City Council and Authorities Concurrent
July 8, 2025

Memorandum
To
Date
Copies
Reference number
From
File reference
Subject
City of Santa Clara
Dec 19th, 2024
Related Santa Clara
239661/Memo 5
Arup
2024-12-19 RSC Traffic Analysis Memo rev5
Related Santa Clara Project - Master Community Plan
Amendment
Traffic Analysis for EIR Addendum

1. Introduction

1.1 Project Description
Related is proposing an amendment to the approved Master Community Plan (MCP) for the Related Santa Clara Project as follows:

1. A new land use classification of 1.6 million square feet of light industrial use in the northeastern area of the project site including Parcels 1 & 2 (refer to Figure 1.1) and defined as the ‘Northeast Parcel’ for this Traffic Analysis.

2. Densify office uses in Parcel 4 of City Center (refer to Figure 1.1) beyond the allowed MCP’s density transfer provisions.

3. Retain the total approved gross square footage of the approved entitlement.

4. Revise site circulation and infrastructure improvement plans to accommodate the above changes (refer also to Figure 1.2).

The updated land use classification and distribution including both changes fo r City Center and the
Northeast P
arcel is defined as ‘Scheme C’. As shown in Figure 1.2, the updated site circulation and access configuration for the Northeast Parcel includes three new intersections off Lafayette Street:

Lafayette Street / North Access Road (Intersection ID 86), Lafayette Street / Jug Handle (Intersection ID 87) and Lafayette Street / South Access Road (Intersection ID 88).

For Scheme C, these intersections have been reconfigured compared to the layout proposed in the City Place Santa Clara Project Final Environmental Impact Report dated April 2016 1 (referred to as ‘2016
EIR’ in this document) as part of the revised Northeast Parcel site layout and circulation and to accommodate the updated traffic volumes and access requirements evaluated by this study. Intersection layouts including the proposed double right turn lanes and additional right-of-way requirements are subject to further revision as part of the Development Area Plan study and approval process. The updated site plan for the Northeast Parcel removes the previously planned connection of the Northeast Parcel to Lick Mill Boulevard in the Tasman East Specific Plan Area (referred to as ‘Tasman East’ in 1 https://www.santaclaraca.gov/Home/Components/BusinessDirectory/BusinessDirectory/135/3650

this document) which is located between Parcel 2 and Tasman Drive (refer to Figure 1.1). The Lick Mill Boulevard North section connecting Tasman Drive with Tasman East would still be provided as planned for Tasman East. However, there will be no ‘Lick Mill Connection’ from Lick Mill Boulevard North to the Northeast Parcel internal road network. To determine the impact of removing this Lick Mill Connection, two access schemes are evaluated:
 The access scheme ‘Without Lick Mill Connection as proposed for Scheme C; and  The access scheme ‘With Lick Mill Connection’ as assumed in the 2016 EIR for Scheme B

2. Figure 1.1: Related Santa Clara Development Area

2 The Cityplace Master Community Plan included two different land use schemes (Scheme A and Scheme B) to capture the range of po ssible land uses that could be developed. The 2016 EIR only evaluated Scheme B as the land use scenario with the expected higher trip generation due to the focus on office development. Therefore, the Scheme C analysis in this report is compared to Scheme B.

Figure 1.2: Access Configurations

1.2 Purpose and Content of this Document
This document summarizes the traffic and transportation analysis completed for the Related Santa Clara Project (referred to as ‘Project’ in this document) Environmental Impact Report Addendum to evaluate the impacts of the updated development plans defined by Scheme C and considering updated background and cumulative traffic assumptions. The traffic and transportation analysis approach is discussed in Section 2.

This Memorandum summarizes the following analysis and outputs:
 Trip generation assumptions and trip generation calculation for the Project (Section 3);  Trip distribution assumptions and outputs for the Project (Section 4);  Evaluation of the impacts of the ‘Without Lick Mill Connection’ access scheme compared to the ‘With Lick Mill Connection’ access scheme for Project with Cumulative conditions (Section 5);  Traffic analysis for Project with Background conditions (Section 6);  Traffic analysis for Project with Cumulative conditions (Section 7) ;  Evaluation of other transportation considerations (Section 8); and  Travel Demand Management requirements (Section 9).

1.3 Summary of Impacts
The Scheme C total Project trips are reduced by 20% for the AM Peak hour, 24% for the PM Peak hour and 30% for daily trips compared to the number of trips generated by Scheme B evaluated in the 2016 EIR. The increased land use density in City Center, change of the mix of land uses, modifications to the internal site road network and change in travel patterns and vehicle trip distribution could result in more vehicle trips at certain intersections providing access to City Center as well as intersections in close proximity to the Project site.

Still, the traffic and intersection level of service analysis for the Without Lick Mill Connection access scheme demonstrates that Scheme C does not substantially increase the severity of the significant impacts previously identified by the 2016 EIR.

The 2016 EIR found that Scheme B would have a significant unavoidable impact on signalized intersections because of the Level of Service (‘LOS’) deteriorating to either ‘E’ or ‘F’ with significant unavoidable impacts under Cumulative with Project conditions. With the general reduction in Project trips, the Scheme C traffic analysis is completed for a reduced study area compared to the 2016 EIR.

Within this reduced study area and considering the changed distribution due to the updated development context and removal of the Lick Mill Connection, the traffic analysis for Scheme C identified eleven intersections with a LOS ‘E’ or ‘F’ under Cumulative with Project conditions. The 2016 EIR also identified eleven intersections with a LOS ‘E’ or ‘F’ under Cumulative with Project conditions.

Ten of these intersections are similar in the 2016 EIR and the Scheme C analysis Without the Lick Mill Connection. Out of these ten intersections with a LOS ‘E’ or ‘F’ identified in both the 2016 EIR and Scheme C analysis, five record less delay under Scheme C compared to the 2016 EIR and four result in an increase in delay. There are eleven intersections within the reduced study area where the LOS either improves or deteriorates for Scheme C when compared to Scheme B.

The intersection at Great America Parkway / Tasman Drive (Intersection ID 8) improves from LOS ‘F’ as identified in the 2016 EIR to ‘D’ during the AM Peak hour for Scheme C and remains at LOS ‘F’ during the PM Peak hour. The intersection at Tasman Drive / Convention Center (Intersection ID 9) improves from LOS of ‘F’ for both peak hours to LOS ‘D’ during the PM Peak hour and LOS ‘B’ during the AM Peak hour. The intersection at Centennial Boulevard / Tasman Drive (Intersection ID 11) improves from LOS ‘F’ to LOS ‘B’ for Scheme C during the AM Peak hour and remains at LOS ‘F’ during the PM Peak hour. The intersection at Lick Mill Boulevard / Tasman Drive (Intersection ID 14) improves from LOS ‘F’ as identified for both peak hours in the 2016 EIR to LOS ‘D’ in the AM Peak hour and LOS ‘E’ in the PM Peak hour for Scheme C. The intersection at Great America Parkway / Old Glory Lane (Intersection ID 64) improves from LOS ‘F’ in the 2016 EIR to LOS ‘D’ for Scheme C during the AM Peak hour. It remains at LOS ‘F’ during the PM Peak hour. The intersection at Lafayette Street / Calle Del Mundo (Intersection ID 89) improves from LOS ‘F’ in the PM Peak hour in the 2016 EIR to LOS ‘B’ for Scheme C. It remains at LOS ‘F’ during the AM Peak hour though with a reduction in delay.

The intersection at Great America Parkway / Great America Way (Intersection ID 59) results in a deteriorating LOS from ‘D’ to ‘F’ under Scheme C Cumulative with Project conditions for the AM Peak hour and LOS ‘E’ to ‘F’ during the PM Peak hour. Delays increase at the intersection at Great America Parkway / Old Mountain View (Intersection ID 60) for both the AM Peak hour and PM Peak hour for Scheme C when compared to the 2016 EIR results though the LOS remains at LOS ‘F’ for the AM Peak hour and LOS ‘E’ during the PM Peak hour. The intersection at Great America Way / Bunker Hill (Intersection ID 63) deteriorates from LOS ‘B’ in the 2016 EIR to LOS ‘E’ for Scheme C during the PM Peak hour largely because of non-Project trips generated by recently approved other development projects in this area. During the AM Peak hour this intersection performs at LOS ‘B’ for both Scheme C and the 2016 EIR. At the intersection of Great America Parkway / Patrick Henry Drive (Intersection ID 65) the LOS deteriorates from ‘C’ as identified in the 2016 EIR to ‘D’ for Scheme C during the AM Peak hour. The LOS remains at ‘F’ during the PM Peak hour, however, delays increase for Scheme C. The intersection at Great America Parkway / Mission College Boulevard (Intersection ID 66) deteriorates from LOS ‘E’ to ‘F’ in Scheme C during the AM Peak hour. The LOS remains at ‘F’ during the PM Peak hour, however, delays increase for Scheme C.

The intersection at Lafayette Street / Calle de Luna (Intersection ID 90) improves from LOS ‘E’ to ‘C’ for Scheme C under Cumulative with Project conditions during the AM Peak hour and deteriorates from LOS ‘C’ to ‘E’ during the PM Peak hour. These results are based on the Scheme C network Without the Lick Mill Connection.

With the Lick Mill Connection, additional intersections are identified with LOS ‘E’ or ‘F’ under Cumulative with Project conditions for Scheme C including the intersection at Great America Parkway / Cityplace Parkway (Intersection ID 61), intersection at Great America Parkway / Second Street (Intersection ID 62), intersection at Lafayette Street / Great America Way (Intersection ID 85) and intersection at Lafayette Street / North Access Road to the Northeast Parcel which is a new intersection (Intersection ID 86). The Intersection at Lafayette Street / Calle de Luna (Intersection ID 90) would operate at a better level of service during the PM peak hour With the Lick Mill Connection (LOS D) versus Without the Lick Mill Connection (LOS E). The intersection at Lafayette Street / South Access

Road (Intersection ID 88) has a LOS ‘A’ in both peak hours With the Lick Mill Connection which deteriorates to LOS ‘D’ during the AM Peak hour and ‘B’ during the PM Peak hour Without the Lick Mill Connection. For intersections with LOS ‘E’ or ‘F’ for both access schemes delays increase at three intersections under Cumulative Conditions Without the Lick Mill Connection compared to delays With the Lick Mill Connection. Delays are reduced at three intersections under Cumulative Conditions Without the Lick Mill Connection compared to delays With the Lick Mill Connection. Overall, the performance of intersections deteriorates With the Lick Mill Connection compared to the access scheme Without the Lick Mill Connection primarily due to an increase in No Project trips across Northeast Parcel internal and external road network.

Under Background with Project conditions, the number of intersections with a LOS ‘E’ or ‘F’ within the reduced study area is reduced from ten to one. This is a consequence of the reduced Project trips and adjusted No Project Background conditions. The adjusted No Project Background conditions are based on traffic counts collected in 2018/19 which are lower than the Background No Project conditions forecast and adopted in the 2016 EIR.

In terms of other transportation considerations including truck circulation, construction traffic, game- day analysis and transit, bike and pedestrian impacts, the impacts of Scheme C are either at the same level or less severe than impacts identified by the 2016 EIR.

2. Study Approach
This traffic analysis compares traffic and transportation impacts for the modified land use program defined as Scheme C to the impacts identified in the 2016 EIR traffic and transportation analysis. The limited purpose of this comparison is to make the threshold determination of whether Scheme C substantially increases the severity of previously identified impacts in order to determine if a supplemental analysis under CEQA is required. The traffic analysis is limited to evaluating Background with Project and Cumulative with Project conditions utilizing existing and available information, including pre-pandemic traffic count data and data obtained from running the City of Santa Clara Travel Demand Model to obtain Project specific traffic volume outputs. However, a full City of Santa Clara model update is not undertaken.

The following subsections outline the specific methodology, data inputs and outputs for trip generation, trip distribution, intersection analysis and evaluation of other transportation impacts.

2.1 Trip Generation and Reductions for Internalization and Transit The following approach is adopted:
 Trip generation is based on rates adopted by the 2016 EIR (generally, 9th edition of ITE rates). It needs to be noted that for some land uses, trip generation rates are lower in the current ITE editions, and the adoption of these newer rates would result in lower total trip generation. For Entertainment (LUC 445), the 9th edition does not include a daily trip rate. To estimate the daily trips using the 9th edition ITE rates a daily rate is derived using an inflated peak hour rate based on the difference of daily to peak hour rates in the latest 11th edition of ITE.  For the industrial development in the Northeast Parcel area, ITE rate 140 (based on 11th edition of ITE rates) for Manufacturing is adopted for vehicle trips. This land use has the highest trip rate for PM peak hour compared to other industrial rates and only a marginally lower AM Peak hour rate compared to other industrial rates. Also, the daily rate is only minimally lower than rate 110 for General Light Industrial uses. Since the PM peak hour is the most critical traffic period for this development, rate 140 represents the most intense and therefore most conservative rate for the planned program for the Northeast Parcel.
 For trucks, ITE rate 150 (based on 11th edition of ITE rates) is adopted to consider the highest potential volume for truck daily traffic that could be generated by the new Project. Peak hour truck trips are generally low across all industrial land uses whereas daily trips are critical for air quality and noise analysis.
 Internalization and TDM and transit-based trip reduction adjustment rates are derived from the 2016 EIR and subsequent DAP 13 and DAP 24. These will be used for hotel, retail, entertainment and Food & Beverage (‘F&B’) land uses to estimate the projected trip internalization and to align internalization assumptions with the previous work trip generation estimates and related

3 https://www.santaclaraca.gov/home/showpublisheddocument/66479/637172989485400000 4 https://santaclara.legistar.com/View.ashx?M=F&ID=8660679&GUID=D6728889-E947-4B81-A2C5-3EBC1C2DC624

internalization assumptions provided for City Center and Northeast Parcel areas. For residential land uses, internalization is based on a blended approach using the publicly available version of the MXD tool5 and the ITE Trip Internalization Method6. This update of the residential internalization rate responds to the increase in residential areas under Scheme C7.  Considering that the Northeast Parcel area is not part of the mixed-use development in City Center, internalization is not applied to the Northeast Parcel area trip generation. Also, considering the industrial / warehousing land use a 5% transit reduction is not applied to the Northeast Parcel trip generation.
 The transit trip reduction is not applied to part of Parcel 4 including 1.23m square feet of office area in the northwest corner considering that part of Parcel 4 does not fall within 0.5 miles of both the VTA and ACE transit stations.

2.2 Trip Distribution
The following approach is adopted:
 A reduced study area network (refer to Figure 2.1) is adopted for this Traffic Analysis compared to the study area of the 2016 EIR considering the overall reduction in trips during the AM Peak hour, PM Peak hour and also daily. The increased land use density in City Center, change of the mix of land uses, modifications to the internal site road network and change in travel patterns and vehicle trip distribution could result in more vehicle trips at certain intersections providing access to City Center as well as intersections in close proximity to the Project site. In addition, the combined impact of reduced Project trips and recently approved development projects along Great America Parkway (Kylli mixed use development and Patrick Henry Drive Specific Plan) needs to be evaluated and therefore intersections on Great America Parkway between Tasman Drive and US 101 are included in the reduced study area. Intersections along Great America Parkway south of US 101 and the remainder of the wider network studied as part of the 2016 EIR are expected to only see a reduction in Project trips. The traffic signals included in the study area are listed in Table 1.1.

Intersection identifiers are identical with the numbers used in the 2016 EIR. Figure 2.2 shows the locations of these signalized intersections.
 The City of Santa Clara (‘CSC’) Travel Demand Model is used to prepare select zone plots to derive an updated trip distribution pattern that accounts for the currently proposed land uses and the other approved and pending development in the project vicinity. A separate select zone plot is extracted from the CSC model for trucks generated by the industrial uses on the Northeast Parcel.

This updated trip distribution assumption is adopted for this study and replaces the distribution assumptions included in the 2016 EIR.

5 https://www.epa.gov/smartgrowth/mixed-use-trip-generation-model 6 https://www.ite.org/technical-resources/topics/trip-and-parking-generation/other-resources/ 7 Note: by adopting this approach, the proprietary tool from Fehr & Peers which was used to estimate internalization for the EIR will not be required.

 Based on the updated trip distribution obtained from the CSC model traffic volumes generated by the Project are assigned to the internal Project site network, access points to the Project site and surrounding road network including Tasman Drive, Great America Parkway, Lafayette Street and connections to Lick Mill Boulevard, SR 237 and local roads using a local VISUM traffic model (refer to Figure 2.1 illustrating the network and traffic generation / attraction zones) developed for the Related Santa Clara Project. The updated trip distribution obtained from the CSC model and therefore adopted for the traffic assignment in the local VISUM model also considers trips to and from new development areas along Great America Parkway including trips to and from Bunker Hill Lane, Kylli Mixed Use Development (for cumulative analysis only), Patrick Henry Drive Specific Plan (for cumulative analysis only), Mission College Blvd East & West approaches, US 101 North & South approaches, and Bowers Ave South. In general, the same trip distribution is adopted for the Background with Project and Cumulative with Project
8 conditions. Trips to and from Kylli Mixed
Use Development and Patrick Henry Drive Specific Plan are only considered for Cumulative with Project conditions.
 The traffic distribution derived from the CSC model is adopted for the access scheme ‘Without Lick Mill Connection’9 and the access scheme ‘With Lick Mill Connection’. By evaluating traffic impacts for both access schemes, the impact of removing the Lick Mill Connection and respective differences in Project traffic assignment to the local road network and access points to the Project site can be assessed for the AM and PM peak hour. The South Access Road within the Northeast Parcel might be reconfigured for the With Lick Mill Connection access scheme as part of the evolution of the site plan and may therefore not be connected to Lick Mill. The potential impact of this network modification would be evaluated through the DAP process.  Cumulative No Project traffic volumes are manually adjusted for the ‘With Lick Mill Connection’ access scheme to reflect that the Lick Mill Connection is available for through traffic connecting Lafayette Street with Tasman Drive. This adjustment is based on difference plots derived from the CSC model visualizing Cumulative with Project traffic volumes With and Without the Lick Mill Connection.

8 Note: The trip distribution derived from the CSC model is based on the 2035 year since the latest CSC model update is only available for 2035. The 2035 distribution is considered to be represantive for 2040 Cumulative Conditions. 9 Note: A bike and ped connection to Tasman East via Lick Mill Boulevard North to provide a bike connection from Tasman Drive to City Center will be included in the planning for the Northeast Parcel and is recognized in the multimodal analysis for the Northeast Parcel but is not part of the traffic analysis scope discussed in this document

Figure 2.1: Study Area and VISUM Local Area Network Model

2.3 Intersection Analysis
The following approach is adopted:
 The reduced study area for the intersection analysis includes the road network and related intersections in the vicinity of the Project and intersections on Great America Parkway between Tasman Drive and US 101 as illustrated in Figure 2.2 below. The intersections included in this traffic analysis are listed in Table 2.1. All intersections are located within the City of Santa Clara. The listing identifies intersections that are part of the Valley Transportation Authority (VTA) Congestion Management Program (CMP). Intersection identifiers (ID) are aligned with the numbering scheme adopted previously for the 2016 EIR.

Table 2.1 Intersections included in the Traffic Analysis ID Intersection Jurisdiction (CMP intersection)
8 Great America Parkway/Tasman Drive Santa Clara (CMP)
9 Tasman Drive / Convention Center Access Santa Clara
10 Tasman Drive / Avenue A Santa Clara
11 Centennial Boulevard/Tasman Drive Santa Clara
12 Tasman Drive / Avenue C Santa Clara
13 Calle Del Sol/Tasman Drive Santa Clara
14 Lick Mill Blvd/ Tasman Drive Santa Clara
57 Great America Parkway/ SR 237 WB San Jose (CMP)
58 Great America Parkway/ SR 237 EB San Jose (CMP)
59 Great America Parkway/Great America Way Santa Clara
60 Great America Parkway/Old Mountain View Santa Clara
61 Great America Parkway/ Cityplace Pkwy Santa Clara
62 Great America Parkway/ Second St Santa Clara
63 Great America Parkway / Bunker Hill Lane Santa Clara 64 Great America Parkway / Old Glory Lane Santa Clara
65 Great America Parkway / Patrick Henry Drive Santa Clara 66 Great America Parkway / Mission College Boulevard Santa Clara (CMP) 67 Great America Parkway / US 101 NB Off Ramp Santa Clara (CMP) 68 Bowers Avenue / US 101 SB Off Ramp Santa Clara (CMP) 85 Lafayette St/Great America Way Santa Clara
86 Lafayette St/North Access Road Santa Clara
87 Lafayette St/ Jug Handle Santa Clara
88 Lafayette St/South Access Road Santa Clara
89 Lafayette St/Calle Del Mundo Santa Clara
90 Lafayette St/Calle de Luna Santa Clara
114 Calle Del Sol /Calle De Luna Santa Clara

Figure 2.2: Study Intersection Locations and Identifiers

 A LOS and total intersection delay analysis for the Scheme C Project is provided for a select set of intersections within the reduced study area unde r Cumulative with Project conditions for the AM and PM Peak hour for the two access sche mes ‘Without Lick Mill Connection’ and ‘With Lick Mill Connection’ to determine the impact of eliminating the Lick Mill Connection from Tasman East into the Northeast Parcel.
 The following intersections are included in this analysis:
o Great America Parkway / Tasman Drive (ID 8)
o Centennial Boulevard / Tasman Drive (ID 11)
o Calle Del Sol / Tasman Drive (ID 13)
o Lick Mill Blvd / Tasman Drive (ID 14)
o Great America Parkway / Great America Way (ID 59)
o Great America Parkway / Old Mountain View (ID 60)
o Great America Parkway / Cityplace Pkwy (ID 61)
o Great America Parkway / Second St (ID 62)
o Lafayette St / Great America Way (ID 85)
o Lafayette St / Future Access Road North (ID 86)
o Lafayette St / Jug Handle (ID 87)
o Lafayette St / Future Access Road South (ID 88)
o Lafayette St / Calle Del Mundo (ID 89)
o Lafayette St / Calle de Luna (ID 90)
o Calle Del Sol / Calle De Luna (ID 114)
 A LOS and total intersection delay analysis for Scheme C Project is provided for all intersections within the reduced study area under Cumulative with Project and Background with Project conditions for the AM and PM peak hour Without the Lick Mill Connection.  The following intersections are included in this analysis:
o Great America Parkway / Tasman Drive (ID 8)
o Tasman Drive / Convention Center Access (ID 9)
o Tasman Drive / Avenue A (ID 10)
o Centennial Boulevard / Tasman Drive (ID 11)
o Tasman Drive / Avenue C (ID12)
o Calle Del Sol / Tasman Drive (ID 13)
o Lick Mill Blvd / Tasman Drive (ID 14)
o Great America Parkway/ SR 237 WB (ID 57)
o Great America Parkway/ SR 237 EB (ID58)
o Great America Parkway / Great America Way (ID 59)
o Great America Parkway / Old Mountain View (ID 60)
o Great America Parkway / Cityplace Pkwy (ID 61)
o Great America Parkway / Second St (ID 62)
o Great America Parkway / Bunker Hill Lane (ID 63)
o Great America Parkway / Old Glory Lane (ID 64)
o Great America Parkway / Patrick Henry Drive (ID 65)
o Great America Parkway / Mission College Boulevard (ID 66) o Great America Parkway / US 101 NB Off Ramp (ID 67)

o Bowers Avenue / US 101 SB Off Ramp (ID 68)
o Lafayette St / Great America Way (ID 85)
o Lafayette St / Future Access Road North (ID 86)
o Lafayette St / Jug Handle (ID 87)
o Lafayette St / Future Access Road South (ID 88)
o Lafayette St / Calle Del Mundo (ID 89)
o Lafayette St / Calle de Luna (ID 90)
o Calle Del Sol / Calle De Luna (ID 114)
 The intersection layouts and lane configurations are generally adopted from the 2016 EIR. Where mitigation was proposed as part of the 2016 EIR, this mitigation is assumed for the intersection analysis for this study including mitigation proposed for Background with Project conditions in order to compare the traffic impact under Background with Project conditions for Scheme C with the traffic impact under Background with Project conditions for Scheme B included in the 2016 EIR

10. For the intersections of Lafayette Street / Calle Del Mundo (Intersection ID 89) and Calle Del Sol / Calle De Luna (Intersection ID 114) the layout is informed by the Tasman East Specific Plan. Further detail about the adopted intersection mitigation is provided in Appendix C.  Intersection layouts including the proposed double right turn lanes at a new intersection or additional right-of-way requirements at existing and new intersections proposed along Lafayette Street are subject to further validation and potential revision as part of the DAP study and approval process.
 For Background no Project traffic volumes, the 2018/19 traffic counts referenced in the recently completed EIR studies for Menlo Equities, Mission Point and Patrick Henry Drive and Freedom Circle Focus Area Plan are adopted. These 2018/19 traffic counts are also referenced in DAP 2 and they represent a conservative scenario since data was collected pre-pandemic. For any intersection not included in these 2018/19 traffic counts, the 2014 counts and the 2% annual growth approach adopted in the various EIRs mentioned above will provide the Background traffic volumes.  Cumulative No Project volumes are derived from the 2035 CSC model adopted for the Kylli Transportation Study by completing a separate CSC model run with Related Santa Clara Project land uses removed from the model. The model land use assumptions reflect ABAG 2035 land use projections in most locations. In the vicinity of the Project site, the model assumes buildout of the Patrick Henry Drive Specific Plan (Option 2) without a new roadway connection between Patrick Henry Drive and Mission College Boulevard), the Freedom Circle Focus Area, Kylli Mixed-Use Development (3,000,000 square feet of commercial office/lab space, 100,000 square feet of neighborhood retail, 1,800 new multi-family residential dwelling units, a 10,000 square feet childcare facility, and indoor and outdoor community spaces), and the Amended Tasman East Specific Plan. The model also assumes completion of 150,000 square feet of approved office space at 3001 Tasman Drive, 140,000 square feet of approved retail/restaurant/ entertainment uses at 1

10 The 2016 EIR considered mitigation at intersections 90, 114, 64 and 65 (refer to table 3.3-20 Project‐Specific (Existing with‐Project/Background with‐Project) Intersection Mitigation Measures.

Great America Parkway, and the proposed developments at 2901 Tasman Drive (865,950 net square feet of office space) and at 4949 Great America Parkway (319 room hotel and 5,758 square feet of restaurant space). While the ABAG land use data do not reflect any growth in enrollment at Mission College from 2018 to 2035, the forecasts were modified to reflect a 7.5 percent increase in enrollment by the Year 2035 based on historic data obtained from the California Community Colleges Chancellor’s Office
 Traffic volumes forecast by the 2035 CSC model are used to determine the difference to ‘Existing’ 2019 CSC model data. These outputs are used to adjust the 2018/19 traffic counts to derive 2035 Cumulative No Project volumes for all intersection movements within the study area. Traffic forecast for the south approach at the intersection of Tasman Drive / Centennial Boulevard (Intersection ID 11) are shifted to the South approach at intersection Tasman Drive / Convention Center (Intersection ID 9) to reflect the expected access to the new retail development area.  The traffic analysis is completed using Synchro software to assess the performance of intersections using the Highway Capacity Manual 2000 (HCM 2000) methodology and is consistent with VTA Traffic Level of Service Analysis Guidelines as per City of Santa Clara requirements for traffic studies

11. Since truck traffic volumes are low during peak times the standard 2% truck volume setting is applied in Synchro.

2.4 Other Transportation Impacts and Travel Demand Management This Traffic Analysis Memo also includes an evaluation of other transportation impacts including freeway segments, game day analysis, construction traffic, transit effects and impacts on pedestrian and bike facilities. The impacts on construction traffic and pedestrian and bike facilities are not affected by the changes introduced for Scheme C and are therefore addressed through a narrative only without any additional numeric analysis provided in this report. The Travel Demand Management measures identified in the 2016 EIR are also applicable to Scheme C. However, to account for industrial employees, specific shift work related TDM measures are defined. The City of Santa Clara has adopted a new Climate Action Plan 2022. The City of Santa Clara will need to determine whether the proposed new industrial use is subject to the VMT reduction requirements set in the new Climate Action Plan.

11Note: The EIR used the TRAFFIX analysis software package. However, this software package is outdated and SYNCHRO and TRAFFIX both are based on the Highway Capacity Manual (https://www.trb.org/Main/Blurbs/175169.aspx) methods. Also, for subsequent DAP studies, SYNCHRO has been adopted.

3. Trip Generation

3.1 Trip Generation Rates
The following Tables 3.1 and 3.2 illustrate the trip generation rates adopted for City Center and the Northeast Parcel. Trip reductions include the trip internalization based on the rates listed in Table 3.3 for residential, hotel, retail, entertainment and restaurant (F&B) land uses. Office trips are not reduced by internalization. In addition to the internalization reduction (refer to Table 3.3), a 5% transit reduction is applied to City Center trips (refer to Table 3.4) with the exception of a small portion of Parcel 4 which does not fall within 0.5 miles of ACE and VTA transit stations. Transit reduction is not applied to Northeast Parcel trips.

Table 3.1 City Center Trip Generation Rates
Land-Use Type Unit Methodolog y Parcel 4 Parcel 5 AM Rate 4 PM Rate 4 Daily 4 Office Employees Silicon Valley
Average Rate1
4,102,181
sqft
415,219
sqft 0.31 0.3 0.1 / 0.04

2.95 Supermarket Sq ft ITE (LUC 850)
Fitted Curve
2 50,000 sqft NA 3.4 9.3 94.8
Shopping
Center / Retail Sqft ITE (LUC 820)
Fitted Curve
550,000
sqft 25,000 sqft 0.8 / 2.6 3.41 / 9.4 37.4 /
110.4
Restaurant
(F&B) Sqft Other
3 Average Rate
100,000
sqft 25,000 sqft 7.29 10.69 170.04
Entertainment Sqft ITE (LUC 445)
Average Rate 50,000 sqft NA NA 4.91 27.27 5
Residential Rooms ITE (LUC 220)
Fitted Curve 1,480 keys 200 keys 0.49 / 0.5 0.56 /

0.65 6.14 / 6.7
Hotel Rooms ITE (LUC 310)
Average Rate 220 keys 480 keys 0.53 0.6 8.17
1 – Silicon Valley rate: AM / PM – 0.31/0.3 per employee with 270 sqft to be considered for each employee 2 – Fitted Curve for Supermarket (LUC 950) is available for PM Peak Hour and daily only 3 – Based on trip rate from DAP 2 and various restaurant types from ITE 9th Edition and ITE 10th Edition 4 – Trip rates based on fitted curve vary by area, hence two rates are provided for Parcel 4 and Parcel 5 LUC 220 AM Peak: T=0.49(X)+3.73; PM Peak: T= 0.55(X)+17.65; Daily: T = 6.06(X)+123.56 LUC 820 AM Peak: LN(T)=0.61Ln(X)+2.24; PM Peak: LN(T)=0.67Ln(X)+3.31; Daily: LN(T)=0.65Ln(X)+5.83 LUC 850 AM Peak: 3.4; PM Peak: T= 0.74*Ln(X)+3.25; Daily: T=66.95(X)+1391.56 5 – ITE 9th edition does not include a daily rate for LUC 445. To derive a daily rate, the peak hour rate is inflated based on the difference of daily to peak hour rates in the latest 11th edition of ITE

Table 3.2 Northeast Parcel Trip Generation Rates
Land-Use
Type
ITE
Code
Northeast
Parcel
ITE 11th Edition
AM Rate
(per 1000 sqft)
PM Rate
(per 1000 sqft)
Daily Rate
(per 1000 sqft)
Manufacturing (All
Vehicles) 140 1,600,000 sqft 0.68 0.74 4.75
Manufacturing (Vehicles
excluding trucks) 140 1,600,000 sqft 0.65 0.71 4.30
Warehousing
(Trucks only) 150 1,600,000 sqft 0.02 0.03 0.6

Table 3.3 Internalization Reduction
Land-Use
Type Methodology AM Internalization
Reduction
PM Internalization
Reduction
Weekend / Daily
Internalization
Reduction
1 In Out Total In Out Total In Out Total
Retail 2016 EIR 33% 30% 32% 38% 37% 37% 35% 33% 34%
Restaurants 2016 EIR 32% 32% 32% 37% 37% 37% 35% 34% 34% Entertainment 2016 EIR -- -- -- 38% 33% 35% 38% 33% 35% Residential Blended Rate (MXD
Tool, ITE) 16% 17% 17% 32% 24% 28% 24% 21% 23%
Hotel 2016 EIR 32% 33% 32% 38% 36% 37% 35% 35% 35%
1 – Daily Internalization Reduction is the average of AM and PM Internalization Reductions

Table 3.4 Transit Reduction
Land-Use Type 1 Parcel 4 Parcel 5 Transit Reduction
Office 2,872,181 sqft 2 415,219 sqft 5%
Supermarket 50,000 sqft 5%
Shopping Center / Retail 550,000 sqft 25,000 sqft 5%
Restaurant (F&B) 100,000 sqft 25,000 sqft 5%
Entertainment 50,000 sqft 5%
Residential 1,480 keys 200 keys 5%
Hotel 220 keys 480 keys 5%
1 – No Public Transportation reduction was applied to the NE Parcel and part of Parcel 4 was also excluded from transit reduction
2 – Part of Parcel 4 (1,230,000 sqft of office) excludes public transportation reduction

3.2 Trip Generation Calculation and Comparison
The following Tables 3.5, 3.6 and 3.7 list the total trip generation for City Center and the Northeast Parcel for the 2016 EIR and Scheme C. The detailed calculation sheets are included in Appendix H.

The increase in density in City Center combined with a modification of the land use program results in small increases in total trips during the AM Peak hour (inbound) and PM Peak hour (outbound).

Northeast Parcel peak hour trips are reduced significantly with the change in land use. Thus, overall, there is a reduction in trip generation totals for the Project for inbound and outbound and both AM and PM Peak hours. Daily trip generation is also reduced for Scheme C compared to the 2016 EIR.

Table 3.5 Trip Generation Total AM Peak Hour
AM Peak City Center Northeast Parcel City Center + Northeast Parcel AM
Inbound
AM
Outbound Total AM AM
Inbound
AM
Outbound Total AM AM
Inbound
AM
Outbound
Total
AM
2016 EIR 4740 1530 6270 3270 480 3750 8010 2010 10020
Scheme C 5316 1599 6915 815 255 1070 6131 1854 7985
Delta +12% +5% +10% -75% -47% -71% -23% -8% -20%

Table 3.6 Trip Generation Total PM Peak Hour
PM Peak City Center Northeast Parcel City Center + Northeast Parcel PM
Inbound
PM
Outbound
Total
PM
PM
Inbound
PM
Outbound
Total
PM
PM
Inbound
PM
Outbound
Total
PM
2016 EIR 3040 4970 8010 1100 3200 4300 4140 8170 12310
Scheme C 2760 5465 8225 370 815 1185 3130 6280 9410
Delta -9% +10% +3% -66% -75% -72% -24% -23% -24%

Table 3.7 Trip Generation Total Daily Peak Hour
PM Peak City Center Northeast Parcel City Center + Northeast Parcel Daily
Inbound
Daily
Outbound
Total
Daily
Daily
Inbound
Daily
Outbound
Total
Daily
Daily
Inbound
Daily
Outbound
Total
Daily
2016 EIR 48595 48595 97190 21770 21770 43540 70365 70365 140730 Scheme C 45198 45198 90396 3920 3920 7840 49118 49118 98236 Delta -7% -7% -7% -82% -82% -82% -30% -30% -30%

4. Trip Distribution
The trip distribution for Project trips is derived from a 2035 CSC model run previously completed for the Kylli Mixed Use Development project which includes the Related Santa Clara Project. The trip distribution is then extracted using a select zone analysis. The following Table 4.1 lists the vehicle distribution assumptions adopted for the 2016 EIR and the updated distribution used for this traffic study. The updated distribution, which incorporates other developments in North Santa Clara that were not included in the 2016 EIR, shows an increase in traffic from and to the south via Great America Parkway and a decrease from and to the south via Lafayette Street. This reflects the shift of density and hence trips from the Northeast Parcel to City Center and new developments completed southwest of City Center. In addition, the decrease in traffic west on SR 237 may be attributed to the growth of local development in North Santa Clara, potentially causing a shift in traffic to Tasman Drive West.

Resulting changes to traffic volume distribution for Project traffic at the ‘gateway points’ are as shown in Figure 4.1.

Table 4.1 Trip Distribution (Vehicles)
Gateway / Zone AM 2016
EIR
PM
2016
EIR
AM CSC
Model for
Background
PM CSC Model
for
Background
AM CSC
Model for
Cumulative
PM CSC Model
for Cumulative
SR 237 West 27% 14% 16% 11% 16% 10%
SR237 East 15% 11% 14% 16% 13% 15%
Lafayette Street North 2% 4% 1% 1% 1% 1%
Sunnyvale / Old Mountain
View Avenue 1% 2% 0% 1% 0% 1%
Tasman Drive West 7% 13% 10% 13% 9% 12%
Lafayette Street South 20% 20% 17% 20% 16% 19%
Lick Mill Boulevard 7% 6% 6% 6% 6% 6%
Tasman Drive East 12% 11% 10% 9% 10% 9%
Tasman East Specific Plan -- -- 2% 2% 2% 2%
Bunker Hill Lane West
Approach -- -- 1% 1% 1% 1%
Kylli Mixed-Use Site -- -- 0% 0% 2% 2%
Patrick Henry Drive SP Site -- -- 0% 0% 2% 3%
Mission College Blvd E
Approach -- -- 3% 4% 3% 4%
Mission College Blvd W
Approach -- -- 3% 2% 3% 2%
US 101 North -- -- 0% 1% 0% 1%
US 101 South -- -- 6% 3% 5% 3%
Bowers Ave S (Great
America Parkway South in
2016 EIR)
9% 19% 11% 10% 11% 9%

Figure 4.1: Project Traffic Volumes at Gateway Points (Scheme C minus 2016 EIR) Table 4.2 lists the truck distribution assumptions used for this study which is also derived from a CSC model run. It reflects the anticipated main truck routes via SR 237 and Lafayette Street.

Figure 4.2 illustrates the envisaged truck traffic assignment to Northeast Parcel access points and the surrounding road network. It is planned by the developer to restrict truck access to the site to the northern access to the Northeast Parcel off Lafayette Street and which is located just south of intersection 85 (Great America Way / Lafayette Street). Based on the truck trip distribution obtained from the CSC model, trucks are primarily going to or coming from SR 237 (both east and west), Tasman Drive West, Lafayette Street and Bowers Avenue South. Only 5% of all trucks are expected to go to or come from Lick Mill Boulevard South and Tasman Drive East. For this traffic analysis it is assumed that these few trucks will not travel through the Tasman East Specific Plan Area. To support this assumption, it is proposed to implement a truck restriction on the Tasman East Specific Plan Area roadways (Calle De Luna, Calle Del Sol, Calle Del Mundo, and Lick Mill Extension North of Tasman Drive) except for local deliveries as illustrated in Figure 4.2.

Mountain View-
Alviso Rd
Great America Parkway
US 237 Fwy EB
AM: +47
PM: -450
AM: -698
PM: -718
AM: -435
PM: -509
AM: -1470
PM: -760
AM: -478
PM: +76
AM: -238
PM: -178
AM: +1224
PM: +50
AM: -101
PM: -421
AM: -67
PM: -186
AM: +181*
PM: +196*
Legend:

*Volumes represent trips to/from the
Tasman East Specific Plan Area
AM: Gateway Volume Scheme C
minus Gateway Volume 2016
EIR for AM Peak
PM: Gateway Volume Scheme C
minus Gateway Volume 2016
EIR for PM Peak

Table 4.2 Trip Distribution (Trucks)
Gateway / Zone
AM
2016
EIR
PM
2016
EIR
AM CSC
Model for
Background
PM CSC
Model for
Background
AM CSC
Model for
Cumulative
PM CSC
Model for
Cumulative
SR 237 West 27% 14% 33% 22% 32% 21%
SR237 East 15% 11% 22% 24% 21% 24%
Lafayette Street North 2% 4% 5% 4% 5% 4%
Sunnyvale / Old Mountain View Ave 1% 2% 1% 0% 1% 1%
Tasman Drive West 7% 13% 1% 11% 1% 10%
Lafayette Street South 20% 20% 31% 24% 30% 23%
Lick Mill Boulevard 7% 6% 0% 3% 0% 3%
Tasman Drive East 12% 11% 0% 2% 0% 2%
Tasman East Specific Plan -- -- 0% 0% 0% 0%
Bunker Hill Lane West Approach -- -- 0% 1% 0% 1%
Kylli Mixed-Use Site -- -- 0% 0% 1% 1%
Patrick Henry Drive SP Site -- -- 0% 0% 1% 1%
Mission College Blvd E Approach -- -- 1% 1% 1% 1%
Mission College Blvd W Approach -- -- 0% 1% 1% 1%
US 101 North -- -- 0% 0% 0% 0%
US 101 South -- -- 1% 2% 1% 2%
Bowers Ave S (Great America
Parkway South in 2016 EIR) 9% 19% 5% 5% 5% 5%

Figure 4.2: Truck Access to / from Northeast Parcel
NE
Parcel

5. Comparison of Traffic Impacts Without Lick Mill Connection and With Lick Mill Connection

5.1 Traffic Volume Comparison
Figures 5.1 and 5.2 illustrate Project trips for the Scheme C access configuration Without the Lick Mill Connection. Figures 5.3 and 5.4 show Project trips With the Lick Mill Connection. The plots demonstrate that due to the reduced trip generation in the Northeast Parcel, a limited amount of Project traffic would be using the Lick Mill Connection.

During the AM Peak hour 698 Project trips are forecast to use the Lick Mill Connection across both directions and 664 vehicles during the PM Peak hour. The Lick Mill Connection would carry traffic from and to Tasman Drive traveling via Lick Mill Boulevard North as well as traffic from and to Lafayette Street traveling via Calle de Mundo. Figures 5.3 and 5.4 also demonstrate that only 374 vehicles in the AM Peak hour and 428 vehicles in the PM Peak hour are using the Lick Mill Connection and then also Lick Mill Boulevard North to and from the intersection of Tasman Drive / Lick Mill Boulevard (Intersection ID14). Figures 5.5 and 5.6 further illustrate the assignment of Northeast Parcel trips by presenting a Select Zone (Flow Bundle) analysis for the zone representing the Northeast Parcel. The Figures show total Project trips (in black) and trips from and to the Northeast Parcel only (blue). This analysis also demonstrates that the larger proportion of trips to and from the Northeast Parcel which is using the Lick Mill Connection is coming from (AM Peak) or heading towards (PM Peak) Tasman Drive West with limited trips to and from Lick Mill Boulevard South and Tasman Drive East.

Figure 5.1: Project Traffic Volumes AM Peak Hour Without Lick Mill Connection

Figure 5.2: Project Traffic Volumes PM Peak Hour Without Lick Mill Connection

Figure 5.3: Project Traffic Volumes AM Peak Hour With Lick Mill Connection

Figure 5.4: Project Traffic Volumes PM Peak Hour With Lick Mill Connection

Figure 5.5: AM Peak Project Trips Select Zone Plot (Flow Bundle) for Northeast Parcel with Lick Mill Connection

Figure 5.6: PM Peak Project Trips Select Zone Plot (Flow Bundle) for Northeast Parcel with Lick Mill Connection

The following table 5.1 lists selected intersections and movements showing the differences in traffic volumes for each movement for Cumulative No Project, Project and Cumulative with Project conditions between the two access schemes for the AM and PM Peak hours12.

Due to the different road network configurations for the Northeast Parcel for the Without Lick Mill Connection and With Lick Mill Connection access schemes, link and turning volumes on specific segments of Lafayette Street show clear differences for Project trips as presented in Table 5.1.

However, the impact is limited to a few road segments and intersections only. Without the Lick Mill Connection, the analysis demonstrates that several turning movements have a reduced traffic volume compared to the With Lick Mill Connection access scheme. Only a few turning movements at intersections on Lafayette Street providing direct access to the Northeast Parcel record an increase in Project traffic volumes by 200 vehicles or more for the Without Lick Mill Connection access scheme compared to the With Lick Mill Connection access scheme.

Without the Lick Mill Connection, a reduction in Cumulative No Project trips is forecast by the CSC model to travel northbound from the intersection of Tasman Drive / Lick Mill Boulevard (Intersection ID 14) via the Lick Mill Connection and through the Northeast Parcel to Lafayette Street during the AM Peak hour whereas volumes increase along Lafayette Street northbound. In total there is a decrease in traffic volumes northbound in the Northeast Parcel and Tasman East Specific Plan area in general with clear reduction in traffic volumes at the northbound left turn from Lafayette Street to Great America Way (Intersection ID 85) during the AM Peak hour. Without the Lick Mill Connection there is an increase in traffic northbound on the section of Great America Parkway between Second Street and Great America Way and a reduction in traffic southbound on Great America Parkway along that segment for Cumulative No Project traffic volumes during the AM Peak hour.

The directional traffic volume increase and decrease is generally reversed during the PM Peak hour with a clear increase of traffic volumes along Lafayette Street southbound between Great America Way and Calle de Luna due to Cumulative no Project trips traveling along Lafayette Street instead of going through the Northeast Parcel Without the Lick Mill Connection available. There is a decrease in traffic volumes southbound in the Northeast Parcel and Tasman East Specific Plan area in general and a clearly reduced right turn traffic volume at the intersection of Lafayette Street / Great America Way (Intersection ID 85). Without the Lick Mill Connection, during the PM Peak hour there is a small increase in traffic southbound on the section of Great America Parkway between Second Street and Great America Way and a reduction in traffic northbound on Great America Parkway along that segment for Cumulative No Project traffic volumes.

Table 5.1 lists the volume differences for turning movements and Appendix G depicts the Without Lick Mill No Project volume differences as derived from the CSC model.

12 Table 5.1 only lists turning movements within the reduced study area considered for this comparison and only lists turning movements where a difference in volumes can be observed. All movements with zero difference are removed from this table. The full listing is available in Appendix A.

Table 5.1: Traffic Volume Differences Without Lick Mill Connection

ID

Street
Direction
Scheme C Traffic Volumes Difference Without Lick Mill Connection (Without Lick Mill Connection minus With Lick Mill Connection) Difference
Cumulative No
Project AM
Peak
Difference
Cumulative
No Project
PM Peak
Difference
Project
Trips AM
Peak
Difference
Project Trips
PM Peak
Difference
Cumulative
With Project
AM Peak
Difference
Cumulative
With Project
PM Peak
8 Tasman Drive EBL 0 0 7 5 7 5
8 Tasman Drive EBT 0 0 -7 -5 -7 -5
8 Great America Pkwy NBR 0 -50 -53 0 -53 -50
8 Great America Pkwy NBT 0 -100 53 1 53 -99
8 Great America Pkwy SBL 0 50 4 0 4 50
8 Great America Pkwy SBR 0 0 22 22 22 22
8 Great America Pkwy SBT 80 50 -2 71 78 121
8 Tasman Drive WBL 0 0 2 -56 2 -56
8 Tasman Drive WBR 0 0 0 -25 0 -25
8 Tasman Drive WBT -100 0 -22 -35 -122 -35
11 Tasman Dr EBL 50 0 5 -3 55 -3
11 Tasman Dr EBT -49 -50 -61 -2 -110 -52
11 Centennial Blvd SBL 0 0 38 113 38 113
11 Tasman Dr WBR 0 0 47 10 47 10
11 Tasman Dr WBT -100 0 -25 -72 -125 -72
13 Tasman Dr EBL 0 -50 -60 0 -60 -50
13 Tasman Dr EBT -49 0 -181 111 -230 111
13 Calle del Sol SBL -100 0 -6 125 -106 125
13 Calle del Sol SBR -100 -90 16 -70 -84 -160
13 Tasman Dr WBR 0 -225 0 0 0 -225
13 Tasman Dr WBT 50 0 15 -51 65 -51
14 Tasman Dr EBL -49 0 -187 98 -236 98
14 Tasman Dr EBR 0 0 0 67 0 67
14 Tasman Dr EBT 0 0 0 71 0 71
14 Lick Mill Blvd NBL 50 -150 0 12 50 -138
14 Lick Mill Blvd NBR 70 250 0 0 70 250
14 Lick Mill Blvd NBT -202 0 0 -12 -202 -12
14 Lick Mill Blvd SBL 50 -49 0 -71 50 -120
14 Lick Mill Blvd SBR 0 -74 15 -63 15 -137
14 Lick Mill Blvd SB T 0 -44 0 -67 0 -111
14 Tasman Dr WBL 120 50 0 0 120 50
14 Tasman Dr WBR -148 0 0 0 -148 0
59 Great America Pkwy NBR 0 -250 0 0 0 -250
59 Great America Pkwy NBT 30 50 0 -9 30 41

ID

Street
Direction
Scheme C Traffic Volumes Difference Without Lick Mill Connection (Without Lick Mill Connection minus With Lick Mill Connection) Difference
Cumulative No
Project AM
Peak
Difference
Cumulative
No Project
PM Peak
Difference
Project
Trips AM
Peak
Difference
Project Trips
PM Peak
Difference
Cumulative
With Project
AM Peak
Difference
Cumulative
With Project
PM Peak
59 Great America Pkwy SBL 0 -90 0 -9 0 -99
59 Great America Pkwy SBT 0 50 0 9 0 59
59 Great America Way WBL -300 0 0 -5 -300 -5
59 Great America Way WBR -100 100 0 9 -100 109
60 OMV-Alviso Rd EBL -70 -50 0 0 -70 -50
60 OMV-Alviso Rd EBR 15 0 0 0 15 0
60 Great America Pkwy NBL 0 0 0 5 0 5
60 Great America Pkwy NBT 100 -150 0 -9 100 -159
60 Great America Pkwy SBR -100 0 0 -5 -100 -5
60 Great America Pkwy SBT -200 50 0 9 -200 59
60 OMV-Alviso Rd WBL -15 0 0 0 -15 0
61 Great America Pkwy NBR 0 0 144 9 144 9
61 Great America Pkwy NBT 100 -100 19 -6 119 -106
61 Great America Pkwy SBL -120 0 0 5 -120 5
61 Great America Pkwy SBT -80 50 0 4 -80 54
61 City Place Pkwy WBL 0 0 11 138 11 138
61 City Place Pkwy WBR 0 -50 -19 2 -19 -48
62 Great America Pkwy NB R 0 -50 -84 -4 -84 -54
62 Great America Pkwy NBT 100 -100 144 9 244 -91
62 Great America Pkwy SBL 0 0 2 5 2 5
62 Great America Pkwy SBT -80 50 10 138 -70 188
62 Second St WBL 0 0 15 -20 15 -20
62 Second St WBR 0 0 20 -8 20 -8
85 Great America Way EBL 0 50 0 0 0 50
85 Great America Way EBR 0 -390 0 -9 0 -399
85 Lafayette St NBL -400 100 0 4 -400 104
85 Lafayette St NBT -31 -300 0 0 -31 -300
85 Lafayette St SBT -50 -90 0 0 -50 -90
86 Lafayette St NBR 0 0 -40 -242 -40 -242
86 Lafayette St NBT 380 -150 0 9 380 -141
86 Lafayette St SBL 0 -830 -62 -90 -62 -920
86 Lafayette St SBT -50 350 62 81 12 431
86 North Access Rd WBL 0 0 -132 -157 -132 -157
86 North Access Rd WBR -811 -50 0 -5 -811 -55
87 Lafayette St NBR 0 0 107 283 107 283

ID

Street
Direction
Scheme C Traffic Volumes Difference Without Lick Mill Connection (Without Lick Mill Connection minus With Lick Mill Connection) Difference
Cumulative No
Project AM
Peak
Difference
Cumulative
No Project
PM Peak
Difference
Project
Trips AM
Peak
Difference
Project Trips
PM Peak
Difference
Cumulative
With Project
AM Peak
Difference
Cumulative
With Project
PM Peak
87 Lafayette St NBT 510 -150 0 0 510 -150
87 Lafayette St SBL 0 -150 -131 -156 -131 -306
87 Lafayette St SBT -50 500 61 80 11 580
87 Jug Handle WBL 0 0 288 140 288 140
87 Jug Handle WBR -40 0 -40 -233 -80 -233
88 Lafayette St NBR -20 -25 272 123 252 98
88 Lafayette St NBT 640 -125 -53 -22 587 -147
88 Lafayette St SBL -25 -220 348 221 323 1
88 Lafayette St SBT -25 720 0 -1 -25 719
88 South Access Rd WBL -25 -20 75 280 50 260
88 South Access Rd WBR -120 -25 160 305 40 280
89 Lafayette St NBR 0 -100 0 17 0 -83
89 Lafayette St NBT 270 -150 115 53 385 -97
89 Lafayette St SBL 0 350 5 9 5 359
89 Lafayette St SBT -50 350 70 270 20 620
89 Calle Del Mundo WBL -100 -100 -53 -145 -153 -245
89 Calle Del Mundo WBR 350 0 104 48 454 48
90 Lafayette St NBR 0 60 -115 -70 -115 -10
90 Lafayette St NBT -50 0 115 70 65 70
90 Lafayette St SBL -100 200 17 125 -83 325
90 Lafayette St SBT -50 50 0 0 -50 50
90 Calle de Luna WBR 320 -250 0 0 320 -250
114 Calle De Luna EBR -100 60 10 55 -90 115
114 Calle De Luna EBT 0 250 -108 0 -108 250
114 Calle Del Sol NBL 200 -250 0 0 200 -250
114 Calle Del Sol NBR -150 -150 -60 0 -210 -150
114 Calle Del Sol NBT -50 0 0 0 -50 0
114 Calle De Luna WBL 0 -150 0 0 0 -150

5.2 Intersection Performance Comparison
The following table 5.2 lists the intersection delay and LOS results for selected intersections which are affected by the access modification and removal of the Lick Mill Connection under Cumulative with Project conditions for Scheme C. There are more intersections with a decrease in traffic volumes than intersections with an increase in traffic volumes Without the Lick Mill Connection, which is largely a result of fewer Cumulative no Project trips attracted to the area Without the Lick Mill Connection as discussed in Section 5.1.

Out of the fifteen intersections evaluated for this comparison ten intersections have a LOS ‘E’ or ‘F’ With the Lick Mill Connection under Cumulative with Project conditions for Scheme C. Without the Lick Mill Connection, the number of intersections with a LOS ‘E’ or ‘F’ under Cumulative with Project conditions for Scheme C is reduced to seven. Intersections with a LOS ‘E’ or ‘F’ for either the AM Peak hour, PM Peak hour or both under both access schemes include:
 Great America Parkway and Tasman Drive (Intersection ID 8)  Centennial Boulevard / Tasman Drive (Intersection ID 11)  Lick Mill Boulevard / Tasman Drive (Intersection ID 14)  Great America Parkway / Great America Way (Intersection ID 59)  Great America Parkway / Old Mountain View-Alviso Road (Intersection ID 60)  Lafayette Street / Calle Del Mundo (Intersection ID 89) The additional intersections with a LOS ‘E’ or ‘F’ With the Lick Mill Connection are:
 Great America Parkway and Cityplace Parkway (Intersection ID 61)  Great America Parkway and Second Street (Intersection ID 62)  Lafayette Street and Great America Way (Intersection ID 85)  Lafayette Street and North Access to Northeast Parcel (Intersection ID 86) The intersection at Lafayette Street / Calle de Luna (Intersection ID 90) performs at LOS ‘D’ or better With the Lick Mill Connection and has a LOS ‘E’ for the PM Peak hour Without the Lick Mill Connection. The AM Peak hour LOS is ‘C’ Without the Lick Mill Connection.

For intersections with LOS ‘E’ or ‘F’ for both access schemes delays increase at three intersections Without the Lick Mill Connection compared to delays With the Lick Mill Connection. At three intersections delays are reduced Without the Lick Mill Connection compared to delays With the Lick Mill Connection. Intersections with a LOS ‘D’ or better for both access schemes generally perform at the same level for both access schemes with delay differences limited to a few seconds. Only the intersection at Lafayette Street / South Access Road (Intersection ID 88) has increased delays for the Without Lick Mill Connection access scheme with the LOS deteriorating from ‘A’ in both peak hours to ‘D’ during the AM Peak hour and ‘B’ during the PM Peak hour.

However, overall, the performance of intersections improves Without the Lick Mill Connection compared to the access scheme With the Lick Mill Connection primarily due to a decrease in no Project trips. Synchro reports for the Cumulative with Project conditions for the two access schemes are included in Appendix D.

Table 5.2: Intersection Delay and LOS Without Lick Mill Connection and With Lick Mill Connection ID Intersection Jurisd.
/ CMP
Peak
Hour
Mitigated
13 Scheme C With Lick Mill
Connection
Cumulative with Project
Scheme C Without Lick
Mill Connection
Cumulative with Project
Delay LOS Delay LOS
8 Great America
Parkway/Tasman Drive
Santa
Clara
(CMP)
AM Yes 47 D 46 D
PM Yes 117 F 100 F
11 Centennial Boulevard/
Tasman Drive
Santa
Clara
AM No 23 C 19 B
PM No 75 E 126 F
13 Calle Del Sol/Tasman
Drive
Santa
Clara
AM Yes 55 D 55 D
PM Yes 13 B 16 B
14 Lick Mill Blvd/ Tasman
Drive
Santa
Clara
AM Yes
90 F 49 D
PM Yes 60 E 62 E
59 Great America
Parkway/Great America
Way
Santa
Clara
AM Yes
>180 F 162 F
PM Yes 17 F 131 F
60 Great America
Parkway/Old Mountain
View-Alviso Road
Santa
Clara
AM Yes
180 F 142 F
PM Yes 102 F 79 E
61 Great America
Parkway/Cityplace Pkwy
Santa
Clara
AM New 37 D 32 C
PM New 60 E 46 D
62 Great America
Parkway/Second St
Santa
Clara
AM New 16 B 17 B
PM New 59 E 48 D
85 Lafayette St/Great
America Way
Santa
Clara
AM No
60 E 33 C
PM No 110 F 38 D
86 Lafayette St/North Access
Road
Santa
Clara
AM New 14 B 14 B
PM New 78 E 7 A
87 Lafayette St/ Jug Handle Santa
Clara
AM New 8 A 13 B
PM New 19 B 22 C
88 Lafayette St/South Access
Road
Santa
Clara
AM New 6 A 37 D
PM New 9 A 14 B
89 Lafayette St/ Calle Del
Mundo
Santa
Clara
AM Yes
63 E 102 F
PM Yes 17 B 15 B
90 Lafayette St/ Calle de
Luna
Santa
Clara
AM Yes 25 C 25 C
PM Yes 54 D 60 E
114 Calle Del Sol / Calle De
Luna
Santa
Clara
AM Yes 15 B 21 C
PM Yes 37 D 23 C

13 For intersections with mitigation identified in the 2016 EIR, the mitigation is considered for this intersection analysis. For the intersections of Lafayette Street / Calle Del Mundo (Intersection ID 89) and Calle Del Sol / Calle De Luna (Intersection ID 114) the layout is informed by the Tasman East Specific Plan. To keep this table focused on the intersection impacts comparison, the mitigation adopted from the 2016 EIR is included in Appendix C. ‘New’ stands for new project-based intersections which do not currently exist.

5.3 Conclusion for Access Scheme Comparison
Removing the Lick Mill Connection does result in a limited reassignment of Project trips to the local street network and some turning movements. However, this is not detrimental for traffic access to the Related Santa Clara Project.

Without the Lick Mill Connection there is a decrease in Cumulative no Project trips within the study area which are otherwise forecast to use the Lick Mill Connection as a new route connecting the intersection of Tasman Drive / Lick Mill Boulevard (Intersection ID14) with Lafayette Street and then Great America Way and the SR 237. Therefore, Without the Lick Mill Connection several intersections in the reduced study area perform better than With the Lick Mill Connection.

The increased traffic within the Northeast Parcel With the Lick Mill Connection also poses an increased risk of conflicts of through traffic with truck circulation within the proposed industrial area.

Since there is no detrimental impact on the study area Without the Lick Mill Connection, the full traffic analysis study including Background with Project and Cumulative with Project conditions is completed for the Without Lick Mill Connection access scheme as proposed by Scheme C.

6. Background Conditions
The following Table 6.1 lists the intersection LOS and delays for Background with Project conditions comparing Scheme C with Scheme B assessed for the 2016 EIR. The analysis is based on the assumption that intersection improvements previously identi fied as part of the 2016 EIR and identified for development projects which have since been approved (refer to Section 2 listing the development projects considered in the study) would be implemented. Mitigations identified for the Tasman East Specific Plan are not considered for the intersection LOS analysis under Background with Project conditions. The list of mitigations as identified by the 2016 EIR is included in Appendix C.

The listed data shows that all intersections are expected to perform either at the same level or better under Scheme C than projected in the 2016 EIR and the number of intersections with a LOS of ‘E’ or ‘F’ is reduced from ten to one. This one intersection at Great America Parkway / Patrick Henry Drive (Intersection ID 65) is improved from LOS ‘F’ to LOS ‘E’. Also, delays are reduced, sometimes substantially, for nearly all intersections and peak hours.

This is a consequence of the reduced Project trips and adjusted background conditions adopting 2018/19 traffic counts as Background No Project traffic volumes for the study. The 2018/19 traffic counts are lower than the previously forecast Background No Project traffic volumes used in the 2016 EIR.

By reducing the number of intersections with a LOS of ‘E’ or ‘F’, Scheme C lessens the severity of the previously identified significant impact to intersection performance under Background with Project conditions.

Synchro reports for the Background with Project Conditions are included in Appendix D.

Table 6.1: Intersection Delay and Level of Service Background with Project Conditions ID Intersection Jurisd. /
CMP
Peak
Hour
Mitigated14 Scheme B 2016 EIR
Background with Project
Scheme C
Background with Project
Delay LOS Delay LOS
8 Great America
Parkway/Tasman Drive
Santa Clara
(CMP)
AM Yes
89 F 29 C
PM Yes 162 F 37 D
9 Tasman Drive / Convention
Center Access Santa Clara AM No 46 D 22 C
PM No 121 F 20 C
10 Tasman Drive / Avenue A Santa Clara AM New 6 A 4 A
PM New 28 C 32 C
11 Centennial
Boulevard/Tasman Drive Santa Clara AM No
110 F 15 B
PM No >180 F 53 D
12 Tasman Drive / Avenue C
Santa Clara AM New 7 A 4 A
PM New 21 C 4 A
13 Calle Del Sol/Tasman Drive Santa Clara AM Yes 14 B 18 B PM Yes 19 B 9 A
14 Lick Mill Blvd/ Tasman Drive Santa Clara AM Yes 73 E 49 D PM Yes 57 E 33 C
57 Great America Parkway/ SR
237 WB
San Jose
(CMP)
AM Yes 52 D 39 D
PM Yes 50 D 42 D
58 Great America Parkway/ SR
237 EB
San Jose
(CMP)
AM Yes 31 C 7 A
PM Yes 23 C 13 B
59 Great America Parkway
/Great America Way Santa Clara AM Yes
70 E 16 B
PM Yes 41 D 33 C
60 Great America Parkway/Old
Mountain View Santa Clara AM Yes
92 F 26 C
PM Yes 55 D 24 C
61 Great America Parkway/
Cityplace Pkwy Santa Clara AM New 25 C 15 B
PM New 23 C 19 B
62 Great America Parkway/
Second St Santa Clara AM New 24 C 16 B
PM New 26 C 18 B
63 Great America Parkway /
Bunker Hill Lane Santa Clara AM No 13 B 13 B
PM No 17 B 17 B
64 Great America Parkway /
Old Glory Lane
Santa Clara

AM Yes
64 E 5 A
PM Yes >180 F 8 A
65 Great America Parkway /
Patrick Henry Drive
Santa Clara

AM Yes 21 C 10 A
PM Yes 137 F 61 E

14 For intersections with mitigation identified in the 2016 EIR, the mitigation is considered for this intersection analysis under both the currently proposed Scheme C and Scheme B in the 2016 EIR. To keep this table focused on the intersection impacts comparison, the mitigation adopted from the 2016 EIR is included in Appendix C. ‘New’ stands for new project-based intersections which do not currently exist.

ID Intersection Jurisd. /
CMP
Peak
Hour
Mitigated14 Scheme B 2016 EIR
Background with Project
Scheme C
Background with Project
Delay LOS Delay LOS
66 Great America Parkway /
Mission College Boulevard
Santa Clara
(CMP)
AM Yes 53 D 37 D
PM Yes 99 F 54 D
67 Great America Parkway / US
101 NB Off Ramp
Santa Clara
(CMP)
AM No 19 B 9 A
PM No 19 B 8 A
68 Bowers Avenue / US 101 SB
Off Ramp
Santa Clara
(CMP)
AM No 27 C 8 A
PM No 10 A 13 B
85 Lafayette St/Great America
Way Santa Clara AM No 55 D 8 A
PM No 36 D 17 B
86 Lafayette St/North Access
Road Santa Clara AM New 17 B 10 A
PM New 19 B 6 A
87 Lafayette St/ Jug Handle Santa Clara AM New 31 C 9 A PM New 32 C 16 B
88 Lafayette St/South Access
Road Santa Clara AM New Not
analyzed
Not
analyzed
13 B
PM New 11 B
8915 Lafayette St/ Calle Del
Mundo Santa Clara AM Yes >180* F* 21* B*
PM Yes 173* F* 2* A*
90 Lafayette St/ Calle de Luna Santa Clara AM Yes 49 D 14 B PM Yes 22 C 23 C
114 Calle Del Sol / Calle De Luna Santa Clara AM Yes 10 B 5 A PM Yes 15 B 7 A
* 2016 EIR delay reported as average intersection delay for Side Street Stop Controlled Intersection (refer to EIR Table 3.3-22). The same approach is adopted for Scheme C delay and LOS analysis.

15 The background plus project volumes under Scheme B in 2016 EIR would not warrant a signal at this intersection and therefore a traffic signal was not proposed in the 2016 EIR. The improvement to signalize the intersection of Lafayette St with Calle Del Mundo was identified in the Tasman East Specific Plan and Tasman East would fully fund this improvement. However, the Tasman East Specific Plan will not be completed for Background conditions and therefore this intersection is evaluated as unsignalized for Background + Cumulative Conditions.

7. Cumulative Conditions

7.1 Intersection Analysis Cumulative with Project Conditions As a consequence of significant changes to inputs and assumptions for cumulative traffic volumes, Scheme C Cumulative with Project conditions traffic volumes are different than those presented in the 2016 EIR for Scheme B. As outlined in Section 2, Cumulative no Project volumes are based on the latest available CSC Travel Demand Model outputs considering current data for development projects and adjusted for 2018/19 traffic counts. Project trips, though reduced in total as illustrated in Section 3, are also subject to a change in distribution which does affect the traffic volumes and specific turning movements at some intersections in the study area. Refer to Appendix A for a full traffic volume listing and Appendix B for turning movement figures.

The analysis is based on the assumption that intersect ion improvements previously identified as part of the 2016 EIR and identified for development projects wh ich have since been approved (refer to Section 2 listing the development projects considered in the study) would be implemented. Mitigation identified by the Tasman East Specific Plan are also accounted for. The list of mitigations considered for the Cumulative with Project LOS analysis is included in Appendix C.

Table 7.1 below lists the intersection LOS and delay results for Scheme C and the 2016 EIR. Without the Lick Mill Connection, the traffic analysis for Scheme C identified eleven intersections with a LOS ‘E’ or ‘F’ under Cumulative with Project conditions. The 2016 EIR also identified eleven intersections with a LOS ‘E’ or ‘F’ under Cumulative with Project conditions. There are ten intersections with a LOS ‘E’ or ‘F’ for either the AM Peak hour, PM Peak hour or both identified for both Scheme B in the 2016 EIR and Scheme C as follows:
 Great America Parkway and Tasman Drive (Intersection ID 8)  Centennial Boulevard / Tasman Drive (Intersection ID 11)  Lick Mill Boulevard / Tasman Drive (Intersection ID 14)  Great America Parkway / Great America Way (Intersection ID 59)  Great America Parkway / Old Mountain View-Alviso Road (Intersection ID 60)  Great America Parkway / Old Glory Lane (Intersection ID 64)  Great America Parkway / Patrick Henry Drive (Intersection ID 65)  Great America Parkway / Mission College Boulevard (Intersection ID 66)  Lafayette Street / Calle Del Mundo (Intersection ID 89)  Lafayette St/ Calle de Luna (Intersection ID 90)
Out of these ten intersections with a LOS ‘E’ or ‘F’ in both the 2016 EIR Scheme B and Scheme C analysis six record less delay under Scheme C and four result in an increase in delay.

The intersection at Tasman Drive / Convention Center (Intersection ID 9) performs better under Scheme C with a LOS of ‘F’ for both peak hours in the 2016 EIR and LOS ‘D’ during the PM Peak hour and LOS ‘B’ during the AM Peak hour for Scheme C. The intersection at Great America Way / Bunker Hill (Intersection ID 63) deteriorates from LOS ‘B’ in the 2016 E IR to LOS ‘E’ for Scheme C during the PM Peak hour largely as a result of no Project trips generated by recently approved other

development projects in this area. This is the only new intersection identified by Scheme C exceeding the established level of service standard.

The intersection at Great America Parkway / Great America Way (Intersection ID 59) results in a deteriorating LOS from ‘D’ to ‘F’ under Scheme C for the AM Peak hour and from LOS ‘E’ to ‘F’ during the PM Peak hour. The intersection at Lafayette Street / Calle de Luna (Intersection ID 90) improves from LOS ‘E’ to ‘C’ for Scheme C during the AM Peak hour and deteriorates from LOS ‘C’ to ‘E’ during the PM Peak hour.

Synchro reports are included in Appendix D.

Table 7.1: Intersection Delay and Level of Service Cumulative with Project Conditions ID Intersection Jurisdiction
/ CMP
Peak
Hour
Mitigated
16 Scheme B 2016 EIR
Cumulative with Project
Scheme C
Cumulative with Project
Delay LOS Delay LOS
8 Great America Parkway/
Tasman Drive
Santa Clara
(CMP)
AM Yes 150 F 46 D
PM Yes >180 F 100 F
9 Tasman Drive / Convention
Center Access
Santa Clara AM No
131 F 18 B
PM No 163 F 46 D
10 Tasman Drive / Avenue A
Santa Clara AM New 6 A 6 A
PM New 38 D 29 C
11 Centennial Boulevard/ Tasman
Drive
Santa Clara AM No 168 F 19 B
PM No >180 F 126 F
12 Tasman Drive / Avenue C
Santa Clara AM New 31 C 6 A
PM New 24 C 9 A
13 Calle Del Sol/ Tasman Drive
Santa Clara AM Yes 43 D 55 D
PM Yes 23 C 16 B
14 Lick Mill Blvd/ Tasman Drive Santa Clara AM Yes 155 F 49 D PM Yes 116 F 62 E
57 Great America Parkway/SR 237
WB
San Jose
(CMP)
AM Yes 46 D 22 C
PM Yes 33 C 54 D
58 Great America Parkway/SR 237
EB
San Jose
(CMP)
AM Yes 28 C 6 A
PM Yes 27 C 50 D
59 Great America Parkway/Great
America Way
Santa Clara AM Yes 51 D 162 F
PM Yes 68 E 131 F
60 Great America Parkway/Old
Mountain View
Santa Clara AM Yes
91 F 142 F
PM Yes 55 E 79 E

16 For intersections with mitigation identified in the 2016 EIR, the mitigation is considered for this intersection analysis. For the intersections of Lafayette Street / Calle Del Mundo (Intersection ID 89) and Calle Del Sol / Calle De Luna (Intersection ID 114) the layout is informed by the Tasman East Specific Plan. To keep this table focused on the intersection impacts comparison, the mitigation adopted from the 2016 EIR is included in Appendix C. ‘New’ stands for new project-based intersections which do not currently exist.

ID Intersection Jurisdiction
/ CMP
Peak
Hour
Mitigated
16 Scheme B 2016 EIR
Cumulative with Project
Scheme C
Cumulative with Project
Delay LOS Delay LOS
61 Great America Parkway/
Cityplace Pkwy
Santa Clara AM New 22 C 32 C
PM New 23 C 46 D
62 Great America
Parkway/Second St
Santa Clara AM New 21 C 17 B
PM New 25 C 48 D
63 Great America Parkway /
Bunker Hill Lane
Santa Clara AM No 14 B 14 B
PM No 19 B 70 E
64 Great America Parkway / Old
Glory Lane
Santa Clara AM Yes
87 F 54 D
PM Yes >180 F 100 F
65 Great America Parkway /
Patrick Henry Drive
Santa Clara AM Yes 24 C 46 D
PM Yes 119 F >180 F
66 Great America Parkway /
Mission College Boulevard
Santa Clara
(CMP)
AM Yes
75 E 145 F
PM Yes 111 F 179 F
67 Great America Parkway / US
101 NB Off Ramp
Santa Clara
(CMP)
AM No 19 B 54 D
PM No 15 B 11 B
68 Bowers Avenue / US 101 SB Off
Ramp
Santa Clara
(CMP)
AM No 27 C 15 B
PM No 13 B 11 B
85 Lafayette St/Great America
Way
Santa Clara AM No 47 D 33 C
PM No 39 D 38 D
86 Lafayette St/North Access
Road
Santa Clara AM New 16 B 14 B
PM New 18 B 7 A
87 Lafayette St/ Jug Handle
Santa Clara AM New 32 C 13 B
PM New 30 C 22 C
88 Lafayette St/South Access
Road
Santa Clara AM New Not
analyzed
Not
analyzed
37 D
PM New 14 B
8917 Lafayette St/ Calle Del Mundo
Santa Clara AM Yes >150* F* 102 F
PM Yes >150* F* 15 B
90 Lafayette St/ Calle de Luna
Santa Clara AM Yes 78 E 25 C
PM Yes 23 C 60 E
114 Calle Del Sol / Calle De Luna
Santa Clara AM Yes 14 B 21 C
PM Yes 12 B 23 C
* 2016 EIR delay reported as average intersection delay for Side Street Stop Controlled Intersection (refer to EIR Table 3.3- 22).

17 The cumulative plus Project volumes under Scheme B in 2016 EIR would not warrant a signal at this intersection and therefore a traffic signal was not proposed in the 2016 EIR. The improvement to signalize the intersection of Lafayette St with Calle Del Mundo was identified in the Tasman East Specific Plan and Tasman East would fully fund this improvement. The analysis of intersection operations under Scheme C Without Lick Mill Connection Cumulative with Project conditions reflect the planned signalization.

7.2 Intersection Impact Conclusion
Several intersections remain at LOS ‘E’ and ‘F’ exceeding the significance threshold and there are a total number of eleven intersections with a LOS ‘E’ or ‘F’ under Scheme C similar to the number of intersections with LOS ‘E’ or ‘F’ under Scheme B evaluated by the 2016 EIR. There are also several intersections with reduced delays and improved LOS across the reduced study area for Scheme C under Cumulative with Project Conditions Without the Lick Mill Connection. Therefore, overall, it can be concluded that Scheme C does not substantially increase the severity of the significant impacts previously identified by the 2016 EIR.

8. Other Transportation Issues
This section summarizes the impact of Scheme C in comparison to the 2016 EIR for other transportation issues including:
 Truck circulation
 Freeway Segment Traffic Operations
 Transit Impacts
 Construction Impacts
 Game Day Analysis
 Impacts on pedestrian and bicycle facilities

8.1 Truck Circulation
Truck access to and from the Northeast Parcel is planned by the developer to be limited to the North Access Road connecting to Lafayette Street just south of Great America Way (refer to Figure 8.1). The South Access Road can be restricted for truck movements as part of the internal site road network design. In addition, it is proposed to restrict truck movements on roadways within the Tasman East Specific Plan Area (Calle De Luna, Calle Del Sol, Calle Del Mundo, and Lick Mill Extension North of Tasman) as also discussed in Section 4 and illustrated in Figure 8.1 below.

Figure 8.1: Truck Access to and from Northeast Parcel
With this restriction in place and considering the Project truck trip generation and distribution for the Northeast Parcel illustrated in Sections 3 and 4, Project truck traffic circulation and truck volumes for the AM and PM peak hour are predicted as depicted in figure 8.2 and 8.3. During peak hours truck traffic volumes are generally low. The highest volumes with up to 20 trucks per hour can be observed on Lafayette Street north of the access point to the Northeast Parcel, on Great America Way and Great America Parkway.

Based on the forecast truck circulation truck turns are anticipated at the following intersections within the study area:
 Lafayette Street / North Access Road (Intersection ID 86)  Lafayette Street / Great America Way (Intersection ID 85)  Great America Parkway / Great America Way (Intersection ID 59)  Great America Parkway / Tasman Drive (Intersection ID 8)  Great America Parkway / SR 237 on and off ramps (Intersection IDs 57 and 58) Swept path analysis (refer to Appendix E) confirms that the external intersections can accommodate truck turns for the largest truck type (WB 67). Therefore, truck circulation required to serve the Northeast Parcel does not create any significant impacts.

NE
Parcel

Figure 8.2: Northeast Parcel Project Trip Truck Circulation (AM Peak Hour)

Figure 8.3: Northeast Parcel Project Trip Truck Circulation (PM Peak Hour)

8.2 Freeway Segment Traffic Operations
The 2016 EIR identified increases in traffic associated with the Project under Cumulative with Project conditions. The LOS indicated that there will be cumulative impacts on 236 freeway segments with the Project’s contribution considerable on all of them. Mitigation measures (refer to TRA-1.1 and TRA-4.1 in 2016 EIR
18) were identified to reduce these impacts. However, certain segments would still have significant cumulative impacts and the Project’s contribution to cumulative freeway impacts would remain significant and unavoidable. Despite the reduction in total project trips (refer to Section 3), Scheme C Project trips would still contribute to a significant cumulative impact on these road segments.

There are few State Route 237 and US 101 freeway segments without a project impact in the 2016 EIR analysis as shown in Table 8.1 below. Due to the reduction in Project trips and because Scheme C changes would only potentially result in localized impacts a reduced study area is adopted for this analysis similar to the reduced study area identified for LOS analysis (refer to Section 2). Therefore, freeway segments beyond SR 237 and US 101 are not evaluated. Segments on US 101 without impacts in the 2016 EIR are due to no Project Contribution to Capacity

19. With reduced Project trips and
considering that US 101 is not affected by local redistribution of trips triggered by the Scheme C changes, these segments on US 101 would also be expected to have no Project contribution.

For segments on SR 237, 2016 EIR Existing Densities and LOS have been compared to the 2018 CMP report20 to assess the potential for new Project impacts. This analysis identified one freeway segment as sub-standard with a LOS ‘F’ based on No Project traffic volume increases. This segment is therefore expected to have Cumulative with Project impacts, though as shown on Table 8.1, Scheme C would represent an overall reduction of trips for this segment as compared to the 2016 Project.

As shown in Table 8.1, other segments though deteriorated compared to 2016 EIR Existing conditions are at LOS ‘E’
21 or better. With the reduced Project trips and limited contribution to these freeway segments as shown in Table 8.1 (refer to last column), it is not expected that Scheme C Project trips would substantially change the performance of these freeway segments. Equally, with the reduced Project trips the performance of freeway segments previously identified with a significant impact would not substantially change.

Considering that only one additional freeway segment is impacted, overall, it can be concluded that Scheme C does not substantially increase the severity of the significant impact to freeway segments identified by the 2016 EIR.

18 https://www.santaclaraca.gov/Home/Components/BusinessDirectory/BusinessDirectory/135/3650 19 refer to Table H-5 in Appendix H, 2016 EIR
20 2018 CMP Monitoring & Conformance Report.
21 The CMP standard for freeway segments is LOS E.

Table 8.1 Evaluated Freeway Segments
Route
Peak
Hour
2016 EIR
Existing
Density / LOS
2018
Traffic
Volume
2018
Density /
LOS
2016 EIR
Project
Trips
Relative
Scheme C
Project Trips
Scheme C
Estimated
Project Trips
SR 237 Eastbound
El Camino Real to 85
Ramps PM 28 / D 1,977 43 / D 392 44% 172
85 Ramps to Central
Expressway PM 21 / C 1,990 41 / D 250 44% 110
Central Expressway
to Maude Avenue PM 14 / B 1,939 35 / D 306 44% 135
Maude Avenue to
101 Ramps PM 24 / C 1,939 55 / E 281 44% 124
McCarthy Boulevard
to Interstate 880 AM 18 / B 1,921 34 / D 264 53% 140
SR 237 Westbound
Interstate 880 to
McCarthy Boulevard PM 25 / C 1,672 58 / F 333 53% 176
Central Expressway
to 85 Ramps AM 20 / C 1,972 37 / D 99 44% 44
85 Ramps to El
Camino Real AM 33 / D 1,984 38 / D 94 44% 41

8.3 Construction Impacts
The 2016 EIR identified that construction traffic would result in short-term increases in traffic volumes that would cause significant impacts on intersection and freeway segment levels of service and temporary road closures requiring detours for vehicles accessing the Great America ACE/Capitol Corridor Station. Construction activities include those associated with site preparation and building construction. The land use program to be developed under Scheme C does not change these construction activities. Therefore, Scheme C does not cause any additional significant impacts which are not already identified and addressed by the 2016 EIR.

8.4 Transit Impacts
The 2016 EIR identified that the Project would generate public transit ridership that could use available transit capacity based on the evaluation of transit lines serving the site and their respective load factors with and without Project trips.

The overall reduction in trips for Scheme C (refer to Section 3) will result in a lower transit ridership forecast as presented in Table 8.2 since this Traffic Analysis is based on the same assumption adopted in the 2016 EIR. There is a five percent reduction in vehicle trips in the southern portion of the Project site within 0.5 mile (walking distance) of the Great America VTA light-rail station and the multimodal Great America station served by ACE commuter rail, Capitol Corridor commuter rail, and connecting ACE shuttle routes. Therefore, the Project would generate approximately 290 AM Peak hour and 360 PM Peak hour public transit riders reduced from the 530 (AM Peak) and 820 (PM Peak) riders forecast by the 2016 EIR.

Table 8.2 Transit Trips Generated by the Project
Transit Riders AM Peak Hour PM Peak Hour
Inbound Outbound Total Inbound Outbound Total
2016 EIR 430 100 530 240 580 820
Scheme C 214 76 290 130 230 360
Delta -50% -24% -45% -46% -60% -56%

The frequency and therefore capacity provided by Capitol Corridor, ACE and Caltrain rail services during peak hours have not changed since 2016 (refer to Table 8.3). The annual ridership for the Capitol Corridor has decreased significantly from 1.56 million in 201622 to 0.9 million in 202323. ACE had an annual ridership of 645,00024 passengers for the financial year 23/24 which is also reduced significantly from the 2017/18 (note that 2016 data is not available) annual ridership of 1.3625 million passengers. For Caltrain the average weekday ridership has decreased from 62,41626 to about 23,50027 in 2024.

Table 8.3 Rail Service Headways
Route 2016 EIR Existing Transit Services Analysis28
Weekday Peak Headway (minutes)
2024 Transit Service Schedule
Weekday Peak Headway (minutes)
Capital Corridor (Rail) 60 60
ACE (Rail) 60 60
Caltrain 30 30 29

22 Refer to Amtrak FY16 Ridership & Revenue report: https://media.amtrak.com/wp-content/uploads/2015/10/Amtrak-FY16-Ridership-and-Revenue-Fact- Sheet-4_17_17-mm-edits.pdf
23 Refer Annual Performance Report: https://safe.rbi-
umbrella.com/doc/docview/viewer/docNDE39FDE35F0E9df35a1ab883d5c37e1e39e45a7f9940a2321a2aaafec851789b5bf617cc7413 24 Refer to FY24/25 Work Program and Budget: https://d2j5fyfnufxt9o.cloudfront.net/wp- content/uploads/20240624095354/SJRRC_WP24_25_FNL_SIGNED.pdf 2525 Refer to FY18/19 Work Program and Budget: https://safe.rbi- umbrella.com/doc/docview/viewer/docNDE39FDE35F0E9a23e0eed9b26d3b8f3a9b0b105c10bc6eb84e42610160c8eeb25d357a8a2af7 26 Refer to 2016 Annual Passenger Counts: https://www.caltrain.com/media/1895/download?inline 27 Refer to FY2024 Annual Ridership Report:
https://m365.cloud.microsoft/chat/?fromcode=cmc&redirectid=91ECA2E1E071488A97FB1 C57BC000F21&auth=2 28 Refer to 2016 EIR Transportation Section Table 3.3-10 Existing Transit Service in Focused Study Area 29 Pre electrification frequency

Between 2016 and 2024, the average weekday VTA ridership experienced a notable decline following the Covid pandemic30 with a decrease from about 140,000 to 87,000 (about 38% decrease) average weekday transit riders across the entire VTA system. To align the reduction in ridership and operational capacity, some VTA bus routes previously assumed in the 2016 EIR have been removed from service as illustrated in Table 8.4. This results in a reduction in peak hour seat capacity from about 1,934 to 1,726 seats (about 11% decrease) for VTA routes serving the site which is less than the reduction in ridership.

Since Project transit trips are forecast to be lower for Scheme C than Scheme B and the reduction of seat capacity is less than the reduction in no Project transit ridership, Scheme C does not result in any significant transit impact.

Table 8.4 VTA Seat Capacity Comparison
Route
2016 EIR Existing
Transit Services
Analysis
Weekday Peak
Headway (minutes)
Vehicle
Seat
Capacity31
Peak Hour
Seat
Capacity
2024 Transit
Services
Weekday Peak
Headway
(minutes)
Vehicle
Seat
Capacity32
Peak
Hour Seat
Capacity
VTA Orange and Green
Line (Light Rail) –
evaluated as line 902
in 2016 EIR
15 130 per 2
car
service
1040 15
130 per 2
car
service
1040
VTA 121 (Express Bus) 30 39 78 75 39 31
VTA 140 (Express Bus 45 39 52 No Service NA NA
VTA 321 (Limited Bus) One per day 39 39 33 No Service NA NA VTA 330 (Limited Bus) 30 39 78 No Service NA NA
VTA 55 (Local Bus) 15-30 37 111 30 39 78
VTA 57 (Local Bus) 30 37 74 15 37 148
VTA 59 (Local Bus) No Service NA NA 30 39 78
VTA 60 (Local Bus) 20 37 111 Does not serve
site NA NA
ACE Gray Shuttle (Bus) 60 39 39 60 39 39

30 Refer to VTA Transit Choices Report, 02/03/2016 (https://www.svtransitusers.org/wp/wp-content/uploads/2016/04/Jarrett-Walker-VTA-report- 2016.pdf) and VTA Ridership Report for September 2024 (https://www.vta.gov/sites/default/files/2024-09/board_correspondence_0906.pdf) 31 Refer to System-Wide Service Standards and Policies (OPS PL-0059, dated November 8, 2014) 32 Refer to VTA Transit Service Guidelines 2023 (https://www.vta.org/sites/default/files/2023-06/Transit-Service-Guidelines-2023.pdf) 33 Single daily service assumed to be operated during peak hour

Route
2016 EIR Existing
Transit Services
Analysis
Weekday Peak
Headway (minutes)
Vehicle
Seat
Capacity31
Peak Hour
Seat
Capacity
2024 Transit
Services
Weekday Peak
Headway
(minutes)
Vehicle
Seat
Capacity32
Peak
Hour Seat
Capacity
ACE Yellow Shuttle
(Bus) 60 39 39 60 39 39
ACE Red Shuttle (Bus) 60 39 39 60 39 39
ACE Green Shuttle
(Bus) 60 39 39 60 39 39
ACE Violet Shuttle
(Bus) 60 39 39 60 39 39
ACE Purple Shuttle
(Bus) 60 39 39 60 39 39
ACE Orange Shuttle
(Bus) 60 39 39 60 39 39
ACE Brown Shuttle
(Bus) 60 39 39 60 39 39
Total Peak Hour Seat Capacity: 1,934 Peak Hour Seat Capacity: 1,726

8.5 Game-Day Analysis
City Place Santa Clara is located near Levi’s Stadium, a 68,500-seat special events center and home to the San Francisco 49ers football team, located on the south side of Tasman Drive just to the south of the Project site. Traffic patterns in the area change substantially before and after an event due to the number of people traveling to and from the stadium, the closure of Tasman Drive between Great America Parkway and Centennial Boulevard, and the closure of the San Tomas Aquino Creek Trail from Agnew Road to Tasman Drive.

A variety of events are held at Levi’s Stadium each year: 10 pre-season and regular-season 49ers football games (typically on Sundays at 1:00 p.m., with one or two Monday/Thursday/Saturday night games), college football games (variety of days and times), concerts (mostly weekend evenings at 8:00 p.m.), and other events (WrestleMania, Monster Jam, etc., on weekend evenings). In total, approximately 20 to 25 events occur each year. The events that happen most frequently and that have the highest attendance are the Sunday football games (approximately eight per year). Therefore, the 2016 EIR assessed traffic conditions for a Sunday with a 49ers game considering the completion of the Project.

The general size, timing, and number of stadium events today and in the future is comparable to the assessment included in the 2016 EIR with a 49ers game on a Sunday still considered the event with the highest traffic demand.

The development program changes of Scheme C compared to Scheme B which was evaluated as part of the 2016 EIR results in a reduction in Sunday daily and total peak hour trips (refer to Table 8.5 below and calculation included in Appendix F). The increased residential program leads to a more

evenly balanced weekend trip generation for outbound and inbound trips. Therefore, the Game Day Analysis completed for the 2016 EIR is still valid with no new significant impacts.

Table 8.5 Trip Generation Game Day (Sunday) Analysis
Game Day Daily Peak Hour
Total Inbound Outbound Total
2016 EIR 32,710 2770 1,640 4,410
Scheme C 21,572 1,656 1,563 3,219
Delta -34% -40% -5% -27%

8.6 Impacts on pedestrian and bicycle facilities
Pedestrian and bike infrastructure is planned to be improved significantly by the Project as presented within the 2016 EIR. The proposed improvements to support travel between buildings and from and to transit stops. (i.e. sidewalks on both sides of all internal streets, additional pedestrian connections) within City Center (Parcels 4 and 5) are not affected by the Scheme C program change.

The modification to the internal road network for the Northeast Parcel does not affect the general connectivity to transit

34. Sidewalks are proposed along all internal streets for the Northeast Parcel to provide a safe pedestrian environment by segregating walking areas from streets and truck movements on these streets.

A bike and ped connection from the Northeast Parcel to Tasman East via Lick Mill Boulevard to support the connection from Tasman Drive to City Center will be included in the planning for the Northeast Parcel. A connection for pedestrians and bicyclists between the Northeast parcel, City Center, and Great America ACE station will also be provided. With these connections, the development plans for Scheme C comply with the Santa Clara General Plan.

34 It needs to be noted that due to distance to VTA Light Rail and Great America ACE / Capitol Corridor transit stations the trip generation analysis does not assume any transit reduction for the Northeast Parcel as outlined in Section 3.

9. Travel Demand Management (TDM)
The Mitigation Monitoring & Reporting Program identifies mitigation TRA-1.1: Vehicle Trip Reduction with TDM that requires the project to implement a TDM plan that supports the reduction of project office traffic by 4% daily and 10% in the peak hours. For residential trips, the TDM plan will need to identify measures to reduce daily traffic by 2% and peak hour traffic by a minimum of 4%.

To meet these requirements, the 2016 EIR and subsequent DAP studies identified infrastructure, measures and strategies as part of the overall design program with the aim of reducing single occupancy vehicle trips. These measures and strategies are summarized in Table 9.1 and form the basis of the overall TDM plan. Infrastructure, measures and strategies specifically aimed at industrial employees have been added.

The City of Santa Clara has adopted a new Climate Action Plan 2022. The City of Santa Clara will need to determine whether the proposed new industrial use is subject to the VMT reduction requirements set in the new Climate Action Plan.

The project will be required to submit a TDM Plan subject to the City’s approval prior to the issuance of a certificate of occupancy that demonstrates that the proposed TDM measures will achieve the adopted trip reduction targets.

Table 9.1: TDM Program Components
TDM Measure Program Item Description
Office TDM Program
Transportation
Management
Association (TMA)
TDM Monitoring
and
Implementation
Organization that will coordinate and provide oversight of the implementation of TDM measures for City Place. The TMA will offer a baseline of TDM services (coordinated for overall benefit of reducing auto trips) and provide guidance / recommendations for individual employee / tenant programs.

Maintain and update website and marketing program to disseminate information of TDM program
On-site Support
Facilities
Pedestrian
Infrastructure
Walking is encouraged within City Center through the incorporation of ample sidewalks and pedestrian cross-walks at intersections. Pedestrian connections are provided between the office program and the nearby Great America LRT Station and Great America Amtrak Station.

Bicycle
Infrastructure
The proposed roadways for City Center include on-street bike lanes with connections into the existing local bicycle network (Along Tasman Drive).

Short-term and long-term bike parking will be provided and will be located at convenient locations near the office program (exact parking locations to be determined)
Transit
Infrastructure
Shuttle stop(s) will be provided within convenient walking access of the office program on Block 5A and other locations to be determined. Off-site transit infrastructure includes the nearby Great America LRT station and Great America Amtrak station, with convenient pedestrian access routes.

Carpool Preferential parking spaces located close to building entrances to encourage carpooling

TDM Measure Program Item Description
Car Share Services Provision of car sharing vehicles for use by office employees. Car sharing services provide office employees access to a car when needed (for off-site meetings, occasional lunch-time errands etc.), without the need for office employees driving their own vehicle to commute.

Multi-passenger demand responsive ride services for local employees that are competitive with drive alone including transportation network/ride-sharing services such as Uber Pool, Lyft Line and Chariot on-demand and crowd-sourced bus services.

In-building Support
Facilities
Pedestrian and
Bicycle Services
The office building will include the provision of changing facilities, showers and short- term locker facilities to encourage commuting through active travel modes.

Residential TDM Program
Transportation
Management
Association (TMA)
TDM Coordinator TDM Coordinator fo r residents to help provide information related to commuting (to off-site locations), sign-up support for transit pass programs, car-share programs and 511 rideshare programs.

On-site Support
Facilities
Pedestrian
Infrastructure
Walking is encouraged for residents with ample sidewalks and pedestrian cross-walks at intersections, providing connections to nearby public transit facilities.

Bicycle
Infrastructure
The proposed roadways for City Center include on-street bike lanes with connections into the existing local bicycle network (Along Tasman Drive). Bike lanes will also connect to nearby recreational bike paths and trails.

Transit
Infrastructure
Provide in-building information for nearby public transit services, including schedules, maps to nearby transit-stops and stations
Car Share Services Provision of car sharing vehicles and car share membership information that provides residents access to vehicles, without the need to own a vehicle.

Industrial / warehouse TDM Program
On-site Support
Facilities
Pedestrian
Infrastructure
Walking is encouraged within the Northeast Parcel through the incorporation of ample sidewalks and pedestrian crosswalks at intersections. Pedestrian connections are to be provided for walkable distances between warehouses / industrial facilities and the Lick Mill LRT Station.

Bicycle
Infrastructure
The proposed roadways for the Northeast Parcel should provide for protected bike lanes to avoid conflicts with heavy vehicles with connections into the existing local bicycle network (along Tasman Drive).

Short-term and long-term bike parking will be provided and will be located at convenient locations near any warehouse facilities (exact parking locations to be determined).

Transit
Infrastructure
Shuttle stop(s) will be provided within convenient walking access of the warehouses / industrial facilities. Off-site transit infrastructure includes the nearby Lick Mill LRT station and Great America Amtrak station.

Carpool Preferential parking spaces located close to building entrances to encourage carpooling.

Demand
Responsive
Transport
Multi-passenger demand responsive ride services and employee incentives for local employees that are competitive with drive alone including transportation network/ride-sharing services such as Uber Pool or Lyft Line.

Provide on demand shuttles services scheduled for the start of / end of shift times in particular during night-times when public transport services are limited for larger warehouse facilities.

TDM Measure Program Item Description
In-building Support
Facilities
Pedestrian and
Bicycle Services
Warehouse buildings will include the provision of changing facilities, showers and short-term locker facilities to encourage commuting through active travel modes.

Monitoring of the TDM plan will be conducted in accordance with Section F, Monitoring and Reporting, of Mitigation Measure TRA-1.1 as defined by the 2016 EIR. This will include the following:
 Annual monitoring and reporting that includes: Description of TDM programs in operation over the previous year, results of driveway counts and survey findings.  Traffic counts to collect daily and peak hour traffic volumes at City Place Driveways and parking entrances. Counts will be conducted during school time and collected over a 72-hour period (Tuesday, Wednesday and Thursdays).
 Provide total sum of entering and exiting traffic for the peak hours, adjusted to isolate office and residential parking. Traffic volumes will then be compared to TDM plan trip thresholds to determine TDM plan performance and if the vehicle trip thresholds are being met.  Undertake an employee mode-share survey to determine mode-splits for employees, one year after building occupancy with ongoing surveys to be conducted to verify that vehicle trip thresholds are met.

Appendix A : Traffic Volume Tables
Scenario
Intersection
ID Street Movement AM Peak
Hour
PM Peak
Hour
AM Peak
Hour
PM Peak
Hour
AM Peak
Hour
PM Peak
Hour
AM Peak
Hour
PM Peak
Hour
AM Peak
Hour
PM Peak
Hour
AM Peak
Hour
PM Peak
Hour
8 Tasman Drive EBL 27 27 66 357 93 384 134 701 26 214 160 915 8 Tasman Drive EBR 33 52 0 0 33 52 33 52 0 0 33 52
8 Tasman Drive EBT 137 635 532 46 669 681 153 833 808 268 961 1101 8 Great America Pkw
y NBL 326 84 0 0 326 84 326 84 0 0 326 84
8 Great America Pkw y NBR 160 536 399 0 559 536 199 828 309 0 508 828 8 Great America Pkw y NBT 594 618 993 629 1587 1247 594 1232 1024 661 1618 1893 8 Great America Pkw y SBL 56 377 57 5 113 382 107 389 7 8 114 397 8 Great America Pkw y SBR 47 50 71 312 118 362 635 120 22 361 657 481 8 Great America Pkw y SBT 542 924 243 458 785 1382 1023 924 409 533 1432 1457 8 Tasman Drive WBL 335 270 178 805 513 1075 678 365 29 812 707 1177 8 Tasman Drive WBR 147 57 0 206 147 263 147 110 0 37 147 147 8 Tasman Drive WBT 615 223 109 499 724 722 841 226 193 591 1034 817 9 Tasman Drive EBL 77 58 0 0 77 58 77 58 0 0 77 58
9 Tasman Drive EBR 510051 9 6 8 700 9 6 8 7
9 Tasman Drive EBT 370 1704 988 51 1358 1755 482 2273 1124 276 1606 2549 9 Convention Center NBL 3 81 0 0 3 81 55 193 0 0 55 193 9 Convention Center NBR 0 35 0 0 0 35 35 184 0 0 35 184 9 Convention Center NBT 530053530053
9 Convention Center SBL 15 41 0 0 15 41 16 41 0 0 16 41 9 Convention Center SBR 46 70 0 0 46 70 46 70 0 0 46 70 9 Convention Center SBT 200020200020
9 Tasman Drive WBL 6 43 0 0 6 43 136 143 0 0 136 143
9 Tasman Drive WBR 32 33 0 0 32 33 35 37 0 0 35 37
9 Tasman Drive WBT 1263 521 286 1510 1549 2031 1870 692 222 1440 2092 2132 10 Tasman Drive EBT 385 1780 988 51 1373 1831 499 2343 1124 276 1623 2619 10 Future Driveway SBR 0 0 191 1096 191 1096 0 0 166 1020 166 1020 10 Tasman Drive WBR 0 0 247 50 247 50 0 0 1 16 1 16
10 Tasman Drive WBT 1301 597 96 414 1397 1011 1909 773 56 420 1965 1193 11 Tasman Dr EBL 79 96 57 2 136 98 79 96 89 274 168 370 11 Tasman Dr EBR 7 33 0 0 7 33 7 33 0 0 7 33
11 Tasman Dr EBT 280 1552 931 48 1211 1600 305 2028 1035 2 1340 2030 11 Centennial Blvd NBL 9 22 0 0 9 22 9 22 0 0 9 22
11 Centennial Blvd NBR 4 26 0 0 4 26 4 26 0 0 4 26
11 Centennial Blvd NBT 0 10 0 0 0 10 0 10 0 0 0 10
11 Centennial Blvd SBL 30 115 257 901 287 1016 30 115 285 932 315 1047 11 Centennial Blvd SBR 83 100 0 0 83 100 83 100 0 0 83 100 11 Centennial Blvd SBT 010001010001
11 Tasman Dr WBL 6 21 0 0 6 21 6 21 0 0 6 21
11 Tasman Dr WBR 89 75 355 45 444 120 89 75 485 30 574 105 11 Tasman Dr WBT 1328 451 343 464 1671 915 1886 516 56 436 1942 952 12 Tasman Drive EBT 385 1780 350 948 735 2728 444 2404 292 934 736 3338 12 Future Driveway SBR 0 0 96 414 96 414 0 0 56 423 56 423 12 Tasman Drive WBR 0 0 428 461 428 461 0 0 406 504 406 504 12 Tasman Drive WBT 1301 597 602 95 1903 692 1984 763 485 50 2469 813 13 Tasman Dr EBL 34 90 61 42 95 132 51 220 38 0 89 220
13 Tasman Dr EBT 255 1146 289 906 544 2052 295 1637 253 934 548 2571 13 Calle del Sol SBL 99 166 0 0 99 166 381 166 8 125 389 291 13 Calle del Sol SBR 124 67 117 77 241 144 300 139 16 2 316 141 13 Tasman Dr WBR 225 170 0 0 225 170 225 288 0 0 225 288 13 Tasman Dr WBT 1137 427 913 479 2050 906 1644 522 875 552 2519 1074 14 Tasman Dr EBL 21 4 32 41 53 45 31 40 0 121 31 161
14 Tasman Dr EBR 66 388 96 346 162 734 211 749 107 374 318 1123 14 Tasman Dr EBT 311 1088 161 519 472 1607 479 1088 154 564 633 1652 14 Lick Mill Blvd NBL 287 62 323 175 610 237 357 281 308 164 665 445 14 Lick Mill Blvd NBR 335 243 0 0 335 243 345 421 0 0 345 421 14 Lick Mill Blvd NBT 28 4 48 22 76 26 64 114 46 21 110 135 14 Lick Mill Blvd SBL 3 29 24 75 27 104 331 387 23 0 354 387 14 Lick Mill Blvd SBR 7 15 55 42 62 57 39 37 56 139 95 176 14 Lick Mill Blvd SBT 16 24 15 50 31 74 147 151 0 1 147 152 14 Tasman Dr WBL 132 237 0 0 132 237 301 308 0 0 301 308 14 Tasman Dr WBR 22 6 80 33 102 39 206 293 77 31 283 324 14 Tasman Dr WBT 943 567 535 262 1478 829 1315 567 511 249 1826 816 57 Great America Pkw y NBL 141 343 303 681 444 1024 141 521 290 645 431 1166 57 Great America Pkw y NBT 227 658 0 0 227 658 255 1150 0 0 255 1150 57 Great America Pkw y SBR 424 350 0 0 424 350 626 545 0 0 626 545 57 Great America Pkw y SBT 99 162 0 0 99 162 99 162 0 0 99 162 57 SR 237 WB Ramp WBL 833 942 823 504 1656 1446 926 985 788 477 1714 1462 57 SR 237 WB Ramp WBR 145 327 0 0 145 327 145 327 0 0 145 327 57 SR 237 WB Ramp WBT 68 2 0 0 68 2 68 2 0 0 68 2
58 SR 237 EB Ramps EBL 164 264 0 0 164 264 179 293 0 0 179 293 58 SR 237 EB Ramps EBR 441 271 992 340 1433 611 855 271 950 322 1805 593 58 SR 237 EB Ramps EBT 0 11 0 0 0 11 0 11 0 0 0 11
58 Great America Pkw y N B L 000000010001
58 Great America Pkw y NBR 338 728 249 1010 587 1738 508 1069 240 957 748 2026 58 Great America Pkw y NBT 211 731 303 681 514 1412 211 1373 290 645 501 2018 58 Great America Pkw y SBL 23 95 0 0 23 95 23 95 0 0 23 95 58 Great America Pkw y SBT 907 1066 823 504 1730 1570 1008 1109 788 477 1796 1586 59 Stadium Tech Center Access Drive EBL 2 60 0 0 2 60 2 60 0 0 2 60 59 Stadium Tech Center Access Drive EBR 0 23 0 0 0 23 9 23 0 0 9 23 59 Stadium Tech Center Access Drive EBT 3 82 0 0 3 82 3 82 0 0 3 82 59 Great America Pkw y NBL 36 21 0 0 36 21 36 21 0 0 36 21 Background No
Project Traffic
Volumes (Without Lick
Mill Connection)
Cumulative No Project
Traffic Volumes
(Without Lick Mill
Connection)
Cumulative Plus
Project Traffic
Volumes (Without Lick
Mill Connection)
Project Trip
Assignment under
Cumulative Conditions
(Without Lick Mill
Connection)
Project Trip
Assignment under
Background
Conditions (Without
Lick Mill Connection)
Background Plus
Project Traffic
Volumes (Without Lick
Mill Connection)
59 Great America Pkw y NBR 63 460 17 83 80 543 80 1044 20 7 100 1051 59 Great America Pkw y NBT 347 1010 544 1470 891 2480 501 2111 522 1357 1023 3468 59 Great America Pkw y SBL 192 99 244 106 436 205 250 99 235 89 485 188 59 Great America Pkw y SBR 68 7 0 0 68 7 68 7 0 0 68 7
59 Great America Pkw y SBT 1054 554 1571 738 2625 1292 1510 554 1503 710 3013 1264 59 Great America Wa y WBL 175 76 1 7 176 83 1077 129 1 7 1078 136 59 Great America Wa y WBR 194 169 8 221 202 390 194 169 8 245 202 414 59 Great America Wa y WBT 57 9 0 0 57 9 57 9 0 0 57 9
60 Old Mountain View-Alviso Rd EBL 72 534 3 2 75 536 136 744 0 0 136 744 60 Old Mountain View-Alviso Rd EBR 19 146 24 19 43 165 19 146 25 20 44 166 60 Old Mountain View-Alviso Rd EBT 8 77 0 0 8 77 8 77 0 0 8 77 60 Great America Pkw y NBL 129 48 9 42 138 90 129 48 7 40 136 88 60 Great America Pkw y NBR 85 11 0 0 85 11 85 45 0 0 85 45 60 Great America Pkw y NBT 363 918 558 1550 921 2468 470 2393 542 1364 1012 3757 60 Great America Pkw y SBL 36 11 0 0 36 11 36 11 0 0 36 11 60 Great America Pkw y SBR 423 81 0 0 423 81 571 134 0 0 571 134 60 Great America Pkw y SBT 775 641 1572 745 2347 1386 1986 641 1504 717 3490 1358 60 Old Mountain View-Alviso Rd WBL 10 67 0 0 10 67 36 67 0 0 36 67 60 Old Mountain View-Alviso Rd WBR 5 49 0 0 5 49 5 49 0 0 5 49 60 Old Mountain View-Alviso Rd WBT 4 10 0 0 4 10 4 10 0 0 4 10 61 Driveway EBL 000000000000
61 Driveway EBR 000000000000
61 Driveway EBT 000000000000
61 Great America Pkw y N B L 000000000000
61 Great America Pkw y NBR 0 0 575 204 575 204 0 0 564 305 564 305 61 Great America Pkw y NBT 734 946 438 556 1172 1502 734 2419 413 235 1147 2654 61 Great America Pkw y SBL 0 0 733 470 733 470 0 0 729 456 729 456 61 Great America Pkw y S B R 000000000000
61 Great America Pkw y SBT 1046 992 863 294 1909 1286 2270 992 800 281 3070 1273 61 City Place Pkw y WBL 0 0 96 270 96 270 0 0 200 302 200 302 61 City Place Pkw y WBR 0 0 130 1036 130 1036 0 0 136 1169 136 1169 61 City Place Pkw y W B T 000000000000
62 Great America Pkw y NBR 0 0 518 741 518 741 0 0 520 592 520 592 62 Great America Pkw y NBT 734 946 577 478 1311 1424 734 2419 564 311 1298 2730 62 Great America Pkw y SBL 0 0 806 288 806 288 0 0 798 274 798 274 62 Great America Pkw y SBT 1046 992 153 277 1199 1269 2270 992 202 310 2472 1302 62 Second St WBL 0 0 229 557 229 557 0 0 246 617 246 617 62 Second St WBR 0 0 436 282 436 282 0 0 413 228 413 228 63 Bunker Hill EBL 14 236 36 33 50 269 14 590 34 26 48 616 63 Bunker Hill EBR 17 235 0 0 17 235 96 235 0 4 96 239
63 Bunker Hill EBT 7 19 0 0 7 19 8 21 0 0 8 21
63 Great America Pkw y NBL 112 22 0 6 112 28 172 177 0 34 172 211 63 Great America Pkw y NBR 169 40 0 0 169 40 169 114 0 0 169 114 63 Great America Pkw y NBT 562 651 1059 1186 1621 1837 562 1759 1051 877 1613 2636 63 Great America Pkw y SBL 107 32 0 0 107 32 107 32 0 0 107 32 63 Great America Pkw y SBR 135 30 10 59 145 89 374 30 9 29 383 59 63 Great America Pkw y SBT 576 759 372 775 948 1534 1580 759 438 898 2018 1657 63 Bunker Hill WBL 33 174 0 0 33 174 69 174 0 0 69 174
63 Bunker Hill WBR 40 71 0 0 40 71 40 79 0 0 40 79
63 Bunker Hill WBT 11 21 0 0 11 21 11 21 0 0 11 21
64 Old Glory Ln EBL 0 45 0 0 0 45 273 561 0 64 273 625
64 Old Glory Ln EBR 5 101 0 0 5 101 346 736 0 0 346 736 64 Old Glory Ln EBT 000000 3 3 3 500 3 3 3 5
64 Great America Pkw y NBL 22 13 0 0 22 13 727 387 0 0 727 387 64 Great America Pkw y N B R 200020200020
64 Great America Pkw y NBT 1127 1171 1392 629 2519 1800 1127 1437 1333 597 2460 2034 64 Great America Pkw y SBL 22 8 0 0 22 8 146 43 0 0 146 43 64 Great America Pkw y SBR 16 4 0 0 16 4 415 406 36 146 451 552 64 Great America Pkw y SBT 835 1224 421 1263 1256 2487 1141 1224 402 1198 1543 2422 64 Old Glory Ln WBL 220022220022
64 Old Glory Ln WBR 220022 1 9 1 2 500 1 9 1 2 5
64 Old Glory Ln WBT 000000 2 1 5 600 2 1 5 6
65 Patrick Henry Dr EBL 4 47 0 0 4 47 4 47 0 1 4 48
65 Patrick Henry Dr EBR 110 609 0 0 110 609 1038 1764 0 0 1038 1764 65 Patrick Henry Dr EBT 340034 2 8 1 000 2 8 1 0
65 Great America Pkw y NBL 373 107 0 0 373 107 1167 1059 0 0 1167 1059 65 Great America Pkw y NBR 76 21 0 0 76 21 76 44 0 0 76 44 65 Great America Pkw y NBT 1164 1246 1392 629 2556 1875 1555 1811 1333 596 2888 2407 65 Great America Pkw y SBL 29 9 0 0 29 9 156 9 0 0 156 9 65 Great America Pkw y SBR 21 8 0 0 21 8 21 8 0 1 21 9
65 Great America Pkw y SBT 763 1484 421 1263 1184 2747 1334 1484 402 1197 1736 2681 65 Patrick Henry Dr WBL 13 209 0 0 13 209 27 224 0 0 27 224 65 Patrick Henry Dr WBR 11 44 0 0 11 44 11 169 0 0 11 169 65 Patrick Henry Dr WBT 5 10 0 0 5 10 14 32 0 0 14 32
66 Mission College Blvd EBL 119 170 186 112 305 282 286 299 180 106 466 405 66 Mission College Blvd EBR 103 100 0 0 103 100 103 100 0 0 103 100 66 Mission College Blvd EBT 89 459 0 0 89 459 515 459 0 0 515 459 66 Great America Pkw y NBL 470 271 0 0 470 271 470 271 0 0 470 271 66 Great America Pkw y NBR 353 377 0 0 353 377 353 377 0 0 353 377 66 Great America Pkw y NBT 1152 1002 1036 437 2188 1439 2029 2096 990 416 3019 2512 66 Great America Pkw y SBL 142 368 52 159 194 527 656 378 49 151 705 529 66 Great America Pkw y SBR 120 142 56 225 176 367 174 399 55 212 229 611 66 Great America Pkw y SBT 678 1625 313 879 991 2504 1621 2511 298 834 1919 3345 66 Mission College Blvd WBL 468 445 0 0 468 445 958 1512 0 0 958 1512 66 Mission College Blvd WBR 300 146 170 80 470 226 434 465 163 74 597 539 66 Mission College Blvd WBT 271 125 0 0 271 125 271 523 0 0 271 523 67 Great America Pkwy NBR 000000 1 9 4 2 9 800 1 9 4 2 9 8 67 Great America Pkw y NBT 1437 1304 693 341 2130 1645 2561 2174 662 324 3223 2498 67 Great America Pkw y S B R 000000 5 6 0 1008 0 0 560 1008 67 Great America Pkw y SBT 931 1916 311 793 1242 2709 2021 2980 296 752 2317 3732 67 US 101 NB Ramp WBL 523 367 0 0 523 367 573 367 0 0 573 367 67 US 101 NB Ramp WBR 1020 573 343 96 1363 669 1852 1043 328 92 2180 1135 68 US 101 SB Ramp EBL 569 253 10 44 579 297 774 425 10 42 784 467 68 US 101 SB Ramp EBR 485 196 0 0 485 196 558 365 0 0 558 365 68 Great America Pkw y N B L 000000 0 0 00 0 0
68 Great America Pkw y NBR 248 789 0 0 248 789 248 789 0 0 248 789 68 Great America Pkw y NBT 1025 1310 683 297 1708 1607 1987 1960 652 282 2639 2242 68 Great America Pkw y SBR 260 621 104 193 364 814 677 1303 98 184 775 1487 68 Great America Pkw y SBT 1174 1689 207 600 1381 2289 1464 1966 198 568 1662 2534 85 Great America Wa y EBL 3 59 12 0 15 59 3 276 19 0 22 276 85 Great America Wa y EBR 72 454 249 189 321 643 260 949 236 96 496 1045 85 Lafayette St NBL 312 68 9 229 321 297 712 143 9 252 721 395 85 Lafayette St NBT 602 189 13 51 615 240 824 471 4 47 828 518 85 Lafayette St SBR 23 9 0 0 23 9 568 15 0 0 568 15
85 Lafayette St SBT 161 496 79 25 240 521 164 503 76 25 240 528 86 Lafayette St NBR 005656007676
86 Lafayette St NBT 916 315 9 120 925 435 1540 676 0 77 1540 753 86 Lafayette St SBL 0 0 129 19 129 19 0 0 185 19 185 19 86 Lafayette St SBT 232 950 198 195 430 1145 427 1453 127 102 554 1555 86 North Access Road WBL 005858005959
86 North Access Road WBR 0 0 13 160 13 160 0 0 13 222 13 222 87 Lafayette St NBR 0 0 1011 755 1011 755 0 0 1078 733 1078 733 87 Lafayette St NBT 916 315 5 82 921 397 1537 676 5 6 1542 682 87 Lafayette St SBL 0 0 68 28 68 28 0 0 66 24 66 24
87 Lafayette St SBT 232 950 135 174 367 1124 427 1451 66 87 493 1538 87 Jug Handle WBL 0 0 480 1152 480 1152 0 0 549 1153 549 1153 87 Jug Handle WBR 0 0 9 44 9 44 0 0 2 77 2 77
88 Lafayette St NBR 0 0 377 176 377 176 0 0 272 123 272 123 88 Lafayette St NBT 916 315 866 494 1782 809 1537 676 923 434 2460 1110 88 Lafayette St SBL 0 0 301 171 301 171 0 0 348 221 348 221 88 Lafayette St SBT 232 950 315 1155 547 2105 427 1451 266 1019 693 2470 88 South Access Road WBL 0 0 86 303 86 303 0 0 75 280 75 280 88 South Access Road WBR 0 0 150 343 150 343 0 0 160 305 160 305 89 Lafayette St NBR 10 7 0 4 10 11 50 108 0 81 50 189
89 Lafayette St NBT 1011 293 993 554 2004 847 1283 380 990 498 2273 878 89 Lafayette St SBL 25 9 83 252 108 261 216 358 5 9 221 367 89 Lafayette St SBT 196 1102 318 1206 514 2308 199 1255 336 1290 535 2545 89 Calle Del Mundo WBL 3 12 0 2 3 14 115 98 0 0 115 98
89 Calle Del Mundo WBR 7 12 250 116 257 128 357 285 206 59 563 344 90 Lafayette St NBR 257 165 117 77 374 242 316 520 16 2 332 522 90 Lafayette St NBT 882 262 932 537 1814 799 882 448 990 579 1872 1027 90 Lafayette St SBL 39 166 0 0 39 166 39 217 31 125 70 342 90 Lafayette St SBT 208 965 318 1208 526 2173 378 1151 305 1165 683 2316 90 Calle de Luna WBL 91 365 0 21 91 386 486 658 0 0 486 658 90 Calle de Luna WBR 111 52 61 21 172 73 458 55 0 0 458 55 114 Calle de Luna EBL 000000130013
114 Calle De Luna EBR 265 320 117 77 382 397 265 320 24 127 289 447 114 Calle De Luna EBT 19 5 0 0 19 5 139 306 23 0 162 306 114 Calle Del Sol NBL 201 371 61 42 262 413 405 457 0 0 405 457 114 Calle Del Sol NBR 70 00 7 2 19 3 80 5 99
114 Calle Del Sol NBT 000000 9 1 1 1 900 9 1 1 1 9
114 Driveway SBL 000000 8 8 1 4 600 8 8 1 4 6
114 Driveway SBR 000000130013
114 Driveway SBT 000000 9 5 1 2 600 9 5 1 2 6
114 Calle De Luna WBL 14 20 0 0 14 20 200020
114 Calle De Luna WBR
21 0 0 0 0 0 94 83 0 0 94 83
114 Calle De Luna WBT 6 29 0 0 6 29 282 187 0 0 282 187 0 21
Scenario
Intersection
ID Street Movement AM Peak
Hour
PM Peak
Hour
AM Peak
Hour
PM Peak
Hour
AM Peak
Hour
PM Peak
Hour
AM Peak
Hour
PM Peak
Hour
AM Peak
Hour
PM Peak
Hour
AM Peak
Hour
PM Peak
Hour
8 Tasman Drive EBL 134 701 19 209 153 910 0 0 7 5 7 5
8 Tasman Drive EBR 33 52 0 0 33 52 0 0 0 0 0 0
8 Tasman Drive EBT 153 833 815 273 968 1106 0 0 -7 -5 -7 -5 8 Great America Pkw
y NBL 326 84 0 0 326 84 0 0 0 0 0 0
8 Great America Pkwy NBR 199 878 362 0 561 878 0 -50 -54 0 -54 -50 8 Great America Pkwy NBT 594 1332 971 660 1565 1992 0 -100 54 0 54 -100 8 Great America Pkwy SBL 107 339 3 8 110 347 0 50 4 0 4 50 8 Great America Pkwy SBR 635 120 0 339 635 459 0 0 22 22 22 22 8 Great America Pkwy SBT 943 874 411 462 1354 1336 80 50 -2 70 78 120 8 Tasman Drive WBL 678 365 27 868 705 1233 0 0 2 -56 2 -56 8 Tasman Drive WBR 147 110 0 62 147 172 0 0 0 -25 0 -25 8 Tasman Drive WBT 941 226 215 626 1156 852 -100 0 -22 -36 -122 -36 9 Tasman Drive EBL 77 58 0 0 77 58 0 0 0 0 0 0
9 Tasman Drive EBR 96 87 0 0 96 87 0 0 0 0 0 0
11 Tasman Dr EBL 29 96 84 277 113 373 50 0 5 -3 55 -3
11 Tasman Dr EBR 7 33 0 0 7 33 0 0 0 0 0 0
11 Tasman Dr EBT 354 2078 1096 4 1450 2082 -49 -50 -62 -2 -111 -52 11 Centennial Blvd NBL 9 22 0 0 9 22 0 0 0 0 0 0
11 Centennial Blvd NBR 4 26 0 0 4 26 0 0 0 0 0 0
11 Centennial Blvd NBT 0 10 0 0 0 10 0 0 0 0 0 0
11 Centennial Blvd SBL 30 115 247 819 277 934 0 0 38 113 38 113 11 Centennial Blvd SBR 83 100 0 0 83 100 0 0 0 0 0 0
11 Centennial Blvd SBT 0 1 0 0 0 1 0 0 0 0 0 0
11 Tasman Dr WBL 6 21 0 0 6 21 0 0 0 0 0 0
11 Tasman Dr WBR 89 75 438 20 527 95 0 0 46 10 46 10
11 Tasman Dr WBT 1986 516 81 508 2067 1024 -100 0 -25 -72 -125 -72 13 Tasman Dr EBL 51 270 98 0 149 270 0 -50 -60 0 -60 -50 13 Tasman Dr EBT 344 1637 434 823 778 2460 -49 0 -181 111 -230 111 13 Calle del Sol SBL 481 166 14 0 495 166 -100 0 -6 125 -106 125 13 Calle del Sol SBR 400 229 0 72 400 301 -100 -90 16 -70 -84 -160 13 Tasman Dr WBR 225 513 0 0 225 513 0 -225 0 0 0 -225
13 Tasman Dr WBT 1594 522 860 603 2454 1125 50 0 15 -51 65 -51 14 Tasman Dr EBL 80 40 187 23 267 63 -49 0 -187 98 -236 98 14 Tasman Dr EBR 211 749 107 307 318 1056 0 0 0 67 0 67 14 Tasman Dr EBT 479 1088 154 493 633 1581 0 0 0 71 0 71 14 Lick Mill Blvd NBL 307 431 308 152 615 583 50 -150 0 12 50 -138 14 Lick Mill Blvd NBR 275 171 0 0 275 171 70 250 0 0 70 250 14 Lick Mill Blvd NBT 266 114 46 33 312 147 -202 0 0 -12 -202 -12 14 Lick Mill Blvd SBL 281 436 23 71 304 507 50 -49 0 -71 50 -120 14 Lick Mill Blvd SBR 39 111 41 202 80 313 0 -74 15 -63 15 -137 14 Lick Mill Blvd SBT 147 195 0 68 147 263 0 -44 0 -67 0 -111 14 Tasman Dr WBL 181 258 0 0 181 258 120 50 0 0 120 50
14 Tasman Dr WBR 354 293 77 31 431 324 -148 0 0 0 -148 0 14 Tasman Dr WBT 1315 567 511 249 1826 816 0 0 0 0 0 0
59 Stadium Tech Center Access Drive EBL 2 60 0 0 2 60 0 0 0 0 0 0 59 Stadium Tech Center Access Drive EBR 9 23 0 0 9 23 0 0 0 0 0 0 59 Stadium Tech Center Access Drive EBT 3 82 0 0 3 82 0 0 0 0 0 0 59 Great America Pkwy NBL 36 21 0 0 36 21 0 0 0 0 0 0
59 Great America Pkwy NBR 80 1294 20 7 100 1301 0 -250 0 0 0 -250 59 Great America Pkwy NBT 471 2061 522 1366 993 3427 30 50 0 -9 30 41 59 Great America Pkwy SBL 250 189 235 98 485 287 0 -90 0 -8 0 -98 59 Great America Pkwy S B R 6 8700 6 87000000
59 Great America Pkwy SBT 1510 504 1503 701 3013 1205 0 50 0 8 0 58 59 Great America Way WBL 1377 129 1 12 1378 141 -300 0 0 -5 -300 -5 59 Great America Way WBR 294 69 8 236 302 305 -100 100 0 9 -100 109 59 Great America Way WBT 57 9 0 0 57 9 0 0 0 0 0 0
60 Old Mountain View-Alviso Rd EBL 206 794 0 0 206 794 -70 -50 0 0 -70 -50 60 Old Mountain View-Alviso Rd EBR 4 146 25 20 29 166 15 0 0 0 15 0 60 Old Mountain View-Alviso Rd EBT 8 77 0 0 8 77 0 0 0 0 0 0 60 Great America Pkw
y NBL 129 48 7 35 136 83 0 0 0 5 0 5
60 Great America Pkwy NBR 85 45 0 0 85 45 0 0 0 0 0 0
60 Great America Pkwy NBT 370 2543 542 1373 912 3916 100 -150 0 -9 100 -159 60 Great America Pkwy SBL 36 11 0 0 36 11 0 0 0 0 0 0
60 Great America Pkwy SBR 671 134 0 5 671 139 -100 0 0 -5 -100 -5 60 Great America Pkwy SBT 2186 591 1504 708 3690 1299 -200 50 0 8 -200 58 60 Old Mountain View-Alviso Rd WBL 51 67 0 0 51 67 -15 0 0 0 -15 0 60 Old Mountain View-Alviso Rd WBR 5 49 0 0 5 49 0 0 0 0 0 0 60 Old Mountain View-Alviso Rd WBT 4 10 0 0 4 10 0 0 0 0 0 0 61 Driveway EBL 0 0 0 0 0 0 0 0 0 0 0 0
61 Driveway EBR 0 0 0 0 0 0 0 0 0 0 0 0
61 Driveway EBT 0 0 0 0 0 0 0 0 0 0 0 0
61 Great America Pkw
y N B L 000000000000
61 Great America Pkwy NBR 0 0 420 296 420 296 0 0 144 9 144 9 61 Great America Pkwy NBT 634 2519 394 241 1028 2760 100 -100 19 -7 119 -107 61 Great America Pkwy SBL 120 0 729 451 849 451 -120 0 1 5 -119 5 61 Great America Pkwy S B R 000000000000
61 Great America Pkwy SBT 2350 942 800 277 3150 1219 -80 50 0 4 -80 54 61 City Place Pkwy WBL 0 0 189 164 189 164 0 0 12 138 12 138 61 City Place Pkwy WBR 0 50 155 1167 155 1217 0 -50 -19 3 -19 -47 61 City Place Pkwy W B T 000000000000
62 Great America Pkwy NBR 0 50 604 596 604 646 0 -50 -84 -4 -84 -54 62 Great America Pkwy NBT 634 2519 420 302 1054 2821 100 -100 144 9 244 -91 62 Great America Pkwy SBL 0 0 796 269 796 269 0 0 2 4 2 4 62 Great America Pkwy SBT 2350 942 192 172 2542 1114 -80 50 9 137 -71 187 62 Second St WBL 0 0 231 637 231 637 0 0 14 -20 14 -20
62 Second St WBR 0 0 393 236 393 236 0 0 20 -7 20 -7
Cumulative Plus Project
Traffic Volumes (With
Lick Mill Connection)
Cumulative No Project
Traffic Volumes
(Without Lick Mill
Connection minus With
Lick Mill Connection)
Cumulative Plus Project
Traffic Volumes (Without
Lick Mill Connection
minus With Lick Mill
Connection)
Project Trip Assignment
under Cumulative
Conditions (Without Lick
Mill Connection minus
With Lick Mill
Connection)
Cumulative No Project
Traffic Volumes (With
Lick Mill Connection)
Project Trip Assignment
under Cumulative
Conditions (With Lick
Mill Connection)
85 Great America Way EBL 3 226 19 0 22 226 0 50 0 0 0 50 85 Great America Way EBR 260 1339 236 105 496 1444 0 -390 0 -8 0 -398 85 Lafayette St NBL 1112 43 9 248 1121 291 -400 100 0 4 -400 104 85 Lafayette St NBT 855 771 4 47 859 818 -31 -300 0 0 -31 -300 85 Lafayette St SBR 568 15 0 0 568 15 0 0 0 0 0 0
85 Lafayette St SBT 214 593 76 25 290 618 -50 -90 0 0 -50 -90 86 Lafayette St NBR 0 0 47 248 47 248 0 0 -40 -242 -40 -242 86 Lafayette St NBT 1160 826 0 68 1160 894 380 -150 0 9 380 -141 86 Lafayette St SBL 0 830 247 109 247 939 0 -830 -62 -90 -62 -920 86 Lafayette St SBT 477 1103 65 21 542 1124 -50 350 62 81 12 431 86 Future Driveway to NE Parcel NorthWBL 0 0 137 166 137 166 0 0 -132 -157 -132 -157 86 Future Driveway to NE Parcel NorthWBR 811 50 13 227 824 277 -811 -50 0 -5 -811 -55 87 Lafayette St NBR 0 0 971 450 971 450 0 0 107 283 107 283 87 Lafayette St NBT 1027 826 5 6 1032 832 510 -150 0 0 510 -150 87 Lafayette St SBL 0 150 197 180 197 330 0 -150 -131 -157 -131 -307 87 Lafayette St SBT 477 951 5 7 482 958 -50 500 61 81 11 581 87 Jug Handle WBL 0 0 261 1013 261 1013 0 0 288 140 288 140 87 Jug Handle WBR 40 0 42 310 82 310 -40 0 -40 -233 -80 -233 88 Lafayette St NBR 20 25 0 0 20 25 -20 -25 272 123 252 98 88 Lafayette St NBT 897 801 976 456 1873 1257 640 -125 -53 -22 587 -147 88 Lafayette St SBL 25 220 0 0 25 220 -25 -220 348 221 323 1 88 Lafayette St SBT 452 731 266 1020 718 1751 -25 720 0 -1 -25 719 88 Future Driveway to NE Parcel SouthWBL 25 20 0 0 25 20 -25 -20 75 280 50 260 88 Future Driveway to NE Parcel SouthWBR 120 25 0 0 120 25 -120 -25 160 305 40 280 89 Lafayette St NBR 50 208 0 64 50 272 0 -100 0 17 0 -83 89 Lafayette St NBT 1013 530 875 445 1888 975 270 -150 115 53 385 -97 89 Lafayette St SBL 216 8 0 0 216 8 0 350 5 8 5 358
89 Lafayette St SBT 249 905 266 1020 515 1925 -50 350 70 270 20 620 89 Calle Del Mundo WBL 215 198 53 145 268 343 -100 -100 -53 -145 -153 -245 89 Calle Del Mundo WBR 7 285 102 11 109 296 350 0 104 48 454 48 90 Lafayette St NBR 316 460 131 72 447 532 0 60 -115 -70 -115 -10 90 Lafayette St NBT 932 448 875 509 1807 957 -50 0 115 70 65 70 90 Lafayette St SBL 139 17 14 0 153 17 -100 200 17 125 -83 325 90 Lafayette St SBT 428 1101 305 1165 733 2266 -50 50 0 0 -50 50 90 Calle de Luna WBL 486 658 0 0 486 658 0 0 0 0 0 0
90 Calle de Luna WBR 138 305 0 0 138 305 320 -250 0 0 320 -250 114 Calle de Luna EBL 1 3 0 0 1 3 0 0 0 0 0 0
114 Calle De Luna EBR 365 260 14 72 379 332 -100 60 10 55 -90 115 114 Calle De Luna EBT 139 56 131 0 270 56 0 250 -108 0 -108 250 114 Calle Del Sol NBL 205 707 0 0 205 707 200 -250 0 0 200 -250 114 Calle Del Sol NBR 171 159 98 0 269 159 -150 -150 -60 0 -210 -150 114 Calle Del Sol NBT 141 119 0 0 141 119 -50 0 0 0 -50 0 114 Driveway SBL 88 146 0 0 88 146 0 0 0 0 0 0
114 Driveway SBR 1 3 0 0 1 3 0 0 0 0 0 0
114 Driveway SBT 95 126 0 0 95 126 0 0 0 0 0 0
114 Calle De Luna WBL 2 150 0 0 2 150 0 -150 0 0 0 -150 114 Calle De Luna WBR 94 83 0 0 94 83 0 0 0 0 0 0
114 Calle De Luna WBT 237 187 0 0 237 187 45 0 0 0 45 0 Appendix B : Turning Movement Figures
Background No Project Traffic Volumes (Without Lick Mill Connection) 542 (924)
280 (1552)
0 (0)
7 (33)
66 (388)
370 (1704)
27 (27)
99 (162)
5 (1)
34 (90)
56 (377)
99 (166)
2 (0)
83 (100)
21 (4)
0 (11)
77 (58)
46 (70)
311 (1088)
47 (50)
30 (115)
907 (1066) 124 (67)
0 (1)
385 (1780)
23 (95)
424 (350)
7 (15)
255 (1146)
441 (271)
16 (24)
164 (264)
3 (29)
79 (96)
137 (635)
33 (52)
0 (0) 15 (41)
385 (1780)
4 (26)
594 (618)
227 (658)
338 (728)
0 (35)
141 (343)
5 (3)
3 (81)
326 (84)
0 (10)28 (4)
287 (62)
211 (731)
0 (0)
160 (536)335 (243)
9 (22)
1137 (427)
225 (170)
89 (75)
0 (0)6 (21)
6 (43)
1263 (521)615 (223)
833 (942)
68 (2)
335 (270)
145 (327)
943 (567)
147 (57)
0 (0)
1328 (451)
22 (6)
132 (237)
1301 (597)
32 (33)
1301 (597)
EIR Addendum Traffic Volumes
City Place, Santa Clara
Legend
AM Peak Hour (PM Peak Hour)
Tasman Drive
Tasman Drive
Great America Parkway
Tasman Drive
Convention Center
Tasman Drive
Tasman Drive Tasman Drive
Great America Parkway
Great America ParkwayCentennial Boulevard
Tasman Drive
Lick Mill Boulevard
SR 237 WB On Ramp SR 237 EB Off-Ramp
Tasman Drive
Tasman Drive
Tasman Drive
Tasman Drive Tasman Drive
Tasman DriveTasman Drive
SR 237 WB Off Ramp SR 237 EB On Ramp
Future Driveway
Centennial BoulevardLick Mill Boulevard
Convention Center
Calle del Sol Future Driveway
Great America Parkway
Great America Parkway
Great America Parkway
58 11
109
5714
12 13
8 Background No Project Traffic Volumes (Without Lick Mill Connection) 19 (146)
1054 (554)
89 (459)3 (4)
142 (368)
0 (23)
72 (534)
119 (170)
68 (7)
0 (0)
120 (142)
0 (0)
0 (0)
678 (1625)
107 (32)
931 (1916)
103 (100)
14 (236) 0 (45)
0 (0)
835 (1224)
29 (9) 192 (99)
22 (8)
763 (1484)
5 (101)
16 (4)
423 (81)
36 (11)
135 (30)
21 (8)
110 (609)
0 (0)
1046 (992)
2 (60)
4 (47)
7 (19)
576 (759)
1046 (992)
17 (235)
3 (82)
775 (641)
8 (77)
562 (651)
347 (1010)
112 (22)
1437 (1304)
363 (918)
0 (0)1164 (1246)
2 (0)
1127 (1171)
129 (48)470 (271)
63 (460)
353 (377)
0 (0)
0 (0)
373 (107)
734 (946)
0 (0)
169 (40)
1152 (1002)
22 (13)
36 (21)
85 (11)
76 (21)
734 (946)
468 (445)
2 (2)
175 (76)
0 (0)
10 (67)
0 (0)
300 (146)
33 (174)
0 (0)
40 (71)
5 (10)
523 (367)
0 (0)
4 (10)
2 (2)
57 (9)
194 (169) 5 (49)
0 (0) 11 (21)
1020 (573)
13 (209)
271 (125)
11 (44)
0 (0)
EIR Addendum Traffic Volumes
City Place, Santa Clara
Legend
AM Peak Hour (PM Peak Hour)
Stadium Tech Center
Bunker Hill
Great America Parkway
Great America Parkway Great America Parkway
Old Glory Lane
Patrick Henry Drive
Great America Parkway
Great America Parkway
Great America Parkway
Great America Parkway
Mission College Boulevard
Great America Parkway
Old Mountain View
Great America Parkway
US 101 NB RampPatrick Henry Drive
City Place Parkway
Second Street
Great America Way
Old Glory LaneBunker Hill
Old Mountain View
Mission College Boulevard
Great America Parkway
Great America Parkway
Great America Parkway
Great America ParkwayGreat America Parkway
Great America Parkway
Great America ParkwayGreat America Parkway
Great America Parkway
6462
67 60 61
6665
63 59
Background No Project Traffic Volumes (Without Lick Mill Connection) 0 (0)
161 (496)
569 (253)
232 (950)
23 (9)
39 (166)
265 (320)
19 (5)
196 (1102)
72 (454)
3 (59)
0 (0)
232 (950)
1174 (1689)
232 (950)
485 (196)
0 (0)
0 (0)
260 (621)
0 (0)
25 (9)
0 (0)
0 (0)
208 (965)
201 (371)
257 (165)
312 (68)
916 (315)
1025 (1310)
21(7)
1011 (293)
0 (0)
0 (0)
10 (7)
0 (0)
0 (0)
916 (315)
916 (315)
882 (262)
602 (189)
248 (789)
0 (0)
111 (52) 6 (29)
00 (0)
3 (12)0 (0)
7 (12)
14 (20)91 (365)
0 (0)
0 (0)
0 (0)
0 (0)
EIR Addendum Traffic Volumes
City Place, Santa Clara
Legend
AM Peak Hour (PM Peak Hour)
Lafayette Street
Lafayette Street
Lafayette Street
Lafayette Street
Lafayette StreetLafayette Street
Great America WayUS 101 SB Ramp
Great America Parkway
NNorth AccesssRoad
Calle de Luna
Calle Del MundoSouth AccesssRoadJug Handle
Calle de Luna
Calle del Sol Driveway
Calle de Luna
Lafayette Street
Lafayette Street
Lafayette Street
Lafayette Street Great America Parkway
Lafayette Street
Lafayette Street
68 87
86 88
85 89
90 114
350 (948)
931 (48)
0 (0)
257 (901)24 (75)
0 (0)
988 (51)
161 (519)
32 (41)
66 (357)
0 (0)
0 (0)
57 (2)
289 (906)
0 (0)
823 (504)
55 (42)
0 (0)
0 (0)
0 (0)
96 (414)
71 (312)
0 (0)
57 (5)
992 (340)
0 (0)
61 (42)
0 (0)
0 (0)
191 (1096)
0 (0)
117 (77)
243 (458)
0 (0)
96 (346)
532 (46)
988 (51)
15 (50)
0 (0)
323 (175)
303 (681)
0 (0)
0 (0)
993 (629)
249 (1010)
0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
399 (0)
0 (0)
48 (22)
0 (0)
0 (0)
303 (681)
109 (499)
428 (461)
602 (95)
0 (0)
355 (45)
535 (262)
0 (0)
823 (504)
0 (0)
0 (0)
0 (206)
286 (1510)
913 (479)
343 (464)
178 (805) 96 (414)
0 (0)
0 (0)80 (33)
0 (0)
247 (50)
Project Trip Assignment under Background Conditions (Without Lick Mill Connection) EIR Addendum Traffic Volumes
City Place, Santa Clara
Legend
AM Peak Hour (PM Peak Hour)
Tasman Drive
Tasman Drive
Great America Parkway
Tasman Drive
Convention Center
Tasman Drive
Tasman Drive Tasman Drive
Great America Parkway
Great America ParkwayCentennial Boulevard
Tasman Drive
Lick Mill Boulevard
SR 237 WB On Ramp SR 237 EB Off-Ramp
Tasman Drive
Tasman Drive
Tasman Drive
Tasman Drive Tasman Drive
Tasman DriveTasman Drive
SR 237 WB Off Ramp SR 237 EB On Ramp
Future Driveway
Centennial BoulevardLick Mill Boulevard
Convention Center
Calle del Sol Future Driveway
Great America Parkway
Great America Parkway
Great America Parkway
58 11
109
5714
12 13
8 0 (0)
153 (277)
0 (0)
0 (0)
24 (19)
0 (0)
0 (0)
1572 (745)
0 (0)
0 (0)
0 (0)
0 (0)
372 (775)
0 (0)
0 (0) 0 (0)
421 (1263) 1571 (738)
0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
0 (0) 3 (2)
52 (159)
806 (288)
10 (59)
0 (0)
863 (294)
0 (0)
421 (1263)
56 (225)
244 (106)
0 (0)
0 (0)
36 (33)
311 (793)
0 (0)
313 (879)
186 (112)
733 (470)
0 (0)
0 (0)
1036 (437)
577 (478)
0 (0)
0 (0)
0 (0)
693 (341) 0 (0)
1392 (629)
1392 (629)
575 (204)
438 (556)
0 (6)
558 (1550)
544 (1470)
0 (0)
518 (741)
1059 (1186)
17 (83)
0 (0) 9 (42)
0 (0)
0 (0)
0 (0)
8 (221)
229 (557)
0 (0)
0 (0)
0 (0)
343 (96)
0 (0)
0 (0)
0 (0)
0 (0)
0 (0)0 (0)
0 (0)
0 (0)
170 (80)
0 (0)
1 (7)
436 (282) 0 (0)
0 (0)
96 (270)
0 (0)
0 (0)
0 (0) 130 (1036)
Project Trip Assignment under Background Conditions (Without Lick Mill Connection) EIR Addendum Traffic Volumes
City Place, Santa Clara
Legend
AM Peak Hour (PM Peak Hour)
Stadium Tech Center
Bunker Hill
Great America Parkway
Great America Parkway Great America Parkway
Old Glory Lane
Patrick Henry Drive
Great America Parkway
Great America Parkway
Great America Parkway
Great America Parkway
Mission College Boulevard
Great America Parkway
Old Mountain View
Great America Parkway
US 101 NB RampPatrick Henry Drive
City Place Parkway
Second Street
Great America Way
Old Glory LaneBunker Hill
Old Mountain View
Mission College Boulevard
Great America Parkway
Great America Parkway
Great America Parkway
Great America ParkwayGreat America Parkway
Great America Parkway
Great America ParkwayGreat America Parkway
Great America Parkway
6462
67 60 61
6665
63 59
68 (28)
0 (0)
207 (600)
0 (0)315 (1155)
301 (171)
249 (189)
129 (19)
318 (1206)
12 (0)
0 (0)
318 (1208)
79 (25)
117 (77)
104 (193)
0 (0)
10 (44)
198 (195)
135 (174)
0 (0)
83 (252)
0 (0)
0 (0)
0 (0)
0 (0)
683 (297)
866 (494)
0 (0)
0 (0)
932 (537)
9 (120)
1011 (755)
61 (42)
993 (554)
377 (176) 9 (229)
5 (82)
5 (6)
0 (4)
13 (51)
117 (77)
0 (2)
0 (0)
86 (303)480 (1152)
0 (0)
9 (44)
13 (160)
150 (343)
0 (0)61 (21)
5 (8)
250 (116)
0 (21)
Project Trip Assignment under Background Conditions (Without Lick Mill Connection) EIR Addendum Traffic Volumes
City Place, Santa Clara
Legend
AM Peak Hour (PM Peak Hour)
Lafayette Street
Lafayette Street
Lafayette Street
Lafayette Street
Lafayette StreetLafayette Street
Great America WayUS 101 SB Ramp
Great America Parkway
NNorth AccessssRoad
Calle de Luna
Calle Del MundoSouth Access RoadJug Handle
Calle de Luna
Calle del Sol Driveway
Calle de Luna
Lafayette Street
Lafayette Street
Lafayette Street
Lafayette Street Great America Parkway
Lafayette Street
Lafayette Street
68 87
86 88
85 89
90 114
95 (132)
46 (70)
93 (384)
191 (1096)
424 (350)
2 (0)
15 (41)
53 (45)
1373 (1831)
99 (166)
1358 (1755)
27 (104)
31 (74)
162 (734)
472 (1607)
669 (681)
1730 (1570)
62 (57)
785 (1382)
164 (264)
241 (144)
1433 (611)
287 (1016)
99 (162)
544 (2052)
118 (362)
0 (1)
5 (1)
136 (98)
113 (382)
7 (33)
1211 (1600)
0 (11)
23 (95)
735 (2728)
33 (52)
77 (58)
96 (414)
83 (100)
335 (243)
444 (1024)
0 (35)
0 (0)
9 (22)
76 (26)
3 (81)
5 (3)
326 (84)
0 (10) 1587 (1247)
227 (658)
559 (536)
610 (237)
4 (26)
514 (1412)
587 (1738)
428 (461)
1903 (692)
225 (170)
1656 (1446)
1397 (1011)
724 (722)
145 (327)
1671 (915)
6 (21)
1549 (2031)
68 (2)
102 (39)
132 (237)
6 (43)
32 (33)
1478 (829)
2050 (906)
247 (50)
444 (120)
147 (263)
513 (1075)
Background Plus Project Traffic Volumes (Without Lick Mill Connection) EIR Addendum Traffic Volumes
City Place, Santa Clara
Legend
AM Peak Hour (PM Peak Hour)
Tasman Drive
Tasman Drive
Great America Parkway
Tasman Drive
Convention Center
Tasman Drive
Tasman Drive Tasman Drive
Great America Parkway
Great America ParkwayCentennial Boulevard
Tasman Drive
Lick Mill Boulevard
SR 237 WB On Ramp SR 237 EB Off-Ramp
Tasman Drive
Tasman Drive
Tasman Drive
Tasman Drive Tasman Drive
Tasman DriveTasman Drive
SR 237 WB Off Ramp SR 237 EB On Ramp
Future Driveway
Centennial BoulevardLick Mill Boulevard
Convention Center
Calle del Sol Future Driveway
Great America Parkway
Great America Parkway
Great America Parkway
58 11
109
5714
12 13
8 3 (82)
0 (0)
22 (8)
194 (527)
17 (235)
1256 (2487)
0 (45)
68 (7)
29 (9)
89 (459)
2625 (1292)
110 (609)
16 (4)
1909 (1286)
43 (165)
176 (367)
0 (23)
0 (0)
50 (269)
733 (470)
991 (2504)
305 (282)
2347 (1386)948 (1534)
436 (205)
2 (60)
145 (89)
3 (4)
21 (8)
103 (100)
7 (19)
36 (11)
75 (536)
423 (81)
8 (77)
107 (32)
0 (0)
1199 (1269)
1242 (2709)
5 (101)
4 (47)
806 (288)
1184 (2747)
169 (40)
2 (0)
85 (11)
2188 (1439)
0 (0)
470 (271)
353 (377)
80 (543)
518 (741)
76 (21)
2130 (1645)
138 (90)
1311 (1424)
921 (2468)
373 (107) 36 (21)
1621 (1837)
1172 (1502)
0 (0) 2519 (1800)
575 (204)
112 (28)
2556 (1875) 891 (2480)
22 (13)
436 (282)
0 (0)
11 (21)
176 (83)
202 (390)
4 (10)
96 (270)
40 (71)
5 (49)
470 (226)
57 (9)
1363 (669)271 (125)
0 (0)
229 (557)
523 (367)
11 (44)
13 (209)
2 (2)
130 (1036)
468 (445)
10 (67)
5 (10)
33 (174)
2 (2)
Background Plus Project Traffic Volumes (Without Lick Mill Connection) EIR Addendum Traffic Volumes
City Place, Santa Clara
Legend
AM Peak Hour (PM Peak Hour)
Stadium Tech Center
Bunker Hill
Great America Parkway
Great America Parkway Great America Parkway
Old Glory Lane
Patrick Henry Drive
Great America Parkway
Great America Parkway
Great America Parkway
Great America Parkway
Mission College Boulevard
Great America Parkway
Old Mountain View
Great America Parkway
US 101 NB RampPatrick Henry Drive
City Place Parkway
Second Street
Great America Way
Old Glory LaneBunker Hill
Old Mountain View
Mission College Boulevard
Great America Parkway
Great America Parkway
Great America Parkway
Great America ParkwayGreat America Parkway
Great America Parkway
Great America ParkwayGreat America Parkway
Great America Parkway
6462
67 60 61
6665
63 59
108 (261)
301 (171)
39 (166)
0 (0)
19 (5)
547 (2105)
514 (2308)
15 (59)
364 (814)
129 (19)
430 (1145)
0 (0)
0 (0) 240 (521)
1381 (2289)
23 (9)
579 (297)
68 (28)
321 (643)
0 (0)
526 (2173)
485 (196)
382 (397)
367 (1124)
1814 (799)
0 (0)
5 (6)
921 (397)
377 (176)
1782 (809)
221 (7)
248 (789)
2004 (847)
10 (11)
1011 (755)
615 (240)
321 (297)
374 (242)
925 (435)
262 (413)
1708 (1607)
3 (14)
9 (44)
13 (160)
00 (0)
6 (29)
91 (386) 14 (20)
5 (8)
172 (73)
257 (128)
86 (303)
150 (343)
480 (1152)
Background Plus Project Traffic Volumes (Without Lick Mill Connection) EIR Addendum Traffic Volumes
City Place, Santa Clara
Legend
AM Peak Hour (PM Peak Hour)
Lafayette Street
Lafayette Street
Lafayette Street
Lafayette Street
Lafayette StreetLafayette Street
Great America WayUS 101 SB Ramp
Great America Parkway
NNorth AccesssRoad
Calle de Luna
Calle Del MundoSouth Access RoadJug Handle
Calle de Luna
Calle del Sol Driveway
Calle de Luna
Lafayette Street
Lafayette Street
Lafayette Street
Lafayette Street Great America Parkway
Lafayette Street
Lafayette Street
68 87
86 88
85 89
90 114
31 (40)
79 (96)
7 (33)
33 (52)
479 (1088)
0 (0)
2 (0)
0 (1)
107 (389)
99 (162)
499 (2343)
482 (2273)
855 (271)
46 (70)
39 (37)
134 (701)
153 (833)
23 (95)
300 (139)
331 (387)
295 (1637)
77 (58)
211 (749)
1008 (1109)
1023 (924)
381 (166)
83 (100)
96 (87)
51 (220)
0 (0)
179 (293)
0 (11)
444 (2404)
305 (2028)
147 (151)
635 (120)
30 (115)
16 (41)
626 (545)
199 (828)
508 (1069)
211 (1373)
4 (26)
9 (22)
594 (1232)
326 (84)
141 (521)
357 (281)
5 (3)
345 (421)
35 (184)
255 (1150)
0 (1)
64 (114)
55 (193)
0 (10)
0 (0)
136 (143)
35 (37)147 (110)
1870 (692)
678 (365) 1909 (773)
68 (2)
89 (75)
841 (226) 0 (0)
206 (293)
301 (308)
1984 (763)
225 (288)1886 (516)
6 (21)
1315 (567)
145 (327)
1644 (522)
926 (985)
Cumulative No Project Traffic Volumes (Without Lick Mill Connection) EIR Addendum Traffic Volumes
City Place, Santa Clara
Legend
AM Peak Hour (PM Peak Hour)
Tasman Drive
Tasman Drive
Great America Parkway
Tasman Drive
Convention Center
Tasman Drive
Tasman Drive Tasman Drive
Great America Parkway
Great America ParkwayCentennial Boulevard
Tasman Drive
Lick Mill Boulevard
SR 237 WB On Ramp SR 237 EB Off-Ramp
Tasman Drive
Tasman Drive
Tasman Drive
Tasman Drive Tasman Drive
Tasman DriveTasman Drive
SR 237 WB Off Ramp SR 237 EB On Ramp
Future Driveway
Centennial BoulevardLick Mill Boulevard
Convention Center
Calle del Sol Future Driveway
Great America Parkway
Great America Parkway
Great America Parkway
58 11
109
5714
12 13
8 174 (399)
68 (7)
1038 (1764)
28 (10)
8 (21)
14 (590)
21 (8)
156 (9)
560 (1008)
1621 (2511)
146 (43)
273 (561)
415 (406)
9 (23)
0 (0)
1510 (554)
33 (35)
107 (32)
2 (60)
19 (146)
136 (744)
0 (0)
250 (99)
286 (299)
1580 (759)
656 (378)
2270 (992)
1141 (1224)
1334 (1484)
4 (47)
103 (100)
2021 (2980)
2270 (992)
36 (11)
515 (459)
8 (77)
374 (30)
1986 (641)
571 (134)
3 (82)
346 (736)96 (235)
0 (0)
194 (298)
0 (0)
2561 (2174)
734 (2419)
562 (1759)2029 (2096)
1167 (1059)
80 (1044)
1127 (1437)
1555 (1811)
727 (387)
353 (377)
470 (2393)
129 (48)
734 (2419)
501 (2111)
172 (177)
0 (0)
85 (45)
0 (0)
36 (21)
76 (44)
2 (0)
169 (114)
470 (271)
434 (465)
14 (32)
57 (9)
1852 (1043)
573 (367)
40 (79)
0 (0)4 (10)
69 (174)0 (0)
36 (67)
0 (0)
194 (169)
0 (0)
271 (523)
11 (21)
5 (49)
11 (169)
1077 (129)
2 (2)
958 (1512)
0 (0)
27 (224)
19 (125)
21 (56)
Cumulative No Project Traffic Volumes (Without Lick Mill Connection) EIR Addendum Traffic Volumes
City Place, Santa Clara
Legend
AM Peak Hour (PM Peak Hour)
Stadium Tech Center
Bunker Hill
Great America Parkway
Great America Parkway Great America Parkway
Old Glory Lane
Patrick Henry Drive
Great America Parkway
Great America Parkway
Great America Parkway
Great America Parkway
Mission College Boulevard
Great America Parkway
Old Mountain View
Great America Parkway
US 101 NB RampPatrick Henry Drive
City Place Parkway
Second Street
Great America Way
Old Glory LaneBunker Hill
Old Mountain View
Mission College Boulevard
Great America Parkway
Great America Parkway
Great America Parkway
Great America ParkwayGreat America Parkway
Great America Parkway
Great America ParkwayGreat America Parkway
Great America Parkway
6462
67 60 61
6665
63 59
216 (358)
0 (0)
88 (146)
1 (3)
427 (1451) 568 (15)
1464 (1966)
39 (217)
139 (306)
265 (320)
0 (0)
558 (365)
3 (276)
677 (1303)
1 (3)
774 (425)
0 (0)
260 (949)
378 (1151)
164 (503)
427 (1451)
95 (126)
427 (1453)
199 (1255)
824 (471)0 (0)
0 (0)
50 (108)
0 (0)
1537 (676) 0 (0)
1987 (1960)
1537 (676)
882 (448)
21 (9)
1283 (380)
712 (143)405 (457)
316 (520)
1540 (676)
248 (789)
91 (119)
0 (0)
282 (187)
2 (0)
458 (55)
0 (0)
0 (0)
0 (0)
486 (658)
0 (0)
357 (285)
94 (83)
0 (0) 115 (98)
Cumulative No Project Traffic Volumes (Without Lick Mill Connection) EIR Addendum Traffic Volumes
City Place, Santa Clara
Legend
AM Peak Hour (PM Peak Hour)
Lafayette Street
Lafayette Street
Lafayette Street
Lafayette Street
Lafayette StreetLafayette Street
Great America WayUS 101 SB Ramp
Great America Parkway
NNorth Access Road
Calle de Luna
Calle Del MundoSouth AccesssRoadJug Handle
Calle de Luna
Calle del Sol Driveway
Calle de Luna
Lafayette Street
Lafayette Street
Lafayette Street
Lafayette Street Great America Parkway
Lafayette Street
Lafayette Street
68 87
86 88
85 89
90 114
0 (0)
0 (0)
1124 (276)
0 (0)
107 (374)
285 (932)
0 (0)
409 (533)
0 (0)
16 (2)
0 (0)
26 (214) 1124 (276)
1035 (2)
950 (322)
0 (0)
0 (0)
253 (934)
23 (0)
0 (0)
0 (0)
0 (0)
56 (139)
38 (0)
0 (1)
154 (564)
7 (8)
0 (0)
0 (0)
166 (1020)
788 (477)
0 (121)
22 (361)
808 (268)
292 (934)
89 (274)
8 (125)
0 (0)
56 (423)
309 (0)
0 (0)
0 (0)
0 (0)
290 (645) 0 (0)
0 (0)
240 (957)
0 (0)
0 (0)
1024 (661)
0 (0)
290 (645)
0 (0)
308 (164)
46 (21)
0 (0)
0 (37)
0 (0)
222 (1440)
77 (31)
485 (30)
56 (420)
0 (0)
788 (477)
875 (552)0 (0)
0 (0)
56 (436)
193 (591)
0 (0)
1 (16)
0 (0)
0 (0)
485 (50)
406 (504)
29 (812)
511 (249)
Project Trip Assignment under Cumulative Conditions (Without Lick Mill Connection) EIR Addendum Traffic Volumes
City Place, Santa Clara
Legend
AM Peak Hour (PM Peak Hour)
Tasman Drive
Tasman Drive
Great America Parkway
Tasman Drive
Convention Center
Tasman Drive
Tasman Drive Tasman Drive
Great America Parkway
Great America ParkwayCentennial Boulevard
Tasman Drive
Lick Mill Boulevard
SR 237 WB On Ramp SR 237 EB Off-Ramp
Tasman Drive
Tasman Drive
Tasman Drive
Tasman Drive Tasman Drive
Tasman DriveTasman Drive
SR 237 WB Off Ramp SR 237 EB On Ramp
Future Driveway
Centennial BoulevardLick Mill Boulevard
Convention Center
Calle del Sol Future Driveway
Great America Parkway
Great America Parkway
Great America Parkway
58 11
109
5714
12 13
8 0 (1)
34 (26)
55 (212) 9 (29)
438 (898)
0 (0)
0 (0)
0 (0)
0 (0)
296 (752)
0 (0)
0 (64)
1503 (710)
0 (1) 0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
0 (4)
0 (0)
298 (834) 1504 (717)
180 (106)
25 (20)
402 (1198)
0 (0)
0 (0)
0 (0)
729 (456)
49 (151)
800 (281)
0 (0)
235 (89)
0 (0)
402 (1197) 202 (310)
36 (146)0 (0)
798 (274)
0 (0)
0 (0)
990 (416)
0 (0)
7 (40)
0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
1333 (596)
564 (311)
520 (592)
564 (305)
662 (324)
0 (0)
522 (1357)
0 (34)
0 (0)
542 (1364)
0 (0)
413 (235)
1051 (877)
20 (7)
1333 (597)
0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
136 (1169)
413 (228)
246 (617)
0 (0)
0 (0)
200 (302)
163 (74)
0 (0)
1 (7)
328 (92)
0 (0)
0 (0)
0 (0)
0 (0)
8 (245)
0 (0)
0 (0)
0 (0)0 (0)
0 (0)
Project Trip Assignment under Cumulative Conditions (Without Lick Mill Connection) EIR Addendum Traffic Volumes
City Place, Santa Clara
Legend
AM Peak Hour (PM Peak Hour)
Stadium Tech Center
Bunker Hill
Great America Parkway
Great America Parkway Great America Parkway
Old Glory Lane
Patrick Henry Drive
Great America Parkway
Great America Parkway
Great America Parkway
Great America Parkway
Mission College Boulevard
Great America Parkway
Old Mountain View
Great America Parkway
US 101 NB RampPatrick Henry Drive
City Place Parkway
Second Street
Great America Way
Old Glory LaneBunker Hill
Old Mountain View
Mission College Boulevard
Great America Parkway
Great America Parkway
Great America Parkway
Great America ParkwayGreat America Parkway
Great America Parkway
Great America ParkwayGreat America Parkway
Great America Parkway
6462
67 60 61
6665
63 59
236 (96)
185 (19)
31 (125)
0 (0)
19 (0)
23 (0)
198 (568)
0 (0)
127 (102)
66 (24)
348 (221)
0 (0)
76 (25)
24 (127)
5 (9)
0 (0)
266 (1019)
98 (184)
10 (42)
305 (1165)
336 (1290)
0 (0)
66 (87)
0 (0)
272 (123)
652 (282)
990 (498)
7 (6)
9 (252)
0 (0)
0 (81)
0 (0)
38 (0)
16 (2)
0 (77)
0 (0)
5 (6)
1078 (733)
990 (579)
923 (434)
4 (47)
2 (77) 206 (59)
75 (280)
0 (0)
0 (0)
549 (1153)
0 (0)
0 (0)
13 (222)
5 (9)
0 (0)
0 (0)
160 (305)
Project Trip Assignment under Cumulative Conditions (Without Lick Mill Connection) EIR Addendum Traffic Volumes
City Place, Santa Clara
Legend
AM Peak Hour (PM Peak Hour)
Lafayette Street
Lafayette Street
Lafayette Street
Lafayette Street
Lafayette StreetLafayette Street
Great America WayUS 101 SB Ramp
Great America Parkway
NNorth Access Road
Calle de Luna
Calle Del MundoSouth Access RoadJug Handle
Calle de Luna
Calle del Sol Driveway
Calle de Luna
Lafayette Street
Lafayette Street
Lafayette Street
Lafayette Street Great America Parkway
Lafayette Street
Lafayette Street
68 87
86 88
85 89
90 114
736 (3338)
2 (0)
1606 (2549)961 (1101)
626 (545)
96 (87)
31 (161)
1340 (2030)
0 (1)
633 (1652)
389 (291)
168 (370)
1432 (1457)
0 (11)
23 (95)
657 (481)
1805 (593)
95 (176)
354 (387)
316 (141)1796 (1586)
318 (1123)
160 (915)
33 (52)
16 (41)
315 (1047)
1623 (2619)
89 (220)
147 (152)
548 (2571)
166 (1020)
83 (100)
46 (70)
77 (58)
7 (33)
114 (397)
179 (293)
99 (162)
56 (423)
431 (1166)
255 (1150)
1618 (1893)
345 (421) 508 (828)
35 (184)
110 (135)
501 (2018)
9 (22) 326 (84)
0 (1)
4 (26)
55 (193)
665 (445)
5 (3)
748 (2026)
0 (10)
707 (1177)
1826 (816) 68 (2)
574 (105)
225 (288)
406 (504)
2469 (813)
2519 (1074)
136 (143) 1965 (1193)
145 (327)
1 (16)
283 (324)
1942 (952)
1714 (1462)
35 (37)
2092 (2132)
6 (21)
1034 (817)
301 (308)
147 (147)
Cumulative Plus Project Traffic Volumes (Without Lick Mill Connection) EIR Addendum Traffic Volumes
City Place, Santa Clara
Legend
AM Peak Hour (PM Peak Hour)
Tasman Drive
Tasman Drive
Great America Parkway
Tasman Drive
Convention Center
Tasman Drive
Tasman Drive Tasman Drive
Great America Parkway
Great America ParkwayCentennial Boulevard
Tasman Drive
Lick Mill Boulevard
SR 237 WB On Ramp SR 237 EB Off-Ramp
Tasman Drive
Tasman Drive
Tasman Drive
Tasman Drive Tasman Drive
Tasman DriveTasman Drive
SR 237 WB Off Ramp SR 237 EB On Ramp
Future Driveway
Centennial BoulevardLick Mill Boulevard
Convention Center
Calle del Sol Future Driveway
Great America Parkway
Great America Parkway
Great America Parkway
58 11
109
5714
12 13
8 103 (100)
1543 (2422)
485 (188)
705 (529)
229 (611)
146 (43)
3013 (1264)
44 (166)
3070 (1273)
107 (32)
28 (10)
3 (82)
36 (11)
3490 (1358)1919 (3345)
1038 (1764)
515 (459)
68 (7)
8 (77)
451 (552)
1736 (2681)
21 (9)
571 (134)
2472 (1302)
2 (60)
346 (736)
4 (48)
0 (0)
560 (1008)
96 (239)
273 (625)
798 (274)
383 (59)
136 (744)
33 (35) 729 (456)
156 (9)
2317 (3732)
48 (616)
8 (21)
9 (23)
2018 (1657)
466 (405)
36 (21)
194 (298) 2460 (2034)
0 (0)
3223 (2498)
353 (377)
76 (44)
1012 (3757)
1023 (3468)
172 (211)
1298 (2730)
564 (305)
470 (271)
520 (592)
100 (1051)
136 (88)
2888 (2407)
85 (45)
1613 (2636)
2 (0)
727 (387)
1167 (1059)
1147 (2654)
169 (114)
3019 (2512)
11 (21)
57 (9)
2180 (1135)
597 (539)
1078 (136)
5 (49) 136 (1169)
271 (523)
19 (125)
21 (56)
40 (79)
14 (32)
573 (367)958 (1512)
69 (174)
27 (224)
2 (2)
202 (414)
4 (10)
200 (302)36 (67)
246 (617)
413 (228)
11 (169)
0 (0)
Cumulative Plus Project Traffic Volumes (Without Lick Mill Connection) EIR Addendum Traffic Volumes
City Place, Santa Clara
Legend
AM Peak Hour (PM Peak Hour)
Stadium Tech Center
Bunker Hill
Great America Parkway
Great America Parkway Great America Parkway
Old Glory Lane
Patrick Henry Drive
Great America Parkway
Great America Parkway
Great America Parkway
Great America Parkway
Mission College Boulevard
Great America Parkway
Old Mountain View
Great America Parkway
US 101 NB RampPatrick Henry Drive
City Place Parkway
Second Street
Great America Way
Old Glory LaneBunker Hill
Old Mountain View
Mission College Boulevard
Great America Parkway
Great America Parkway
Great America Parkway
Great America ParkwayGreat America Parkway
Great America Parkway
Great America ParkwayGreat America Parkway
Great America Parkway
6462
67 60 61
6665
63 59
240 (528)
289 (447)
66 (24)
95 (126)
1662 (2534)
496 (1045)
221 (367)
558 (365)
693 (2470)
535 (2545)
88 (146)
70 (342)
775 (1487)
493 (1538)
162 (306)
568 (15)348 (221)
185 (19)
1 (3)
1 (3)
22 (276)
554 (1555)
784 (467)683 (2316)
7 (6)
2273 (878)
272 (123)
332 (522)
248 (789)
2460 (1110)405 (457)
50 (189)
91 (119)
1872 (1027)
1542 (682)
59 (9)
1540 (753)
828 (518)
2639 (2242)1078 (733)
721 (395)
5 (9)
160 (305)
282 (187)458 (55)
549 (1153) 75 (280)
563 (344)
13 (222)
2 (77)
2 (0)
115 (98)
486 (658)
94 (83)
Cumulative Plus Project Traffic Volumes (Without Lick Mill Connection) EIR Addendum Traffic Volumes
City Place, Santa Clara
Legend
AM Peak Hour (PM Peak Hour)
Lafayette Street
Lafayette Street
Lafayette Street
Lafayette Street
Lafayette StreetLafayette Street
Great America WayUS 101 SB Ramp
Great America Parkway
NNorth AccesssRoad
Calle de Luna
Calle Del MundoSouth Access RoadJug Handle
Calle de Luna
Calle del Sol Driveway
Calle de Luna
Lafayette Street
Lafayette Street
Lafayette Street
Lafayette Street Great America Parkway
Lafayette Street
Lafayette Street
68 87
86 88
85 89
90 114
281 (436)
635 (120)39 (111)
51 (270)
344 (1637)
134 (701)
400 (229)
80 (40)
479 (1088)
83 (100)
147 (195)
211 (749)
29 (96)
30 (115)
354 (2078)
7 (33)
107 (339)
153 (833)
0 (1)
481 (166)
943 (874)
33 (52)
266 (114)
9 (22)
0 (10)
326 (84)
275 (171) 199 (878)
307 (431)
4 (26)
594 (1332)
354 (293)
941 (226)
1986 (516) 225 (513)
147 (110)
89 (75)
6 (21)
678 (365)
1594 (522)
1315 (567)
181 (258)
Cumulative No Project Traffic Volumes (With Lick Mill Connection) EIR Addendum Traffic Volumes
City Place, Santa Clara
Legend
AM Peak Hour (PM Peak Hour)
Tasman Drive
Tasman Drive
Great America Parkway
Tasman Drive
Convention Center
Tasman Drive
Tasman Drive Tasman Drive
Great America Parkway
Great America ParkwayCentennial Boulevard
Tasman Drive
Lick Mill Boulevard
SR 237 WB On Ramp SR 237 EB Off-Ramp
Tasman Drive
Tasman Drive
Tasman Drive
Tasman Drive Tasman Drive
Tasman DriveTasman Drive
SR 237 WB Off Ramp SR 237 EB On Ramp
Future Driveway
Centennial BoulevardLick Mill Boulevard
Convention Center
Calle del Sol Future Driveway
Great America Parkway
Great America Parkway
Great America Parkway
58 11
109
5714
12 13
8 NNot evaluated for this scenario
NNot evaluated for this scenario
NNot evaluated for this scenario
2186 (591)
0 (0)
0 (0)
2 (60)
120 (0)
206 (794)
2350 (942)
4 (146)
1510 (504)
9 (23)
2350 (942)
250 (189)
8 (77)3 (82)
36 (11)
68 (7)
671 (134)
471 (2061)
36 (21)
85 (45)
634 (2519)
80 (1294)
0 (0)
634 (2519)
370 (2543)
0 (0)
0 (50)
129 (48)
0 (0)
57 (9)
5 (49)
0 (0)
0 (0)
0 (50)294 (69)
0 (0)
51 (67)1377 (129)
4 (10)
Cumulative No Project Traffic Volumes (With Lick Mill Connection) EIR Addendum Traffic Volumes
City Place, Santa Clara
Legend
AM Peak Hour (PM Peak Hour)
Stadium Tech Center
Bunker Hill
Great America Parkway
Great America Parkway Great America Parkway
Old Glory Lane
Patrick Henry Drive
Great America Parkway
Great America Parkway
Great America Parkway
Great America Parkway
Mission College Boulevard
Great America Parkway
Old Mountain View
Great America Parkway
US 101 NB RampPatrick Henry Drive
City Place Parkway
Second Street
Great America Way
Old Glory LaneBunker Hill
Old Mountain View
Mission College Boulevard
Great America Parkway
Great America Parkway
Great America Parkway
Great America ParkwayGreat America Parkway
Great America Parkway
Great America ParkwayGreat America Parkway
Great America Parkway
6462
67 60 61
6665
63 59
NNot evaluated for this scenarioNNot evaluated for this scenario NNot evaluated for this scenario
NNot evaluated for this scenario
NNot evaluated for this scenario
260 (1339)
0 (150)
428 (1101)
1 (3)
95 (126)
139 (56)
0 (830)
452 (731)
88 (146)
3 (226)
1 (3)
249 (905)
216 (8)
365 (260)
25 (220)
477 (951)
139 (17)
568 (15)
477 (1103)
214 (593)
20 (25)
50 (208)
932 (448)
0 (0)
1027 (826)
1013 (530)
897 (801)
855 (771)
1112 (43)
316 (460)
171 (159)
0 (0)
205 (707)
141 (119)
1160 (826)
25 (20)
94 (83)
0 (0)
138 (305)
215 (198)
486 (658)
811 (50)
0 (0)
120 (25)
2 (150)
7 (285)40 (0)
237 (187)
Cumulative No Project Traffic Volumes (With Lick Mill Connection) EIR Addendum Traffic Volumes
City Place, Santa Clara
Legend
AM Peak Hour (PM Peak Hour)
Lafayette Street
Lafayette Street
Lafayette Street
Lafayette Street
Lafayette StreetLafayette Street
Great America WayUS 101 SB Ramp
Great America Parkway
NNorth Access Road
Calle de Luna
Calle Del MundoSouth AccesssRoadJug Handle
Calle de Luna
Calle del Sol Driveway
Calle de Luna
Lafayette Street
Lafayette Street
Lafayette Street
Lafayette Street Great America Parkway
Lafayette Street
Lafayette Street
68 87
86 88
85 89
90 114
NNot evaluated for this scenario
14 (0)
98 (0)
154 (493)
434 (823)
0 (68)
0 (0)
3 (8)247 (819)23 (71)
0 (72)
107 (307)
41 (202) 0 (339)
0 (0)
84 (277)
0 (0)
815 (273)
411 (462)
1096 (4)
0 (0)
187 (23)
19 (209)
0 (0)
46 (33) 0 (0)
0 (0)
971 (660)
362 (0)0 (0)
308 (152) 0 (0)
77 (31)
0 (62)
511 (249)
27 (868)
215 (626)
81 (508)
0 (0)
0 (0)
0 (0)
438 (20)
860 (603)
Project Trip Assignment under Cumulative Conditions (With Lick Mill Connection) EIR Addendum Traffic Volumes
City Place, Santa Clara
Legend
AM Peak Hour (PM Peak Hour)
Tasman Drive
Tasman Drive
Great America Parkway
Tasman Drive
Convention Center
Tasman Drive
Tasman Drive Tasman Drive
Great America Parkway
Great America ParkwayCentennial Boulevard
Tasman Drive
Lick Mill Boulevard
SR 237 WB On Ramp SR 237 EB Off-Ramp
Tasman Drive
Tasman Drive
Tasman Drive
Tasman Drive Tasman Drive
Tasman DriveTasman Drive
SR 237 WB Off Ramp SR 237 EB On Ramp
Future Driveway
Centennial BoulevardLick Mill Boulevard
Convention Center
Calle del Sol Future Driveway
Great America Parkway
Great America Parkway
Great America Parkway
58 11
109
5714
12 13
8 NNot evaluated for this scenario NNot evaluated for this scenario NNot evaluated for this scenario
NNot evaluated for this scenarioNNot evaluated for this scenario 1503 (701)
0 (0)0 (0)
800 (277)
0 (0)
235 (98)
0 (0)
0 (0)
796 (269)
0 (0)
729 (451)
1504 (708)
0 (0)
25 (20)
0 (0)
0 (5)
192 (172)
522 (1366)
0 (0)
0 (0)
604 (596)
542 (1373)
394 (241)
20 (7)
420 (302)
0 (0)
7 (35)
420 (296)
0 (0)0 (0)
0 (0)
0 (0)
393 (236)
189 (164)
231 (637)
0 (0)1 (12)
8 (236) 155 (1167)
Project Trip Assignment under Cumulative Conditions (With Lick Mill Connection) EIR Addendum Traffic Volumes
City Place, Santa Clara
Legend
AM Peak Hour (PM Peak Hour)
Stadium Tech Center
Bunker Hill
Great America Parkway
Great America Parkway Great America Parkway
Old Glory Lane
Patrick Henry Drive
Great America Parkway
Great America Parkway
Great America Parkway
Great America Parkway
Mission College Boulevard
Great America Parkway
Old Mountain View
Great America Parkway
US 101 NB RampPatrick Henry Drive
City Place Parkway
Second Street
Great America Way
Old Glory LaneBunker Hill
Old Mountain View
Mission College Boulevard
Great America Parkway
Great America Parkway
Great America Parkway
Great America ParkwayGreat America Parkway
Great America Parkway
Great America ParkwayGreat America Parkway
Great America Parkway
6462
67 60 61
6665
63 59
NNot evaluated for this scenario NNot evaluated for this scenario NNot evaluated for this scenario NNot evaluated for this scenario NNot evaluated for this scenario 0 (0)
266 (1020)
0 (0)
19 (0)
0 (0)
14 (0)
5 (7)
0 (0)
0 (0)
247 (109)
266 (1020)
65 (21)
197 (180)
305 (1165)
236 (105)
131 (0)
0 (0)
14 (72)
76 (25)
0 (0)
0 (68)
875 (509)
0 (0)
0 (64)
131 (72)
0 (0)
98 (0)
4 (47)
971 (450)
5 (6)
0 (0)
976 (456)
47 (248)
875 (445)
9 (248)
0 (0)
42 (310)
137 (166)
13 (227)
0 (0)
0 (0)
102 (11)
261 (1013)
0 (0)
0 (0)
0 (0)0 (0)
53 (145)
Project Trip Assignment under Cumulative Conditions (With Lick Mill Connection) EIR Addendum Traffic Volumes
City Place, Santa Clara
Legend
AM Peak Hour (PM Peak Hour)
Lafayette Street
Lafayette Street
Lafayette Street
Lafayette Street
Lafayette StreetLafayette Street
Great America WayUS 101 SB Ramp
Great America Parkway
NNorth AccesssRoad
Calle de Luna
Calle Del MundoSouth AccesssRoadJug Handle
Calle de Luna
Calle del Sol Driveway
Calle de Luna
Lafayette Street
Lafayette Street
Lafayette Street
Lafayette Street Great America Parkway
Lafayette Street
Lafayette Street
68 87
86 88
85 89
90 114
NNot evaluated for this scenario
80 (313)
495 (166)
635 (459)
113 (373)
778 (2460)
110 (347)277 (934)
1450 (2082)
83 (100)
149 (270)
633 (1581)
318 (1056)
7 (33)
400 (301)
968 (1106)
0 (1)147 (263)
267 (63)
1354 (1336)
304 (507)
33 (52)
153 (910)
9 (22)
1565 (1992)
615 (583)
561 (878)
312 (147) 0 (10)
326 (84)
275 (171) 4 (26)
2454 (1125)
705 (1233)
2067 (1024) 225 (513)
147 (172)
1156 (852)
431 (324)
6 (21)
1826 (816)
181 (258)
527 (95)
Cumulative Plus Project Traffic Volumes (With Lick Mill Connection) EIR Addendum Traffic Volumes
City Place, Santa Clara
Legend
AM Peak Hour (PM Peak Hour)
Tasman Drive
Tasman Drive
Great America Parkway
Tasman Drive
Convention Center
Tasman Drive
Tasman Drive Tasman Drive
Great America Parkway
Great America ParkwayCentennial Boulevard
Tasman Drive
Lick Mill Boulevard
SR 237 WB On Ramp SR 237 EB Off-Ramp
Tasman Drive
Tasman Drive
Tasman Drive
Tasman Drive Tasman Drive
Tasman DriveTasman Drive
SR 237 WB Off Ramp SR 237 EB On Ramp
Future Driveway
Centennial BoulevardLick Mill Boulevard
Convention Center
Calle del Sol Future Driveway
Great America Parkway
Great America Parkway
Great America Parkway
58 11
109
5714
12 13
8 NNot evaluated for this scenario
NNot evaluated for this scenario NNot evaluated for this scenario NNot evaluated for this scenario NNot evaluated for this scenario 3690 (1299)
29 (166)9 (23)
68 (7)
0 (0)
796 (269)
849 (451)
206 (794)
8 (77)
485 (287)
3013 (1205)
3 (82)
2542 (1114)
671 (139)
3150 (1219)
36 (11)
2 (60)
0 (0)
85 (45)
604 (646)
912 (3916)
36 (21)
420 (296)
136 (83)
1028 (2760)
1054 (2821)
993 (3427)
100 (1301)
51 (67) 189 (164)
57 (9) 0 (0)
231 (637)
1378 (141)
4 (10)
302 (305) 5 (49) 155 (1217)
393 (236)
Cumulative Plus Project Traffic Volumes (With Lick Mill Connection) EIR Addendum Traffic Volumes
City Place, Santa Clara
Legend
AM Peak Hour (PM Peak Hour)
Stadium Tech Center
Bunker Hill
Great America Parkway
Great America Parkway Great America Parkway
Old Glory Lane
Patrick Henry Drive
Great America Parkway
Great America Parkway
Great America Parkway
Great America Parkway
Mission College Boulevard
Great America Parkway
Old Mountain View
Great America Parkway
US 101 NB RampPatrick Henry Drive
City Place Parkway
Second Street
Great America Way
Old Glory LaneBunker Hill
Old Mountain View
Mission College Boulevard
Great America Parkway
Great America Parkway
Great America Parkway
Great America ParkwayGreat America Parkway
Great America Parkway
Great America ParkwayGreat America Parkway
Great America Parkway
6462
67 60 61
6665
63 59
NNot evaluated for this scenario
NNot evaluated for this scenario
NNot evaluated for this scenarioNNot evaluated for this scenario NNot evaluated for this scenario
290 (618)
482 (958)
247 (939)
733 (2266)
1 (3)
379 (332)
88 (146)
22 (226)
718 (1751)
1 (3)
542 (1124)
270 (56)
153 (17)
95 (126)
216 (8)
197 (330)
496 (1444)
568 (15)
515 (1925)
25 (220)
447 (532)
971 (450)
269 (159)
50 (272)
1807 (957)
1160 (894)
205 (707)
1888 (975)
1873 (1257) 1121 (291)20 (25)
47 (248)
1032 (832)
859 (818)141 (119)
138 (305)
82 (310)
2 (150)
261 (1013)
137 (166)
25 (20) 268 (343)
486 (658)
94 (83)
109 (296)
237 (187)
824 (277)
120 (25)
Cumulative Plus Project Traffic Volumes (With Lick Mill Connection) EIR Addendum Traffic Volumes
City Place, Santa Clara
Legend
AM Peak Hour (PM Peak Hour)
Lafayette Street
Lafayette Street
Lafayette Street
Lafayette Street
Lafayette StreetLafayette Street
Great America WayUS 101 SB Ramp
Great America Parkway
Calle de Luna
Calle Del Mundo
North Acess Road
Jug Handle
Calle de Luna
Calle del Sol Driveway
Calle de Luna
Lafayette Street
Lafayette Street
Lafayette Street
Lafayette Street Great America Parkway
Lafayette Street
Lafayette Street
68 87
86 88
85 89
90 114
NNot evaluated for this scenario
South Access Road
Appendix C: Intersection Mitigation as identified by the 2016 EIR and other Development Projects ID Intersection Jurisd. /
CMP
Mitigation 2016 EIR Background and
other Development Projects
Mitigation 2016 EIR Cumulative and other
Development Projects
8 Great
America
Parkway/
Tasman Drive
Santa
Clara
(CMP)
Partial Mitigation: Add southbound right-
turn lane and add a third westbound left-
turn lane.

Partial Mitigation: Add southbound right-
turn lane and add a third westbound left-
turn lane.
13 Calle Del Sol/
Tasman Drive
Santa
Clara
Add a westbound right-turn lane.

Reconfigure southbound approach to
include two left-turn lanes and one right-
turn lane with overlap phase.

Add a westbound right-turn lane.

Reconfigure southbound approach to
include two left-turn lanes and one right-
turn lane with overlap phase.
14 Lick Mill Blvd/
Tasman Drive
Santa
Clara
Partial Mitigation: Reconfigure northbound
and southbound approaches to two left-
turn lanes, one through lane, and one
right-turn lane. Change phasing on
northbound / southbound approaches
from split to protected. Add a second
westbound left-turn lane.

Partial Mitigation: Reconfigure northbound
and southbound approaches to two left-
turn lanes, one through lane, and one right-
turn lane. Change phasing on northbound /
southbound approaches from split to
protected. Add a second westbound left-
turn lane.
57 Great
America
Parkway/SR
237 WB
San Jose
(CMP)
Add third westbound left-turn lane and
associated receiving lane under underpass.

Add a second westbound right-turn lane.

Add third westbound left-turn lane and
associated receiving lane under underpass.

Add a second westbound right-turn lane.
58 Great
America
Parkway/SR
237 EB
San Jose
(CMP)
Add third southbound through lane (from
Int. 57) and a second eastbound right-turn
lane.

Add third southbound through lane (from
Int. 57) and a second eastbound right-turn
lane.
59 Great
America
Parkway/
Great
America Way
Santa
Clara
Partial Mitigation: Add a second
westbound right-turn lane with an overlap
phase and a second south-bound left-turn
lane.

Partial Mitigation: Add a second westbound
right-turn lane with an overlap phase and a
second southbound left-turn lane.
60 Great
America
Parkway/Old
Mountain
View
Santa
Clara
Partial Mitigation: Add a second eastbound
left-turn lane.

Partial Mitigation: Add a second eastbound
left-turn lane.
64 Great
America
Parkway/Old
Glory Lane
Santa
Clara
Partial Mitigation: Add a second
northbound left-turn lane. Install an
overlap phase for eastbound right-turning
vehicles (Yahoo! Santa Clara Campus TIA,
August 200921).

Partial Mitigation: Add a second
northbound left-turn lane. Install an overlap
phase for eastbound right-turning vehicles
(Yahoo! Santa Clara Campus TIA, August
200921).
21 Yahoo! Development Agreement has expired. However, the mitigation is adopted by the Patrick Henry Drive Specific Plan Development. Whilst this development will not be constructed until cumulative conditions, it is adopted for background for this study to allow for a comparison between Scheme C and the 2016 EIR which also assumed this mitigation for background conditions.

ID Intersection Jurisd. /
CMP
Mitigation 2016 EIR Background and
other Development Projects
Mitigation 2016 EIR Cumulative and other
Development Projects
65 Great
America
Parkway /
Patrick Henry
Drive
Santa
Clara
Partial Mitigation: Add a second
northbound left-turn lane and an
eastbound signal-controlled right-turn
lane. The eastbound right-turn lane
includes the addition of a fourth
southbound lane on Great America
Parkway between Patrick Henry Drive and
Mission College Boulevard (Yahoo! Santa
Clara Campus TIA, August 2009
22).

Partial Mitigation: Add a second
northbound left-turn lane and an
eastbound signal-controlled right-turn lane.

The eastbound right-turn lane includes the
addition of a fourth southbound lane on
Great America Parkway between Patrick
Henry Drive and Mission College Boulevard
(Yahoo! Santa Clara Campus TIA, August
200922).
66 Great
America
Parkway/
Mission
College
Boulevard
Santa
Clara
(CMP)
Partial Mitigation: Add a southbound and a
westbound right-turn pocket (Yahoo!
Santa Clara Campus TIA, August 200923).

Partial Mitigation: Add a southbound and a
westbound right-turn pocket (Yahoo! Santa
Clara Campus TIA, August 200923).
89 Lafayette St/
Calle Del
Mundo
Santa
Clara
N/A Signalize intersection based on Tasman East
Specific Plan Mitigation
90 Lafayette St/
Calle de Luna
Santa
Clara
Partial Mitigation: Reconstruct the
westbound approach to include two left-
turn lanes and one right-turn lane.
24 Partial Mitigation: Reconstruct the
westbound approach to include two left-
turn lanes and one right-turn lane.24
114 Calle Del Sol/
Calle De Luna
Santa
Clara
Signalize intersection and modify layout as
follows based on 2016 EIR Intersection
Analysis
25  Eastbound: one through lane and
one right-turn lane
 Westbound: one left-
turn/through and one through
lane
 Northbound: one left-turn and
one through/right-turn lane
Signalize intersection and modify layout as
follows based on Tasman East Specific Plan
Mitigation
 Eastbound: one left-turn lane, one
through lane and one right-turn
lane
 Westbound: one left-turn and one
through/right-turn lane
 Northbound: one left-turn and one
through/right-turn lane
 Southbound: one left-turn and one
through/right-turn lane
22 Yahoo! Development Agreement has expired. However, the mitigation is adopted by the Patrick Henry Drive Specific Plan Development, though with the eastbound right-turn lane to be signal controlled where the Yahoo! mitigation proposed a free right-turn. Whilst this development will not be constructed until cumulative conditions, it is adopted for background for this study to allow for a comparison between Scheme C and the 2016 EIR which also assumed this mitigation for background conditions. 23 Yahoo! Development Agreement has expired. However, the mitigation is adopted for this analysis for both background and cumulative conditions to allow for a consistent assessment of Scheme C compared to the 2016 EIR which also assumed these mitigations. 24 This mitigation is proposed in the 2016 EIR. To allow for a consistent assessment and comparison of Scheme C to the 2016 EIR i mpacts, this configuration is adopted for this study.
25 Signalization and modified lane configuration are proposed for background conditions in the 2016 EIR. To allow for a consisten t assessment and comparison of Scheme C to the 2016 EIR impacts, this configuration is adopted for this study.

Appendix D: Synchro Reports
Background + Project Scheme C (Without Lick Mill Connection) AM Peak Hour
Lanes, Volumes, Timings
8: Great America Pkwy & Tasman Dr 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 93 669 33 513 724 147 326 1587 559 113 785 118 Future Volume (vph) 93 669 33 513 724 147 326 1587 559 113 785 118 Ideal Flow (vphpl) 1744 2040 2100 1733 2040 2100 1744 2130 2100 1744 2130 2100 Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Grade (%) 0% 0% 0% 0%
Storage Length (ft) 270 110 245 100 170 0 250 250
Storage Lanes 2 1 3 1 2 1 2 1
Taper Length (ft) 115 140 100 65
Lane Util. Factor 0.97 0.95 1.00 0.94 0.95 1.00 0.97 0.91 1.00 0.97 0.91 1.00 Ped Bike Factor
Frt 0.850 0.850 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3151 3800 1750 4552 3800 1750 3151 5701 1750 3151 5701 1750 Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3151 3800 1750 4552 3800 1750 3151 5701 1750 3151 5701 1750 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 151 151 362 151
Link Speed (mph) 30 30 30 30
Link Distance (ft) 768 704 1278 856
Travel Time (s) 17.5 16.0 29.0 19.5
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0% 0%
Shared Lane Traffic (%)
Lane Group Flow (vph) 101 727 36 558 787 160 354 1725 608 123 853 128 Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4826
Detector Phase 744388522166
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 11.0 20.0 20.0 11.0 20.0 20.0 11.0 20.0 20.0 11.0 20.0 20.0 Total Split (s) 12.0 20.0 20.0 12.0 20.0 20.0 14.0 22.0 22.0 11.0 19.0 19.0 Total Split (%) 18.5% 30.8% 30.8% 18.5% 30.8% 30.8% 21.5% 33.8% 33.8% 16.9% 29.2% 29.2% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None Min Min None Min Min None C-Max C-Max None C-Max C-Max Act Effct Green (s) 8.1 16.6 16.6 9.0 19.4 19.4 10.8 21.6 21.6 7.8 16.6 16.6 Actuated g/C Ratio 0.12 0.26 0.26 0.14 0.30 0.30 0.17 0.33 0.33 0.12 0.26 0.26 Lanes, Volumes, Timings
8: Great America Pkwy & Tasman Dr 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.26 0.75 0.06 0.89 0.70 0.26 0.68 0.91 0.74 0.33 0.59 0.23 Control Delay 27.1 27.8 0.2 39.2 9.0 3.1 34.2 40.6 25.3 32.6 26.7 16.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 27.1 27.8 0.2 39.2 9.0 3.1 34.2 40.6 25.3 32.6 26.7 16.3

L O S CCADAACDCCCB
Approach Delay 26.6 19.5 36.3 26.1
Approach LOS C B D C
Queue Length 50th (ft) 19 137 0 59 105 14 78 ~291 187 28 23 1 Queue Length 95th (ft) 38 194 0 m70 m114 m15 122 #342 #232 53 179 81 Internal Link Dist (ft) 688 624 1198 776
Turn Bay Length (ft) 270 110 245 100 170 250 250
Base Capacity (vph) 436 993 569 630 1132 627 533 1894 823 387 1457 559 Starvation Cap Reductn 000000000000
Spillback Cap Reductn 000000000000
Storage Cap Reductn 000000000000
Reduced v/c Ratio 0.23 0.73 0.06 0.89 0.70 0.26 0.66 0.91 0.74 0.32 0.59 0.23 Intersection Summary
Area Type: Other
Cycle Length: 65
Actuated Cycle Length: 65
Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green, Master Intersection Natural Cycle: 65
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.91
Intersection Signal Delay: 29.0 Intersection LOS: C
Intersection Capacity Utilization 72.1% ICU Level of Service C Analysis Period (min) 15
~ 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.
m Volume for 95th percentile queue is metered by upstream signal.

Splits and Phases: 8: Great America Pkwy & Tasman Dr

Lanes, Volumes, Timings
9: Convention Center Access & Tasman Dr 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 77 1358 5 6 1549 32 3 5 0 15 2 46
Future Volume (vph) 77 1358 5 6 1549 32 3 5 0 15 2 46
Ideal Flow (vphpl) 1879 2040 2100 1879 2040 2100 1744 1938 1785 1879 1938 2100 Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Grade (%) 0% 0% 0% 0%
Storage Length (ft) 365 95 155 145 0 0 0 0
Storage Lanes 1 1 1 1 2 1 1 1
Taper Length (ft) 70 75 25 25
Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 0.97 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor
Frt 0.850 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1750 3800 1750 1750 3800 1750 3151 1900 1750 1750 1900 1750 Flt Permitted 0.950 0.950 0.757 0.754
Satd. Flow (perm) 1750 3800 1750 1750 3800 1750 2511 1900 1750 1389 1900 1750 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 84 84 84
Link Speed (mph) 30 30 30 30
Link Distance (ft) 704 936 342 192
Travel Time (s) 16.0 21.3 7.8 4.4
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0% 0%
Shared Lane Traffic (%)
Lane Group Flow (vph) 84 1476 5 7 1684 35 3 5 0 16 2 50 Turn Type Prot NA Perm Prot NA Perm Perm NA Perm Perm NA Perm Protected Phases 7 4 3 8 2 6
Permitted Phases 4 8 2 2 6 6
Detector Phase 744388222666
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 11.0 20.0 20.0 11.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (s) 11.0 34.0 34.0 11.0 34.0 34.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (%) 16.9% 52.3% 52.3% 16.9% 52.3% 52.3% 30.8% 30.8% 30.8% 30.8% 30.8% 30.8% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lead/Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes
Recall Mode Max Max Max Max Max Max Max Max Max Max Max Max Act Effct Green (s) 8.0 31.0 31.0 8.0 31.0 31.0 17.0 17.0 17.0 17.0 17.0 Actuated g/C Ratio 0.12 0.48 0.48 0.12 0.48 0.48 0.26 0.26 0.26 0.26 0.26 Lanes, Volumes, Timings
9: Convention Center Access & Tasman Dr 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.39 0.81 0.01 0.03 0.93 0.04 0.00 0.01 0.04 0.00 0.10 Control Delay 25.0 19.0 0.0 23.3 25.5 1.9 17.7 18.0 18.5 18.0 2.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 25.0 19.0 0.0 23.3 25.5 1.9 17.7 18.0 18.5 18.0 2.6

L O S CBACCABB BBA
Approach Delay 19.2 25.0 17.9 6.8
Approach LOS B C B A
Queue Length 50th (ft) 23 262 0 2 234 0 0 2 5 1 0
Queue Length 95th (ft) m36 340 m0 m5 #453 m1 3 9 18 5 12 Internal Link Dist (ft) 624 856 262 112
Turn Bay Length (ft) 365 95 155 145
Base Capacity (vph) 215 1812 878 215 1812 878 656 496 363 496 519 Starvation Cap Reductn 00000000 000
Spillback Cap Reductn 00000000 000
Storage Cap Reductn 00000000 000
Reduced v/c Ratio 0.39 0.81 0.01 0.03 0.93 0.04 0.00 0.01 0.04 0.00 0.10 Intersection Summary
Area Type: Other
Cycle Length: 65
Actuated Cycle Length: 65
Offset: 0 (0%), Referenced to phase 4:EBT and 8:WBT, Start of Green Natural Cycle: 65
Control Type: Pretimed
Maximum v/c Ratio: 0.93
Intersection Signal Delay: 21.9 Intersection LOS: C
Intersection Capacity Utilization 61.7% ICU Level of Service B Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.

Splits and Phases: 9: Convention Center Access & Tasman Dr

Lanes, Volumes, Timings
10: Tasman Dr & Avenue A 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (vph) 0 1373 1397 247 0 191
Future Volume (vph) 0 1373 1397 247 0 191
Ideal Flow (vphpl) 1900 2040 2040 2100 1900 2063
Lane Width (ft) 12 12 12 12 12 12
Grade (%) 0% 0% 0%
Storage Length (ft) 300 0 0 0
Storage Lanes 0 1 0 1
Taper Length (ft) 25 25
Lane Util. Factor 1.00 0.95 0.95 1.00 1.00 1.00
Ped Bike Factor
Frt 0.850 0.865
Flt Protected
Satd. Flow (prot) 0 3800 3800 1750 0 1750
Flt Permitted
Satd. Flow (perm) 0 3800 3800 1750 0 1750
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 268 58
Link Speed (mph) 30 30 30
Link Distance (ft) 936 844 454
Travel Time (s) 21.3 19.2 10.3
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100%
Heavy Vehicles (%) 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0%
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 1492 1518 268 0 208
Turn Type NA NA Perm Prot
Protected Phases 4 8 7
Permitted Phases 8
Detector Phase 4 8 8 7
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0
Minimum Split (s) 20.0 20.0 20.0 11.0
Total Split (s) 65.0 48.0 48.0 17.0
Total Split (%) 100.0% 73.8% 73.8% 26.2%
Yellow Time (s) 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5
Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0
Total Lost Time (s) 3.0 3.0 3.0 3.0
Lead/Lag Lag Lag Lead
Lead-Lag Optimize? Yes Yes Yes
Recall Mode C-Max C-Max C-Max None
Act Effct Green (s) 65.0 47.6 47.6 11.4
Actuated g/C Ratio 1.00 0.73 0.73 0.18
Lanes, Volumes, Timings
10: Tasman Dr & Avenue A 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBT WBT WBR SBL SBR
v/c Ratio 0.39 0.55 0.20 0.59
Control Delay 0.3 5.1 0.9 24.2
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 0.3 5.1 0.9 24.2

LOS A A A C
Approach Delay 0.3 4.5 24.2
Approach LOS A A C
Queue Length 50th (ft) 0 111 0 54
Queue Length 95th (ft) 0 174 16 110
Internal Link Dist (ft) 856 764 374
Turn Bay Length (ft)
Base Capacity (vph) 3800 2784 1354 422
Starvation Cap Reductn 0 0 0 0
Spillback Cap Reductn 0 0 0 0
Storage Cap Reductn 0 0 0 0
Reduced v/c Ratio 0.39 0.55 0.20 0.49
Intersection Summary
Area Type: Other
Cycle Length: 65
Actuated Cycle Length: 65
Offset: 0 (0%), Referenced to phase 4:EBT and 8:WBT, Start of Green Natural Cycle: 40
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.59
Intersection Signal Delay: 3.9 Intersection LOS: A
Intersection Capacity Utilization 53.5% ICU Level of Service A Analysis Period (min) 15
Splits and Phases: 10: Tasman Dr & Avenue A

Lanes, Volumes, Timings
11: Tasman Dr & Centennial Blvd 11/05/2024
Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 136 1211 7 6 1671 444 9 0 4 287 0 83 Future Volume (vph) 136 1211 7 6 1671 444 9 0 4 287 0 83 Ideal Flow (vphpl) 1744 1989 1900 1879 2040 2100 1900 1923 1900 1978 2034 2100 Storage Length (ft) 185 0 195 175 0 0 0 0
Storage Lanes 2 0 1 1 0 0 1 1
Taper Length (ft) 115 75 25 25
Lane Util. Factor 0.97 0.95 0.95 1.00 0.95 1.00 1.00 1.00 1.00 0.95 0.95 1.00 Frt 0.999 0.850 0.961 0.850
Flt Protected 0.950 0.950 0.966 0.950 0.950
Satd. Flow (prot) 3151 3701 0 1750 3800 1750 0 1750 0 1750 1800 1750 Flt Permitted 0.950 0.950 0.966 0.950 0.950
Satd. Flow (perm) 3151 3701 0 1750 3800 1750 0 1750 0 1750 1800 1750 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 1 269 98 98
Link Speed (mph) 30 30 30 30
Link Distance (ft) 844 667 330 406
Travel Time (s) 19.2 15.2 7.5 9.2
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Shared Lane Traffic (%) 50%
Lane Group Flow (vph) 148 1324 0 7 1816 483 0 14 0 156 156 90 Turn Type Prot NA Prot NA Perm Split NA Split NA Perm
Protected Phases 7 4 3 8 2 2 6 6
Permitted Phases 8 6
Detector Phase 7 4 3 8 8 2 2 6 6 6
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 11.0 20.0 11.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (s) 11.0 49.0 11.0 49.0 49.0 20.0 20.0 20.0 20.0 20.0 Total Split (%) 11.0% 49.0% 11.0% 49.0% 49.0% 20.0% 20.0% 20.0% 20.0% 20.0% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lead/Lag Lead Lag Lead Lag Lag Lead Lead Lag Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None Min None Min Min None None None None None Act Effct Green (s) 8.0 55.4 6.9 46.3 46.3 6.5 13.0 13.0 13.0 Actuated g/C Ratio 0.10 0.71 0.09 0.59 0.59 0.08 0.17 0.17 0.17 v/c Ratio 0.46 0.50 0.05 0.81 0.42 0.06 0.53 0.52 0.24
Control Delay 39.6 7.9 36.0 17.5 5.5 0.5 37.3 36.7 7.8
Queue Delay 0.0 0.0 0.0 0.2 0.0 0.0 0.0 0.0 0.0
Total Delay 39.6 7.9 36.0 17.7 5.5 0.5 37.3 36.7 7.8

LOS D A D B A A D D A
Approach Delay 11.1 15.2 0.5 30.5
Approach LOS B B A C
Queue Length 50th (ft) 34 97 3 305 41 0 71 71 0
Queue Length 95th (ft) 72 357 17 #662 135 0 146 145 35
Internal Link Dist (ft) 764 587 250 326
Turn Bay Length (ft) 185 195 175
Base Capacity (vph) 325 2628 180 2255 1148 460 383 394 460 Starvation Cap Reductn 0 0 0 56 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0
Lanes, Volumes, Timings
11: Tasman Dr & Centennial Blvd 11/05/2024
Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Storage Cap Reductn 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.46 0.50 0.04 0.83 0.42 0.03 0.41 0.40 0.20 Intersection Summary
Area Type: Other
Cycle Length: 100
Actuated Cycle Length: 78
Natural Cycle: 100
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.81
Intersection Signal Delay: 15.2 Intersection LOS: B
Intersection Capacity Utilization 67.0% ICU Level of Service C Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Splits and Phases: 11: Tasman Dr & Centennial Blvd

Lanes, Volumes, Timings
12: Tasman Dr & Avenue C 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (vph) 0 735 1903 428 0 96
Future Volume (vph) 0 735 1903 428 0 96
Ideal Flow (vphpl) 1900 2040 2040 2100 1900 2064
Lane Width (ft) 12 12 12 12 12 12
Grade (%) 0% 0% 0%
Storage Length (ft) 300 0 0 0
Storage Lanes 0 1 0 1
Taper Length (ft) 25 25
Lane Util. Factor 1.00 0.95 0.95 1.00 1.00 1.00
Ped Bike Factor
Frt 0.850 0.865
Flt Protected
Satd. Flow (prot) 0 3800 3800 1750 0 1750
Flt Permitted
Satd. Flow (perm) 0 3800 3800 1750 0 1750
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 465 18
Link Speed (mph) 30 30 30
Link Distance (ft) 667 362 382
Travel Time (s) 15.2 8.2 8.7
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100%
Heavy Vehicles (%) 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0%
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 799 2068 465 0 104
Turn Type NA NA Perm Prot
Protected Phases 4 8 7
Permitted Phases 8
Detector Phase 4 8 8 7
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0
Minimum Split (s) 20.0 20.0 20.0 11.0
Total Split (s) 45.0 34.0 34.0 11.0
Total Split (%) 100.0% 75.6% 75.6% 24.4%
Yellow Time (s) 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5
Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0
Total Lost Time (s) 3.0 3.0 3.0 3.0
Lead/Lag Lag Lag Lead
Lead-Lag Optimize? Yes Yes Yes
Recall Mode None None None None
Act Effct Green (s) 40.5 32.9 32.9 7.6
Actuated g/C Ratio 1.00 0.81 0.81 0.19
Lanes, Volumes, Timings
12: Tasman Dr & Avenue C 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBT WBT WBR SBL SBR
v/c Ratio 0.21 0.67 0.31 0.30
Control Delay 0.1 5.1 0.9 16.4
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 0.1 5.1 0.9 16.4

LOS A A A B
Approach Delay 0.1 4.3 16.4
Approach LOS A A B
Queue Length 50th (ft) 0 134 0 20
Queue Length 95th (ft) 0 205 15 52
Internal Link Dist (ft) 587 282 302
Turn Bay Length (ft)
Base Capacity (vph) 3800 3031 1490 366
Starvation Cap Reductn 0 0 0 0
Spillback Cap Reductn 0 0 0 0
Storage Cap Reductn 0 0 0 0
Reduced v/c Ratio 0.21 0.68 0.31 0.28
Intersection Summary
Area Type: Other
Cycle Length: 45
Actuated Cycle Length: 40.5
Natural Cycle: 45
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.67
Intersection Signal Delay: 3.7 Intersection LOS: A
Intersection Capacity Utilization 61.1% ICU Level of Service B Analysis Period (min) 15
Splits and Phases: 12: Tasman Dr & Avenue C

Lanes, Volumes, Timings
13: Tasman Dr & Calle Del Sol 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (vph) 95 544 2050 225 99 241
Future Volume (vph) 95 544 2050 225 99 241
Ideal Flow (vphpl) 1744 2040 2040 2100 1744 2100
Lane Width (ft) 12 12 12 12 12 12
Grade (%) 0% 0% 0%
Storage Length (ft) 170 120 0 0
Storage Lanes 2 1 2 1
Taper Length (ft) 75 25
Lane Util. Factor 0.97 0.95 0.95 1.00 0.97 1.00
Ped Bike Factor
Frt 0.850 0.850
Flt Protected 0.950 0.950
Satd. Flow (prot) 3151 3800 3800 1750 3151 1750
Flt Permitted 0.950 0.950
Satd. Flow (perm) 3151 3800 3800 1750 3151 1750
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 245 7
Link Speed (mph) 30 30 30
Link Distance (ft) 860 819 532
Travel Time (s) 19.5 18.6 12.1
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100%
Heavy Vehicles (%) 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0%
Shared Lane Traffic (%)
Lane Group Flow (vph) 103 591 2228 245 108 262
Turn Type Prot NA NA pm+ov Prot pm+ov
Protected Phases 748117
Permitted Phases 8 1
Detector Phase 748117
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 11.0 20.0 20.0 11.0 11.0 11.0
Total Split (s) 11.0 54.0 43.0 11.0 11.0 11.0
Total Split (%) 16.9% 83.1% 66.2% 16.9% 16.9% 16.9%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5
Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0
Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lead/Lag Lead Lag Lead
Lead-Lag Optimize? Yes Yes Yes
Recall Mode None None None None None None
Act Effct Green (s) 7.6 50.6 40.0 50.7 7.7 18.3
Actuated g/C Ratio 0.12 0.79 0.62 0.79 0.12 0.28
Lanes, Volumes, Timings
13: Tasman Dr & Calle Del Sol 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBT WBT WBR SBL SBR
v/c Ratio 0.28 0.20 0.94 0.17 0.29 0.52
Control Delay 28.0 1.9 22.1 0.5 28.2 23.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 28.0 1.9 22.1 0.5 28.2 23.1

L O S CACACC
Approach Delay 5.8 20.0 24.6
Approach LOS A B C
Queue Length 50th (ft) 19 20 375 0 20 83
Queue Length 95th (ft) 39 29 #605 9 41 148
Internal Link Dist (ft) 780 739 452
Turn Bay Length (ft) 170 120
Base Capacity (vph) 391 3012 2363 1438 391 513
Starvation Cap Reductn 000000
Spillback Cap Reductn 000000
Storage Cap Reductn 000000
Reduced v/c Ratio 0.26 0.20 0.94 0.17 0.28 0.51
Intersection Summary
Area Type: Other
Cycle Length: 65
Actuated Cycle Length: 64.3
Natural Cycle: 65
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.94
Intersection Signal Delay: 17.7 Intersection LOS: B
Intersection Capacity Utilization 72.9% ICU Level of Service C Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Splits and Phases: 13: Tasman Dr & Calle Del Sol

Lanes, Volumes, Timings
14: Lick Mill Blvd & Tasman Dr 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 53 472 162 132 1478 102 610 76 335 27 31 62 Future Volume (vph) 53 472 162 132 1478 102 610 76 335 27 31 62 Ideal Flow (vphpl) 1879 2040 2100 1744 2040 2100 1744 1938 2100 1744 1938 2100 Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Grade (%) 0% 0% 0% 0%
Storage Length (ft) 145 345 160 110 0 100 0 25
Storage Lanes 1 1 2 1 2 1 2 1
Taper Length (ft) 80 65 60 25
Lane Util. Factor 1.00 0.95 1.00 0.97 0.95 1.00 0.97 1.00 1.00 0.97 1.00 1.00 Ped Bike Factor
Frt 0.850 0.850 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1750 3800 1750 3151 3800 1750 3151 1900 1750 3151 1900 1750 Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1750 3800 1750 3151 3800 1750 3151 1900 1750 3151 1900 1750 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 176 109 364 158
Link Speed (mph) 30 30 30 30
Link Distance (ft) 819 593 379 387
Travel Time (s) 18.6 13.5 8.6 8.8
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0% 0%
Shared Lane Traffic (%)
Lane Group Flow (vph) 58 513 176 143 1607 111 663 83 364 29 34 67 Turn Type Prot NA pm+ov Prot NA pm+ov Prot NA Perm Prot NA Perm Protected Phases 74538152 16
Permitted Phases 4826
Detector Phase 745381522166
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 11.0 20.0 11.0 11.0 20.0 11.0 11.0 20.0 20.0 11.0 20.0 20.0 Total Split (s) 11.0 38.0 21.0 11.0 38.0 11.0 21.0 30.0 30.0 11.0 20.0 20.0 Total Split (%) 12.2% 42.2% 23.3% 12.2% 42.2% 12.2% 23.3% 33.3% 33.3% 12.2% 22.2% 22.2% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lead/Lag Lead Lag Lead Lead Lag Lead Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None Max Max None Max Max Act Effct Green (s) 7.7 32.7 53.8 7.9 35.1 45.4 18.0 29.9 29.9 7.3 17.0 17.0 Actuated g/C Ratio 0.09 0.37 0.61 0.09 0.40 0.52 0.21 0.34 0.34 0.08 0.19 0.19 Lanes, Volumes, Timings
14: Lick Mill Blvd & Tasman Dr 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.38 0.36 0.15 0.50 1.06 0.12 1.02 0.13 0.44 0.11 0.09 0.14 Control Delay 46.4 20.6 1.5 45.5 68.2 2.8 78.3 23.5 4.6 39.1 31.0 0.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 46.4 20.6 1.5 45.5 68.2 2.8 78.3 23.5 4.6 39.1 31.0 0.6

L O S DCADEAECADCA
Approach Delay 18.1 62.5 50.0 17.2
Approach LOS B E D B
Queue Length 50th (ft) 32 106 0 40 ~546 1 ~214 34 0 8 16 0 Queue Length 95th (ft) 70 146 22 70 #681 25 #322 69 61 21 42 0 Internal Link Dist (ft) 739 513 299 307
Turn Bay Length (ft) 145 345 160 110 100 25
Base Capacity (vph) 159 1518 1140 288 1518 970 647 648 836 288 368 466 Starvation Cap Reductn 000000000000
Spillback Cap Reductn 000000000000
Storage Cap Reductn 000000000000
Reduced v/c Ratio 0.36 0.34 0.15 0.50 1.06 0.11 1.02 0.13 0.44 0.10 0.09 0.14 Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 87.8
Natural Cycle: 90
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 1.06
Intersection Signal Delay: 48.8 Intersection LOS: D
Intersection Capacity Utilization 77.0% ICU Level of Service D Analysis Period (min) 15
~ 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.

Splits and Phases: 14: Lick Mill Blvd & Tasman Dr

Lanes, Volumes, Timings
57: Great America Pkwy & SR 237 WB Off Ramp 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 0 0 1656 68 145 444 227 0 0 99 424 Future Volume (vph) 0 0 0 1656 68 145 444 227 0 0 99 424 Ideal Flow (vphpl) 1900 1900 1900 1859 2106 2148 1744 2040 1900 1900 2263 1900 Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Grade (%) 0% 0% 0% 0%
Storage Length (ft) 0 0 150 460 0 0 0 0
Storage Lanes 0 0 2 2 2 0 0 0
Taper Length (ft) 25 300 25 25
Lane Util. Factor 1.00 1.00 1.00 0.91 0.91 0.88 0.97 0.95 1.00 1.00 0.95 0.95 Ped Bike Factor
Frt 0.850 0.878
Flt Protected 0.950 0.958 0.950
Satd. Flow (prot) 0 0 0 3151 1800 3150 3151 3800 0 0 3701 0 Flt Permitted 0.950 0.958 0.950
Satd. Flow (perm) 0 0 0 3151 1800 3150 3151 3800 0 0 3701 0 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 158 461
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1157 1153 405 238
Travel Time (s) 26.3 26.2 9.2 5.4
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0% 0%
Shared Lane Traffic (%) 31%
Lane Group Flow (vph) 0 0 0 1242 632 158 483 247 0 0 569 0 Turn Type Perm NA Perm Prot NA NA
Protected Phases 8 5 2 6
Permitted Phases 8 8
Detector Phase 88852 6
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 20.0 20.0 20.0 11.0 20.0 20.0
Total Split (s) 33.0 33.0 33.0 11.0 32.0 21.0
Total Split (%) 50.8% 50.8% 50.8% 16.9% 49.2% 32.3%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5
Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0
Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lead/Lag Lead Lag
Lead-Lag Optimize? Yes Yes
Recall Mode None None None None C-Max C-Max
Act Effct Green (s) 30.0 30.0 30.0 8.0 29.0 18.0
Actuated g/C Ratio 0.46 0.46 0.46 0.12 0.45 0.28
Lanes, Volumes, Timings
57: Great America Pkwy & SR 237 WB Off Ramp 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.85 0.76 0.10 1.25 0.15 0.42
Control Delay 23.2 22.2 2.2 161.7 15.5 5.2
Queue Delay 0.1 0.0 0.0 0.0 0.0 0.0
Total Delay 23.3 22.3 2.2 161.7 15.5 5.3

LOS C C A F B A
Approach Delay 21.3 112.2 5.3
Approach LOS C F A
Queue Length 50th (ft) 226 215 0 ~133 33 16
Queue Length 95th (ft) #362 #365 14 #223 84 51
Internal Link Dist (ft) 1077 1073 325 158
Turn Bay Length (ft) 150 460
Base Capacity (vph) 1454 830 1538 387 1695 1358
Starvation Cap Reductn 00000 0
Spillback Cap Reductn 74000 4 7
Storage Cap Reductn 00000 0
Reduced v/c Ratio 0.86 0.77 0.10 1.25 0.15 0.43
Intersection Summary
Area Type: Other
Cycle Length: 65
Actuated Cycle Length: 65
Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 65
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 1.25
Intersection Signal Delay: 38.5 Intersection LOS: D
Intersection Capacity Utilization 71.3% ICU Level of Service C Analysis Period (min) 15
~ 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.

Splits and Phases: 57: Great America Pkwy & SR 237 WB Off Ramp

Lanes, Volumes, Timings
58: Great America Pkwy & SR 237 EB Off Ramp 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 164 0 1433 0000 5 1 4 5 8 7 2 3 1730 0 Future Volume (vph) 164 0 1433 0000 5 1 4 5 8 7 2 3 1730 0 Ideal Flow (vphpl) 1900 1933 2148 1900 1900 1900 1900 2341 2442 1879 2130 1900 Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Grade (%) 0% 0% 0% 0%
Storage Length (ft) 0 240 0 0 0 0 0 0
Storage Lanes 0 2 0 0 0 1 1 0
Taper Length (ft) 25 25 25 25
Lane Util. Factor 1.00 1.00 0.88 1.00 1.00 1.00 1.00 0.86 0.86 1.00 0.91 1.00 Ped Bike Factor
Frt 0.850 0.946 0.850
Flt Protected 0.950 0.950
Satd. Flow (prot) 0 1800 3150 0000 5602 1750 1750 5701 0 Flt Permitted 0.950 0.950
Satd. Flow (perm) 0 1800 3150 0000 5602 1750 1750 5701 0 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 705 280 319
Link Speed (mph) 30 30 30 30
Link Distance (ft) 609 539 526 405
Travel Time (s) 13.8 12.3 12.0 9.2
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0% 0%
Shared Lane Traffic (%) 50%
Lane Group Flow (vph) 0 178 1558 0000 8 7 8 3 1 9 2 5 1880 0 Turn Type Perm NA Free NA Perm Prot NA
Protected Phases 4 2 1 6
Permitted Phases 4 Free 2
Detector Phase 4 4 2216
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 20.0 20.0 20.0 20.0 11.0 20.0
Total Split (s) 23.0 23.0 31.0 31.0 11.0 42.0
Total Split (%) 35.4% 35.4% 47.7% 47.7% 16.9% 64.6%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5
Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0
Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0
Lead/Lag Lag Lag Lead
Lead-Lag Optimize? Yes Yes Yes
Recall Mode None None C-Max C-Max None C-Max
Act Effct Green (s) 12.7 65.0 41.7 41.7 7.5 46.3
Actuated g/C Ratio 0.20 1.00 0.64 0.64 0.12 0.71
Lanes, Volumes, Timings
58: Great America Pkwy & SR 237 EB Off Ramp 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.51 0.49 0.24 0.26 0.12 0.46
Control Delay 27.8 0.6 0.9 0.6 11.3 14.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.6
Total Delay 27.8 0.6 0.9 0.6 11.3 14.8

L O S CA AABB
Approach Delay 3.4 0.8 14.8
Approach LOS A A B
Queue Length 50th (ft) 64 0 0 0 6 300
Queue Length 95th (ft) 108 0 0 0 m8 346
Internal Link Dist (ft) 529 459 446 325
Turn Bay Length (ft) 240
Base Capacity (vph) 553 3150 3697 1238 220 4064
Starvation Cap Reductn 0 0 0 0 0 1622
Spillback Cap Reductn 0 0 0000
Storage Cap Reductn 0 0 0000
Reduced v/c Ratio 0.32 0.49 0.24 0.26 0.11 0.77
Intersection Summary
Area Type: Other
Cycle Length: 65
Actuated Cycle Length: 65
Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 55
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.51
Intersection Signal Delay: 7.2 Intersection LOS: A
Intersection Capacity Utilization 71.3% ICU Level of Service C Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.

Splits and Phases: 58: Great America Pkwy & SR 237 EB Off Ramp

Lanes, Volumes, Timings
59: Great America Pkwy & Driveway/Great America Way 12/06/2024 Background + Project Scheme C Base - AM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 2 3 0 176 57 202 36 891 80 436 2625 68 Future Volume (vph) 2 3 0 176 57 202 36 891 80 436 2625 68 Ideal Flow (vphpl) 1879 1938 1785 1967 2406 2148 1879 2118 1900 1744 2101 1900 Storage Length (ft) 60 60 115 100 50 0 145 0
Storage Lanes 1 1 1 1 1 0 2 0
Taper Length (ft) 25 65 115 90
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.88 1.00 0.91 0.91 0.97 0.91 0.91 Frt 0.850 0.988 0.996
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1750 1900 1750 1832 2359 3150 1750 5601 0 3151 5601 0 Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1750 1900 1750 1832 2359 3150 1750 5601 0 3151 5601 0 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 220 22 6
Link Speed (mph) 30 30 30 30
Link Distance (ft) 343 1935 1191 526
Travel Time (s) 7.8 44.0 27.1 12.0
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 2 3 0 191 62 220 39 968 87 474 2853 74
Shared Lane Traffic (%)
Lane Group Flow (vph) 2 3 0 191 62 220 39 1055 0 474 2927 0 Turn Type Prot NA Perm Prot NA pm+ov Prot NA Prot NA
Protected Phases 7 4 3 8 1 5 2 1 6
Permitted Phases 4 8
Detector Phase 7 4 4 3 8 1 5 2 1 6
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 11.0 20.0 20.0 11.0 20.0 11.0 11.0 20.0 11.0 20.0 Total Split (s) 11.0 20.0 20.0 11.0 20.0 14.0 11.0 20.0 14.0 23.0 Total Split (%) 16.9% 30.8% 30.8% 16.9% 30.8% 21.5% 16.9% 30.8% 21.5% 35.4% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lead/Lag Lead Lag Lag Lead Lag Lead Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Min None C-Min Act Effct Green (s) 6.6 7.1 8.2 8.6 28.1 8.0 28.9 16.5 43.4 Actuated g/C Ratio 0.10 0.11 0.13 0.13 0.43 0.12 0.44 0.25 0.67 v/c Ratio 0.01 0.01 0.83 0.20 0.15 0.18 0.42 0.59 0.78
Control Delay 26.5 25.0 58.8 26.4 1.8 24.9 15.8 31.0 11.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 26.5 25.0 58.8 26.4 1.8 24.9 15.8 31.0 11.3

LOS C C E C A C B C B
Approach Delay 25.6 28.0 16.1 14.1
Approach LOS C C B B
Queue Length 50th (ft) 1 1 75 22 0 16 74 99 47
Queue Length 95th (ft) 6 8 #179 51 15 33 213 141 #639
Internal Link Dist (ft) 263 1855 1111 446
Turn Bay Length (ft) 60 115 100 50 145
Base Capacity (vph) 215 496 231 616 1487 230 2500 799 3745 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0
Lanes, Volumes, Timings
59: Great America Pkwy & Driveway/Great America Way 12/06/2024 Background + Project Scheme C Base - AM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Spillback Cap Reductn 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.01 0.01 0.83 0.10 0.15 0.17 0.42 0.59 0.78 Intersection Summary
Area Type: Other
Cycle Length: 65
Actuated Cycle Length: 65
Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.83
Intersection Signal Delay: 15.9 Intersection LOS: B
Intersection Capacity Utilization 76.7% ICU Level of Service D Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Splits and Phases: 59: Great America Pkwy & Driveway/Great America Way

Lanes, Volumes, Timings
60: Great America Pkwy & Old Mountain View-Alviso Rd 09/04/2024 Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 75 8 43 10 4 5 138 921 85 36 2347 423 Future Volume (vph) 75 8 43 10 4 5 138 921 85 36 2347 423 Ideal Flow (vphpl) 1744 2101 1900 1879 2002 2148 1879 2120 2442 1879 2142 2442 Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Grade (%) 0% 0% 0% 0%
Storage Length (ft) 130 0 80 0 150 0 110 0
Storage Lanes 2 0 1 0 1 0 1 0
Taper Length (ft) 25 65 25 90
Lane Util. Factor 0.97 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.91 1.00 0.91 0.91 Ped Bike Factor
Frt 0.874 0.917 0.987 0.977
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3151 1800 0 1750 1800 0 1750 5600 0 1750 5601 0 Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3151 1800 0 1750 1800 0 1750 5600 0 1750 5601 0 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 47 5 24 57
Link Speed (mph) 30 30 30 30
Link Distance (ft) 764 381 446 1191
Travel Time (s) 17.4 8.7 10.1 27.1
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0% 0%
Shared Lane Traffic (%)
Lane Group Flow (vph) 82 56 0 11 9 0 150 1093 0 39 3011 0 Turn Type Prot NA Prot NA Prot NA Prot NA
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases
Detector Phase 7 4 3 8 5 2 1 6
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 11.0 20.0 11.0 20.0 11.0 20.0 11.0 20.0 Total Split (s) 11.0 20.0 11.0 20.0 11.0 23.0 11.0 23.0 Total Split (%) 16.9% 30.8% 16.9% 30.8% 16.9% 35.4% 16.9% 35.4% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None None None None None C-Min None C-Min
Act Effct Green (s) 7.6 7.8 7.0 7.2 12.1 46.5 8.0 35.8
Actuated g/C Ratio 0.12 0.12 0.11 0.11 0.19 0.72 0.12 0.55 Lanes, Volumes, Timings
60: Great America Pkwy & Old Mountain View-Alviso Rd 09/04/2024 Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.22 0.22 0.06 0.04 0.46 0.27 0.18 0.97
Control Delay 27.5 12.8 26.4 19.9 24.0 9.5 17.6 33.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 27.5 12.8 26.4 19.9 24.0 9.5 17.6 33.0

L O S CB CB CA BC
Approach Delay 21.5 23.5 11.3 32.8
Approach LOS C C B C
Queue Length 50th (ft) 15 3 4 1 60 71 11 442
Queue Length 95th (ft) 33 31 17 13 m85 135 m21 #731
Internal Link Dist (ft) 684 301 366 1111
Turn Bay Length (ft) 130 80 150 110
Base Capacity (vph) 387 505 215 474 325 4014 230 3108
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.21 0.11 0.05 0.02 0.46 0.27 0.17 0.97 Intersection Summary
Area Type: Other
Cycle Length: 65
Actuated Cycle Length: 65
Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.97
Intersection Signal Delay: 26.4 Intersection LOS: C
Intersection Capacity Utilization 75.3% ICU Level of Service D Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.

Splits and Phases: 60: Great America Pkwy & Old Mountain View-Alviso Rd

Lanes, Volumes, Timings
61: Great America Pkwy & Driveway/Cityplace Pkwy 09/04/2024 Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 0 0 96 0 130 0 1172 575 733 1909 0 Future Volume (vph) 0 0 0 96 0 130 0 1172 575 733 1909 0 Ideal Flow (vphpl) 1785 1900 1785 1744 1900 2148 1900 2200 1900 1744 2093 1900 Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Grade (%) 0% 0% 0% 0%
Storage Length (ft) 0 0 0 0 0 200 150 0
Storage Lanes 1 1 2 2 0 0 2 0
Taper Length (ft) 25 25 25 25
Lane Util. Factor 1.00 1.00 1.00 0.97 1.00 0.88 1.00 0.91 0.91 0.97 0.91 0.91 Ped Bike Factor
Frt 0.850 0.951
Flt Protected 0.950 0.950
Satd. Flow (prot) 1750 0 1750 3151 0 3150 0 5600 0 3151 5602 0 Flt Permitted 0.950 0.950
Satd. Flow (perm) 1750 0 1750 3151 0 3150 0 5600 0 3151 5602 0 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 17 216
Link Speed (mph) 30 30 30 30
Link Distance (ft) 387 2577 827 446
Travel Time (s) 8.8 58.6 18.8 10.1
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0% 0%
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 0 0 104 0 141 0 1899 0 797 2075 0 Turn Type Prot Perm Prot pm+ov NA Prot NA
Protected Phases 7 3121 6
Permitted Phases 7 3
Detector Phase 7 7 3121 6
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 11.0 11.0 11.0 11.0 20.0 11.0 20.0
Total Split (s) 11.0 11.0 11.0 27.0 27.0 27.0 54.0
Total Split (%) 16.9% 16.9% 16.9% 41.5% 41.5% 41.5% 83.1% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5
Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lead/Lag Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes
Recall Mode None None None None C-Max None C-Max
Act Effct Green (s) 7.7 32.7 26.3 24.0 53.9
Actuated g/C Ratio 0.12 0.50 0.40 0.37 0.83
Lanes, Volumes, Timings
61: Great America Pkwy & Driveway/Cityplace Pkwy 09/04/2024 Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.28 0.09 0.79 0.69 0.45
Control Delay 28.1 6.7 24.3 22.9 1.9
Queue Delay 0.0 0.0 0.0 0.0 0.4
Total Delay 28.1 6.7 24.3 22.9 2.3

LOS C A C C A
Approach Delay 15.8 24.3 8.1
Approach LOS B C A
Queue Length 50th (ft) 19 12 228 180 9
Queue Length 95th (ft) 40 24 284 m189 m30
Internal Link Dist (ft) 307 2497 747 366
Turn Bay Length (ft) 150
Base Capacity (vph) 387 1595 2390 1163 4642
Starvation Cap Reductn 0000 1765
Spillback Cap Reductn 0000 0
Storage Cap Reductn 0000 0
Reduced v/c Ratio 0.27 0.09 0.79 0.69 0.72
Intersection Summary
Area Type: Other
Cycle Length: 65
Actuated Cycle Length: 65
Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 60
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.79
Intersection Signal Delay: 14.6 Intersection LOS: B
Intersection Capacity Utilization 66.8% ICU Level of Service C Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.

Splits and Phases: 61: Great America Pkwy & Driveway/Cityplace Pkwy

Lanes, Volumes, Timings
62: Great America Pkwy & Second St 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group WBL WBR NBT NBR SBL SBT Ø8
Lane Configurations
Traffic Volume (vph) 229 436 1311 518 806 1199
Future Volume (vph) 229 436 1311 518 806 1199
Ideal Flow (vphpl) 1744 2100 2184 1900 1744 2130
Lane Width (ft) 12 12 12 12 12 12
Grade (%) 0% 0% 0%
Storage Length (ft) 0 0 300 300
Storage Lanes 2 1 0 2
Taper Length (ft) 25 25
Lane Util. Factor 0.97 1.00 0.91 0.91 0.97 0.91
Ped Bike Factor
Frt 0.850 0.958
Flt Protected 0.950 0.950
Satd. Flow (prot) 3151 1750 5600 0 3151 5701
Flt Permitted 0.950 0.950
Satd. Flow (perm) 3151 1750 5600 0 3151 5701
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 12 192
Link Speed (mph) 30 30 30
Link Distance (ft) 989 486 827
Travel Time (s) 22.5 11.0 18.8
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100%
Heavy Vehicles (%) 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0%
Shared Lane Traffic (%)
Lane Group Flow (vph) 249 474 1988 0 876 1303
Turn Type pm+pt pm+ov NA Prot NA
Protected Phases 3 1 2 1 6 8
Permitted Phases 8 8
Detector Phase 3 1 2 1 6
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 11.0 11.0 20.0 11.0 20.0 11.0
Total Split (s) 11.0 23.0 31.0 23.0 54.0 11.0
Total Split (%) 16.9% 35.4% 47.7% 35.4% 83.1% 17%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5
Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0
Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0
Lead/Lag Lead Lag Lead
Lead-Lag Optimize? Yes Yes Yes
Recall Mode None None C-Max None C-Max None
Act Effct Green (s) 8.0 31.0 28.0 20.0 51.0
Actuated g/C Ratio 0.12 0.48 0.43 0.31 0.78
Lanes, Volumes, Timings
62: Great America Pkwy & Second St 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group WBL WBR NBT NBR SBL SBT Ø8
v/c Ratio 0.64 0.56 0.79 0.90 0.29
Control Delay 35.8 15.1 13.1 34.1 5.1
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 35.8 15.1 13.1 34.1 5.1

LOS D B B C A
Approach Delay 22.2 13.1 16.8
Approach LOS C B B
Queue Length 50th (ft) 49 123 295 201 84
Queue Length 95th (ft) #85 205 70 #291 149
Internal Link Dist (ft) 909 406 747
Turn Bay Length (ft) 300
Base Capacity (vph) 387 840 2521 969 4473
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.64 0.56 0.79 0.90 0.29
Intersection Summary
Area Type: Other
Cycle Length: 65
Actuated Cycle Length: 65
Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 60
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.90
Intersection Signal Delay: 16.1 Intersection LOS: B
Intersection Capacity Utilization 74.3% ICU Level of Service D Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Splits and Phases: 62: Great America Pkwy & Second St

Lanes, Volumes, Timings
63: Great America Pkwy & Bunker Hill Ln 11/05/2024
Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 50 7 17 33 11 40 112 1621 169 107 948 145 Future Volume (vph) 50 7 17 33 11 40 112 1621 169 107 948 145 Ideal Flow (vphpl) 2065 2181 1900 1879 2250 1900 1879 2122 1900 1879 2135 1900 Storage Length (ft) 130 0 125 0 140 0 145 0
Storage Lanes 1 0 1 0 1 0 1 0
Taper Length (ft) 25 75 100 100
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 0.91 0.91 1.00 0.91 0.91 Frt 0.896 0.883 0.986 0.980
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1923 3640 0 1750 3701 0 1750 5600 0 1750 5600 0 Flt Permitted 0.719 0.739 0.950 0.950
Satd. Flow (perm) 1456 3640 0 1361 3701 0 1750 5600 0 1750 5600 0 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 18 43 35 57
Link Speed (mph) 30 30 30 30
Link Distance (ft) 838 526 856 486
Travel Time (s) 19.0 12.0 19.5 11.0
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Shared Lane Traffic (%)
Lane Group Flow (vph) 54 26 0 36 55 0 122 1946 0 116 1188 0 Turn Type Perm NA Perm NA Prot NA Prot NA
Protected Phases 4 8 5 2 1 6
Permitted Phases 4 8
Detector Phase 4 4 8 8 5 2 1 6
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 20.0 20.0 20.0 20.0 11.0 20.0 11.0 20.0 Total Split (s) 20.0 20.0 20.0 20.0 13.0 32.0 13.0 32.0 Total Split (%) 30.8% 30.8% 30.8% 30.8% 20.0% 49.2% 20.0% 49.2% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode None None None None None C-Min None C-Min
Act Effct Green (s) 8.9 8.9 8.8 8.8 10.8 43.1 10.5 42.9 Actuated g/C Ratio 0.14 0.14 0.14 0.14 0.17 0.66 0.16 0.66 v/c Ratio 0.27 0.05 0.20 0.10 0.42 0.52 0.41 0.32
Control Delay 27.8 14.0 26.5 11.0 22.8 11.0 27.8 11.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 27.8 14.0 26.5 11.0 22.8 11.0 27.8 11.3

LOS C B C B C B C B
Approach Delay 23.3 17.1 11.7 12.8
Approach LOS C B B B
Queue Length 50th (ft) 20 1 13 2 52 132 40 89
Queue Length 95th (ft) 47 10 35 15 m63 m172 m54 220
Internal Link Dist (ft) 758 446 776 406
Turn Bay Length (ft) 130 125 140 145
Base Capacity (vph) 380 965 355 999 309 3726 305 3717
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Lanes, Volumes, Timings
63: Great America Pkwy & Bunker Hill Ln 11/05/2024
Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.14 0.03 0.10 0.06 0.39 0.52 0.38 0.32 Intersection Summary
Area Type: Other
Cycle Length: 65
Actuated Cycle Length: 65
Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 55
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.52
Intersection Signal Delay: 12.5 Intersection LOS: B
Intersection Capacity Utilization 56.6% ICU Level of Service B Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.

Splits and Phases: 63: Great America Pkwy & Bunker Hill Ln

Lanes, Volumes, Timings
64: Great America Pkwy & Old Glory Ln 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 005202 2 2 2519 2 22 1256 16
Future Volume (vph) 005202 2 2 2519 2 22 1256 16
Ideal Flow (vphpl) 1900 1836 2100 1744 2373 2077 1744 2224 1900 1744 2134 1900 Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Grade (%) 0% 0% 0% 0%
Storage Length (ft) 0 0 90 0 220 0 245 0
Storage Lanes 0 1 2 2 2 0 2 0
Taper Length (ft) 25 70 85 100
Lane Util. Factor 1.00 1.00 1.00 0.97 0.91 0.91 0.97 0.86 0.86 0.97 0.91 0.91 Ped Bike Factor
Frt 0.850 0.850 0.850 0.998
Flt Protected 0.950 0.950 0.950
Satd. Flow (prot) 0 1800 1750 3151 1800 3150 3151 7501 0 3151 5700 0 Flt Permitted 0.950 0.950 0.950
Satd. Flow (perm) 0 1800 1750 3151 1800 3150 3151 7501 0 3151 5700 0 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 289 294 535 3
Link Speed (mph) 30 30 30 30
Link Distance (ft) 491 565 1390 1278
Travel Time (s) 11.2 12.8 31.6 29.0
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0% 0%
Shared Lane Traffic (%) 33%
Lane Group Flow (vph) 005211 2 4 2740 0 24 1382 0
Turn Type pm+ov Prot NA Perm Prot NA Prot NA
Protected Phases 4538 52 16
Permitted Phases 4 4 8
Detector Phase 44538852 16
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 11.0 11.0 20.0 20.0 11.0 20.0 11.0 20.0 Total Split (s) 20.0 20.0 11.0 11.0 31.0 31.0 11.0 23.0 11.0 23.0 Total Split (%) 30.8% 30.8% 16.9% 16.9% 47.7% 47.7% 16.9% 35.4% 16.9% 35.4% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lead/Lag Lag Lag Lead Lead Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None None None None None None None C-Max None C-Max Act Effct Green (s) 7.0 6.6 6.5 6.5 7.0 57.6 7.0 57.6
Actuated g/C Ratio 0.11 0.10 0.10 0.10 0.11 0.89 0.11 0.89 Lanes, Volumes, Timings
64: Great America Pkwy & Old Glory Ln 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.01 0.01 0.00 0.00 0.07 0.41 0.07 0.27
Control Delay 0.0 26.5 0.0 0.0 19.7 5.5 33.2 3.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 0.0 26.5 0.0 0.0 19.7 5.5 33.2 3.4

L O S ACAABA CA
Approach Delay 13.3 5.7 3.9
Approach LOS B A A
Queue Length 50th (ft) 000040 50
Queue Length 95th (ft) 0300 m 6 3 9 8 m 4 m193
Internal Link Dist (ft) 411 485 1310 1198
Turn Bay Length (ft) 90 220 245
Base Capacity (vph) 468 387 942 1661 387 6652 387 5055
Starvation Cap Reductn 000000 00
Spillback Cap Reductn 000000 00
Storage Cap Reductn 000000 00
Reduced v/c Ratio 0.01 0.01 0.00 0.00 0.06 0.41 0.06 0.27 Intersection Summary
Area Type: Other
Cycle Length: 65
Actuated Cycle Length: 65
Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 70
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.41
Intersection Signal Delay: 5.1 Intersection LOS: A
Intersection Capacity Utilization 41.2% ICU Level of Service A Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.

Splits and Phases: 64: Great America Pkwy & Old Glory Ln

Lanes, Volumes, Timings
65: Great America Pkwy & Patrick Henry Dr 11/05/2024
Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 4 3 110 13 5 11 373 2556 76 29 1184 21 Future Volume (vph) 4 3 110 13 5 11 373 2556 76 29 1184 21 Ideal Flow (vphpl) 1879 1938 2100 1744 2054 1900 1744 2233 1900 1879 2130 2100 Storage Length (ft) 100 0 110 0 220 0 370 0
Storage Lanes 1 1 2 0 2 0 1 1
Taper Length (ft) 100 50 65 90
Lane Util. Factor 1.00 1.00 1.00 0.97 1.00 1.00 0.97 0.86 0.86 1.00 0.91 1.00 Frt 0.850 0.894 0.996 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1750 1900 1750 3151 1800 0 3151 7501 0 1750 5701 1750 Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1750 1900 1750 3151 1800 0 3151 7501 0 1750 5701 1750 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 120 12 9 151
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1004 532 1324 1390
Travel Time (s) 22.8 12.1 30.1 31.6
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Shared Lane Traffic (%)
Lane Group Flow (vph) 4 3 120 14 17 0 405 2861 0 32 1287 23 Turn Type Prot NA pm+ov Prot NA Prot NA Prot NA Perm
Protected Phases 7 4 5 3 8 5 2 1 6
Permitted Phases 4 6
Detector Phase 7 4 5 3 8 5 2 1 6 6
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 11.0 20.0 11.0 11.0 20.0 11.0 20.0 11.0 20.0 20.0 Total Split (s) 11.0 20.0 14.0 11.0 20.0 14.0 23.0 11.0 20.0 20.0 Total Split (%) 16.9% 30.8% 21.5% 16.9% 30.8% 21.5% 35.4% 16.9% 30.8% 30.8% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lead/Lag Lead Lag Lead Lead Lag Lead Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None C-Max None C-Max C-Max Act Effct Green (s) 6.8 6.8 16.9 6.8 7.0 14.7 54.8 7.8 40.0 40.0 Actuated g/C Ratio 0.10 0.10 0.26 0.10 0.11 0.23 0.84 0.12 0.62 0.62 v/c Ratio 0.02 0.01 0.22 0.04 0.08 0.57 0.45 0.15 0.37 0.02 Control Delay 26.2 26.0 4.1 26.2 17.7 20.9 7.8 18.6 11.5 1.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 26.2 26.0 4.1 26.2 17.7 20.9 7.8 18.6 11.5 1.0

LOS C C A C B C A B B A
Approach Delay 5.3 21.5 9.4 11.5
Approach LOS A C A B
Queue Length 50th (ft) 1 1 0 2 2 54 0 9 58 0
Queue Length 95th (ft) 9 8 24 10 17 m71 m388 41 167 4
Internal Link Dist (ft) 924 452 1244 1310
Turn Bay Length (ft) 100 110 220 370
Base Capacity (vph) 215 496 543 387 479 713 6321 225 3510 1135 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
Lanes, Volumes, Timings
65: Great America Pkwy & Patrick Henry Dr 11/05/2024
Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.02 0.01 0.22 0.04 0.04 0.57 0.45 0.14 0.37 0.02 Intersection Summary
Area Type: Other
Cycle Length: 65
Actuated Cycle Length: 65
Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 70
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.57
Intersection Signal Delay: 10.0 Intersection LOS: A
Intersection Capacity Utilization 52.0% ICU Level of Service A Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.

Splits and Phases: 65: Great America Pkwy & Patrick Henry Dr

Lanes, Volumes, Timings
66: Great America Pkwy & Mission College Blvd 09/04/2024 Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 305 89 103 468 271 470 470 2188 353 194 991 176 Future Volume (vph) 305 89 103 468 271 470 470 2188 353 194 991 176 Ideal Flow (vphpl) 1879 2040 2100 1744 2040 2100 1744 2040 2100 1744 2130 2100 Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Grade (%) 0% 0% 0% 0%
Storage Length (ft) 220 0 230 50 460 220 180 0
Storage Lanes 1 1 2 1 2 1 2 1
Taper Length (ft) 80 90 130 70
Lane Util. Factor 1.00 0.95 1.00 0.97 0.95 1.00 0.97 *0.95 1.00 0.97 0.91 1.00 Ped Bike Factor
Frt 0.850 0.850 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1750 3800 1750 3151 3800 1750 3151 7600 1750 3151 5701 1750 Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1750 3800 1750 3151 3800 1750 3151 7600 1750 3151 5701 1750 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 218 511 333 218
Link Speed (mph) 30 30 30 30
Link Distance (ft) 487 477 2128 1324
Travel Time (s) 11.1 10.8 48.4 30.1
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0% 0%
Shared Lane Traffic (%)
Lane Group Flow (vph) 332 97 112 509 295 511 511 2378 384 211 1077 191 Turn Type Prot NA Free Prot NA Free Prot NA Free Prot NA Free Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases Free Free Free Free
Detector Phase 7 4 3 8 5 2 1 6
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 11.0 20.0 11.0 20.0 11.0 20.0 11.0 20.0 Total Split (s) 11.0 20.0 11.0 20.0 14.0 23.0 11.0 20.0 Total Split (%) 16.9% 30.8% 16.9% 30.8% 21.5% 35.4% 16.9% 30.8% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None None None None None C-Max None C-Max
Act Effct Green (s) 8.0 10.9 65.0 10.3 11.3 65.0 15.7 23.6 65.0 10.1 18.0 65.0 Actuated g/C Ratio 0.12 0.17 1.00 0.16 0.17 1.00 0.24 0.36 1.00 0.16 0.28 1.00 Lanes, Volumes, Timings
66: Great America Pkwy & Mission College Blvd 09/04/2024 Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 1.54 0.15 0.06 1.02 0.45 0.29 0.67 0.86 0.22 0.43 0.68 0.11 Control Delay 293.0 22.5 0.1 80.3 25.9 0.4 26.0 19.0 0.2 17.5 31.2 0.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 293.0 22.5 0.1 80.3 25.9 0.4 26.0 19.0 0.2 17.5 31.2 0.1

L O S FCAFCACBABCA
Approach Delay 183.8 37.1 17.9 25.2
Approach LOS F D B C
Queue Length 50th (ft) ~190 17 0 ~137 55 0 75 180 0 36 152 0 Queue Length 95th (ft) #333 34 0 #224 85 0 m118 #328 m0 74 216 0 Internal Link Dist (ft) 407 397 2048 1244
Turn Bay Length (ft) 220 230 50 460 220 180
Base Capacity (vph) 215 993 1750 500 993 1750 759 2754 1750 492 1582 1750 Starvation Cap Reductn 000000000000
Spillback Cap Reductn 000000000000
Storage Cap Reductn 000000000000
Reduced v/c Ratio 1.54 0.10 0.06 1.02 0.30 0.29 0.67 0.86 0.22 0.43 0.68 0.11 Intersection Summary
Area Type: Other
Cycle Length: 65
Actuated Cycle Length: 65
Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 80
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 1.54
Intersection Signal Delay: 36.9 Intersection LOS: D
Intersection Capacity Utilization 73.0% ICU Level of Service C Analysis Period (min) 15
* User Entered Value
~ 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.
m Volume for 95th percentile queue is metered by upstream signal.

Splits and Phases: 66: Great America Pkwy & Mission College Blvd

Lanes, Volumes, Timings
67: Great America Pkwy & US 101 NB Off Ramp 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group NBT NBR SBL SBT NWL NWR
Lane Configurations
Traffic Volume (vph) 2130 0 0 1242 523 1363
Future Volume (vph) 2130 0 0 1242 523 1363
Ideal Flow (vphpl) 2130 1900 1900 2130 1744 2100
Lane Width (ft) 12 12 12 12 12 12
Grade (%) 0% 0% 0%
Storage Length (ft) 0 0 0 0
Storage Lanes 0 0 2 1
Taper Length (ft) 25 25
Lane Util. Factor 0.91 1.00 1.00 0.91 0.97 1.00
Ped Bike Factor
Frt 0.850
Flt Protected 0.950
Satd. Flow (prot) 5701 0 0 5701 3151 1750
Flt Permitted 0.950
Satd. Flow (perm) 5701 0 0 5701 3151 1750
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 386
Link Speed (mph) 30 30 30
Link Distance (ft) 948 2128 559
Travel Time (s) 21.5 48.4 12.7
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100%
Heavy Vehicles (%) 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0%
Shared Lane Traffic (%)
Lane Group Flow (vph) 2315 0 0 1350 568 1482
Turn Type NA NA Prot Free
Protected Phases 2 6 8
Permitted Phases Free
Detector Phase 2 6 8
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0
Minimum Split (s) 20.0 20.0 11.0
Total Split (s) 41.0 41.0 24.0
Total Split (%) 63.1% 63.1% 36.9%
Yellow Time (s) 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5
Lost Time Adjust (s) -1.0 -1.0 -1.0
Total Lost Time (s) 3.0 3.0 3.0
Lead/Lag
Lead-Lag Optimize?
Recall Mode C-Max C-Max None
Act Effct Green (s) 41.5 41.5 17.5 65.0
Actuated g/C Ratio 0.64 0.64 0.27 1.00
Lanes, Volumes, Timings
67: Great America Pkwy & US 101 NB Off Ramp 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group NBT NBR SBL SBT NWL NWR
v/c Ratio 0.64 0.37 0.67 0.85
Control Delay 5.9 10.2 25.0 6.1
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 5.9 10.2 25.0 6.1

LOS A B C A
Approach Delay 5.9 10.2 11.3
Approach LOS A B B
Queue Length 50th (ft) 98 147 102 0
Queue Length 95th (ft) 174 m236 139 #7
Internal Link Dist (ft) 868 2048 479
Turn Bay Length (ft)
Base Capacity (vph) 3636 3636 1018 1750
Starvation Cap Reductn 0 0 0 0
Spillback Cap Reductn 0 0 0 0
Storage Cap Reductn 0 0 0 0
Reduced v/c Ratio 0.64 0.37 0.56 0.85
Intersection Summary
Area Type: Other
Cycle Length: 65
Actuated Cycle Length: 65
Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 40
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.85
Intersection Signal Delay: 8.9 Intersection LOS: A
Intersection Capacity Utilization 59.6% ICU Level of Service B Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.

Splits and Phases: 67: Great America Pkwy & US 101 NB Off Ramp

Lanes, Volumes, Timings
68: Great America Pkwy & US 101 SB Off Ramp 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Volume (vph) 579 485 0 1708 1381 0
Future Volume (vph) 579 485 0 1708 1381 0
Ideal Flow (vphpl) 1744 2100 1900 2130 2130 1900
Lane Width (ft) 12 12 12 12 12 12
Grade (%) 0% 0% 0%
Storage Length (ft) 0 0 0 0
Storage Lanes 2 1 0 0
Taper Length (ft) 25 25
Lane Util. Factor 0.97 1.00 1.00 0.91 0.91 1.00
Ped Bike Factor
Frt 0.850
Flt Protected 0.950
Satd. Flow (prot) 3151 1750 0 5701 5701 0
Flt Permitted 0.950
Satd. Flow (perm) 3151 1750 0 5701 5701 0
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 421
Link Speed (mph) 30 30 30
Link Distance (ft) 423 319 948
Travel Time (s) 9.6 7.3 21.5
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100%
Heavy Vehicles (%) 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0%
Shared Lane Traffic (%)
Lane Group Flow (vph) 629 527 0 1857 1501 0
Turn Type Prot Free NA NA
Protected Phases 4 2 6
Permitted Phases Free
Detector Phase 4 2 6
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0
Minimum Split (s) 11.0 20.0 20.0
Total Split (s) 25.0 40.0 40.0
Total Split (%) 38.5% 61.5% 61.5%
Yellow Time (s) 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5
Lost Time Adjust (s) -1.0 -1.0 -1.0
Total Lost Time (s) 3.0 3.0 3.0
Lead/Lag
Lead-Lag Optimize?
Recall Mode Max Max Max
Act Effct Green (s) 22.0 65.0 37.0 37.0
Actuated g/C Ratio 0.34 1.00 0.57 0.57
Lanes, Volumes, Timings
68: Great America Pkwy & US 101 SB Off Ramp 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBR NBL NBT SBT SBR
v/c Ratio 0.59 0.30 0.57 0.46
Control Delay 20.5 0.4 9.8 2.0
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 20.5 0.4 9.8 2.0

LOS C A A A
Approach Delay 11.4 9.8 2.0
Approach LOS B A A
Queue Length 50th (ft) 104 0 154 4
Queue Length 95th (ft) 152 0 193 41
Internal Link Dist (ft) 343 239 868
Turn Bay Length (ft)
Base Capacity (vph) 1066 1750 3245 3245
Starvation Cap Reductn 0 0 0 0
Spillback Cap Reductn 0 0 0 0
Storage Cap Reductn 0 0 0 0
Reduced v/c Ratio 0.59 0.30 0.57 0.46
Intersection Summary
Area Type: Other
Cycle Length: 65
Actuated Cycle Length: 65
Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 40
Control Type: Pretimed
Maximum v/c Ratio: 0.59
Intersection Signal Delay: 7.6 Intersection LOS: A
Intersection Capacity Utilization 59.6% ICU Level of Service B Analysis Period (min) 15
Splits and Phases: 68: Great America Pkwy & US 101 SB Off Ramp

Lanes, Volumes, Timings
85: Lafayette St & Great America Way 11/05/2024
Synchro 11 Report
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 15 0 321 0 0 0 321 615 0 0 240 23
Future Volume (vph) 15 0 321 0 0 0 321 615 0 0 240 23
Ideal Flow (vphpl) 1879 1900 2148 1900 1900 1900 1879 2040 1900 1900 2013 1900 Storage Length (ft) 110 0 0 0 210 0 90 0
Storage Lanes 1 1 0 0 1 0 1 1
Taper Length (ft) 35 25 85 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 1.00 1.00 Frt 0.850 0.850
Flt Protected 0.950 0.950
Satd. Flow (prot) 1750 1863 1790 0 0 0 1750 3800 0 1863 1974 1583 Flt Permitted 0.950 0.950
Satd. Flow (perm) 1750 1863 1790 0 0 0 1750 3800 0 1863 1974 1583 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 405 109
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1935 133 402 584
Travel Time (s) 44.0 3.0 9.1 13.3
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Shared Lane Traffic (%)
Lane Group Flow (vph) 16 0 349 0 0 0 349 668 0 0 261 25 Turn Type Perm pm+ov Prot NA Perm NA Perm
Protected Phases 4 5 5 2 6
Permitted Phases 4 4 6 6
Detector Phase 4 4 5 5 2 6 6 6
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 11.0 11.0 11.0 11.0 20.0 20.0 20.0 20.0 Total Split (s) 11.0 11.0 19.0 19.0 39.0 20.0 20.0 20.0 Total Split (%) 22.0% 22.0% 38.0% 38.0% 78.0% 40.0% 40.0% 40.0% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lead/Lag Lead Lead Lag Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes
Recall Mode Min Min None None C-Max None None None
Act Effct Green (s) 7.1 24.6 14.5 36.9 19.4 19.4
Actuated g/C Ratio 0.14 0.49 0.29 0.74 0.39 0.39
v/c Ratio 0.06 0.32 0.69 0.24 0.34 0.04
Control Delay 18.9 1.4 23.1 2.4 13.3 0.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 18.9 1.4 23.1 2.4 13.3 0.1

LOS B A C A B A
Approach Delay 2.1 9.5 12.2
Approach LOS A A B
Queue Length 50th (ft) 4 0 85 20 54 0
Queue Length 95th (ft) 17 19 156 36 106 0
Internal Link Dist (ft) 1855 53 322 504
Turn Bay Length (ft) 110 210
Base Capacity (vph) 280 1130 564 2807 767 682
Starvation Cap Reductn 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0
Background + Project Scheme C Without Lick Mill Connection) - AM Lanes, Volumes, Timings
85: Lafayette St & Great America Way 11/05/2024
Background + Project Scheme C Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.06 0.31 0.62 0.24 0.34 0.04
Intersection Summary
Area Type: Other
Cycle Length: 50
Actuated Cycle Length: 50
Offset: 0 (0%), Referenced to phase 2:NBT, Start of Green Natural Cycle: 50
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.69
Intersection Signal Delay: 8.3 Intersection LOS: A
Intersection Capacity Utilization 43.2% ICU Level of Service A Analysis Period (min) 15
Splits and Phases: 85: Lafayette St & Great America Way

Lanes, Volumes, Timings
86: Lafayette St & Future Driveway to NE Parcel North 09/04/2024 Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 5 13 925 5 129 430
Future Volume (vph) 5 13 925 5 129 430
Ideal Flow (vphpl) 2059 2308 2040 2100 1879 2040
Lane Width (ft) 12 12 12 12 12 12
Grade (%) 0% 0% 0%
Storage Length (ft) 0 200 400 75
Storage Lanes 2 1 1 1
Taper Length (ft) 25 25
Lane Util. Factor 0.97 0.91 0.95 1.00 1.00 0.95
Ped Bike Factor
Frt 0.912 0.850 0.850
Flt Protected 0.980 0.950
Satd. Flow (prot) 3500 1750 3800 1750 1750 3800
Flt Permitted 0.980 0.950
Satd. Flow (perm) 3500 1750 3800 1750 1750 3800
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 7 7 5
Link Speed (mph) 30 30 30
Link Distance (ft) 445 1011 402
Travel Time (s) 10.1 23.0 9.1
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100%
Heavy Vehicles (%) 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0%
Shared Lane Traffic (%) 50%
Lane Group Flow (vph) 12 7 1005 5 140 467
Turn Type Prot Perm NA Perm Prot NA
Protected Phases 8 2 1 6
Permitted Phases 8 2
Detector Phase 882216
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 11.0 11.0 20.0 20.0 11.0 20.0
Total Split (s) 11.0 11.0 23.0 23.0 11.0 34.0
Total Split (%) 24.4% 24.4% 51.1% 51.1% 24.4% 75.6%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5
Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0
Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lead/Lag Lag Lag Lead
Lead-Lag Optimize? Yes Yes Yes
Recall Mode Max Max Max Max Max Max
Act Effct Green (s) 8.0 8.0 20.0 20.0 8.0 31.0
Actuated g/C Ratio 0.18 0.18 0.44 0.44 0.18 0.69
Lanes, Volumes, Timings
86: Lafayette St & Future Driveway to NE Parcel North 09/04/2024 Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group WBL WBR NBT NBR SBL SBT
v/c Ratio 0.02 0.02 0.60 0.01 0.45 0.18
Control Delay 11.9 10.3 11.3 5.0 21.9 2.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 11.9 10.3 11.3 5.0 21.9 2.7

L O S BBBACA
Approach Delay 11.3 11.2 7.1
Approach LOS B B A
Queue Length 50th (ft) 0 0 94 0 33 15
Queue Length 95th (ft) 5 8 141 4 73 25
Internal Link Dist (ft) 365 931 322
Turn Bay Length (ft) 200 400 75
Base Capacity (vph) 627 316 1688 780 311 2617
Starvation Cap Reductn 000000
Spillback Cap Reductn 000000
Storage Cap Reductn 000000
Reduced v/c Ratio 0.02 0.02 0.60 0.01 0.45 0.18
Intersection Summary
Area Type: Other
Cycle Length: 45
Actuated Cycle Length: 45
Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 45
Control Type: Pretimed
Maximum v/c Ratio: 0.60
Intersection Signal Delay: 9.7 Intersection LOS: A
Intersection Capacity Utilization 44.4% ICU Level of Service A Analysis Period (min) 15
Splits and Phases: 86: Lafayette St & Future Driveway to NE Parcel North

Lanes, Volumes, Timings
87: Lafayette St & Jug Handle 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 480 9 921 1011 68 367
Future Volume (vph) 480 9 921 1011 68 367
Ideal Flow (vphpl) 1744 2100 2040 2148 1744 2040
Lane Width (ft) 12 12 12 12 12 12
Grade (%) 0% 0% 0%
Storage Length (ft) 0 0 400 400
Storage Lanes 2 1 2 2
Taper Length (ft) 25 25
Lane Util. Factor 0.97 1.00 0.95 0.88 0.97 0.95
Ped Bike Factor
Frt 0.850 0.850
Flt Protected 0.950 0.950
Satd. Flow (prot) 3151 1750 3800 3150 3151 3800
Flt Permitted 0.950 0.950
Satd. Flow (perm) 3151 1750 3800 3150 3151 3800
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 10 1099
Link Speed (mph) 30 30 30
Link Distance (ft) 767 890 1011
Travel Time (s) 17.4 20.2 23.0
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100%
Heavy Vehicles (%) 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0%
Shared Lane Traffic (%)
Lane Group Flow (vph) 522 10 1001 1099 74 399
Turn Type Prot Perm NA Perm Prot NA
Protected Phases 8 2 1 6
Permitted Phases 8 2
Detector Phase 882216
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 11.0 11.0 20.0 20.0 11.0 20.0
Total Split (s) 13.0 13.0 21.0 21.0 11.0 32.0
Total Split (%) 28.9% 28.9% 46.7% 46.7% 24.4% 71.1%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5
Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0
Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lead/Lag Lead Lead Lag
Lead-Lag Optimize? Yes Yes Yes
Recall Mode None None Min Min None Min
Act Effct Green (s) 10.0 10.0 18.5 18.5 7.4 24.4
Actuated g/C Ratio 0.25 0.25 0.46 0.46 0.18 0.60
Lanes, Volumes, Timings
87: Lafayette St & Jug Handle 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group WBL WBR NBT NBR SBL SBT
v/c Ratio 0.67 0.02 0.58 0.54 0.13 0.17
Control Delay 21.1 8.8 11.0 2.0 16.0 3.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 21.1 8.8 11.0 2.0 16.0 3.6

L O S CABABA
Approach Delay 20.8 6.3 5.5
Approach LOS C A A
Queue Length 50th (ft) 63 0 101 0 8 16
Queue Length 95th (ft) #124 9 155 30 21 27
Internal Link Dist (ft) 687 810 931
Turn Bay Length (ft) 400 400
Base Capacity (vph) 791 446 1739 2037 632 2766
Starvation Cap Reductn 000000
Spillback Cap Reductn 000000
Storage Cap Reductn 000000
Reduced v/c Ratio 0.66 0.02 0.58 0.54 0.12 0.14
Intersection Summary
Area Type: Other
Cycle Length: 45
Actuated Cycle Length: 40.5
Natural Cycle: 45
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.67
Intersection Signal Delay: 8.7 Intersection LOS: A
Intersection Capacity Utilization 52.0% ICU Level of Service A Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Splits and Phases: 87: Lafayette St & Jug Handle

Lanes, Volumes, Timings
88: Lafayette St & Future Driveway to NE Parcel South 09/04/2024 Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 86 150 1782 377 301 547
Future Volume (vph) 86 150 1782 377 301 547
Ideal Flow (vphpl) 1744 2100 2040 2100 1744 2040
Lane Width (ft) 12 12 12 12 12 12
Grade (%) 0% 0% 0%
Storage Length (ft) 0 0 300 200
Storage Lanes 2 1 1 2
Taper Length (ft) 25 25
Lane Util. Factor 0.97 1.00 0.95 1.00 0.97 0.95
Ped Bike Factor
Frt 0.850 0.850
Flt Protected 0.950 0.950
Satd. Flow (prot) 3151 1750 3800 1750 3151 3800
Flt Permitted 0.950 0.950
Satd. Flow (perm) 3151 1750 3800 1750 3151 3800
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 163 410
Link Speed (mph) 30 30 30
Link Distance (ft) 625 897 890
Travel Time (s) 14.2 20.4 20.2
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100%
Heavy Vehicles (%) 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0%
Shared Lane Traffic (%)
Lane Group Flow (vph) 93 163 1937 410 327 595
Turn Type Prot Perm NA Perm Prot NA
Protected Phases 8 2 1 6
Permitted Phases 8 2
Detector Phase 882216
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 11.0 11.0 20.0 20.0 11.0 20.0
Total Split (s) 11.0 11.0 38.0 38.0 11.0 49.0
Total Split (%) 18.3% 18.3% 63.3% 63.3% 18.3% 81.7%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5
Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0
Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lead/Lag Lead Lead Lag
Lead-Lag Optimize? Yes Yes Yes
Recall Mode None None Max Max None Max
Act Effct Green (s) 7.6 7.6 36.1 36.1 8.0 47.8
Actuated g/C Ratio 0.13 0.13 0.62 0.62 0.14 0.82
Lanes, Volumes, Timings
88: Lafayette St & Future Driveway to NE Parcel South 09/04/2024 Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group WBL WBR NBT NBR SBL SBT
v/c Ratio 0.23 0.44 0.83 0.33 0.76 0.19
Control Delay 24.9 9.2 14.2 1.5 38.7 1.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 24.9 9.2 14.2 1.5 38.7 1.9

LOS C A B A D A
Approach Delay 14.9 12.0 14.9
Approach LOS B B B
Queue Length 50th (ft) 15 0 275 0 60 20
Queue Length 95th (ft) 34 45 #396 28 #117 30
Internal Link Dist (ft) 545 817 810
Turn Bay Length (ft) 300 200
Base Capacity (vph) 430 379 2340 1235 430 3096
Starvation Cap Reductn 000000
Spillback Cap Reductn 000000
Storage Cap Reductn 000000
Reduced v/c Ratio 0.22 0.43 0.83 0.33 0.76 0.19
Intersection Summary
Area Type: Other
Cycle Length: 60
Actuated Cycle Length: 58.6
Natural Cycle: 60
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.83
Intersection Signal Delay: 13.0 Intersection LOS: B
Intersection Capacity Utilization 68.6% ICU Level of Service C Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Splits and Phases: 88: Lafayette St & Future Driveway to NE Parcel South

HCM 6th TWSC
89: Lafayette St & Calle Del Mundo 11/05/2024
Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Intersection
Int Delay, s/veh 21.3
Movement WBL WBR NBU NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 3 257 10 2004 10 108 514
Future Vol, veh/h 3 257 10 2004 10 108 514
Conflicting Peds, #/hr 0 0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free Free
RT Channelized - None - - None - None
Storage Length 0 0 60 - - 120 -
Veh in Median Storage, # 1 - - 0 - - 0
Grade, % 0 - - 0 - - 0
Peak Hour Factor 92 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2 2
Mvmt Flow 3 279 11 2178 11 117 559
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 2720 1095 559 0 0 2189 0
Stage 1 2206 - - - - - -
Stage 2 514 - - - - - -
Critical Hdwy 6.84 6.94 6.44 - - 4.14 -
Critical Hdwy Stg 1 5.84 - - - - - -
Critical Hdwy Stg 2 5.84 - - - - - -
Follow-up Hdwy 3.52 3.32 2.52 - - 2.22 -
Pot Cap-1 Maneuver 17 ~ 209 635 - - 238 -
Stage 1 70 - - - - - -
Stage 2 565 - - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 8 ~ 209 635 - - 238 -
Mov Cap-2 Maneuver 53 - - - - - -
Stage 1 69 - - - - - -
Stage 2 287 - - - - - -
Approach WB NB SB
HCM Control Delay, s 223.1 0.1 5.9

HCM LOS F
Minor Lane/Major Mvmt NBU NBT NBRWBLn1WBLn2 SBL SBT
Capacity (veh/h) 635 - - 53 209 238 -
HCM Lane V/C Ratio 0.017 - - 0.062 1.337 0.493 -
HCM Control Delay (s) 10.8 - - 77.3 224.8 34 -
HCM Lane LOS B - - F F D -
HCM 95th %tile Q(veh) 0.1 - - 0.2 15.5 2.5 -
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Lanes, Volumes, Timings
90: Lafayette St & Calle De Luna 11/05/2024
Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group WBL WBR NBU NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 91 172 10 1814 374 39 526
Future Volume (vph) 91 172 10 1814 374 39 526
Ideal Flow (vphpl) 1744 2100 1879 2040 2100 1879 2040
Storage Length (ft) 0 0 60 130 180
Storage Lanes 2 1 1 1 1
Taper Length (ft) 25 85 100
Lane Util. Factor 0.97 1.00 1.00 0.95 1.00 1.00 0.95
Frt 0.850 0.850
Flt Protected 0.950 0.950 0.950
Satd. Flow (prot) 3151 1750 1750 3800 1750 1750 3800
Flt Permitted 0.950 0.950 0.950
Satd. Flow (perm) 3151 1750 1750 3800 1750 1750 3800
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 10 350
Link Speed (mph) 30 30 30
Link Distance (ft) 834 760 479
Travel Time (s) 19.0 17.3 10.9
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Shared Lane Traffic (%)
Lane Group Flow (vph) 99 187 11 1972 407 42 572
Turn Type Prot pm+ov Prot NA Perm Prot NA
Protected Phases 7 1 5 2 1 6
Permitted Phases 7 2
Minimum Split (s) 11.0 11.0 11.0 20.0 20.0 11.0 20.0
Total Split (s) 11.0 11.0 11.0 38.0 38.0 11.0 38.0
Total Split (%) 18.3% 18.3% 18.3% 63.3% 63.3% 18.3% 63.3% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5
Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lead/Lag Lead Lead Lag Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes
Act Effct Green (s) 8.0 19.0 8.0 35.0 35.0 8.0 35.0
Actuated g/C Ratio 0.13 0.32 0.13 0.58 0.58 0.13 0.58
v/c Ratio 0.24 0.33 0.05 0.89 0.35 0.18 0.26
Control Delay 24.9 16.9 23.3 17.8 2.2 25.3 6.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 24.9 16.9 23.3 17.8 2.2 25.3 6.6

LOS C B C B A C A
Approach Delay 19.6 15.2 7.9
Approach LOS B B A
Queue Length 50th (ft) 17 48 4 285 8 14 47
Queue Length 95th (ft) 35 94 16 #430 38 m38 m69
Internal Link Dist (ft) 754 680 399
Turn Bay Length (ft) 60 130 180
Base Capacity (vph) 420 561 233 2216 1166 233 2216
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 0.24 0.33 0.05 0.89 0.35 0.18 0.26
Intersection Summary
Lanes, Volumes, Timings
90: Lafayette St & Calle De Luna 11/05/2024
Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Area Type: Other
Cycle Length: 60
Actuated Cycle Length: 60
Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 60
Control Type: Pretimed
Maximum v/c Ratio: 0.89
Intersection Signal Delay: 14.2 Intersection LOS: B
Intersection Capacity Utilization 63.0% ICU Level of Service B Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.

Splits and Phases: 90: Lafayette St & Calle De Luna

Lanes, Volumes, Timings
114: Calle Del Sol & Calle De Luna 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 19 382 14 6 262 21
Future Volume (vph) 19 382 14 6 262 21
Ideal Flow (vphpl) 1938 2100 1900 1999 1879 2100
Lane Width (ft) 12 12 12 12 12 12
Grade (%) 0% 0% 0%
Storage Length (ft) 0 0 0 0
Storage Lanes 1 0 1 1
Taper Length (ft) 25 25
Lane Util. Factor 1.00 1.00 0.95 0.95 1.00 1.00
Ped Bike Factor
Frt 0.850 0.850
Flt Protected 0.967 0.950
Satd. Flow (prot) 1900 1750 0 3601 1750 1750
Flt Permitted 0.852 0.950
Satd. Flow (perm) 1900 1750 0 3173 1750 1750
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 415 23
Link Speed (mph) 30 30 30
Link Distance (ft) 834 429 532
Travel Time (s) 19.0 9.8 12.1
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100%
Heavy Vehicles (%) 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0%
Shared Lane Traffic (%)
Lane Group Flow (vph) 21 415 0 22 285 23
Turn Type NA Perm Perm NA Perm Perm
Protected Phases 4 8
Permitted Phases 4 8 2 2
Detector Phase 448822
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 20.0
Total Split (s) 20.0 20.0 20.0 20.0 35.0 35.0
Total Split (%) 36.4% 36.4% 36.4% 36.4% 63.6% 63.6%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5
Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0
Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0
Lead/Lag
Lead-Lag Optimize?
Recall Mode None None None None Min Min
Act Effct Green (s) 8.2 8.2 8.2 11.3 11.3
Actuated g/C Ratio 0.32 0.32 0.32 0.44 0.44
Lanes, Volumes, Timings
114: Calle Del Sol & Calle De Luna 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBT EBR WBL WBT NBL NBR
v/c Ratio 0.03 0.49 0.02 0.37 0.03
Control Delay 6.5 3.3 6.4 6.9 2.9
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 6.5 3.3 6.4 6.9 2.9

L O S AA AAA
Approach Delay 3.5 6.4 6.6
Approach LOS A A A
Queue Length 50th (ft) 1 0 0 16 0
Queue Length 95th (ft) 10 31 5 63 6
Internal Link Dist (ft) 754 349 452
Turn Bay Length (ft)
Base Capacity (vph) 1297 1326 2166 1722 1722
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.02 0.31 0.01 0.17 0.01
Intersection Summary
Area Type: Other
Cycle Length: 55
Actuated Cycle Length: 25.7
Natural Cycle: 40
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.49
Intersection Signal Delay: 4.8 Intersection LOS: A
Intersection Capacity Utilization 31.4% ICU Level of Service A Analysis Period (min) 15
Splits and Phases: 114: Calle Del Sol & Calle De Luna

Background + Project Scheme C (Without Lick Mill Connection) PM Peak Hour
Lanes, Volumes, Timings
8: Great America Pkwy & Tasman Dr 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 384 681 52 1075 722 263 84 1247 536 382 1382 362 Future Volume (vph) 384 681 52 1075 722 263 84 1247 536 382 1382 362 Ideal Flow (vphpl) 1744 2040 2100 1733 2040 2100 1744 2130 2100 1744 2130 2100 Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Grade (%) 0% 0% 0% 0%
Storage Length (ft) 270 110 245 100 170 0 250 250
Storage Lanes 2 1 3 1 2 1 2 1
Taper Length (ft) 115 140 100 65
Lane Util. Factor 0.97 0.95 1.00 0.94 0.95 1.00 0.97 0.91 1.00 0.97 0.91 1.00 Ped Bike Factor
Frt 0.850 0.850 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3151 3800 1750 4552 3800 1750 3151 5701 1750 3151 5701 1750 Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3151 3800 1750 4552 3800 1750 3151 5701 1750 3151 5701 1750 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 206 198 468 393
Link Speed (mph) 30 30 30 30
Link Distance (ft) 768 695 1240 859
Travel Time (s) 17.5 15.8 28.2 19.5
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0% 0%
Shared Lane Traffic (%)
Lane Group Flow (vph) 417 740 57 1168 785 286 91 1355 583 415 1502 393 Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4826
Detector Phase 744388522166
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 11.0 20.0 20.0 11.0 20.0 20.0 11.0 20.0 20.0 11.0 20.0 20.0 Total Split (s) 19.0 22.0 22.0 27.0 30.0 30.0 11.0 25.0 25.0 16.0 30.0 30.0 Total Split (%) 21.1% 24.4% 24.4% 30.0% 33.3% 33.3% 12.2% 27.8% 27.8% 17.8% 33.3% 33.3% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None Min Min None Min Min None C-Max C-Max None C-Max C-Max Act Effct Green (s) 15.5 19.0 19.0 24.0 27.5 27.5 7.8 22.0 22.0 13.0 29.2 29.2 Actuated g/C Ratio 0.17 0.21 0.21 0.27 0.31 0.31 0.09 0.24 0.24 0.14 0.32 0.32 Lanes, Volumes, Timings
8: Great America Pkwy & Tasman Dr 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.77 0.92 0.11 0.96 0.68 0.43 0.33 0.97 0.75 0.91 0.81 0.47 Control Delay 45.9 53.6 0.4 39.7 16.6 6.1 48.9 49.3 19.4 68.2 34.0 9.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.7 0.0 0.0 0.0 Total Delay 45.9 53.6 0.4 39.7 16.6 6.1 48.9 49.3 21.1 68.2 34.0 9.7

L O S DDADBADDCECA
Approach Delay 48.4 27.3 41.2 36.0
Approach LOS DCDD
Queue Length 50th (ft) 117 218 0 203 179 49 28 270 84 131 225 20 Queue Length 95th (ft) #170 #326 0 m#270 m187 m51 55 #397 202 m#210 #317 m122 Internal Link Dist (ft) 688 615 1160 779
Turn Bay Length (ft) 270 110 245 100 170 250 250
Base Capacity (vph) 560 802 531 1213 1160 671 280 1393 781 455 1849 833 Starvation Cap Reductn 000000000000
Spillback Cap Reductn 00000000 8 2000
Storage Cap Reductn 000000000000
Reduced v/c Ratio 0.74 0.92 0.11 0.96 0.68 0.43 0.33 0.97 0.83 0.91 0.81 0.47 Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 90
Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green, Master Intersection Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.97
Intersection Signal Delay: 36.8 Intersection LOS: D
Intersection Capacity Utilization 86.6% ICU Level of Service E Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.

Splits and Phases: 8: Great America Pkwy & Tasman Dr

Lanes, Volumes, Timings
9: Convention Center Access & Tasman Dr 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 58 1755 1 43 2031 33 81 3 35 41 0 70 Future Volume (vph) 58 1755 1 43 2031 33 81 3 35 41 0 70 Ideal Flow (vphpl) 1879 2040 2100 1879 2040 2100 1744 1938 2100 1879 1938 2100 Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Grade (%) 0% 0% 0% 0%
Storage Length (ft) 365 95 155 145 0 0 0 0
Storage Lanes 1 1 1 1 2 1 1 1
Taper Length (ft) 70 75 25 25
Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 0.97 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor
Frt 0.850 0.850 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1750 3800 1750 1750 3800 1750 3151 1900 1750 1750 1900 1750 Flt Permitted 0.950 0.950 0.757 0.756
Satd. Flow (perm) 1750 3800 1750 1750 3800 1750 2511 1900 1750 1393 1900 1750 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 61 61 61 130
Link Speed (mph) 30 30 30 30
Link Distance (ft) 695 946 235 146
Travel Time (s) 15.8 21.5 5.3 3.3
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0% 0%
Shared Lane Traffic (%)
Lane Group Flow (vph) 63 1908 1 47 2208 36 88 3 38 45 0 76 Turn Type Prot NA Perm Prot NA Perm Perm NA Perm Perm Perm Protected Phases 7 4 3 8 2 6
Permitted Phases 4 8 2 2 6 6
Detector Phase 744388222666
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 11.0 20.0 20.0 11.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (s) 11.0 59.0 59.0 11.0 59.0 59.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (%) 12.2% 65.6% 65.6% 12.2% 65.6% 65.6% 22.2% 22.2% 22.2% 22.2% 22.2% 22.2% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lead/Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes
Recall Mode Max Max Max Max Max Max Max Max Max Max Max Max Act Effct Green (s) 8.0 56.0 56.0 8.0 56.0 56.0 17.0 17.0 17.0 17.0 17.0 Actuated g/C Ratio 0.09 0.62 0.62 0.09 0.62 0.62 0.19 0.19 0.19 0.19 0.19 Lanes, Volumes, Timings
9: Convention Center Access & Tasman Dr 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.41 0.81 0.00 0.30 0.93 0.03 0.19 0.01 0.10 0.17 0.17 Control Delay 41.1 23.7 0.0 41.2 13.5 0.3 31.9 30.0 4.5 32.6 2.2 Queue Delay 0.0 3.6 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 41.1 27.3 0.0 41.2 13.5 0.3 31.9 30.0 4.5 32.6 2.2

L O S DCADBACCAC A
Approach Delay 27.7 13.8 23.8 13.5
Approach LOS C B C B
Queue Length 50th (ft) 29 609 0 26 347 0 21 1 0 22 0
Queue Length 95th (ft) m39 m656 m0 m26 m341 m0 42 9 15 52 9 Internal Link Dist (ft) 615 866 155 66
Turn Bay Length (ft) 365 95 155 145
Base Capacity (vph) 155 2364 1111 155 2364 1111 474 358 380 263 436 Starvation Cap Reductn 0 364 00000000 0
Spillback Cap Reductn 0000000000 0
Storage Cap Reductn 0000000000 0
Reduced v/c Ratio 0.41 0.95 0.00 0.30 0.93 0.03 0.19 0.01 0.10 0.17 0.17 Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 90
Offset: 0 (0%), Referenced to phase 4:EBT and 8:WBT, Start of Green Natural Cycle: 80
Control Type: Pretimed
Maximum v/c Ratio: 0.93
Intersection Signal Delay: 20.2 Intersection LOS: C
Intersection Capacity Utilization 69.5% ICU Level of Service C Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.

Splits and Phases: 9: Convention Center Access & Tasman Dr

Lanes, Volumes, Timings
10: Tasman Dr & Avenue A 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (vph) 0 1831 1011 50 0 1096
Future Volume (vph) 0 1831 1011 50 0 1096
Ideal Flow (vphpl) 1900 2040 2040 2100 1900 2063
Lane Width (ft) 12 12 12 12 12 12
Grade (%) 0% 0% 0%
Storage Length (ft) 300 0 0 0
Storage Lanes 0 1 0 1
Taper Length (ft) 25 25
Lane Util. Factor 1.00 0.95 0.95 1.00 1.00 1.00
Ped Bike Factor
Frt 0.850 0.865
Flt Protected
Satd. Flow (prot) 0 3800 3800 1750 0 1750
Flt Permitted
Satd. Flow (perm) 0 3800 3800 1750 0 1750
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 54 7
Link Speed (mph) 30 30 30
Link Distance (ft) 946 835 454
Travel Time (s) 21.5 19.0 10.3
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100%
Heavy Vehicles (%) 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0%
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 1990 1099 54 0 1191
Turn Type NA NA Perm Prot
Protected Phases 4 8 7
Permitted Phases 8
Detector Phase 4 8 8 7
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0
Minimum Split (s) 20.0 20.0 20.0 11.0
Total Split (s) 90.0 30.0 30.0 60.0
Total Split (%) 100.0% 33.3% 33.3% 66.7%
Yellow Time (s) 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5
Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0
Total Lost Time (s) 3.0 3.0 3.0 3.0
Lead/Lag Lag Lag Lead
Lead-Lag Optimize? Yes Yes Yes
Recall Mode C-Max C-Max C-Max None
Act Effct Green (s) 90.0 27.0 27.0 57.0
Actuated g/C Ratio 1.00 0.30 0.30 0.63
Lanes, Volumes, Timings
10: Tasman Dr & Avenue A 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group EBL EBT WBT WBR SBL SBR
v/c Ratio 0.52 0.96 0.10 1.07
Control Delay 0.5 51.4 7.3 67.8
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 0.5 51.4 7.3 67.8

LOS A D A E
Approach Delay 0.5 49.4 67.8
Approach LOS A D E
Queue Length 50th (ft) 0 322 0 ~760
Queue Length 95th (ft) 0 #459 26 #1010
Internal Link Dist (ft) 866 755 374
Turn Bay Length (ft)
Base Capacity (vph) 3800 1140 562 1110
Starvation Cap Reductn 0 0 0 0
Spillback Cap Reductn 0 0 0 0
Storage Cap Reductn 0 0 0 0
Reduced v/c Ratio 0.52 0.96 0.10 1.07
Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 90
Offset: 0 (0%), Referenced to phase 4:EBT and 8:WBT, Start of Green Natural Cycle: 100
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 1.07
Intersection Signal Delay: 32.0 Intersection LOS: C
Intersection Capacity Utilization 95.2% ICU Level of Service F Analysis Period (min) 15
~ 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.

Splits and Phases: 10: Tasman Dr & Avenue A

Lanes, Volumes, Timings
11: Tasman Dr & Centennial Blvd 11/05/2024
Background + Project Scheme C Base - PM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 98 1600 33 21 915 120 22 10 26 1016 1 100 Future Volume (vph) 98 1600 33 21 915 120 22 10 26 1016 1 100 Ideal Flow (vphpl) 1744 1993 1900 1879 2040 2100 1900 1936 1900 1978 2030 2100 Storage Length (ft) 185 0 195 175 0 0 0 0
Storage Lanes 2 0 1 1 0 0 1 1
Taper Length (ft) 115 75 25 25
Lane Util. Factor 0.97 0.95 0.95 1.00 0.95 1.00 1.00 1.00 1.00 0.95 0.95 1.00 Frt 0.997 0.850 0.940 0.850
Flt Protected 0.950 0.950 0.981 0.950 0.952
Satd. Flow (prot) 3151 3701 0 1750 3800 1750 0 1750 0 1750 1800 1750 Flt Permitted 0.950 0.950 0.981 0.950 0.952
Satd. Flow (perm) 3151 3701 0 1750 3800 1750 0 1750 0 1750 1800 1750 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 2 84 22 74
Link Speed (mph) 30 30 30 30
Link Distance (ft) 835 681 315 406
Travel Time (s) 19.0 15.5 7.2 9.2
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Shared Lane Traffic (%) 50%
Lane Group Flow (vph) 107 1775 0 23 995 130 0 63 0 552 553 109 Turn Type Prot NA Prot NA Perm Split NA Split NA Perm
Protected Phases 7 4 3 8 2 2 6 6
Permitted Phases 8 6
Detector Phase 7 4 3 8 8 2 2 6 6 6
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 11.0 22.0 11.0 22.0 22.0 22.0 22.0 22.0 22.0 22.0 Total Split (s) 11.0 68.0 11.0 68.0 68.0 23.0 23.0 48.0 48.0 48.0 Total Split (%) 7.3% 45.3% 7.3% 45.3% 45.3% 15.3% 15.3% 32.0% 32.0% 32.0% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lead/Lag Lead Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes
Recall Mode None Min None Min Min None None None None None Act Effct Green (s) 8.1 65.4 7.5 60.6 60.6 9.8 45.3 45.3 45.3 Actuated g/C Ratio 0.06 0.49 0.06 0.45 0.45 0.07 0.34 0.34 0.34 v/c Ratio 0.56 0.98 0.23 0.58 0.15 0.43 0.93 0.91 0.17
Control Delay 75.5 51.1 69.7 29.0 9.2 51.6 67.5 63.4 13.9 Queue Delay 0.0 12.1 0.0 0.4 0.0 0.0 0.0 0.0 0.0
Total Delay 75.5 63.2 69.7 29.4 9.2 51.6 67.5 63.4 13.9

LOS E E E C A D E E B
Approach Delay 63.9 28.0 51.6 60.8
Approach LOS E C D E
Queue Length 50th (ft) 50 ~906 20 338 23 36 523 517 22
Queue Length 95th (ft) 85 #1101 52 428 64 85 #812 #796 70 Internal Link Dist (ft) 755 601 235 326
Turn Bay Length (ft) 185 195 175
Base Capacity (vph) 190 1813 105 1861 900 282 593 610 642 Starvation Cap Reductn 0 86 0 378 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0
Lanes, Volumes, Timings
11: Tasman Dr & Centennial Blvd 11/05/2024
Background + Project Scheme C Base - PM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Storage Cap Reductn 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.56 1.03 0.22 0.67 0.14 0.22 0.93 0.91 0.17 Intersection Summary
Area Type: Other
Cycle Length: 150
Actuated Cycle Length: 133.6
Natural Cycle: 150
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.98
Intersection Signal Delay: 53.3 Intersection LOS: D
Intersection Capacity Utilization 86.1% ICU Level of Service E Analysis Period (min) 15
~ 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.

Splits and Phases: 11: Tasman Dr & Centennial Blvd

Lanes, Volumes, Timings
12: Tasman Dr & Avenue C 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (vph) 0 2728 692 461 0 414
Future Volume (vph) 0 2728 692 461 0 414
Ideal Flow (vphpl) 1900 2040 2040 2100 1900 2063
Lane Width (ft) 12 12 12 12 12 12
Grade (%) 0% 0% 0%
Storage Length (ft) 300 0 0 0
Storage Lanes 0 1 0 1
Taper Length (ft) 25 25
Lane Util. Factor 1.00 0.95 0.95 1.00 1.00 1.00
Ped Bike Factor
Frt 0.850 0.865
Flt Protected
Satd. Flow (prot) 0 3800 3800 1750 0 1750
Flt Permitted
Satd. Flow (perm) 0 3800 3800 1750 0 1750
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 501 135
Link Speed (mph) 30 30 30
Link Distance (ft) 681 1177 382
Travel Time (s) 15.5 26.8 8.7
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100%
Heavy Vehicles (%) 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0%
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 2965 752 501 0 450
Turn Type NA NA Perm Prot
Protected Phases 4 8 7
Permitted Phases 8
Detector Phase 4 8 8 7
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0
Minimum Split (s) 20.0 20.0 20.0 11.0
Total Split (s) 40.0 22.0 22.0 18.0
Total Split (%) 100.0% 55.0% 55.0% 45.0%
Yellow Time (s) 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5
Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0
Total Lost Time (s) 3.0 3.0 3.0 3.0
Lead/Lag Lag Lag Lead
Lead-Lag Optimize? Yes Yes Yes
Recall Mode None None None Max
Act Effct Green (s) 40.0 19.0 19.0 15.0
Actuated g/C Ratio 1.00 0.48 0.48 0.38
Lanes, Volumes, Timings
12: Tasman Dr & Avenue C 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group EBL EBT WBT WBR SBL SBR
v/c Ratio 0.78 0.42 0.46 0.61
Control Delay 1.7 7.8 2.4 11.1
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 1.7 7.8 2.4 11.1

LOS A A A B
Approach Delay 1.7 5.6 11.1
Approach LOS A A B
Queue Length 50th (ft) 0 51 0 51
Queue Length 95th (ft) 0 81 33 116
Internal Link Dist (ft) 601 1097 302
Turn Bay Length (ft)
Base Capacity (vph) 3800 1805 1094 740
Starvation Cap Reductn 0 0 0 0
Spillback Cap Reductn 0 0 0 0
Storage Cap Reductn 0 0 0 0
Reduced v/c Ratio 0.78 0.42 0.46 0.61
Intersection Summary
Area Type: Other
Cycle Length: 40
Actuated Cycle Length: 40
Natural Cycle: 40
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.78
Intersection Signal Delay: 3.6 Intersection LOS: A
Intersection Capacity Utilization 73.6% ICU Level of Service D Analysis Period (min) 15
Splits and Phases: 12: Tasman Dr & Avenue C

Lanes, Volumes, Timings
13: Tasman Dr & Calle Del Sol 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (vph) 132 2052 906 170 166 144
Future Volume (vph) 132 2052 906 170 166 144
Ideal Flow (vphpl) 1744 2040 2040 2100 1744 2100
Lane Width (ft) 12 12 12 12 12 12
Grade (%) 0% 0% 0%
Storage Length (ft) 170 120 0 0
Storage Lanes 2 1 2 1
Taper Length (ft) 75 25
Lane Util. Factor 0.97 0.95 0.95 1.00 0.97 1.00
Ped Bike Factor
Frt 0.850 0.850
Flt Protected 0.950 0.950
Satd. Flow (prot) 3151 3800 3800 1750 3151 1750
Flt Permitted 0.950 0.950
Satd. Flow (perm) 3151 3800 3800 1750 3151 1750
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 185 79
Link Speed (mph) 30 30 30
Link Distance (ft) 1177 775 490
Travel Time (s) 26.8 17.6 11.1
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100%
Heavy Vehicles (%) 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0%
Shared Lane Traffic (%)
Lane Group Flow (vph) 143 2230 985 185 180 157
Turn Type Prot NA NA pm+ov Prot pm+ov
Protected Phases 748117
Permitted Phases 8 1
Detector Phase 748117
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 11.0 20.0 20.0 11.0 11.0 11.0
Total Split (s) 11.0 39.0 28.0 11.0 11.0 11.0
Total Split (%) 22.0% 78.0% 56.0% 22.0% 22.0% 22.0%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5
Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0
Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lead/Lag Lead Lag Lead
Lead-Lag Optimize? Yes Yes Yes
Recall Mode None None None None None None
Act Effct Green (s) 7.7 36.0 27.3 38.7 7.8 18.5
Actuated g/C Ratio 0.15 0.72 0.55 0.78 0.16 0.37
Lanes, Volumes, Timings
13: Tasman Dr & Calle Del Sol 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group EBL EBT WBT WBR SBL SBR
v/c Ratio 0.29 0.81 0.47 0.13 0.37 0.22
Control Delay 20.4 7.9 8.7 0.7 21.2 6.8
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 20.4 7.9 8.7 0.7 21.2 6.8

LOS C A A A C A
Approach Delay 8.6 7.4 14.5
Approach LOS A A B
Queue Length 50th (ft) 19 157 92 0 24 14
Queue Length 95th (ft) 39 242 134 9 47 44
Internal Link Dist (ft) 1097 695 410
Turn Bay Length (ft) 170 120
Base Capacity (vph) 506 2748 2082 1388 506 708
Starvation Cap Reductn 000000
Spillback Cap Reductn 000000
Storage Cap Reductn 000000
Reduced v/c Ratio 0.28 0.81 0.47 0.13 0.36 0.22
Intersection Summary
Area Type: Other
Cycle Length: 50
Actuated Cycle Length: 49.8
Natural Cycle: 50
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.81
Intersection Signal Delay: 8.8 Intersection LOS: A
Intersection Capacity Utilization 64.7% ICU Level of Service C Analysis Period (min) 15
Splits and Phases: 13: Tasman Dr & Calle Del Sol

Lanes, Volumes, Timings
14: Lick Mill Blvd & Tasman Dr 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 45 1607 734 237 829 39 237 26 243 104 74 57 Future Volume (vph) 45 1607 734 237 829 39 237 26 243 104 74 57 Ideal Flow (vphpl) 1879 2040 2100 1744 2040 2100 1744 1938 2100 1744 1938 2100 Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Grade (%) 0% 0% 0% 0%
Storage Length (ft) 145 345 160 110 0 100 0 25
Storage Lanes 1 1 2 1 2 1 2 1
Taper Length (ft) 80 65 25 25
Lane Util. Factor 1.00 0.95 1.00 0.97 0.95 1.00 0.97 1.00 1.00 0.97 1.00 1.00 Ped Bike Factor
Frt 0.850 0.850 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1750 3800 1750 3151 3800 1750 3151 1900 1750 3151 1900 1750 Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1750 3800 1750 3151 3800 1750 3151 1900 1750 3151 1900 1750 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 432 68 192 123
Link Speed (mph) 30 30 30 30
Link Distance (ft) 775 593 379 432
Travel Time (s) 17.6 13.5 8.6 9.8
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0% 0%
Shared Lane Traffic (%)
Lane Group Flow (vph) 49 1747 798 258 901 42 258 28 264 113 80 62 Turn Type Prot NA pm+ov Prot NA pm+ov Prot NA Perm Prot NA Perm Protected Phases 74538152 16
Permitted Phases 4826
Detector Phase 745381522166
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 11.0 20.0 11.0 11.0 20.0 11.0 11.0 20.0 20.0 11.0 20.0 20.0 Total Split (s) 11.0 40.0 11.0 11.0 40.0 11.0 11.0 18.0 18.0 11.0 18.0 18.0 Total Split (%) 13.8% 50.0% 13.8% 13.8% 50.0% 13.8% 13.8% 22.5% 22.5% 13.8% 22.5% 22.5% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lead/Lag Lead Lag Lead Lead Lag Lead Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None Max Max None Max Max Act Effct Green (s) 7.6 37.0 48.0 8.0 41.4 52.2 8.0 19.2 19.2 7.8 17.0 17.0 Actuated g/C Ratio 0.09 0.45 0.59 0.10 0.50 0.64 0.10 0.23 0.23 0.10 0.21 0.21 Lanes, Volumes, Timings
14: Lick Mill Blvd & Tasman Dr 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.30 1.02 0.66 0.84 0.47 0.04 0.84 0.06 0.47 0.38 0.20 0.13 Control Delay 39.8 50.6 7.9 61.4 15.1 1.0 61.4 26.8 12.1 38.6 28.6 1.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 39.8 50.6 7.9 61.4 15.1 1.0 61.4 26.8 12.1 38.6 28.6 1.1

L O S DDAEBAECBDCA
Approach Delay 37.3 24.6 36.0 26.4
Approach LOS DCDC
Queue Length 50th (ft) 24 ~477 98 68 168 0 68 12 31 28 34 0 Queue Length 95th (ft) 57 #642 213 #131 222 7 #131 33 99 53 71 4 Internal Link Dist (ft) 695 513 299 352
Turn Bay Length (ft) 145 345 160 110 100 25
Base Capacity (vph) 170 1714 1203 307 1918 1142 307 444 557 307 393 460 Starvation Cap Reductn 000000000000
Spillback Cap Reductn 000000000000
Storage Cap Reductn 000000000000
Reduced v/c Ratio 0.29 1.02 0.66 0.84 0.47 0.04 0.84 0.06 0.47 0.37 0.20 0.13 Intersection Summary
Area Type: Other
Cycle Length: 80
Actuated Cycle Length: 82
Natural Cycle: 90
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 1.02
Intersection Signal Delay: 33.2 Intersection LOS: C
Intersection Capacity Utilization 72.8% ICU Level of Service C Analysis Period (min) 15
~ 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.

Splits and Phases: 14: Lick Mill Blvd & Tasman Dr

Lanes, Volumes, Timings
57: Great America Pkwy & SR 237 WB Off Ramp 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 0 0 1446 2 327 1024 658 0 0 162 350 Future Volume (vph) 0 0 0 1446 2 327 1024 658 0 0 162 350 Ideal Flow (vphpl) 1900 1900 1900 1859 2117 2148 1744 2040 1900 1900 2215 1900 Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Grade (%) 0% 0% 0% 0%
Storage Length (ft) 0 0 150 460 0 0 0 0
Storage Lanes 0 0 2 2 2 0 0 0
Taper Length (ft) 25 300 25 25
Lane Util. Factor 1.00 1.00 1.00 0.91 0.91 0.88 0.97 0.95 1.00 1.00 0.95 0.95 Ped Bike Factor
Frt 0.850 0.897
Flt Protected 0.950 0.953 0.950
Satd. Flow (prot) 0 0 0 3151 1800 3150 3151 3800 0 0 3701 0 Flt Permitted 0.950 0.953 0.950
Satd. Flow (perm) 0 0 0 3151 1800 3150 3151 3800 0 0 3701 0 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 355 380
Link Speed (mph) 30 30 30 30
Link Distance (ft) 313 737 363 260
Travel Time (s) 7.1 16.8 8.3 5.9
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0% 0%
Shared Lane Traffic (%) 33%
Lane Group Flow (vph) 0 0 0 1053 521 355 1113 715 0 0 556 0 Turn Type Perm NA Perm Prot NA NA
Protected Phases 8 5 2 6
Permitted Phases 8 8
Detector Phase 88852 6
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 20.0 20.0 20.0 11.0 20.0 20.0
Total Split (s) 37.0 37.0 37.0 33.0 53.0 20.0
Total Split (%) 41.1% 41.1% 41.1% 36.7% 58.9% 22.2%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5
Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0
Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lead/Lag Lead Lag
Lead-Lag Optimize? Yes Yes
Recall Mode None None None None C-Max C-Max
Act Effct Green (s) 34.0 34.0 34.0 30.0 50.0 17.0
Actuated g/C Ratio 0.38 0.38 0.38 0.33 0.56 0.19
Lanes, Volumes, Timings
57: Great America Pkwy & SR 237 WB Off Ramp 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.88 0.77 0.25 1.06 0.34 0.55
Control Delay 36.8 33.5 2.6 76.4 16.9 12.6
Queue Delay 0.0 0.0 0.0 16.7 0.9 0.0
Total Delay 36.8 33.5 2.6 93.1 17.8 12.6

LOS D C A F B B
Approach Delay 29.6 63.7 12.6
Approach LOS C E B
Queue Length 50th (ft) 302 280 0 ~377 144 45
Queue Length 95th (ft) #431 #421 28 #506 215 93
Internal Link Dist (ft) 233 657 283 180
Turn Bay Length (ft) 150 460
Base Capacity (vph) 1190 680 1410 1050 2111 1007
Starvation Cap Reductn 0 0 0 162 1039 0
Spillback Cap Reductn 00000 0
Storage Cap Reductn 00000 0
Reduced v/c Ratio 0.88 0.77 0.25 1.25 0.67 0.55
Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 90
Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 1.06
Intersection Signal Delay: 41.9 Intersection LOS: D
Intersection Capacity Utilization 107.9% ICU Level of Service G Analysis Period (min) 15
~ 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.

Splits and Phases: 57: Great America Pkwy & SR 237 WB Off Ramp

Lanes, Volumes, Timings
58: Great America Pkwy & SR 237 EB Off Ramp 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 264 11 611 0000 1412 1738 95 1570 0 Future Volume (vph) 264 11 611 0000 1412 1738 95 1570 0 Ideal Flow (vphpl) 1900 1924 2148 1900 1900 1900 1900 2348 2442 1879 2130 1900 Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Grade (%) 0% 0% 0% 0%
Storage Length (ft) 0 240 0 0 0 0 0 0
Storage Lanes 0 2 0 0 0 1 1 0
Taper Length (ft) 25 25 25 25
Lane Util. Factor 1.00 1.00 0.88 1.00 1.00 1.00 1.00 0.86 0.86 1.00 0.91 1.00 Ped Bike Factor
Frt 0.850 0.943 0.850
Flt Protected 0.954 0.950
Satd. Flow (prot) 0 1800 3150 0000 5601 1750 1750 5701 0 Flt Permitted 0.954 0.950
Satd. Flow (perm) 0 1800 3150 0000 5601 1750 1750 5701 0 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 664 246 860
Link Speed (mph) 30 30 30 30
Link Distance (ft) 585 288 553 363
Travel Time (s) 13.3 6.5 12.6 8.3
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0% 0%
Shared Lane Traffic (%) 50%
Lane Group Flow (vph) 0 299 664 0000 2480 944 103 1707 0 Turn Type Perm NA Free NA Perm Prot NA
Protected Phases 4 2 1 6
Permitted Phases 4 Free 2
Detector Phase 4 4 2216
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 20.0 20.0 20.0 20.0 11.0 20.0
Total Split (s) 30.0 30.0 48.0 48.0 12.0 60.0
Total Split (%) 33.3% 33.3% 53.3% 53.3% 13.3% 66.7%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5
Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0
Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0
Lead/Lag Lag Lag Lead
Lead-Lag Optimize? Yes Yes Yes
Recall Mode None None C-Max C-Max None C-Max
Act Effct Green (s) 21.0 90.0 52.1 52.1 10.1 63.0
Actuated g/C Ratio 0.23 1.00 0.58 0.58 0.11 0.70
Lanes, Volumes, Timings
58: Great America Pkwy & SR 237 EB Off Ramp 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.71 0.21 0.74 0.69 0.53 0.43
Control Delay 41.0 0.2 10.8 4.6 41.7 10.3
Queue Delay 45.5 0.0 0.3 0.6 0.0 0.3
Total Delay 86.5 0.2 11.0 5.2 41.7 10.7

LOS F A B A D B
Approach Delay 27.0 9.4 12.4
Approach LOS C A B
Queue Length 50th (ft) 157 0 189 62 64 155
Queue Length 95th (ft) 224 0 m187 m58 m81 211
Internal Link Dist (ft) 505 208 473 283
Turn Bay Length (ft) 240
Base Capacity (vph) 540 3150 3344 1375 201 3993
Starvation Cap Reductn 0 0 263 153 0 1438
Spillback Cap Reductn 258 0 172 0 0 0
Storage Cap Reductn 0 0 0000
Reduced v/c Ratio 1.06 0.21 0.80 0.77 0.51 0.67
Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 90
Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 60
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.74
Intersection Signal Delay: 13.0 Intersection LOS: B
Intersection Capacity Utilization 107.9% ICU Level of Service G Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.

Splits and Phases: 58: Great America Pkwy & SR 237 EB Off Ramp

Lanes, Volumes, Timings
59: Great America Pkwy & Driveway/Great America Way 12/06/2024 Background + Project Scheme C Base - PM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 60 82 23 83 9 390 21 2480 543 205 1292 7 Future Volume (vph) 60 82 23 83 9 390 21 2480 543 205 1292 7 Ideal Flow (vphpl) 1879 1938 2100 1879 2255 2210 1879 2130 2100 1744 2095 1900 Storage Length (ft) 60 60 115 100 50 0 150 0
Storage Lanes 1 1 1 1 1 0 2 0
Taper Length (ft) 25 65 115 95
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.88 1.00 0.91 0.91 0.97 0.91 0.91 Frt 0.850 0.850 0.973 0.999
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1750 1900 1750 1750 2211 3241 1750 5547 0 3151 5602 0 Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1750 1900 1750 1750 2211 3241 1750 5547 0 3151 5602 0 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 109 103 77 1
Link Speed (mph) 30 30 30 30
Link Distance (ft) 343 1927 1191 553
Travel Time (s) 7.8 43.8 27.1 12.6
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Shared Lane Traffic (%)
Lane Group Flow (vph) 65 89 25 90 10 424 23 3286 0 223 1412 0 Turn Type Prot NA Perm Prot NA pm+ov Prot NA Prot NA
Protected Phases 3 4 7 8 1 5 2 1 6
Permitted Phases 4 8
Detector Phase 3 4 4 7 8 1 5 2 1 6
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 11.0 20.0 20.0 11.0 20.0 11.0 11.0 20.0 11.0 20.0 Total Split (s) 11.0 20.0 20.0 11.0 20.0 11.0 11.0 48.0 11.0 48.0 Total Split (%) 12.2% 22.2% 22.2% 12.2% 22.2% 12.2% 12.2% 53.3% 12.2% 53.3% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lead/Lag Lead Lag Lag Lead Lag Lead Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Min None C-Min Act Effct Green (s) 15.8 10.5 10.5 7.9 8.2 16.0 7.8 51.1 12.6 62.5 Actuated g/C Ratio 0.18 0.12 0.12 0.09 0.09 0.18 0.09 0.57 0.14 0.69 v/c Ratio 0.21 0.40 0.08 0.59 0.05 0.64 0.15 1.03 0.51 0.36 Control Delay 33.8 41.5 0.6 56.3 35.8 29.7 34.5 39.7 45.9 11.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2.0 0.0 0.0
Total Delay 33.8 41.5 0.6 56.3 35.8 29.7 34.5 41.7 45.9 11.0

LOS C D A E D C C D D B
Approach Delay 33.0 34.4 41.7 15.8
Approach LOS C C D B
Queue Length 50th (ft) 29 48 0 50 5 98 12 ~805 64 122
Queue Length 95th (ft) 77 90 0 #110 19 123 m15 #620 106 196 Internal Link Dist (ft) 263 1847 1111 473
Turn Bay Length (ft) 60 60 115 100 50 150
Base Capacity (vph) 313 358 418 155 417 660 162 3182 440 3890 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 16 0 0
Lanes, Volumes, Timings
59: Great America Pkwy & Driveway/Great America Way 12/06/2024 Background + Project Scheme C Base - PM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.21 0.25 0.06 0.58 0.02 0.64 0.14 1.04 0.51 0.36 Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 90
Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 100
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 1.03
Intersection Signal Delay: 33.2 Intersection LOS: C
Intersection Capacity Utilization 81.2% ICU Level of Service D Analysis Period (min) 15
~ 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.
m Volume for 95th percentile queue is metered by upstream signal.

Splits and Phases: 59: Great America Pkwy & Driveway/Great America Way

Lanes, Volumes, Timings
60: Great America Pkwy & Old Mountain View-Alviso Rd 09/04/2024 Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 536 77 165 67 10 49 90 2468 11 11 1386 81 Future Volume (vph) 536 77 165 67 10 49 90 2468 11 11 1386 81 Ideal Flow (vphpl) 1744 2047 1900 1879 2096 2148 1879 2095 2242 1879 2109 2100 Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Grade (%) 0% 0% 0% 0%
Storage Length (ft) 130 0 80 0 150 0 110 0
Storage Lanes 2 0 1 0 1 0 1 0
Taper Length (ft) 25 65 25 90
Lane Util. Factor 0.97 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.91 1.00 0.91 0.91 Ped Bike Factor
Frt 0.898 0.876 0.999 0.992
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3151 1802 0 1750 1800 0 1750 5602 0 1750 5600 0 Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3151 1802 0 1750 1800 0 1750 5602 0 1750 5600 0 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 105 53 1 12
Link Speed (mph) 30 30 30 30
Link Distance (ft) 764 389 446 1191
Travel Time (s) 17.4 8.8 10.1 27.1
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0% 0%
Shared Lane Traffic (%)
Lane Group Flow (vph) 583 263 0 73 64 0 98 2695 0 12 1595 0 Turn Type Prot NA Prot NA Prot NA Prot NA
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases
Detector Phase 7 4 3 8 5 2 1 6
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 11.0 20.0 11.0 20.0 11.0 20.0 11.0 20.0 Total Split (s) 21.0 20.0 21.0 20.0 11.0 38.0 11.0 38.0 Total Split (%) 23.3% 22.2% 23.3% 22.2% 12.2% 42.2% 12.2% 42.2% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None None None None None C-Min None C-Min
Act Effct Green (s) 18.0 17.4 10.1 9.5 10.1 53.1 7.2 44.4 Actuated g/C Ratio 0.20 0.19 0.11 0.11 0.11 0.59 0.08 0.49 Lanes, Volumes, Timings
60: Great America Pkwy & Old Mountain View-Alviso Rd 09/04/2024 Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.93 0.61 0.37 0.27 0.50 0.81 0.09 0.58
Control Delay 58.2 25.9 41.6 15.7 46.0 17.9 35.9 20.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.4 0.0 0.0
Total Delay 58.2 25.9 41.6 15.7 46.0 18.3 35.9 20.0

L O S EC DB DB DC
Approach Delay 48.2 29.5 19.3 20.1
Approach LOS D C B C
Queue Length 50th (ft) 169 84 39 6 53 328 7 106
Queue Length 95th (ft) #268 153 78 39 m80 #803 m0 301
Internal Link Dist (ft) 684 309 366 1111
Turn Bay Length (ft) 130 80 150 110
Base Capacity (vph) 630 445 350 382 198 3308 156 2767
Starvation Cap Reductn 0 0 0 0 0 198 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.93 0.59 0.21 0.17 0.49 0.87 0.08 0.58 Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 90
Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 110
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.93
Intersection Signal Delay: 24.4 Intersection LOS: C
Intersection Capacity Utilization 80.1% ICU Level of Service D Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.

Splits and Phases: 60: Great America Pkwy & Old Mountain View-Alviso Rd

Lanes, Volumes, Timings
61: Great America Pkwy & Cityplace Pkwy 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 0 0 270 0 1036 0 1502 204 470 1286 0 Future Volume (vph) 0 0 0 270 0 1036 0 1502 204 470 1286 0 Ideal Flow (vphpl) 1785 1900 1785 1744 1900 2148 1900 2131 1900 1744 2093 1900 Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Grade (%) 0% 0% 0% 0%
Storage Length (ft) 0 0 0 0 0 250 150 0
Storage Lanes 1 1 2 2 0 0 2 0
Taper Length (ft) 25 25 25 25
Lane Util. Factor 1.00 1.00 1.00 0.97 1.00 0.88 1.00 0.91 0.91 0.97 0.91 0.91 Ped Bike Factor
Frt 0.850 0.982
Flt Protected 0.950 0.950
Satd. Flow (prot) 1750 0 1750 3151 0 3150 0 5601 0 3151 5602 0 Flt Permitted 0.950 0.950
Satd. Flow (perm) 1750 0 1750 3151 0 3150 0 5601 0 3151 5602 0 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 12 32
Link Speed (mph) 30 30 30 30
Link Distance (ft) 261 2574 838 446
Travel Time (s) 5.9 58.5 19.0 10.1
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0% 0%
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 0 0 293 0 1126 0 1855 0 511 1398 0 Turn Type Prot Perm Prot pm+ov NA Prot NA
Protected Phases 7 3121 6
Permitted Phases 7 3
Detector Phase 7 7 3121 6
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 11.0 11.0 11.0 11.0 20.0 11.0 20.0
Total Split (s) 26.0 26.0 26.0 26.0 38.0 26.0 64.0
Total Split (%) 28.9% 28.9% 28.9% 28.9% 42.2% 28.9% 71.1% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5
Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lead/Lag Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes
Recall Mode None None None None C-Max None C-Max
Act Effct Green (s) 14.6 40.6 43.4 23.0 69.4
Actuated g/C Ratio 0.16 0.45 0.48 0.26 0.77
Lanes, Volumes, Timings
61: Great America Pkwy & Cityplace Pkwy 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.57 0.79 0.68 0.63 0.32
Control Delay 39.0 25.3 20.9 28.1 1.4
Queue Delay 0.0 0.0 0.6 0.0 0.1
Total Delay 39.0 25.3 21.6 28.1 1.5

LOS DCCC A
Approach Delay 28.1 21.6 8.6
Approach LOS C C A
Queue Length 50th (ft) 80 296 254 155 25
Queue Length 95th (ft) 114 354 320 208 33
Internal Link Dist (ft) 181 2494 758 366
Turn Bay Length (ft) 150
Base Capacity (vph) 805 1427 2717 805 4319
Starvation Cap Reductn 0000 1300
Spillback Cap Reductn 0 0 445 0 0
Storage Cap Reductn 0000 0
Reduced v/c Ratio 0.36 0.79 0.82 0.63 0.46
Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 90
Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 45
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.79
Intersection Signal Delay: 18.6 Intersection LOS: B
Intersection Capacity Utilization 68.7% ICU Level of Service C Analysis Period (min) 15
Splits and Phases: 61: Great America Pkwy & Cityplace Pkwy

Lanes, Volumes, Timings
62: Great America Pkwy & Second St 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 557 282 1424 741 288 1269
Future Volume (vph) 557 282 1424 741 288 1269
Ideal Flow (vphpl) 1744 2100 2205 1900 1744 2130
Lane Width (ft) 12 12 12 12 12 12
Grade (%) 0% 0% 0%
Storage Length (ft) 0 0 300 300
Storage Lanes 2 1 0 2
Taper Length (ft) 25 25
Lane Util. Factor 0.97 1.00 0.91 0.91 0.97 0.91
Ped Bike Factor
Frt 0.850 0.949
Flt Protected 0.950 0.950
Satd. Flow (prot) 3151 1750 5601 0 3151 5701
Flt Permitted 0.950 0.950
Satd. Flow (perm) 3151 1750 5601 0 3151 5701
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 18 213
Link Speed (mph) 30 30 30
Link Distance (ft) 989 472 838
Travel Time (s) 22.5 10.7 19.0
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100%
Heavy Vehicles (%) 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0%
Shared Lane Traffic (%)
Lane Group Flow (vph) 605 307 2353 0 313 1379
Turn Type Prot pm+ov NA Prot NA
Protected Phases 8 1 2 1 6
Permitted Phases 8
Detector Phase 8 1 2 1 6
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 11.0 11.0 20.0 11.0 20.0
Total Split (s) 28.0 13.0 49.0 13.0 62.0
Total Split (%) 31.1% 14.4% 54.4% 14.4% 68.9%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5
Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0
Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0
Lead/Lag Lead Lag Lead
Lead-Lag Optimize? Yes Yes Yes
Recall Mode None None C-Max None C-Max
Act Effct Green (s) 22.4 37.0 47.0 11.6 61.6
Actuated g/C Ratio 0.25 0.41 0.52 0.13 0.68
Lanes, Volumes, Timings
62: Great America Pkwy & Second St 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group WBL WBR NBT NBR SBL SBT
v/c Ratio 0.77 0.42 0.78 0.77 0.35
Control Delay 38.4 19.5 13.6 54.7 7.3
Queue Delay 0.0 0.0 0.1 0.0 0.0
Total Delay 38.4 19.5 13.7 54.7 7.3

LOS D B B D A
Approach Delay 32.1 13.7 16.1
Approach LOS C B B
Queue Length 50th (ft) 162 111 137 92 122
Queue Length 95th (ft) 217 179 150 #166 130
Internal Link Dist (ft) 909 392 758
Turn Bay Length (ft) 300
Base Capacity (vph) 875 730 3024 406 3899
Starvation Cap Reductn 0 0 48 0 0
Spillback Cap Reductn 0 0 0 0 240
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.69 0.42 0.79 0.77 0.38
Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 90
Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 60
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.78
Intersection Signal Delay: 17.9 Intersection LOS: B
Intersection Capacity Utilization 74.3% ICU Level of Service D Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Splits and Phases: 62: Great America Pkwy & Second St

Lanes, Volumes, Timings
63: Great America Pkwy & Bunker Hill Ln 11/05/2024
Background + Project Scheme C Base - PM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 269 19 235 174 21 71 28 1837 40 32 1534 89 Future Volume (vph) 269 19 235 174 21 71 28 1837 40 32 1534 89 Ideal Flow (vphpl) 2065 2279 1900 1879 2247 1900 1879 2099 1900 1879 2109 1900 Storage Length (ft) 130 0 125 0 140 0 145 0
Storage Lanes 1 0 1 0 1 0 1 0
Taper Length (ft) 25 75 100 100
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 0.91 0.91 1.00 0.91 0.91 Frt 0.861 0.884 0.997 0.992
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1923 3655 0 1750 3700 0 1750 5601 0 1750 5600 0 Flt Permitted 0.689 0.518 0.950 0.950
Satd. Flow (perm) 1395 3655 0 954 3700 0 1750 5601 0 1750 5600 0 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 163 77 5 14
Link Speed (mph) 30 30 30 30
Link Distance (ft) 838 526 859 472
Travel Time (s) 19.0 12.0 19.5 10.7
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Shared Lane Traffic (%)
Lane Group Flow (vph) 292 276 0 189 100 0 30 2040 0 35 1764 0 Turn Type Perm NA Perm NA Prot NA Prot NA
Protected Phases 4 8 5 2 1 6
Permitted Phases 4 8
Detector Phase 4 4 8 8 5 2 1 6
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 20.0 20.0 20.0 20.0 11.0 20.0 11.0 20.0 Total Split (s) 33.0 33.0 33.0 33.0 11.0 46.0 11.0 46.0 Total Split (%) 36.7% 36.7% 36.7% 36.7% 12.2% 51.1% 12.2% 51.1% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode None None None None None C-Min None C-Min
Act Effct Green (s) 24.7 24.7 24.7 24.7 7.5 52.7 7.6 52.7 Actuated g/C Ratio 0.27 0.27 0.27 0.27 0.08 0.59 0.08 0.59 v/c Ratio 0.76 0.25 0.72 0.09 0.21 0.62 0.24 0.54
Control Delay 42.9 10.0 45.0 7.8 42.6 11.8 44.4 17.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1
Total Delay 42.9 10.0 45.0 7.8 42.6 11.8 44.4 17.5

LOS D B D A D B D B
Approach Delay 26.9 32.2 12.2 18.1
Approach LOS C C B B
Queue Length 50th (ft) 149 24 95 4 18 152 19 279
Queue Length 95th (ft) 228 51 163 21 m23 m163 m43 396
Internal Link Dist (ft) 758 446 779 392
Turn Bay Length (ft) 130 125 140 145
Base Capacity (vph) 465 1327 318 1284 156 3279 157 3286 Starvation Cap Reductn 0 0 0 0 0 0 0 369
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Lanes, Volumes, Timings
63: Great America Pkwy & Bunker Hill Ln 11/05/2024
Background + Project Scheme C Base - PM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.63 0.21 0.59 0.08 0.19 0.62 0.22 0.60 Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 90
Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 60
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.76
Intersection Signal Delay: 17.4 Intersection LOS: B
Intersection Capacity Utilization 60.0% ICU Level of Service B Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.

Splits and Phases: 63: Great America Pkwy & Bunker Hill Ln

Lanes, Volumes, Timings
64: Great America Pkwy & Old Glory Ln 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 45 0 101 2 0 2 13 1800 0 8 2487 4
Future Volume (vph) 45 0 101 2 0 2 13 1800 0 8 2487 4
Ideal Flow (vphpl) 1900 1933 2100 1744 2373 2077 1744 2224 1900 1744 2093 1900 Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Grade (%) 0% 0% 0% 0%
Storage Length (ft) 0 0 90 0 220 0 245 0
Storage Lanes 0 1 2 2 2 0 2 0
Taper Length (ft) 25 70 85 100
Lane Util. Factor 1.00 1.00 1.00 0.97 0.91 0.91 0.97 0.86 0.86 0.97 0.91 0.91 Ped Bike Factor
Frt 0.850 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 0 1800 1750 3151 1800 3150 3151 7501 0 3151 5602 0 Flt Permitted 0.757 0.950 0.950 0.950
Satd. Flow (perm) 0 1435 1750 3151 1800 3150 3151 7501 0 3151 5602 0 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 110 154 280
Link Speed (mph) 30 30 30 30
Link Distance (ft) 597 530 1416 1240
Travel Time (s) 13.6 12.0 32.2 28.2
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0% 0%
Shared Lane Traffic (%) 33%
Lane Group Flow (vph) 0 49 110 2 1 1 14 1957 0 9 2707 0 Turn Type Perm NA pm+ov Prot NA Perm Prot NA Prot NA
Protected Phases 4538 52 16
Permitted Phases 4 4 8
Detector Phase 44538852 16
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 11.0 11.0 20.0 20.0 11.0 20.0 11.0 20.0 Total Split (s) 20.0 20.0 11.0 11.0 31.0 31.0 11.0 48.0 11.0 48.0 Total Split (%) 22.2% 22.2% 12.2% 12.2% 34.4% 34.4% 12.2% 53.3% 12.2% 53.3% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lead/Lag Lag Lag Lead Lead Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None None None None None None None C-Max None C-Max Act Effct Green (s) 9.5 15.4 6.6 11.2 11.2 6.9 75.7 6.8 69.2 Actuated g/C Ratio 0.11 0.17 0.07 0.12 0.12 0.08 0.84 0.08 0.77 Lanes, Volumes, Timings
64: Great America Pkwy & Old Glory Ln 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.32 0.28 0.01 0.00 0.00 0.06 0.31 0.04 0.63
Control Delay 42.1 7.5 38.5 0.0 0.0 36.4 3.0 27.5 10.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 42.1 7.5 38.5 0.0 0.0 36.4 3.0 27.5 10.1

L O S DADAADA CB
Approach Delay 18.2 19.3 3.3 10.2
Approach LOS BBAB
Queue Length 50th (ft) 26 000036 2 3 1 9
Queue Length 95th (ft) 59 38 4 0 0 m8 213 m3 m361
Internal Link Dist (ft) 517 450 1336 1160
Turn Bay Length (ft) 90 220 245
Base Capacity (vph) 271 409 280 666 1172 280 6312 280 4306 Starvation Cap Reductn 0000000 00
Spillback Cap Reductn 0000000 00
Storage Cap Reductn 0000000 00
Reduced v/c Ratio 0.18 0.27 0.01 0.00 0.00 0.05 0.31 0.03 0.63 Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 90
Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.63
Intersection Signal Delay: 7.7 Intersection LOS: A
Intersection Capacity Utilization 62.7% ICU Level of Service B Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.

Splits and Phases: 64: Great America Pkwy & Old Glory Ln

Lanes, Volumes, Timings
65: Great America Pkwy & Patrick Henry Dr 11/05/2024
Background + Project Scheme C Base - PM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 47 4 609 209 10 44 107 1875 21 9 2747 8 Future Volume (vph) 47 4 609 209 10 44 107 1875 21 9 2747 8 Ideal Flow (vphpl) 1879 1938 2100 1744 2091 1000 1744 2229 1900 1879 2130 2100 Storage Length (ft) 100 0 110 0 220 0 370 0
Storage Lanes 1 1 2 0 2 0 1 1
Taper Length (ft) 100 50 65 90
Lane Util. Factor 1.00 1.00 1.00 0.97 1.00 1.00 0.97 0.86 0.86 1.00 0.91 1.00 Frt 0.850 0.878 0.998 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1750 1900 1750 3151 1800 0 3151 7502 0 1750 5701 1750 Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1750 1900 1750 3151 1800 0 3151 7502 0 1750 5701 1750 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 61 48 3 109
Link Speed (mph) 30 30 30 30
Link Distance (ft) 695 297 1322 1416
Travel Time (s) 15.8 6.8 30.0 32.2
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Shared Lane Traffic (%)
Lane Group Flow (vph) 51 4 662 227 59 0 116 2061 0 10 2986 9 Turn Type Prot NA pm+ov Prot NA Prot NA Prot NA Perm
Protected Phases 7 4 5 3 8 5 2 1 6
Permitted Phases 4 6
Detector Phase 7 4 5 3 8 5 2 1 6 6
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 11.0 20.0 11.0 11.0 20.0 11.0 20.0 11.0 20.0 20.0 Total Split (s) 11.0 20.0 14.0 11.0 20.0 14.0 48.0 11.0 45.0 45.0 Total Split (%) 12.2% 22.2% 15.6% 12.2% 22.2% 15.6% 53.3% 12.2% 50.0% 50.0% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lead/Lag Lead Lag Lead Lead Lag Lead Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None C-Max None C-Max C-Max Act Effct Green (s) 7.7 7.3 26.7 12.3 8.3 24.1 66.9 7.1 42.0 42.0 Actuated g/C Ratio 0.09 0.08 0.30 0.14 0.09 0.27 0.74 0.08 0.47 0.47 v/c Ratio 0.34 0.03 1.18 0.53 0.28 0.14 0.37 0.07 1.12 0.01 Control Delay 45.4 37.2 126.3 41.7 18.6 24.0 8.4 26.0 86.9 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 45.4 37.2 126.3 41.7 18.6 24.0 8.4 26.0 86.9 0.0

LOS D D F D B C A C F A
Approach Delay 120.1 37.0 9.2 86.5
Approach LOS F D A F
Queue Length 50th (ft) 28 2 ~496 57 6 30 125 5 ~754 0
Queue Length 95th (ft) 64 12 #597 #126 41 m52 m213 m8 #801 m0 Internal Link Dist (ft) 615 217 1242 1336
Turn Bay Length (ft) 100 110 220 370
Base Capacity (vph) 155 358 562 429 378 844 5575 156 2660 874 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
Lanes, Volumes, Timings
65: Great America Pkwy & Patrick Henry Dr 11/05/2024
Background + Project Scheme C Base - PM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.33 0.01 1.18 0.53 0.16 0.14 0.37 0.06 1.12 0.01 Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 90
Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 130
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 1.18
Intersection Signal Delay: 60.9 Intersection LOS: E
Intersection Capacity Utilization 98.0% ICU Level of Service F Analysis Period (min) 15
~ 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.
m Volume for 95th percentile queue is metered by upstream signal.

Splits and Phases: 65: Great America Pkwy & Patrick Henry Dr

Lanes, Volumes, Timings
66: Mission College Blvd & Great America Pkwy 09/04/2024 Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 282 459 100 445 125 226 271 1439 377 527 2504 367 Future Volume (vph) 282 459 100 445 125 226 271 1439 377 527 2504 367 Ideal Flow (vphpl) 1879 2040 2100 1744 2040 2100 1744 2254 2100 1744 2130 2100 Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Grade (%) 0% 0% 0% 0%
Storage Length (ft) 220 0 230 50 460 220 180 0
Storage Lanes 1 1 2 1 2 1 2 1
Taper Length (ft) 80 90 130 70
Lane Util. Factor 1.00 0.95 1.00 0.97 0.95 1.00 0.97 0.86 1.00 0.97 0.91 1.00 Ped Bike Factor
Frt 0.850 0.850 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1750 3800 1750 3151 3800 1750 3151 7602 1750 3151 5701 1750 Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1750 3800 1750 3151 3800 1750 3151 7602 1750 3151 5701 1750 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 206 246 353 206
Link Speed (mph) 30 30 30 30
Link Distance (ft) 661 613 2059 1322
Travel Time (s) 15.0 13.9 46.8 30.0
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0% 0%
Shared Lane Traffic (%)
Lane Group Flow (vph) 307 499 109 484 136 246 295 1564 410 573 2722 399 Turn Type Prot NA Free Prot NA Free Prot NA Free Prot NA Free Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases Free Free Free Free
Detector Phase 7 4 3 8 5 2 1 6
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 11.0 20.0 11.0 20.0 11.0 20.0 11.0 20.0 Total Split (s) 14.0 20.0 14.0 20.0 11.0 35.0 21.0 45.0 Total Split (%) 15.6% 22.2% 15.6% 22.2% 12.2% 38.9% 23.3% 50.0% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None None None None None C-Max None C-Max
Act Effct Green (s) 11.0 16.2 90.0 11.0 16.2 90.0 8.8 32.6 90.0 18.2 42.0 90.0 Actuated g/C Ratio 0.12 0.18 1.00 0.12 0.18 1.00 0.10 0.36 1.00 0.20 0.47 1.00 Lanes, Volumes, Timings
66: Mission College Blvd & Great America Pkwy 09/04/2024 Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 1.44 0.73 0.06 1.26 0.20 0.14 0.96 0.57 0.23 0.90 1.02 0.23 Control Delay 255.2 41.7 0.1 170.4 31.9 0.2 81.3 25.1 0.3 47.0 50.8 0.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 255.2 41.7 0.1 170.4 31.9 0.2 81.3 25.1 0.3 47.0 50.8 0.2

L O S FDAFCAFCADDA
Approach Delay 108.4 100.3 27.9 44.7
Approach LOS F F C D
Queue Length 50th (ft) ~239 140 0 ~179 34 0 ~84 236 0 172 ~517 0 Queue Length 95th (ft) #398 194 0 #276 60 0 #173 277 0 m#252 #689 m0 Internal Link Dist (ft) 581 533 1979 1242
Turn Bay Length (ft) 220 230 50 460 220 180
Base Capacity (vph) 213 717 1750 385 717 1750 308 2749 1750 638 2660 1750 Starvation Cap Reductn 000000000000
Spillback Cap Reductn 000000000000
Storage Cap Reductn 000000000000
Reduced v/c Ratio 1.44 0.70 0.06 1.26 0.19 0.14 0.96 0.57 0.23 0.90 1.02 0.23 Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 90
Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 100
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 1.44
Intersection Signal Delay: 53.5 Intersection LOS: D
Intersection Capacity Utilization 90.6% ICU Level of Service E Analysis Period (min) 15
~ 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.
m Volume for 95th percentile queue is metered by upstream signal.

Splits and Phases: 66: Mission College Blvd & Great America Pkwy

Lanes, Volumes, Timings
67: Great America Pkwy & US 101 NB Off Ramp 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group NBT NBR SBL SBT NWL NWR
Lane Configurations
Traffic Volume (vph) 1645 0 0 2709 367 669
Future Volume (vph) 1645 0 0 2709 367 669
Ideal Flow (vphpl) 2130 1900 1900 2130 1744 2100
Lane Width (ft) 12 12 12 12 12 12
Grade (%) 0% 0% 0%
Storage Length (ft) 0 0 0 0
Storage Lanes 0 0 2 1
Taper Length (ft) 25 25
Lane Util. Factor 0.91 1.00 1.00 0.91 0.97 1.00
Ped Bike Factor
Frt 0.850
Flt Protected 0.950
Satd. Flow (prot) 5701 0 0 5701 3151 1750
Flt Permitted 0.950
Satd. Flow (perm) 5701 0 0 5701 3151 1750
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 248
Link Speed (mph) 30 30 30
Link Distance (ft) 955 2059 341
Travel Time (s) 21.7 46.8 7.8
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100%
Heavy Vehicles (%) 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0%
Shared Lane Traffic (%)
Lane Group Flow (vph) 1788 0 0 2945 399 727
Turn Type NA NA Prot Free
Protected Phases 2 6 8
Permitted Phases Free
Detector Phase 2 6 8
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0
Minimum Split (s) 20.0 20.0 11.0
Total Split (s) 70.0 70.0 20.0
Total Split (%) 77.8% 77.8% 22.2%
Yellow Time (s) 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5
Lost Time Adjust (s) -1.0 -1.0 -1.0
Total Lost Time (s) 3.0 3.0 3.0
Lead/Lag
Lead-Lag Optimize?
Recall Mode C-Max C-Max None
Act Effct Green (s) 68.1 68.1 15.9 90.0
Actuated g/C Ratio 0.76 0.76 0.18 1.00
Lanes, Volumes, Timings
67: Great America Pkwy & US 101 NB Off Ramp 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group NBT NBR SBL SBT NWL NWR
v/c Ratio 0.41 0.68 0.72 0.42
Control Delay 3.4 7.6 42.6 0.7
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 3.4 7.6 42.6 0.7

LOS A A D A
Approach Delay 3.4 7.6 15.6
Approach LOS A A B
Queue Length 50th (ft) 93 262 109 0
Queue Length 95th (ft) 93 m250 158 0
Internal Link Dist (ft) 875 1979 261
Turn Bay Length (ft)
Base Capacity (vph) 4311 4311 595 1750
Starvation Cap Reductn 0 0 0 0
Spillback Cap Reductn 0 0 0 0
Storage Cap Reductn 0 0 0 0
Reduced v/c Ratio 0.41 0.68 0.67 0.42
Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 90
Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 40
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.72
Intersection Signal Delay: 7.9 Intersection LOS: A
Intersection Capacity Utilization 64.8% ICU Level of Service C Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.

Splits and Phases: 67: Great America Pkwy & US 101 NB Off Ramp

Lanes, Volumes, Timings
68: Bowers Avenue/Great America Pkwy & US 101 SB Off Ramp 09/04/2024 Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Volume (vph) 297 196 0 1607 2289 0
Future Volume (vph) 297 196 0 1607 2289 0
Ideal Flow (vphpl) 1744 2100 1900 2130 2130 1900
Lane Width (ft) 12 12 12 12 12 12
Grade (%) 0% 0% 0%
Storage Length (ft) 0 0 0 0
Storage Lanes 2 1 0 0
Taper Length (ft) 25 25
Lane Util. Factor 0.97 1.00 1.00 0.91 0.91 1.00
Ped Bike Factor
Frt 0.850
Flt Protected 0.950
Satd. Flow (prot) 3151 1750 0 5701 5701 0
Flt Permitted 0.950
Satd. Flow (perm) 3151 1750 0 5701 5701 0
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 213
Link Speed (mph) 30 30 30
Link Distance (ft) 485 371 955
Travel Time (s) 11.0 8.4 21.7
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100%
Heavy Vehicles (%) 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0%
Shared Lane Traffic (%)
Lane Group Flow (vph) 323 213 0 1747 2488 0
Turn Type Prot Free NA NA
Protected Phases 4 2 6
Permitted Phases Free
Detector Phase 4 2 6
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0
Minimum Split (s) 11.0 20.0 20.0
Total Split (s) 26.0 64.0 64.0
Total Split (%) 28.9% 71.1% 71.1%
Yellow Time (s) 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5
Lost Time Adjust (s) -1.0 -1.0 -1.0
Total Lost Time (s) 3.0 3.0 3.0
Lead/Lag
Lead-Lag Optimize?
Recall Mode Max Max Max
Act Effct Green (s) 23.0 90.0 61.0 61.0
Actuated g/C Ratio 0.26 1.00 0.68 0.68
Lanes, Volumes, Timings
68: Bowers Avenue/Great America Pkwy & US 101 SB Off Ramp 09/04/2024 Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group EBL EBR NBL NBT SBT SBR
v/c Ratio 0.40 0.12 0.45 0.64
Control Delay 29.6 0.1 7.2 15.2
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 29.6 0.1 7.2 15.2

LOS C A A B
Approach Delay 17.9 7.2 15.2
Approach LOS B A B
Queue Length 50th (ft) 78 0 147 344
Queue Length 95th (ft) 117 0 175 357
Internal Link Dist (ft) 405 291 875
Turn Bay Length (ft)
Base Capacity (vph) 805 1750 3864 3864
Starvation Cap Reductn 0 0 0 0
Spillback Cap Reductn 0 0 0 0
Storage Cap Reductn 0 0 0 0
Reduced v/c Ratio 0.40 0.12 0.45 0.64
Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 90
Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 40
Control Type: Pretimed
Maximum v/c Ratio: 0.64
Intersection Signal Delay: 12.6 Intersection LOS: B
Intersection Capacity Utilization 64.8% ICU Level of Service C Analysis Period (min) 15
Splits and Phases: 68: Bowers Avenue/Great America Pkwy & US 101 SB Off Ramp

Lanes, Volumes, Timings
85: Lafayette St & Great America Way 11/05/2024
Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 59 0 643 0 0 0 297 240 0 0 521 9
Future Volume (vph) 59 0 643 0 0 0 297 240 0 0 521 9
Ideal Flow (vphpl) 1879 1900 2148 1900 1900 1900 1879 2040 1900 1900 1993 1900 Storage Length (ft) 110 0 0 0 210 0 90 0
Storage Lanes 1 1 0 0 1 0 1 1
Taper Length (ft) 35 25 85 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 1.00 1.00 Frt 0.850 0.850
Flt Protected 0.950 0.950
Satd. Flow (prot) 1750 1863 1790 0 0 0 1750 3800 0 1863 1954 1583 Flt Permitted 0.950 0.950
Satd. Flow (perm) 1750 1863 1790 0 0 0 1750 3800 0 1863 1954 1583 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 184 91
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1927 187 397 584
Travel Time (s) 43.8 4.3 9.0 13.3
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Shared Lane Traffic (%)
Lane Group Flow (vph) 64 0 699 0 0 0 323 261 0 0 566 10 Turn Type Perm pm+ov Prot NA Perm NA Perm
Protected Phases 4 5 5 2 6
Permitted Phases 4 4 6 6
Detector Phase 4 4 5 5 2 6 6 6
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 11.0 11.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (s) 11.0 11.0 21.0 21.0 49.0 28.0 28.0 28.0 Total Split (%) 18.3% 18.3% 35.0% 35.0% 81.7% 46.7% 46.7% 46.7% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lead/Lag Lead Lead Lag Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes
Recall Mode Min Min None None C-Max None None None
Act Effct Green (s) 7.6 26.7 16.1 46.4 27.3 27.3
Actuated g/C Ratio 0.13 0.44 0.27 0.77 0.46 0.46
v/c Ratio 0.29 0.78 0.69 0.09 0.64 0.01
Control Delay 27.3 16.7 27.5 1.8 17.6 0.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 27.3 16.7 27.5 1.8 17.6 0.0

LOS C B C A B A
Approach Delay 17.6 16.0 17.3
Approach LOS B B B
Queue Length 50th (ft) 21 134 99 8 161 0
Queue Length 95th (ft) 52 255 174 13 263 0
Internal Link Dist (ft) 1847 107 317 504
Turn Bay Length (ft) 110 210
Base Capacity (vph) 233 949 525 2938 887 768
Starvation Cap Reductn 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0
Lanes, Volumes, Timings
85: Lafayette St & Great America Way 11/05/2024
Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.27 0.74 0.62 0.09 0.64 0.01
Intersection Summary
Area Type: Other
Cycle Length: 60
Actuated Cycle Length: 60
Offset: 0 (0%), Referenced to phase 2:NBT, Start of Green Natural Cycle: 60
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.78
Intersection Signal Delay: 17.0 Intersection LOS: B
Intersection Capacity Utilization 68.0% ICU Level of Service C Analysis Period (min) 15
Splits and Phases: 85: Lafayette St & Great America Way

Lanes, Volumes, Timings
86: Lafayette St & Future NE North Access Rd 09/04/2024 Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 8 160 435 6 19 1145
Future Volume (vph) 8 160 435 6 19 1145
Ideal Flow (vphpl) 2141 2308 2040 2100 1879 2040
Lane Width (ft) 12 12 12 12 12 12
Grade (%) 0% 0% 0%
Storage Length (ft) 0 200 400 75
Storage Lanes 2 1 1 1
Taper Length (ft) 25 25
Lane Util. Factor 0.97 0.91 0.95 1.00 1.00 0.95
Ped Bike Factor
Frt 0.864 0.850 0.850
Flt Protected 0.995 0.950
Satd. Flow (prot) 3501 1750 3800 1750 1750 3800
Flt Permitted 0.995 0.950
Satd. Flow (perm) 3501 1750 3800 1750 1750 3800
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 87 87 7
Link Speed (mph) 30 30 30
Link Distance (ft) 674 1025 397
Travel Time (s) 15.3 23.3 9.0
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100%
Heavy Vehicles (%) 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0%
Shared Lane Traffic (%) 50%
Lane Group Flow (vph) 96 87 473 7 21 1245
Turn Type Prot Perm NA Perm Prot NA
Protected Phases 8 2 1 6
Permitted Phases 8 2
Detector Phase 882216
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 11.0 11.0 20.0 20.0 11.0 20.0
Total Split (s) 11.0 11.0 23.0 23.0 11.0 34.0
Total Split (%) 24.4% 24.4% 51.1% 51.1% 24.4% 75.6%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5
Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0
Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lead/Lag Lag Lag Lead
Lead-Lag Optimize? Yes Yes Yes
Recall Mode Max Max Max Max Max Max
Act Effct Green (s) 8.0 8.0 20.0 20.0 8.0 31.0
Actuated g/C Ratio 0.18 0.18 0.44 0.44 0.18 0.69
Lanes, Volumes, Timings
86: Lafayette St & Future NE North Access Rd 09/04/2024 Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group WBL WBR NBT NBR SBL SBT
v/c Ratio 0.14 0.23 0.28 0.01 0.07 0.48
Control Delay 6.2 6.7 8.5 4.7 16.1 4.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 6.2 6.7 8.5 4.7 16.1 4.0

L O S AAAABA
Approach Delay 6.5 8.4 4.2
Approach LOS A A A
Queue Length 50th (ft) 1 0 37 0 5 54
Queue Length 95th (ft) 14 29 61 5 18 80
Internal Link Dist (ft) 594 945 317
Turn Bay Length (ft) 200 400 75
Base Capacity (vph) 693 382 1688 781 311 2617
Starvation Cap Reductn 000000
Spillback Cap Reductn 000000
Storage Cap Reductn 000000
Reduced v/c Ratio 0.14 0.23 0.28 0.01 0.07 0.48
Intersection Summary
Area Type: Other
Cycle Length: 45
Actuated Cycle Length: 45
Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 45
Control Type: Pretimed
Maximum v/c Ratio: 0.48
Intersection Signal Delay: 5.5 Intersection LOS: A
Intersection Capacity Utilization 39.5% ICU Level of Service A Analysis Period (min) 15
Splits and Phases: 86: Lafayette St & Future NE North Access Rd

Lanes, Volumes, Timings
87: Lafayette St & Jug Handle 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 1152 44 397 755 28 1124
Future Volume (vph) 1152 44 397 755 28 1124
Ideal Flow (vphpl) 1744 2100 2040 2148 1744 2040
Lane Width (ft) 12 12 12 12 12 12
Grade (%) 0% 0% 0%
Storage Length (ft) 0 0 400 400
Storage Lanes 2 1 2 2
Taper Length (ft) 25 25
Lane Util. Factor 0.97 1.00 0.95 0.88 0.97 0.95
Ped Bike Factor
Frt 0.850 0.850
Flt Protected 0.950 0.950
Satd. Flow (prot) 3151 1750 3800 3150 3151 3800
Flt Permitted 0.950 0.950
Satd. Flow (perm) 3151 1750 3800 3150 3151 3800
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 48 821
Link Speed (mph) 30 30 30
Link Distance (ft) 767 890 1025
Travel Time (s) 17.4 20.2 23.3
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100%
Heavy Vehicles (%) 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0%
Shared Lane Traffic (%)
Lane Group Flow (vph) 1252 48 432 821 30 1222
Turn Type Prot Perm NA Perm Prot NA
Protected Phases 8 2 1 6
Permitted Phases 8 2
Detector Phase 882216
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 11.0 11.0 20.0 20.0 11.0 20.0
Total Split (s) 29.0 29.0 20.0 20.0 11.0 31.0
Total Split (%) 48.3% 48.3% 33.3% 33.3% 18.3% 51.7%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5
Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0
Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lead/Lag Lead Lead Lag
Lead-Lag Optimize? Yes Yes Yes
Recall Mode None None Min Min None Min
Act Effct Green (s) 25.2 25.2 21.6 21.6 7.2 25.8
Actuated g/C Ratio 0.44 0.44 0.38 0.38 0.13 0.45
Lanes, Volumes, Timings
87: Lafayette St & Jug Handle 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group WBL WBR NBT NBR SBL SBT
v/c Ratio 0.90 0.06 0.30 0.48 0.07 0.71
Control Delay 26.5 3.9 14.7 2.7 23.5 15.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 26.5 3.9 14.7 2.7 23.5 15.4

LOS C A B A C B
Approach Delay 25.7 6.8 15.6
Approach LOS C A B
Queue Length 50th (ft) 208 0 46 0 5 171
Queue Length 95th (ft) #341 15 101 39 15 235
Internal Link Dist (ft) 687 810 945
Turn Bay Length (ft) 400 400
Base Capacity (vph) 1449 831 1438 1702 446 1883
Starvation Cap Reductn 000000
Spillback Cap Reductn 000000
Storage Cap Reductn 000000
Reduced v/c Ratio 0.86 0.06 0.30 0.48 0.07 0.65
Intersection Summary
Area Type: Other
Cycle Length: 60
Actuated Cycle Length: 57
Natural Cycle: 60
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.90
Intersection Signal Delay: 16.2 Intersection LOS: B
Intersection Capacity Utilization 71.4% ICU Level of Service C Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Splits and Phases: 87: Lafayette St & Jug Handle

Lanes, Volumes, Timings
88: Lafayette St & Future NE South Access Rd 09/04/2024 Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 303 343 809 176 171 2105
Future Volume (vph) 303 343 809 176 171 2105
Ideal Flow (vphpl) 1744 2100 2040 2100 1744 2040
Lane Width (ft) 12 12 12 12 12 12
Grade (%) 0% 0% 0%
Storage Length (ft) 0 0 300 200
Storage Lanes 2 1 1 2
Taper Length (ft) 25 25
Lane Util. Factor 0.97 1.00 0.95 1.00 0.97 0.95
Ped Bike Factor
Frt 0.850 0.850
Flt Protected 0.950 0.950
Satd. Flow (prot) 3151 1750 3800 1750 3151 3800
Flt Permitted 0.950 0.950
Satd. Flow (perm) 3151 1750 3800 1750 3151 3800
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 329 191
Link Speed (mph) 30 30 30
Link Distance (ft) 502 870 890
Travel Time (s) 11.4 19.8 20.2
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100%
Heavy Vehicles (%) 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0%
Shared Lane Traffic (%)
Lane Group Flow (vph) 329 373 879 191 186 2288
Turn Type Prot Perm NA Perm Prot NA
Protected Phases 8 2 1 6
Permitted Phases 8 2
Detector Phase 882216
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 11.0 11.0 20.0 20.0 11.0 20.0
Total Split (s) 11.0 11.0 28.0 28.0 11.0 39.0
Total Split (%) 22.0% 22.0% 56.0% 56.0% 22.0% 78.0%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5
Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0
Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lead/Lag Lead Lead Lag
Lead-Lag Optimize? Yes Yes Yes
Recall Mode None None Max Max None Max
Act Effct Green (s) 8.0 8.0 27.2 27.2 7.8 36.0
Actuated g/C Ratio 0.16 0.16 0.54 0.54 0.16 0.72
Lanes, Volumes, Timings
88: Lafayette St & Future NE South Access Rd 09/04/2024 Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group WBL WBR NBT NBR SBL SBT
v/c Ratio 0.65 0.67 0.43 0.18 0.38 0.84
Control Delay 27.0 11.5 8.3 1.9 21.3 8.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 27.0 11.5 8.3 1.9 21.3 8.9

LOS C B A A C A
Approach Delay 18.8 7.2 9.8
Approach LOS B A A
Queue Length 50th (ft) 47 11 79 0 25 169
Queue Length 95th (ft) #85 #85 116 22 48 261
Internal Link Dist (ft) 422 790 810
Turn Bay Length (ft) 300 200
Base Capacity (vph) 504 556 2067 1039 504 2736
Starvation Cap Reductn 000000
Spillback Cap Reductn 000000
Storage Cap Reductn 000000
Reduced v/c Ratio 0.65 0.67 0.43 0.18 0.37 0.84
Intersection Summary
Area Type: Other
Cycle Length: 50
Actuated Cycle Length: 50
Natural Cycle: 50
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.84
Intersection Signal Delay: 10.6 Intersection LOS: B
Intersection Capacity Utilization 70.3% ICU Level of Service C Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Splits and Phases: 88: Lafayette St & Future NE South Access Rd

HCM 6th TWSC
89: Lafayette St & Calle Del Mundo 11/05/2024
Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Intersection
Int Delay, s/veh 1.8
Movement WBL WBR NBU NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 14 128 0 847 11 261 2308
Future Vol, veh/h 14 128 0 847 11 261 2308
Conflicting Peds, #/hr 0 0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free Free
RT Channelized - None - - None - None
Storage Length 0 0 60 - - 120 -
Veh in Median Storage, # 1 - - 0 - - 0
Grade, % 0 - - 0 - - 0
Peak Hour Factor 92 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2 2
Mvmt Flow 15 139 0 921 12 284 2509
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 2750 467 2509 0 0 933 0
Stage 1 927 - - - - - -
Stage 2 1823 - - - - - -
Critical Hdwy 6.84 6.94 6.44 - - 4.14 -
Critical Hdwy Stg 1 5.84 - - - - - -
Critical Hdwy Stg 2 5.84 - - - - - -
Follow-up Hdwy 3.52 3.32 2.52 - - 2.22 -
Pot Cap-1 Maneuver 16 542 34 - - 729 -
Stage 1 346 - - - - - -
Stage 2 114 - - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver ~ 10 542 34 - - 729 -
Mov Cap-2 Maneuver 56 - - - - - -
Stage 1 346 - - - - - -
Stage 2 70 - - - - - -
Approach WB NB SB
HCM Control Delay, s 21.6 0 1.3

HCM LOS C
Minor Lane/Major Mvmt NBU NBT NBRWBLn1WBLn2 SBL SBT
Capacity (veh/h) 34 - - 56 542 729 -
HCM Lane V/C Ratio - - - 0.272 0.257 0.389 -
HCM Control Delay (s) 0 - - 91.7 13.9 13 -
HCM Lane LOS A - - F B B -
HCM 95th %tile Q(veh) 0 - - 0.9 1 1.9 -
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Lanes, Volumes, Timings
90: Lafayette St & Calle De Luna 11/05/2024
Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group WBL WBR NBU NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 386 73 0 799 242 166 2173
Future Volume (vph) 386 73 0 799 242 166 2173
Ideal Flow (vphpl) 1744 2100 1785 2040 2100 1879 2040
Storage Length (ft) 0 0 60 0 180
Storage Lanes 2 1 1 1 1
Taper Length (ft) 25 85 100
Lane Util. Factor 0.97 1.00 1.00 0.95 1.00 1.00 0.95
Frt 0.850 0.850
Flt Protected 0.950 0.950
Satd. Flow (prot) 3151 1750 1750 3800 1750 1750 3800
Flt Permitted 0.950 0.950
Satd. Flow (perm) 3151 1750 1750 3800 1750 1750 3800
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 79 263
Link Speed (mph) 30 30 30
Link Distance (ft) 852 1090 471
Travel Time (s) 19.4 24.8 10.7
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Shared Lane Traffic (%)
Lane Group Flow (vph) 420 79 0 868 263 180 2362
Turn Type Prot pm+ov Prot NA Perm Prot NA
Protected Phases 8 1 5 2 1 6
Permitted Phases 8 2
Minimum Split (s) 11.0 11.0 11.0 20.0 20.0 11.0 20.0
Total Split (s) 22.0 24.0 11.0 74.0 74.0 24.0 87.0
Total Split (%) 18.3% 20.0% 9.2% 61.7% 61.7% 20.0% 72.5% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5
Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lead/Lag Lead Lead Lag Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes
Act Effct Green (s) 19.0 43.0 71.0 71.0 21.0 84.0
Actuated g/C Ratio 0.16 0.36 0.59 0.59 0.18 0.70
v/c Ratio 0.84 0.12 0.39 0.23 0.59 0.89
Control Delay 65.3 6.0 13.6 1.8 54.3 19.8
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 65.3 6.0 13.6 1.8 54.3 19.8

LOS E A B A D B
Approach Delay 55.9 10.8 22.2
Approach LOS E B C
Queue Length 50th (ft) 164 0 177 0 130 685
Queue Length 95th (ft) #245 33 218 33 207 821
Internal Link Dist (ft) 772 1010 391
Turn Bay Length (ft) 180
Base Capacity (vph) 498 677 2248 1142 306 2660
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 0.84 0.12 0.39 0.23 0.59 0.89
Intersection Summary
Lanes, Volumes, Timings
90: Lafayette St & Calle De Luna 11/05/2024
Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Area Type: Other
Cycle Length: 120
Actuated Cycle Length: 120
Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 90
Control Type: Pretimed
Maximum v/c Ratio: 0.89
Intersection Signal Delay: 23.2 Intersection LOS: C
Intersection Capacity Utilization 81.3% ICU Level of Service D Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Splits and Phases: 90: Lafayette St & Calle De Luna

Lanes, Volumes, Timings
114: Calle Del Sol & Calle De Luna 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 5 397 20 29 413 7
Future Volume (vph) 5 397 20 29 413 7
Ideal Flow (vphpl) 1938 2100 1900 2027 1879 2100
Lane Width (ft) 12 12 12 12 12 12
Grade (%) 0% 0% 0%
Storage Length (ft) 0 0 0 0
Storage Lanes 1 0 1 1
Taper Length (ft) 25 25
Lane Util. Factor 1.00 1.00 0.95 0.95 1.00 1.00
Ped Bike Factor
Frt 0.850 0.850
Flt Protected 0.980 0.950
Satd. Flow (prot) 1900 1750 0 3700 1750 1750
Flt Permitted 0.884 0.950
Satd. Flow (perm) 1900 1750 0 3338 1750 1750
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 432 8
Link Speed (mph) 30 30 30
Link Distance (ft) 852 497 490
Travel Time (s) 19.4 11.3 11.1
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100%
Heavy Vehicles (%) 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0%
Shared Lane Traffic (%)
Lane Group Flow (vph) 5 432 0 54 449 8
Turn Type NA Perm Perm NA Prot Prot
Protected Phases 4 8 2 2
Permitted Phases 4 8
Detector Phase 448822
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 20.0 20.0 20.0 20.0 11.0 11.0
Total Split (s) 20.0 20.0 20.0 20.0 20.0 20.0
Total Split (%) 50.0% 50.0% 50.0% 50.0% 50.0% 50.0%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5
Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0
Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0
Lead/Lag
Lead-Lag Optimize?
Recall Mode None None None None None None
Act Effct Green (s) 8.7 8.7 8.7 12.6 12.6
Actuated g/C Ratio 0.32 0.32 0.32 0.46 0.46
Lanes, Volumes, Timings
114: Calle Del Sol & Calle De Luna 09/04/2024
Background + Project Scheme C (Without Lick Mill Connection) - PM Synchro 11 Report Lane Group EBT EBR WBL WBT NBL NBR
v/c Ratio 0.01 0.51 0.05 0.56 0.01
Control Delay 7.2 3.6 7.3 9.2 3.6
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 7.2 3.6 7.3 9.2 3.6

L O S AA AAA
Approach Delay 3.6 7.3 9.1
Approach LOS A A A
Queue Length 50th (ft) 1 0 2 29 0
Queue Length 95th (ft) 4 34 10 120 4
Internal Link Dist (ft) 772 417 410
Turn Bay Length (ft)
Base Capacity (vph) 1227 1283 2156 1130 1133
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.00 0.34 0.03 0.40 0.01
Intersection Summary
Area Type: Other
Cycle Length: 40
Actuated Cycle Length: 27.5
Natural Cycle: 40
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.56
Intersection Signal Delay: 6.5 Intersection LOS: A
Intersection Capacity Utilization 37.6% ICU Level of Service A Analysis Period (min) 15
Splits and Phases: 114: Calle Del Sol & Calle De Luna

Cumulative + Project Scheme C (Without Lick Mill Connection) AM Peak Hour
Lanes, Volumes, Timings
8: Great America Pkwy & Tasman Dr 09/04/2024
Cumulative + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 160 961 33 707 1034 147 326 1618 508 114 1432 657 Future Volume (vph) 160 961 33 707 1034 147 326 1618 508 114 1432 657 Ideal Flow (vphpl) 1744 2040 2100 1733 2040 2100 1744 2130 2100 1744 2130 2100 Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Grade (%) 0% 0% 0% 0%
Storage Length (ft) 270 110 245 100 170 0 250 250
Storage Lanes 2 1 3 1 2 1 2 1
Taper Length (ft) 115 140 100 65
Lane Util. Factor 0.97 0.95 1.00 0.94 0.95 1.00 0.97 0.91 1.00 0.97 0.91 1.00 Ped Bike Factor
Frt 0.850 0.850 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3151 3800 1750 4552 3800 1750 3151 5701 1750 3151 5701 1750 Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3151 3800 1750 4552 3800 1750 3151 5701 1750 3151 5701 1750 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 158 109 306 203
Link Speed (mph) 30 30 30 30
Link Distance (ft) 768 704 1278 856
Travel Time (s) 17.5 16.0 29.0 19.5
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0% 0%
Shared Lane Traffic (%)
Lane Group Flow (vph) 174 1045 36 768 1124 160 354 1759 552 124 1557 714 Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4826
Detector Phase 744388522166
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 11.0 20.0 20.0 11.0 20.0 20.0 11.0 20.0 20.0 11.0 20.0 20.0 Total Split (s) 11.0 27.0 27.0 18.0 34.0 34.0 14.0 34.0 34.0 11.0 31.0 31.0 Total Split (%) 12.2% 30.0% 30.0% 20.0% 37.8% 37.8% 15.6% 37.8% 37.8% 12.2% 34.4% 34.4% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None Min Min None Min Min None C-Max C-Max None C-Max C-Max Act Effct Green (s) 8.0 24.0 24.0 15.0 31.0 31.0 11.0 31.1 31.1 7.9 28.0 28.0 Actuated g/C Ratio 0.09 0.27 0.27 0.17 0.34 0.34 0.12 0.35 0.35 0.09 0.31 0.31 Lanes, Volumes, Timings
8: Great America Pkwy & Tasman Dr 09/04/2024
Cumulative + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.62 1.03 0.06 1.01 0.86 0.24 0.92 0.89 0.69 0.45 0.88 1.04 Control Delay 49.9 70.5 0.2 63.2 25.7 6.6 64.1 42.1 24.6 44.5 36.4 70.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.4 0.0 0.0 0.0 Total Delay 49.9 70.5 0.2 63.2 25.7 6.6 64.1 42.1 25.0 44.5 36.4 70.2

L O S DEAECAEDCDDE
Approach Delay 65.6 38.2 41.5 46.9
Approach LOS E D D D
Queue Length 50th (ft) 50 ~338 0 ~148 327 33 111 301 157 35 305 ~358 Queue Length 95th (ft) 83 #463 0 m#237 #437 m36 m#176 #357 m255 62 365 #577 Internal Link Dist (ft) 688 624 1198 776
Turn Bay Length (ft) 270 110 245 100 170 250 250
Base Capacity (vph) 280 1013 582 758 1308 674 385 1971 805 280 1773 684 Starvation Cap Reductn 000000000000
Spillback Cap Reductn 00000000 4 6000
Storage Cap Reductn 000000000000
Reduced v/c Ratio 0.62 1.03 0.06 1.01 0.86 0.24 0.92 0.89 0.73 0.44 0.88 1.04 Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 90
Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green, Master Intersection Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 1.04
Intersection Signal Delay: 45.9 Intersection LOS: D
Intersection Capacity Utilization 87.6% ICU Level of Service E Analysis Period (min) 15
~ 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.
m Volume for 95th percentile queue is metered by upstream signal.

Splits and Phases: 8: Great America Pkwy & Tasman Dr

Lanes, Volumes, Timings
9: Convention Center Access & Tasman Dr 09/04/2024
Cumulative + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 77 1606 96 136 2092 35 55 5 35 16 2 46 Future Volume (vph) 77 1606 96 136 2092 35 55 5 35 16 2 46 Ideal Flow (vphpl) 1879 2040 2100 1879 2040 2100 1744 1938 2100 1879 1938 2100 Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Grade (%) 0% 0% 0% 0%
Storage Length (ft) 365 95 155 145 0 0 0 0
Storage Lanes 1 1 1 1 2 1 1 1
Taper Length (ft) 70 75 25 25
Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 0.97 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor
Frt 0.850 0.850 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1750 3800 1750 1750 3800 1750 3151 1900 1750 1750 1900 1750 Flt Permitted 0.950 0.950 0.757 0.754
Satd. Flow (perm) 1750 3800 1750 1750 3800 1750 2511 1900 1750 1389 1900 1750 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 61 61 61 61
Link Speed (mph) 30 30 30 30
Link Distance (ft) 704 936 342 192
Travel Time (s) 16.0 21.3 7.8 4.4
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0% 0%
Shared Lane Traffic (%)
Lane Group Flow (vph) 84 1746 104 148 2274 38 60 5 38 17 2 50 Turn Type Prot NA Perm Prot NA Perm Perm NA Perm Perm NA Perm Protected Phases 7 4 3 8 2 6
Permitted Phases 4 8 2 2 6 6
Detector Phase 744388222666
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 11.0 20.0 20.0 11.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (s) 11.0 56.0 56.0 14.0 59.0 59.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (%) 12.2% 62.2% 62.2% 15.6% 65.6% 65.6% 22.2% 22.2% 22.2% 22.2% 22.2% 22.2% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lead/Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes
Recall Mode None C-Max C-Max None C-Max C-Max None None None None None None Act Effct Green (s) 10.7 60.5 60.5 13.9 66.3 66.3 8.5 8.5 8.5 8.5 8.5 8.5 Actuated g/C Ratio 0.12 0.67 0.67 0.15 0.74 0.74 0.09 0.09 0.09 0.09 0.09 0.09 Lanes, Volumes, Timings
9: Convention Center Access & Tasman Dr 09/04/2024
Cumulative + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.41 0.68 0.09 0.55 0.81 0.03 0.25 0.03 0.17 0.13 0.01 0.23 Control Delay 38.1 18.3 5.8 42.5 14.6 0.9 39.8 36.2 6.4 38.7 35.5 10.5 Queue Delay 0.0 0.5 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 38.1 18.9 5.8 42.5 14.6 0.9 39.8 36.2 6.4 38.7 35.5 10.5

L O S DBADBADDADDB
Approach Delay 19.0 16.1 27.3 18.2
Approach LOS B B C B
Queue Length 50th (ft) 34 504 19 78 461 0 16 30910
Queue Length 95th (ft) m38 m538 m33 134 #824 6 35 13 16 29 8 27 Internal Link Dist (ft) 624 856 262 112
Turn Bay Length (ft) 365 95 155 145
Base Capacity (vph) 211 2554 1196 276 2799 1305 474 358 380 262 358 380 Starvation Cap Reductn 0 371 0000000000
Spillback Cap Reductn 000000000000
Storage Cap Reductn 000000000000
Reduced v/c Ratio 0.40 0.80 0.09 0.54 0.81 0.03 0.13 0.01 0.10 0.06 0.01 0.13 Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 90
Offset: 0 (0%), Referenced to phase 4:EBT and 8:WBT, Start of Green Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.81
Intersection Signal Delay: 17.6 Intersection LOS: B
Intersection Capacity Utilization 76.5% ICU Level of Service D Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.

Splits and Phases: 9: Convention Center Access & Tasman Dr

Lanes, Volumes, Timings
10: Tasman Dr & Avenue A 09/04/2024
Cumulative + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (vph) 0 1623 1965 1 0 166
Future Volume (vph) 0 1623 1965 1 0 166
Ideal Flow (vphpl) 1900 2040 2040 2100 1900 2063
Lane Width (ft) 12 12 12 12 12 12
Grade (%) 0% 0% 0%
Storage Length (ft) 300 0 0 0
Storage Lanes 0 1 0 1
Taper Length (ft) 25 25
Lane Util. Factor 1.00 0.95 0.95 1.00 1.00 1.00
Ped Bike Factor
Frt 0.850 0.865
Flt Protected
Satd. Flow (prot) 0 3800 3800 1750 0 1750
Flt Permitted
Satd. Flow (perm) 0 3800 3800 1750 0 1750
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 1 25
Link Speed (mph) 30 30 30
Link Distance (ft) 936 844 454
Travel Time (s) 21.3 19.2 10.3
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100%
Heavy Vehicles (%) 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 000000
Parking (#/hr)
Mid-Block Traffic (%) 0% 0% 0%
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 1764 2136 1 0 180
Turn Type NA NA Perm Prot
Protected Phases 4 8 7
Permitted Phases 8
Detector Phase 4 8 8 7
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0
Minimum Split (s) 20.0 20.0 20.0 11.0
Total Split (s) 90.0 72.0 72.0 18.0
Total Split (%) 100.0% 80.0% 80.0% 20.0%
Yellow Time (s) 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5
Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0
Total Lost Time (s) 3.0 3.0 3.0 3.0
Lead/Lag Lag Lag Lead
Lead-Lag Optimize? Yes Yes Yes
Recall Mode Max Max Max None
Act Effct Green (s) 95.9 76.4 76.4 13.5
Actuated g/C Ratio 1.00 0.80 0.80 0.14
Lanes, Volumes, Timings
10: Tasman Dr & Avenue A 09/04/2024
Cumulative + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBT WBT WBR SBL SBR
v/c Ratio 0.46 0.71 0.00 0.68
Control Delay 0.4 6.5 2.0 45.5
Queue Delay 0.0 0.2 0.0 0.0
Total Delay 0.4 6.7 2.0 45.5

LOS A A A D
Approach Delay 0.4 6.7 45.5
Approach LOS A A D
Queue Length 50th (ft) 0 262 0 87
Queue Length 95th (ft) 0 340 1 150
Internal Link Dist (ft) 856 764 374
Turn Bay Length (ft)
Base Capacity (vph) 3800 3028 1394 295
Starvation Cap Reductn 0 255 0 0
Spillback Cap Reductn 0 0 0 0
Storage Cap Reductn 0 0 0 0
Reduced v/c Ratio 0.46 0.77 0.00 0.61
Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 95.9
Natural Cycle: 55
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.71
Intersection Signal Delay: 5.7 Intersection LOS: A
Intersection Capacity Utilization 66.7% ICU Level of Service C Analysis Period (min) 15
Splits and Phases: 10: Tasman Dr & Avenue A

Lanes, Volumes, Timings
11: Tasman Dr & Centennial Blvd 11/05/2024
Cumulative + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 168 1340 7 6 1942 574 9 0 4 315 0 83 Future Volume (vph) 168 1340 7 6 1942 574 9 0 4 315 0 83 Ideal Flow (vphpl) 1744 1989 1900 1879 2040 2100 1900 1923 1900 1978 2034 2100 Storage Length (ft) 185 0 195 175 0 0 0 0
Storage Lanes 2 0 1 1 0 0 1 1
Taper Length (ft) 115 75 25 25
Lane Util. Factor 0.97 0.95 0.95 1.00 0.95 1.00 1.00 1.00 1.00 0.95 0.95 1.00 Frt 0.999 0.850 0.961 0.850
Flt Protected 0.950 0.950 0.966 0.950 0.950
Satd. Flow (prot) 3151 3701 0 1750 3800 1750 0 1750 0 1750 1800 1750 Flt Permitted 0.950 0.950 0.966 0.950 0.950
Satd. Flow (perm) 3151 3701 0 1750 3800 1750 0 1750 0 1750 1800 1750 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 1 300 89 90
Link Speed (mph) 30 30 30 30
Link Distance (ft) 844 667 330 406
Travel Time (s) 19.2 15.2 7.5 9.2
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Shared Lane Traffic (%) 50%
Lane Group Flow (vph) 183 1465 0 7 2111 624 0 14 0 171 171 90 Turn Type Prot NA Prot NA Perm Split NA Split NA Perm
Protected Phases 7 4 3 8 2 2 6 6
Permitted Phases 8 6
Detector Phase 7 4 3 8 8 2 2 6 6 6
Switch Phase
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 11.0 20.0 11.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (s) 11.0 59.0 11.0 59.0 59.0 20.0 20.0 20.0 20.0 20.0 Total Split (%) 10.0% 53.6% 10.0% 53.6% 53.6% 18.2% 18.2% 18.2% 18.2% 18.2% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lead/Lag Lead Lag Lead Lag Lag Lead Lead Lag Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None Min None Min Min None None None None None Act Effct Green (s) 8.0 65.3 7.0 56.2 56.2 6.5 14.2 14.2 14.2 Actuated g/C Ratio 0.09 0.73 0.08 0.63 0.63 0.07 0.16 0.16 0.16 v/c Ratio 0.64 0.54 0.05 0.88 0.51 0.07 0.62 0.60 0.25
Control Delay 52.0 8.0 41.3 20.7 6.6 0.6 45.7 44.6 9.7
Queue Delay 0.0 0.0 0.0 3.8 0.1 0.0 0.0 0.0 0.0
Total Delay 52.0 8.0 41.3 24.5 6.8 0.6 45.7 44.6 9.7

LOS D A D C A A D D A
Approach Delay 12.9 20.5 0.6 37.8
Approach LOS B C A D
Queue Length 50th (ft) 51 130 4 447 71 0 92 92 0
Queue Length 95th (ft) #108 411 18 #865 206 0 178 177 42 Internal Link Dist (ft) 764 587 250 326
Turn Bay Length (ft) 185 195 175
Base Capacity (vph) 284 2711 157 2395 1214 406 334 344 407 Starvation Cap Reductn 0 0 0 214 102 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0
Lanes, Volumes, Timings
11: Tasman Dr & Centennial Blvd 11/05/2024
Cumulative + Project Scheme C (Without Lick Mill Connection) - AM Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Storage Cap Reductn 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.64 0.54 0.04 0.97 0.56 0.03 0.51 0.50 0.22 Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 89.2
Natural Cycle: 110
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.88
Intersection Signal Delay: 19.4 Intersection LOS: B
Intersection Capacity Utilization 76.0% ICU Level of Service D Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.