perm
Protected Phases 2 6 8
Permitted Phases Free 6 8 8
Actuated Green, G (s) 25.6 60.6 25.6 25.6 24.2 24.2 24.2 Effective Green, g (s) 25.6 60.6 25.6 25.6 24.2 24.2 24.2 Actuated g/C Ratio 0.42 1.00 0.42 0.42 0.40 0.40 0.40
Clearance Time (s) 5.0 5.0 5.0 5.8 5.8 5.8
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 1495 1547 1509 654 646 612 606
v/s Ratio Prot c0.45 0.31
v/s Ratio Perm 0.44 0.11 0.29 0.29 0.27
v/c Ratio 1.07 0.44 0.72 0.27 0.72 0.73 0.67
Uniform Delay, d1 17.5 0.0 14.6 11.4 15.4 15.4 14.9
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 43.9 0.9 1.7 0.2 6.9 7.4 5.8
Delay (s) 61.4 0.9 16.3 11.6 22.3 22.8 20.7
Level of Service E A B B C C C
Approach Delay (s) 43.4 15.0 22.0 0.0
Approach LOS D B C A
Intersection Summary
HCM 2000 Control Delay 29.4 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.90
Actuated Cycle Length (s) 60.6 Sum of lost time (s) 10.8 Intersection Capacity Utilization 80.2% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
8: Airport Access Rd & 98th Avenue 12/04/2023
10-Cu+P PM - NEW 880 Doolittle 9:23 am 11/29/2022 Cumulative Plus Project PM Synchro 11 Report Kimley-Horn Page 14
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 81 2250 8 86 1581 282 14 110 151 115 50 9 Future Volume (vph) 81 2250 8 86 1581 282 14 110 151 115 50 9 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.8 4.6 5.0 4.6 4.6 5.0 5.0 4.6 5.0 5.0 Lane Util. Factor 0.91 1.00 0.91 1.00 1.00 0.86 0.86 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 0.99 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 1.00 0.85 1.00 0.94 0.85 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 4843 1752 4715 1482 1253 4280 1318 1770 3505 1274 Flt Permitted 0.64 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3085 1752 4715 1482 1253 4280 1318 1770 3505 1274 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) 94 2616 9 100 1838 328 16 128 176 134 58 10 RTOR Reduction (vph) 0 1 0 0 0 139 0 54 54 0 0 6
Lane Group Flow (vph) 0 2718 0 100 1838 189 16 162 34 134 58 4 Confl. Peds. (#/hr) 2 1 1 2
Heavy Vehicles (%) 4% 7% 0% 3% 10% 9% 44% 9% 4% 2% 3% 25% Turn Type pm+pt NA Prot NA pm+ov Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 5 2 1 6
Permitted Phases 4 8 2 6
Actuated Green, G (s) 33.0 5.6 44.0 49.2 2.0 39.8 39.8 5.2 43.0 43.0 Effective Green, g (s) 33.0 5.6 44.0 49.2 2.0 39.8 39.8 5.2 43.0 43.0 Actuated g/C Ratio 0.32 0.05 0.42 0.47 0.02 0.38 0.38 0.05 0.42 0.42 Clearance Time (s) 5.8 4.6 5.0 4.6 4.6 5.0 5.0 4.6 5.0 5.0 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) 982 94 2002 703 24 1644 506 88 1454 528 v/s Ratio Prot 0.06 c0.39 0.01 0.01 c0.04 c0.08 c0.02
v/s Ratio Perm c0.88 0.11 0.03 0.00
v/c Ratio 2.77 1.06 0.92 0.27 0.67 0.10 0.07 1.52 0.04 0.01 Uniform Delay, d1 35.3 49.0 28.1 16.4 50.5 20.4 20.2 49.2 18.0 17.8 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 798.5 111.2 7.2 0.2 52.8 0.1 0.3 284.5 0.1 0.0 Delay (s) 833.8 160.2 35.3 16.6 103.3 20.5 20.4 333.7 18.1 17.8 Level of Service F F D B F C C F B B
Approach Delay (s) 833.8 38.1 24.6 227.4
Approach LOS F D C F
Intersection Summary
HCM 2000 Control Delay 437.1 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 1.30
Actuated Cycle Length (s) 103.6 Sum of lost time (s) 20.0 Intersection Capacity Utilization 130.0% ICU Level of Service H Analysis Period (min) 15
c Critical Lane Group
Appendix B
Notice of Preparation (NOP) and NOP Comment Letters

NOTICE OF PREPARATION FOR A DRAFT ENVIRONMENTAL IMPACT REPORT FOR PLN22-0039, A NEW WAREHOUSE PROJECT
AT 880 DOOLITTLE DRIVE, SAN LEANDRO, CALIFORNIA 94577
Date: November 22, 2023
To: State Clearinghouse and Interested Parties and Organizations Project Title: 880 Doolittle Drive Industrial Project
Lead Agency: City of San Leandro
Community Development Department
835 East 14th Street
San Leandro, California 94577
Contact: Cindy Lemaire, AICP, CNU-A, Senior Planner, Community Development Department
Public Review Period: November 22, 2023 through December 22, 2023, 2023 (30 days) in accordance with CEQA Guidelines Section 15082
Purpose of the Notice
The intent of this Notice of Preparation (NOP) is to inform agencies and interested parties that the City of San Leandro (City) is preparing a Draft Environmental Impact Report (EIR) for the proposed 880 Doolittle Drive Industrial Project in accordance with California Environmental Quality Act (CEQA) Guidelines Section 15082. This NOP provides information about the project and its potential environmental effects and requests that comments be provided on the scope and content of the Draft EIR.

Project Location
The project site is located at 880 Doolittle Drive, which is on the east side of Doolittle Drive just east of adjacent properties with frontage on Doolittle Drive, approximately 0.2 mile north of its intersection with Davis Street, in San Leandro, California. The intersection of Davis Street and Doolittle Drive is the nearest roadway intersection to the project. The project site is approximately 14.14 acres and consists of two Assessor’s parcels: APN 77A-0741-004-02 and 77A-0741-005-00. Existing access to the project site is from a driveway on Doolittle Drive (State Route 61) and from a driveway at the southern terminus of Hester Street, north of the project site. The project site is included on a list of hazardous material sites compiled pursuant to Government Code Section 65962.5. Figure 1 shows the site location in a regional context.

Figure 2 shows an aerial view of the location of the site relative to the surrounding area.

Project Description
The project involves the demolition of existing warehouse buildings on the site, which are currently vacant, and associated surface parking. Following demolition of existing structures and a lot merger, the proposed project would include construction of a new warehouse with supporting office space, site improvements, and landscaping. The proposed warehouse would be approximately 244,573 square feet, comprised of a 229,573 square-foot of warehouse and 15,000 square feet of associated office space. Approximately 10,000 square feet of office space would be provided on the ground floor alongside the warehouse use. The remaining 5,000 square feet of office space would be on a mezzanine level of the warehouse. The maximum building height as proposed is 50 feet with an interior clear height of 40 feet. The warehouse would be served by 64 dock-high loading doors and surface parking. Surface parking as proposed includes 116 standard parking stalls, 57 compact parking stalls, 3 accessible standard stalls, 3 accessible van stalls, 21 electric vehicle charging stations, and 4 clean air/vanpool stalls.

A Conditional Use Permit, Site Plan Review, Height Exception, Building Permit, Grading Permit, a Tree Removal Permit, and a lot merger would be required to implement the project. Figure 3 shows a project concept schematic of the proposed project.

Potential Environmental Effects
An Initial Study will be prepared for the project. The City preliminarily anticipates that the project would have no impact, a less than significant impact, or a less than significant impact with mitigation incorporated for all environmental issue areas evaluated under CEQA except for greenhouse gas emissions, hazards and hazardous materials, noise, and transportation, as well as mandatory findings of significance associated with these issue areas. The Draft EIR will further evaluate the potential project impacts related to these environmental issue areas.

The Draft EIR will describe the reasonably foreseeable and potentially significant adverse effects of the proposed project (both direct and indirect). The Draft EIR will also evaluate the cumulative impacts of the project when considered in conjunction with other related past, present, and reasonably foreseeable future projects. The Draft EIR will identify mitigation to avoid and/or reduce impacts deemed potentially significant, identify a reasonable range of alternatives, and compare the environmental impacts of the alternatives to the impacts of the proposed project. Comments provided in response to the NOP and the results of the ensuing analyses may identify additional environmental topics to be evaluated.

When the Draft EIR is completed, it will be available for review at the City’s Community Development Department located at 835 East 14th Street, San Leandro, California.

Providing Comments
At this time, the City is soliciting comments on the scope of the Draft EIR, including potential environmental impacts of the project and alternatives to be considered. This information will be considered when preparing the Draft EIR’s discussion of environmental impacts, mitigation measures, and alternatives.

Because of time limits mandated by State law, comments must be received no later than 5:00 p.m. on December 22, 2023, which ends the 30-day scoping period.

Comments may be submitted by U.S. mail or by email prior to the close of the NOP scoping period.

Mail comments to:

Cindy Lemaire
Community Development Department
City of San Leandro
835 East 14th Street
San Leandro, California 94577
Email comments to Cindy Lemaire at: [email protected] For comments submitted via email, please include “NOP Comments: 880 Doolittle Drive Industrial Project” in the subject line and the name and physical address of the commenter in the body of the email.

San Leandro City CouncilMay 5, 2025

San Leandro City Council
May 5, 2025