WESTBOROUGH BOULEVARD/I-280/JUNIPERO
SERRA BOULEVARD PEDESTRIAN AND BICYCLE
IMPROVEMENTS FEASIBILITY STUDY
FEASIBILITY REPORT
JA NUARY 2024
V
PREPARED FOR:
CITY OF SOUTH SAN FRANCISCO
Attachment 2
WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025
DOCUMENT DESCRIPTION
CLIENT City of South San Francisco
DKS Project / Proposal
Number 20143-014
Project /
Proposal Name
Westborough Boulevard/I-280/Junipero Serra Boulevard Pedestrian and Bicycle Improvements Feasibility Study
Related Task /
WBS Number
Document Name Final Feasibility Report
File Path L:\All-DKS\OAK\P\20\20143-014 JS_Westborough Feasibility Study\07 Delivery\01 Deliverables\Task 7 Feasibility Report
Date Document Issued January 28, 2024
VERSION CONTROL
VERSION
NUMBER DATE DESCRIPTION OF CHANGE AUTHOR
1 12/12/2024 Draft Report BK, AC, HI, DCM
2 1/28/2025 Final Report based on SSF Comments HI, DCM
WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025
PREPARED FOR CITY OF SOUTH SAN FRANCISCO
Matthew Ruble, PE | City of South San Francisco
Lawrence Henriquez, PE | City of South San Francisco
PREPARED BY DKS ASSOCIATES AND MARK THOMAS
David Mahama, PE | DKS Associates
Alice Chen, AICP | DKS Associates
Meron Shiferaw, PE, PTOE | DKS Associates
Bincy Koshy | DKS Associates
Haruka Ichikawa, EIT | DKS Associates
Sasha Dansky, PE | Mark Thomas
Alyssa Guo, PE | Mark Thomas
Ryan Bissegger | Mark Thomas
WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 i
TABLE OF CONTENTS
CHAPTER 1: INTRODUCTION.............................................................................................. 1 STUDY BACKGROUND................................................................................................ 2 STUDY APPROACH AND SCHEDULE ............................................................................... 3 STUDY LIMITS ........................................................................................................ 4 CHAPTER 2: PURPOSE AND NEED ....................................................................................... 6 PURPOSE ............................................................................................................... 7 NEED .................................................................................................................... 7 CHAPTER 3: BASELINE ASSESSMENT................................................................................. 10 BASELINE CONDITIONS ........................................................................................... 11 PEDESTRIAN AND BICYCLIST EXPERIENCE ................................................................... 11 INTERSECTION OPERATIONS .................................................................................... 11 QUEUE ANALYSIS ................................................................................................. . 12 CHAPTER 4: ALTERNATIVE CONCEPT DEVELOPMENT ........................................................... 13 ALTERNATIVE CONCEPT DEVELOPMENT ....................................................................... 14 CONCEPTUAL ALTERNATIVES DESCRIPTION ................................................................. . 16 CHAPTER 5: TRAFFIC ANALYSIS RESULTS ......................................................................... 28 TRAFFIC ANALYSIS - LOS, VEHICLE DELAY, AND TRAVEL TIMES ........................................ 29 CHAPTER 6: ALTERNATIVES EVALUATION AND SCORING ..................................................... 32 ALTERNATIVES EVALUATION..................................................................................... 33 CHAPTER 7: GRANT FUNDING IDENTIFICATION ................................................................. 40 FUNDING PROGRAM MATRIX ..................................................................................... 41 FUNDING RECOMMENDATIONS .................................................................................. 45 APPENDIX..................................................................................................................... 45 WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 ii
LIST OF FIGURES
FIGURE 1: MAP OF PROJECT CORRIDORS AND STUDY INTERSECTION ................................... 5 FIGURE 2. AERIAL IMAGE OF JUNIPERO SERRA BOULEVARD/WESTBOROUGH BOULEVARD .......... 9 FIGURE 3. ALTERNATIVE CONCEPT LOCATIONS AND SEGMENTS ........................................ 15 FIGURE 4: CLASS I FACILITY ON JUNIPERO SERRA BOULEVARD ....................................... 17 FIGURE 5: TWO -WAY CLASS IV FACILITY ON WESTBOROUGH BOULEVARD WEST ................... 18 FIGURE 6: CLASS IV FACILITY ON WESTBOROUGH BOULEVARD WEST ................................ 19 FIGURE 7: CLASS I FACILITY ON WESTBOROUGH BOULEVARD WEST ................................. . 20 FIGURE 8: MEDIAN -RUNNING MULTI - USE PATH ON WESTBOROUGH BOULEVARD EAST ............ 21 FIGURE 9: CLASS II FACILITY ON WESTBOROUGH BOULEVARD EAST ................................. 22 FIGURE 10: DDI WITH AN AT-GRADE, MEDIAN -RUNNING, MULTI -USE PATH ......................... 23 FIGURE 11: DDI AT I -280/WESTBOROUGH BOULEVARD WITH A RIBBON PATH ...................... 24 FIGURE 12: DDI AT JUNIPERO SERRA BOULEVARD WITH NB I -280 RAMP REMOVED ............... 25 FIGURE 13: DDI AT JUNIPERO SERRA BOULEVARD WITH NB I -280 RAMP SQUARED ............... 26 FIGURE 14: I -280/WESTBOROUGH INTERCHANGE MEDIAN RUNNING MULTI - USE PATH ........... 27
LIST OF TABLES
TABLE 1: LOS/VEHICLE DELAY FOR AM AND PM PEAK HOUR ............................................ 30 TABLE 2: CORRIDOR TRAVEL TIMES .......................................................................... 31 TABLE 3: EVALUATION OF SEGMENT 1: JUNIPERO SERRA BOULEVARD - CLASS I FACILITY ...... 34 TABLE 4: EVALUATION OF SEGMENT 2: WESTBOROUGH BOULEVARD WEST .......................... 35 TABLE 5: EVALUATION OF SEGMENT 3: WESTBOROUGH BOULEVARD EAST .......................... 36 TABLE 6: EVALUATION OF SEGMENT 4: I -280/WESTBOROUGH INTERCHANGE ....................... 37 TABLE 7: EVALUATION OF SEGMENT 4C AND 4D: DDI PARTIAL INTERCHANGE AT JUNIPERO SERRA BOULEVARD ............................................................................................... 39 TABLE 8. FUNDING PROGRAM MATRIX ........................................................................ 42 WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 1 CHAPTER 1: INTRODUCTION
WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 2 This report summarizes and documents the findings from the Westborough Boulevard/I-280/Junipero Serra Boulevard Pedestrian and Bicycle Improvements Feasibility Study. This report compiles and synthesizes the information developed throughout the study, including the project purpose and need, baseline analyses, concept alternatives, and findings/recommendations. This summary describes the overall process and key findings related to public outreach, traffic analyses, and development and screening of project alternatives. The following memoranda which provide additional detail can be found in the Appendices:
STUDY BACKGROUND
The City of South San Francisco has undertaken this initiative to study active transportation improvements along Westborough Boulevard and Junipero Serra Boulevard in the vicinity of the Interstate 280 (I-280)/Westborough Interchange. Prior to initiation of this study, the City of South San Francisco’s Active South City Final Report (June 2022) outlined the City’s vision to create an environment that supports walking, bicycling and active living that enables people of all ages and abilities to comfortably access schools, jobs, recreational centers, shops, and transit centers either by walking or bicycling. Active modes are important for residents who do not have access to a vehicle, as well as for residents who would like to drive less or prefer to use another mode of transportation within the city.
The Active South City Report identifies network connectivity and accessibility as key challenges that face active transportation along the segments of Westborough Boulevard and Junipero Serra Boulevard. Westborough Boulevard and Junipero Serra Boulevard have been identified as corridors with high Level of Traffic Stress for pedestrians and bicyclists due to the high speeds of traffic on these corridors. Westborough Boulevard is on the Pedestrian High Injury Network in the City/County Association of Governments of San Mateo County (C/CAG) Countywide Local Roadway Safety Plan (LRSP), and the northern segment of Junipero Serra Boulevard is on the Bicycle High Injury Network.
The Active South City Report recommends installing Class IV separated bikeways along Junipero Serra Boulevard from the northern city limit at Avalon Drive, as well as on Westborough Boulevard/Chestnut Avenue between Skyline Boulevard and Hillside Boulevard. For pedestrian improvements, the report recommends installing sidewalks along Junipero Serra Boulevard and Westborough Boulevard where sidewalks are currently missing and spot improvements at several intersections on the two corridors.
ACTIVE SOUTH CITY REPORT
A. Bike Lanes for the Boulevards Public Participation Plan B. Public Outreach Summary Memorandum
C. Project Goals and Evaluation Criteria Memorandum
D. Existing and Future No Build Conditions Analysis Technical Memorandum E. Alternative Selection Memorandum
F. Conceptual Alternatives Evaluation Technical Memorandum G. Grant Funding Identification Memorandum
WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 3
STUDY APPROACH AND SCHEDULE
This study is being conducted over a 17-month period starting with Project kick off in June 2023 and concluding in November 2024. Public outreach was intertwined with technical work. Public engagement played a critical role in the development of the concepts to address resident’s concerns about the lack of bicycle and pedestrian facilities in the project area.
The public participation plan describes the goals, strategies, tools and tactics that were used to provide opportunities for meaningful engagement with the community. Details can be found in Appendix A: Bikes for Boulevards Public Participation Plan.
Data Collection,
Background Document
Review, and Basemap
Development
Project Definition,
Purpose and Need,
Evaluation Criteria
Baseline and Future
No-Build Conditions
Assessment
Alternatives Concept
Development and
Analysis
Alternatives
Evaluation and
Scoring
Grant Funding
Identification
Ongoing Public Outreach and Engagement
Five pop-up events were conducted throughout the project at different locations around the city since the inception of the Project in 2023. Comments were collected at these events using the Project website.
WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 4
STUDY LIMITS
The study area is located on the west side of the City of South San Francisco (SSF). The study area includes Junipero Serra Boulevard between Hickey Boulevard and Avalon Drive and Westborough Boulevard between Skyline Boulevard and Antoinette Lane just east of El Camino Real. Figure 1 shows the map of the project corridors with the proposed limits for the study and study intersections.
Junipero Serra Boulevard
This major roadway serves as a north-south arterial that provides access to and from the I-280 Freeway from Hickey Boulevard on the north to Avalon Drive on the south. Within these limits, Junipero Serra Boulevard has two 12-foot lanes in each direction separated by a 28-foot median, and a posted speed limit of 50 miles per hour (mph). Junipero Serra Boulevard is a designated truck route. Currently, there are buffered Class II bicycle lanes along Junipero Serra Boulevard. There are no sidewalks on Junipero Serra Boulevard. The primary land use along Junipero Serra Boulevard is residential. The City secured a quick build San Mateo County Transportation Authority grant funding to temporarily enhance the existing Class II bike lanes with buffer along Junipero Serra Boulevard while a permanent bikeway project is developed.
Westborough Boulevard
This is a major east-west arterial that provides connections to El Camino Real/State Route 82 and Antoinette Lane on the east and Skyline Boulevard on the west. Within the study limits, Westborough Boulevard has two 12-foot lanes in each direction separated by a raised median. The median width varies between 17 feet and 34 feet west of Junipero Serra Boulevard and is approximately 10 feet between Junipero Serra Boulevard and Camaritas Avenue. Westborough Boulevard has a posted speed limit of 35 mph west of Junipero Serra Boulevard and 45 mph to the east of Junipero Serra Boulevard. East of El Camino Real, Westborough Boulevard turns into Chestnut Avenue and has a posted speed limit of 30 mph. Chestnut Avenue east of El Camino Real is a designated truck route.
SamTrans bus routes run along the corridors near the Junipero Serra Boulevard and Westborough Boulevard intersection.
On Westborough Boulevard between Callan Boulevard and Galway Drive, there are unbuffered Class II bicycle lanes and a sidewalk along the northern side of the roadway. On Westborough Boulevard between Galway Drive and Junipero Serra Boulevard and east of Camaritas Avenue, there are Class III bicycle routes and sidewalks along both sides of the roadway. On Westborough Boulevard between Junipero Serra Boulevard and Camaritas Avenue, there are buffered Class II bicycle lanes with green paint and no sidewalks on either side of the roadway.
The primary land use along Westborough Boulevard is residential. The Westborough Square Shopping Center located on the west end of the study limit is a major destination for residents who live in the area. Westborough Boulevard also provides access to Westborough Middle School, Grand Avenue Library, and the Centennial Way Trail.
WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 5 FIGURE 1: MAP OF PROJECT CORRIDORS AND STUDY INTERSECTION WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 6 CHAPTER 2: PURPOSE AND NEED
WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 7
PURPOSE
The purpose of the project is centered around making active transportation more comfortable, safe, and accessible for all in the study area.
NEED
Residents have expressed several concerns about the lack of pedestrian and bicycle facilities in the study area. The main issue is the challenge faced by pedestrians and cyclists trying to navigate through the on and off ramps at the I280/Westborough Boulevard interchange, an area that currently lacks suitable infrastructure for non-motorized modes of travel. Other concerns include lack of crosswalks at the Junipero Serra Boulevard/Westborough Boulevard
intersection and lack of sidewalk connectivity and a low stress bicycle facility along Junipero Serra Boulevard and
Westborough Boulevard. The intersection of Junipero Serra Boulevard and Westborough Boulevard was highlighted as a particular area of concern due to the lack of crosswalks.
Appendix B: Public Outreach Summary Memorandum and
Appendix C: Project Goals and Evaluation Criteria
Memorandum document the purpose and needs for the Project in detail.
The lack of pedestrian facilities and a comfortable environment for cyclists discourages active transportation in the study area.
Under the existing conditions, these corridors are dedicated almost exclusively to motorized vehicle travel.
Additionally, lack of these facilities creates an unpleasant and hazardous environment for residents in the Buri Buri Park neighborhood on the east side of Junipero Serra Boulevard and I-280 Freeway Improve safety and mobility through the Westborough Boulevard/I-280 interchange area to ensure safer transitions for all modes of travel.
Install low stress bikeway facilities and sidewalks along Junipero Serra Boulevard and Westborough Boulevard.
Enhance network accessibility and connectivity within the study area.
Improve the safety of bicyclists and pedestrians.
The I-280/Westborough
Boulevard interchange area
poses a major challenge to
pedestrians and bicyclists in
terms of accessibility,
connectivity and comfort.
It limits connectivity between
neighborhoods like the Buri
Buri neighborhood (east of
Junipero Serra Boulevard) and
Avalon Park (located further
south of the roadway) to
Westborough Square to the west
of the roadway due to lack of
low-stress pedestrian and
bicycle facilities
WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 8 who wish to walk or bike to access the Westborough Square shopping center on the west side of the I-280 Freeway.
Based on the collected traffic counts, some
pedestrians were observed crossing the
intersection at locations where there are no
crosswalks. At the Junipero Serra
Boulevard/Westborough Boulevard intersection,
six pedestrians were observed crossing the east
leg, all outside of the peak hours. In addition, a
pedestrian was observed crossing the
Westborough Boulevard/I-280 SB Off-Ramp
intersection.
Junipero Serra Boulevard and Westborough
Boulevard are corridors that present a high level
of traffic stress for bicyclists and lack continuous
sidewalks for pedestrians. The need for better
infrastructure for bicyclists and pedestrians is
supported by the City of South San Francisco's
planning documents (Active South City and Shape
SSF), resident concerns, and crash data.
DKS created a website
(BikeLanesfortheBoulevards.com) that
includes an interactive map that visitors
can click and leave
feedback/suggestions/concerns related
to pedestrian facilities, bicycle facilities,
safety challenges etc. at specific
locations.
WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 9 FIGURE 2. AERIAL IMAGE OF JUNIPERO SERRA BOULEVARD/WESTBOROUGH BOULEVARD WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 10
CHAPTER 3: BASELINE ASSESSMENT
WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 11
BASELINE CONDITIONS
The Project Team collected background existing data including traffic counts, existing right-of-way, property lines, as-builts etc. to evaluate the baseline conditions in the study area. The findings of the traffic operations and crash analyses are summarized in this chapter. The crash analysis examined vehicle, bicycle, and pedestrian crash data for the intersections and segments within the study limits. The operational analysis was performed for the existing year (2023) and future (2040) year conditions for the AM and PM peak periods to provide a basis for a comparative assessment of the traffic impacts of the conceptual alternatives. The full description of the approach, methodology, and performance measures can be found in Appendix D: Existing and Future No-Build Traffic Operations Analysis Technical Memorandum.
PEDESTRIAN AND BICYCLIST EXPERIENCE
As mentioned in Chapter 2, the cyclist and pedestrian
facilities along Junipero Serra Boulevard and
Westborough Boulevard today do not feel comfortable
and safe as expressed by the residents. Based on
feedback received throughout the public outreach
events, several concerns have been raised by residents
about the lack of pedestrian and bicycle facilities in the project area. Specifically, the lack of physical separation between motorists and bike facilities, high vehicular
speeds, and lack of sidewalk connectivity. Under future conditions, there would be increased potential for
pedestrian and bicycle conflict with motorists due to
increased traffic volumes.
In addition, the crash analysis found a total of 209
crashes within the study area, including 4 bicycle and
10 pedestrian collisions during a five-year period. Most (184 or 88%) of these crashes occurred at the study
intersections, although the one fatal pedestrian crash
occurred in the evening on December 2017 on
Westborough Boulevard, 235 feet east of Gellert
Boulevard. At the study intersections, there were 5
severe injury collisions and 8 visible injury collisions that involved pedestrians or bicyclists. Four intersections that had multiple collisions involving pedestrians or bicyclists: Junipero Serra Boulevard/Hickey Boulevard, Westborough Boulevard/Galway Drive, Westborough Boulevard/Chestnut Avenue/El Camino Real, and Chestnut Avenue/Antoinette Lane.
INTERSECTION OPERATIONS
The existing (2023) and future (2040) traffic conditions are studied to provide a basis for a comparative assessment of the traffic impacts of the conceptual alternatives. As shown in Figure 1, 372 people visited the Project
website and 106 comments were
provided. Categories of comments
include:
• Bike concerns: 38%
• Pedestrian concerns: 27%
• Safety concerns: 21%
• Other comments: 14%
Top Challenges include:
Lack of pedestrian and
bicycle infrastructure
High vehicular speeds
Walking/biking alongside
vehicular traffic
Crossing challenges
WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 12 13 intersections were analyzed to assess traffic impact. The City considers LOS D to be the poorest acceptable level of service for signalized and all-way-stop controlled intersections, and LOS E to be the poorest acceptable level of service for unsignalized intersections. The existing and future no build operational analyses show that even with an increased traffic volume assumed under future conditions, the impact to traffic operations is moderate. Under existing conditions, all intersections, except for Junipero Serra Boulevard/Hickey Boulevard and Junipero Serra Boulevard/Arroyo Drive during the PM peak period, operate at acceptable levels of service under the City's current threshold.
Under the future conditions analysis, the operations at Junipero Serra Boulevard/Arroyo Drive improve greatly due to signalization of the intersection. All intersections except for Junipero Serra Boulevard/Hickey Boulevard during both peak periods and Junipero Serra Boulevard/Avalon Drive during the PM peak period operate at acceptable levels of service under the City's current threshold.
The operations at Junipero Serra Boulevard/Avalon Drive worsened particularly due to the increased delay at the northbound approach, which is the off-ramp from I-280.
QUEUE ANALYSIS
Under existing conditions, several intersections have multiple approaches where the queue length exceeds the storage capacity during both AM and PM peak periods. These include Junipero Serra Boulevard/Westborough Boulevard, Junipero Serra Boulevard/Avalon Drive, Westborough Boulevard/Gellert Boulevard, and Westborough Boulevard/Chestnut Avenue/El Camino Real.
Compared to the existing conditions analysis, the intersections where queue lengths on multiple approaches exceed storage capacity are the same, except for Westborough Boulevard/Gellert Boulevard. The queue lengths in the PM peak period improved and are no longer exceeding storage capacity at this intersection. However, the queue lengths worsened on Junipero Serra Boulevard/King Drive in the AM peak and Westborough Boulevard/Callan Boulevard in the AM peak. These intersections have multiple approaches where the queue length exceed the storage length under future no build conditions.
WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 13
CHAPTER 4: ALTERNATIVE CONCEPT DEVELOPMENT
WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 14
ALTERNATIVE CONCEPT DEVELOPMENT
Several alternative designs for the improvement of Junipero Serra Boulevard and Westborough Boulevard were developed to address the concerns of the community and achieve maximum safety for bicyclists and pedestrians. To meet the project objectives, an alternative development process was conducted and identified improvements on Junipero Serra Boulevard from Hickey Boulevard to Avalon Drive, Westborough Boulevard from Skyline Boulevard to Antoinette Lane, including improvements within the I-280/Westborough Boulevard interchange. Various alternative concepts were analyzed and grouped by the following locations as shown in Figure 3.
SEGMENT 1: JUNIPERO SERRA BOULEVARD (BETWEEN HICKEY BOULEVARD AND AVALON DRIVE) SEGMENT 2: WESTBOROUGH BOULEVARD - WEST (BETWEEN SKYLINE BOULEVARD AND GELLERT BOULEVARD) SEGMENT 3: WESTBOROUGH BOULEVARD - EAST (BETWEEN JUNIPERO SERRA BOULEVARD AND ANTOINETTE LANE) SEGMENT 4: I-280/WESTBOROUGH BOULEVARD INTERCHANGE (BETWEEN GELLERT BOULEVARD AND JUNIPERO SERRA
BOULEVARD)
Note that extensive public outreach was conducted to understand the needs and gaps which in turn informed the process of alternatives concepts development. Based on the feedback received from the public on walking and biking along Junipero Serra Boulevard and Westborough Boulevard, the Project Team developed a set of alternative concept plans. A community workshop was conducted to introduce the alternatives to the public. Per feedback and comments received:
• Lot of preference for a multi-use path along Junipero Serra Boulevard and Westborough Boulevard with separate lanes for pedestrians and bicyclists. • Majority preference for median pedestrian and bicycle facility over the grade-separate multi-use path through the interchange due to it being too long to traverse the interchange area and higher costs being another factor. • ADA accessibility along pedestrian and bicyclists’ facilities given the topographical elevation gain/drop in the area which makes it challenging to navigate for ADA populations
• Proper lighting and physical separation
• Uncomfortable crossing experience at locations such as Camaritas Ave, Junipero Serra Boulevard/Westborough Boulevard, Junipero Serra Boulevard/I-280 ramps due to high vehicular speeds.
WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 15 FIGURE 3. ALTERNATIVE CONCEPT LOCATIONS AND SEGMENTS
WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 16
CONCEPTUAL ALTERNATIVES DESCRIPTION
Several alternatives were developed and were evaluated to identify ten viable alternatives after an initial screening process, which is documented in Appendix E: Conceptual Alternatives Selection Memo. The appendix also provides detail on the rejected alternatives including the description and reason for rejection. Appendix E also includes detailed cost estimates for the ten viable alternatives.
For the traffic operational analysis, three alternatives were analyzed. There are pedestrian and bicycle improvements common to all three alternatives, as well as interchange improvements unique to each alternative.
Detailed conceptual drawings for Segment 4A/B, Segment 4C/D, and Segment 4E as well as the conceptual design for the Junipero Serra Boulevard/Hickey Boulevard and Hickey Boulevard/Longford Drive Intersections Improvements Project can be found in Appendix F: Conceptual Alternatives Evaluation Technical Memorandum.
The project team met with City Council members on August 14th, 2024 to discuss the proposed alternatives. Members’ feedback included the need to study the diverging diamond interchange configuration further - although it is costly, there are multiple benefits and hence should be studied in detail. Members emphasized the need to improve lighting along both roadways to enhance safety.
Members also stated their interest in reviewing the associated cost for each alternative which is included in this report.
The project team also met with Caltrans staff on September 27th, 2024 to introduce the project and proposed alternatives. Caltrans voiced that coordination will be required for any significant right-of-way impacts for the realignment of Junipero Serra Boulevard if a diverging diamond interchange configuration is considered. No major concerns were raised about the design exception that may be required for the median multi-use path. Few things to consider for the median multi-use path include proper access and connection to/from the facility and no conflicting left turns. Staff stated that to start the Project Initiation Document (PID) phase. A co-op agreement will need to be prepared and submitted. Encroachment permit checklist will need to be reviewed for the neighboring highways (SR-35, SR82, and I-280) WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 17 Segment 1: Junipero Serra Boulevard - Class I Multi-Use Path The design on Junipero Serra Boulevard features a Class I multi-use path on the east side of Junipero Serra Boulevard between Avalon Drive and Hickey Boulevard as shown in Figure 4. The alternative incorporates the City’s request for the removal of the Clay Avenue pedestrian bridge and installation of a signalized intersection. This alternative considers and accommodates improvements included with the 6-foot soundwalls at three locations in the vicinity of the Clay Avenue intersection as needed based on the “Junipero Serra Boulevard Soundwall Feasibility Memorandum” prepared by Mark Thomas dated August 19, 2022.
Intersection improvements are also proposed at Junipero Serra Boulevard/Hickey Boulevard and Junipero Serra Boulevard/Clay Avenue. The improvements at Junipero Serra Boulevard/Clay Avenue involve the removal of the pedestrian overcrossing and raised median. Instead of the pedestrian overcrossing, crosswalks will be added to all four legs of the intersection. A traffic signal will also be installed at the intersection, which will help control the new traffic movements (northbound/southbound left turns and eastbound/westbound movements) that are allowed due to the removal of the raised median.
FIGURE 4: CLASS I FACILITY ON JUNIPERO SERRA BOULEVARD
The Project Team has determined that this configuration is the only viable bicycle/pedestrian improvement for Junipero Serra Boulevard.
WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 18 Segment 2A: Westborough Boulevard (West) - Two-Way Class IV Facility
This alternative proposes a two-way Class IV facility run along the north side of Westborough Boulevard between Skyline Boulevard and Gellert Boulevard, as shown in Figure 5 below. This would be a bicycle-only facility on street level, separated by a vertical element, such as a concrete barrier.
Pedestrians would continue to use the sidewalk. At the Westborough Boulevard/Gellert Boulevard intersection, cyclists/pedestrians would transition into/out of the median-running multi-use path via crosswalk/cross-bike. At the intersections within this segment, bicycle crossing paths indicated by green paint will be added adjacent to the existing crosswalks.
FIGURE 5: TWO-WAY CLASS IV FACILITY ON WESTBOROUGH BOULEVARD WEST WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 19 Segment 2B: Westborough Boulevard (West) - Class IV Facility along the North and South Side
This bicycle-only facility would be level with the street and separated by a vertical element, such as bollards. Pedestrians would continue to use the sidewalk. At the Westborough Boulevard/Gellert Boulevard intersection, cyclists/pedestrians would transition into/out of the median-running multiuse path via crosswalk/cross-bike. To accommodate this bicycle facility, vehicular lane widths would be reduced to 11 feet.
FIGURE 6: CLASS IV FACILITY ON WESTBOROUGH BOULEVARD WEST WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 20 Segment 2C: Westborough Boulevard (West) - Class I Facility along the North Side of Westborough Boulevard
This would be a multi-use path at sidewalk level. Pedestrians and cyclists would share the facility. At the Westborough Boulevard/Gellert Boulevard intersection, cyclists/pedestrians would transition into/out of the median-running multi-use path via crosswalk/cross-bike. To accommodate this multiuse facility, vehicular lane widths would need to be reduced in some areas. Lane widths would vary from 10 feet to 11 feet.
FIGURE 7: CLASS I FACILITY ON WESTBOROUGH BOULEVARD WEST WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 21 Segment 3A: Westborough Boulevard (East) – Median MultiUse Path The improvements to Westborough Boulevard include a median multi-use path for pedestrians and bicyclists as shown in Figure 8. The median path is proposed to be installed east of Gellert Boulevard.
The median path will continue to the eastern project limit at Antoinette Lane for Alternatives A and B, while it will only continue to the east leg of Junipero Serra Boulevard for Alternative C. For all intersections on Westborough Boulevard where the median multi-use path is present, pedestrian crossings through the median will be added. Cyclists/pedestrians would enter the facility via crosswalk. There would be a signalized crossing at the Westborough Boulevard/Camaritas Ave/W Orange Ave intersection and another at the Westborough Boulevard/El Camino Real intersection.
Along Westborough Boulevard between Camaritas Avenue/W. Orange Avenue to Antoinette Lane, the vehicular travel lane width would need to be reduced to 10 feet to accommodate the improvements.
FIGURE 8: MEDIAN-RUNNING MULTI-USE PATH ON WESTBOROUGH BOULEVARD EAST WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 22 Segment 3B: Westborough Boulevard (East) – Class II Facility This alternative extends the Class II on-street bike lane from Camaritas Avenue/W Orange Avenue to Antoinette Lane as shown in Figure 9 for Alternative C. Along Westborough Boulevard between Camaritas Avenue/W Orange Avenue to Antoinette Lane, the vehicular travel lane width would need to be reduced to 11 feet to accommodate the Class II bike lane.
FIGURE 9: CLASS II FACILITY ON WESTBOROUGH BOULEVARD EAST WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 23 Segment 4A: I-280/Westborough Boulevard Interchange -
Diverging Diamond Interchange with At-Grade Multi-Use Path As shown in Figure 10 below, a diverging diamond interchange (DDI)1 for the I-280/Westborough Boulevard interchange with an at-grade, median-running, multi-use path is proposed. To accommodate the two directional crossover intersections with adequate spacing, Junipero Serra Boulevard would need to be realigned to the east. The realigned roadway would curve around the California Golf Club of San Francisco property as there is potential for right-of-way acquisition from the golf course. The realignment would require significant earth fill to build the north leg of the new intersection. There are also additions of an on-ramp from westbound (WB) Westborough Boulevard to southbound (SB) I-280 and an off-ramp from northbound (NB) I-280 directly onto Westborough Boulevard in both directions.
Under this alternative, the bicycle and pedestrian path continues through the median through the DDI, with crosswalks provided at both intersections within the DDI where the eastbound (EB) and westbound (WB) movements cross. The median-running multi-use path would begin at the east leg of Gellert Boulevard, with cyclists/pedestrians entering via the crosswalk. There would be two signalized crossings at each of the directional crossover intersections; one to exit the median on the "approach" side of the intersection and one to enter the median on the "contra flow" side of the intersection. The crossings would be timed with the traffic signal phases. Another crossing is proposed at the Westborough Boulevard/Junipero Serra Boulevard intersection. The facility would end at the east leg of Junipero Serra Boulevard, with cyclists/pedestrians exiting via the crosswalk.
Note: Ingress and egress to this facility could change depending on the alternatives selected for the "Westborough Boulevard - WEST" and "Westborough Boulevard - EAST" segments. The median path removes vehicle/pedestrian conflicts at the freeway on- and off- slip ramps. 1 The DDI is an alternative to the conventional diamond interchange or other alternative interchange forms. The primary difference is the design of directional crossovers on either side of the interchange. This eliminates the
need for left-turning vehicles to across the paths of
approaching through-vehicles. The DDI design has been
shown to improve the operations of turning movements
to and from the freeway facility and significantly reduces the number of vehicle-to-vehicle conflict points.
FIGURE 10: DDI WITH AN AT-GRADE, MEDIAN-RUNNING, MULTI-USE PATH This alternative was analyzed in
Synchro for operational analysis as
Scenario A
WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 24 Segment 4B: I-280/Westborough Boulevard Interchange -
Diverging Diamond Interchange at I-280/Westborough
Boulevard with Ribbon Path
The ribbon multi-use path eliminates conflicts between cyclists/pedestrians and vehicles for the entire segment, from the Westborough Boulevard/Gellert Boulevard intersection to the Westborough Boulevard/Junipero Serra Boulevard intersection. The ribbon path is longer than the median-running path in the previous concept, to accommodate the vertical ascent/descent required to have vertical clearance at the "cross-over" points.
FIGURE 11: DDI AT I-280/WESTBOROUGH BOULEVARD WITH A RIBBON PATH WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 25 Segment 4C: I-280/Westborough Boulevard Interchange -
Diverging Diamond Interchange at Junipero Serra Boulevard This alternative proposes a diverging diamond partial interchange for the I-280/Westborough Boulevard interchange, as shown in Figure 12. This would add a diagonal on-ramp from northbound Junipero Serra Boulevard south of Westborough Boulevard. This design also proposes to remove the slip lanes at the I-280 on- and off-ramps, as well as removing access to the NB I-280 on-ramp from the Junipero Serra Boulevard/Westborough Boulevard intersection.
This alternative is a crossover design on Junipero Serra Boulevard between Avalon Drive and Westborough Boulevard. As opposed to a full diverging diamond interchange, this design only provides an additional on-ramp to NB I-280 from the crossover segment, which connects to the existing NB I-280 loop on-ramp from Westborough Boulevard with a signal. Under this alternative, the existing NB I-280 on-ramp at the Junipero Serra Boulevard/Westborough Boulevard intersection is removed. The number of WB left turn lanes increases from one to two at the Junipero Serra Boulevard/Westborough Boulevard intersection. There is also an EBR turn pocket added. In addition, the NB lane configuration at this intersection is changed to have four total lanes (two dedicated left turn lanes onto Westborough Boulevard, one through lane, and one right turn lane).
This alternative would work in conjunction with the Class I facility on the east side of Junipero Serra Boulevard and Class IV facilities on the north and south side of Westborough Boulevard described earlier. These facilities are not included in the analysis of this alternative.
FIGURE 12: DDI AT JUNIPERO SERRA BOULEVARD WITH NB I-280 RAMP REMOVED This alternative was analyzed in
Synchro for operational analysis
as Scenario B1
WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 26 Segment 4D: I-280/Westborough Boulevard Interchange -
Diverging Diamond Interchange at Junipero Serra Boulevard This alternative proposes a diverging diamond partial interchange for the I-280/Westborough Boulevard interchange, as shown in Figure 13. This would add a diagonal on-ramp from northbound Junipero Serra Boulevard south of Westborough Boulevard. This design also proposes to remove the slip lanes at the I-280 on- and off-ramps, as well as removing access to the NB I-280 on-ramp from the Junipero Serra Boulevard/Westborough Boulevard intersection.
This alternative is a crossover design on Junipero Serra Boulevard between Avalon Drive and Westborough Boulevard. As opposed to a full diverging diamond interchange, this design only provides an additional on-ramp to NB I-280 from the crossover segment, which connects to the existing NB I-280 loop on-ramp from Westborough Boulevard with a signal. Under this alternative, the existing NB I-280 on-ramp at the Junipero Serra Boulevard/Westborough Boulevard intersection is removed. Instead, an entrance to the NB I-280 on-ramp from WB Westborough Boulevard is added. The number of WB left turn lanes increases from one to two at the Junipero Serra Boulevard/Westborough Boulevard intersection. There is also an EBR turn pocket added. In addition, the NB lane configuration at this intersection is changed to have four total lanes (two dedicated left turn lanes onto Westborough Boulevard, one through lane, and one right turn lane).
This alternative would work in conjunction with the Class I facility on the east side of Junipero Serra Boulevard and Class IV facilities on the north and south side of Westborough Boulevard described earlier. These facilities are not included in the analysis of this alternative.
FIGURE 13: DDI AT JUNIPERO SERRA BOULEVARD WITH NB I-280 RAMP SQUARED This alternative was analyzed in
Synchro for operational analysis
as Scenario B2
WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 27 Segment 4E: I-280/Westborough Boulevard Interchange -
Median-Running Multi-use Path on Westborough Boulevard
This alternative, shown in Figure 14 below, proposes a median-running multi-use path that would run along Westborough Boulevard between Gellert Boulevard and Junipero Serra Boulevard. This facility would meet the State of California's Class I designation.
The median-path would begin at the east leg of Gellert Boulevard, with cyclists/pedestrians entering via the crosswalk. There would be a crossing at the Westborough Boulevard/SB I-280 off-ramp Tintersection and another at the Westborough Boulevard/Junipero Serra Boulevard intersection. The facility would end at the east leg of Junipero Serra Boulevard, with cyclists/pedestrians exiting via the crosswalk. Note: Ingress and egress to this facility could change depending on the alternatives selected for the "Westborough Boulevard - WEST" and "Westborough Boulevard - EAST" segments.
To accommodate this multi-use facility, vehicular lane widths would need to be reduced in some areas. Lane widths would vary from 10 feet to 12 feet. This alternative avoids changes to the current interchange layout. The median path removes vehicle/pedestrian conflicts at the freeway on- and off- slip ramps.
This alternative has the least changes to the existing roadway. There are minimal additional improvements beyond the pedestrian and bicycle facilities that are common to all alternatives. Like Segment 4A, a median multi-use path for pedestrians and bicyclists on Westborough Boulevard is analyzed. Like Segment 4C and 4D, the number of WB left turn lanes increased from one to two at the Junipero Serra Boulevard/Westborough Boulevard intersection. In addition, the NB lane configuration at this intersection is changed to have two dedicated left turn lanes onto Westborough Boulevard, one left turn lane onto Westborough Boulevard or the NB I-280 on-ramp, and one through-left turn lane onto the on-ramp. There is also a short NBR turn pocket added to this intersection.
FIGURE 14: I-280/WESTBOROUGH INTERCHANGE MEDIAN RUNNING MULTI-USE PATH This alternative was analyzed in
Synchro for operational analysis
as Scenario C
WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 28
CHAPTER 5: TRAFFIC ANALYSIS RESULTS
WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 29
TRAFFIC ANALYSIS - LOS, VEHICLE DELAY, AND TRAVEL TIMES The future intersection level of service and vehicle delay at the study intersections for the AM and PM peak hours for each of the four scenarios (Scenario A, Scenario B1, Scenario B2, Scenario C) are presented in Table 1. In this chapter, Segment 4A, Segment 4C, Segment 4D, and Segment 4E are analyzed as Scenario A, Scenario B1, Scenario B2, and Scenario C, respectively. For signal-controlled intersections, the average delay is shown. Table 2 summarizes the travel times in each direction for the two study corridors.
The Synchro analysis reports, which include the intersection LOS, delay, and arterial travel time are included as appendices to the Appendix F: Concept Alternatives Evaluation Technical Memorandum.
WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 30 TABLE 1: LOS/VEHICLE DELAY FOR AM AND PM PEAK HOUR
INTERSECTION
FUTURE NO PROJECT FUTURE BUILD – SCENARIO A FUTURE BUILD – SCENARIO B1 FUTURE BUILD – SCENARIO B2 FUTURE BUILD – SCENARIO C
AM PM AM PM AM PM AM PM AM PM
LOS Delay
(sec) LOS Delay (sec) LOS Delay (sec) LOS Delay (sec) LOS Delay (sec) LOS Delay (sec) LOS Delay (sec) LOS Delay (sec) LOS Delay (sec) LOS Delay (sec)
JUNIPERO SERRA BOULEVARD/HICKEY
BOULEVARD E 56.8 E 71.0 C 32.4 D 40.5 C 31.3 D 41.6 C 31.4 D 41.6 C 31.4 D 41.7 JUNIPERO SERRA BOULEVARD/KING DRIVE C 24.4 C 27.4 C 24.4 C 27.4 C 24.4 C 28.1 C 24.4 C 27.4 C 24.4 C 27.4 JUNIPERO SERRA BOULEVARD/ARROYO DRIVE A 7.2 A 7.6 A 7.2 A 7.6 A 7.2 A 7.5 A 7.2 A 7.6 A 7.2 A 7.6
JUNIPERO SERRA BOULEVARD/WESTBOROUGH
BOULEVARD/I-280 NB ON-RAMP D 44.4 D 51.9 D 36.2 D 39.0 D 53.6 E 56.7 D 40.8 D 47.6 D 45.9 D 48.3
JUNIPERO SERRA BOULEVARD CROSSOVER
(NORTH) N/A N/A B 18.9 C 24.5 B 18.9 C 24.5 N/A
JUNIPERO SERRA BOULEVARD CROSSOVER
(SOUTH) N/A N/A C 24.0 C 29.9 C 24.0 C 29.9 N/A
JUNIPERO SERRA BOULEVARD/I-280 NB OFFRAMP/AVALON DRIVE C 32.7 E 55.4 B 19.3 B 17.2 B 18.6 C 21.1 B 18.6 C 21.1 B 18.7 C 20.1
WESTBOROUGH BOULEVARD/SKYLINE
BOULEVARD D 36.9 E 55.2 D 42.3 E 60.6 D 41.6 E 60.5 D 41.6 E 60.4 D 43.1 E 61.0
WESTBOROUGH BOULEVARD/SKYLINE
BOULEVARD WITH FEASIBLE MITIGATIONS N/A D 42.5 D 48.1 D 42.1 D 49.3 D 41.7 D 49.6 D 42.5 D 50.6
WESTBOROUGH BOULEVARD/CALLAN
BOULEVARD/OAKMONT DRIVE C 28.3 C 26.1 C 29.9 D 30.9 C 28.2 C 32.6 C 28.3 C 32.2 C 28.5 C 30.6 WESTBOROUGH BOULEVARD/GALWAY DRIVE B 17.5 B 11.7 B 17.8 B 13.1 B 19.8 B 12.3 C 20.2 B 12.4 B 18.4 B 12.9
WESTBOROUGH BOULEVARD/GELLERT
BOULEVARD C 34.2 C 33.2 D 36.4 D 31.2 D 42.4 C 33.7 D 39.9 C 34.1 D 41.5 D 52.3 WESTBOROUGH BOULEVARD/I-280 SB OFFRAMP A 7.4 B 10.2 See Corridor Travel Times Tablea B 10.2 B 19.0 B 15.1 B 19.0 A 7.4 A 8.2
WESTBOROUGH BOULEVARD/CAMARITAS
AVENUE/W ORANGE AVENUE B 16.1 B 18.6 C 31.5 C 22.9 B 11.0 B 17.8 B 11.2 B 15.3 C 27.7 B 18.7
WESTBOROUGH BOULEVARD/CHESTNUT
AVENUE/EL CAMINO REAL D 36.8 D 37.2 D 37.4 D 35.3 D 35.5 C 34.4 D 37.2 D 35.5 D 39.7 D 37.2 CHESTNUT AVENUE/ANTOINETTE LANE B 12.2 B 13.2 B 13.5 B 16.0 B 15.4 B 14.8 B 15.4 B 14.7 B 16.4 B 15.9 a There are six signalized intersections through the DDI, three in each direction. The LOS and delay at these individual intersections cannot be compared directly to the LOS and delay of the existing intersection.
Note:
BOLD values indicate unacceptable LOS and Delay
WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 31 TABLE 2: CORRIDOR TRAVEL TIMES
CORRIDOR/DIRECTION
FUTURE NO
PROJECT
FUTURE
BUILD –
SCENARIO A
FUTURE
BUILD –
SCENARIO B1
FUTURE
BUILD –
SCENARIO B2
FUTURE
BUILD –
SCENARIO C
AM PM AM PM AM PM AM PM AM PM
JUNIPERO SERRA
BOULEVARD
NORTHBOUND
5:50 5:55 6:04 6:49 6:51 7:53 6:51 7:40 6:04 6:16
JUNIPERO SERRA
BOULEVARD
SOUTHBOUND
5:32 5:29 5:31 5:31 7:13 6:17 6:53 6:18 6:17 5:37
WESTBOROUGH
BOULEVARD
EASTBOUND
7:04 7:37 7:41 6:59 7:29 6:58 7:19 7:01 7:30 6:53
WESTBOROUGH
BOULEVARD
WESTBOUND
6:59 7:41 7:22 7:36 6:42 6:57 6:52 6:59 6:54 6:55
The future build conditions operational analyses show that even with geometric changes to the corridors and intersections and installation of additional signalized intersections under the future build conditions, the impact to traffic operations is moderate, with some intersections experiencing improved operations. Among the two options for Scenario B, Scenario B2 was shown to have more favorable operational results and should be used for further evaluation. The impact to traffic is one of the five criteria used to evaluate the conceptual alternatives. Additional components such as the pedestrian and bicyclist experience and cost of implementation were also examined to provide a more comprehensive evaluation of the conceptual alternatives.
Detailed summaries of operational traffic analysis are provided in Appendix F for all future alternatives.
WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 32
CHAPTER 6: ALTERNATIVES EVALUATION AND
SCORING
WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 33
ALTERNATIVES EVALUATION
Qualitative and quantitative criteria were used to evaluate and screen the design alternatives. Each alternative was scored for each criterion as possessing benefits or impacts relative to current nobuild conditions. The evaluation criteria used is described below.
The scoring is on a scale from -3 (Very Significant Negative) to 3 (Very Significant Positive) with 0 a Neutral. The following describes the scoring criteria used to assign scores for each of the categories:
Cyclist Experience: The cyclist experience is one of the primary goals of the project needs and purpose statements. Scoring is based on cyclist level of comfort and potential for conflict with vehicles, pedestrians, and oncoming cyclists compared to the no-build condition.
Pedestrian Experience: The pedestrian experience criteria is also one of the main goals of the project needs and purpose statements. Scoring is based on pedestrian level of comfort and potential for conflict with vehicles and cyclists compared to the no-build condition.
Motorist Experience: This criterion evaluates the comfort and convenience of traveling the corridor by automobile. Although the focus of the project is on improvements to bike and pedestrian facilities, it is imperative that motorists are able to understand the road environment so they can interact with people on bike or foot safely. Scoring is based on motorist level of comfort; lane and shoulder widths; and potential for conflict with pedestrians, cyclists and other vehicles compared to the no-build condition.
Traffic Impact: The quantitative traffic impact along the project corridors and key intersections is evaluated by the intersection Level of Service (LOS), 95th percentile queues, and corridor travel times compared to future no-build conditions were used to determine scores for each alternative.
Cost: The cost criterion is assessed by recognizing the implementation of any improvement that requires funding. Projects that have a cost estimate of $10 million or less were given a score of +1, as it can be easier to obtain funding for a project within this range. Projects that have a cost estimate between $10 million and $30 million were given a score 0. Projects with a cost estimate greater than $30 million were given a score of -1, as it can be difficult to obtain funding for a project within this range.
Ease of Implementation: The ease of implementation criterion is evaluated based on the level of planning, design, and construction. It includes the impact that the project will have on the existing right-of-way, utilities, disruption to traffic, and overall construction complexity. This was used to determine the scores for each scenario.
EVALUATION CRITERIA
WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 34 Please note that the scores assigned below for the alternatives as part of the feasibility exploration phase of the project are preliminary. These scores are assigned to weigh the benefits and challenges for each alternative for comparison purposes. Design alternatives are scored in each criterion as possessing benefits or impacts relative to current No-Build conditions.
Segment 1: Junipero Serra Boulevard
The benefits, challenges, and score for each of the evaluation criteria for the Class I facility on Junipero Serra Boulevard are shown in Table 3.
Overall, this alternative is a very significantly positive option.
TABLE 3: EVALUATION OF SEGMENT 1: JUNIPERO SERRA BOULEVARD - CLASS I FACILITY
BENEFITS CHALLENGES SCORE
Cyclist Experience
• Vertical separation between motorists and
bicyclists
• Speed differential between eastbound
cyclists, westbound cyclists, and pedestrians 2
Pedestrian Experience
• Vertical separation between motorists and
pedestrians
• Speed differential between cyclists and
pedestrians.
•
2 Motorist Experience
• Motorists can make left and through
movements from Clay Avenue
• Removal of Clay Avenue pedestrian bridge
improves roadway visibility
• Shoulder eliminated to accommodate bicycle
facility.
1 Traffic Impact
• Fewer U-turn movements made north and
south of Clay Avenue due to signalization of
Clay Avenue
• Signalization of Clay Avenue is expected to
worsen corridor travel times on NB/SB
Junipero Serra Boulevard
0 Estimated Cost
$25 Million 0
Ease of Implementation
• • Relocation of existing utility poles
• Possible retaining walls at locations of
steep embankment
• Relocation of drainage inlets
• Partial removal of medians
• Horizontal modifications to Junipero Serra
Boulevard
1 WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 35 Segment 2: Westborough Boulevard - West
The benefits, challenges, and score for each of the evaluation criteria for the three conceptual designs for Westborough Boulevard West are shown in Table 4. The scores for the Two-Way Class IV and Class IV facilities are the same, while the scores for the Class I facility are lower, particularly with respect to the Ease of Implementation.
TABLE 4: EVALUATION OF SEGMENT 2: WESTBOROUGH BOULEVARD WEST SEGMENT 2A: TWO-WAY CLASS IV FACILITY SEGMENT 2B: CLASS IV FACILITY SEGMENT 2C: CLASS I FACILITY
BENEFITS CHALLENGES SCORE BENEFITS CHALLENGES SCORE BENEFITS CHALLENGES SCORE Cyclist Experience Cyclist Experience Cyclist Experience • Vertical separation
between motorists and
cyclists
• Reduced conflicts between
motorists and cyclists
• Separated facilities for
bicycles and pedestrians
• Speed differential between
eastbound cyclists and
westbound cyclists
• Cyclists may need to cross
the street at the cycle track
entry/exit points.
3 • Vertical separation between
motorists and cyclists
• Reduced conflicts between
motorists and cyclists
• Facilities separate bicycles
from pedestrians
• Vertical separation between
vehicles and cyclists is not as
robust.
3 • Vertical separation
between motorists and
cyclists
• Reduced conflicts between
motorists and cyclists
• Speed differential between
eastbound cyclists,
westbound cyclists, and
pedestrians 2
Pedestrian Experience Pedestrian Experience Pedestrian Experience • Separated facilities for
bicycles and pedestrians
• No sidewalk between Galway
Place and Oakmont Dr on the
south side of Westborough
Boulevard 0
• Facilities separate pedestrians
from bicycles
• Lack of sidewalks between
Galway Place and Oakmont Dr
on the south side of
Westborough Boulevard 0
• Vertical separation
between motorists and
pedestrians
• Speed differential between
cyclists and pedestrians
• Lacks sidewalks between
Galway Place and Oakmont
Dr on the south side of
Westborough Boulevard
-1
Motorist Experience Motorist Experience Motorist Experience • • Reduced lane width
• Roadway shoulder eliminated
-1 • • Reduced lane width
• Roadway shoulder eliminated
-1 • • Reduced lane width slows
traffic
• Removes vehicle shoulder
-1
Traffic Impact Traffic Impact Traffic Impact
• No improvement • Lane reduction at Gellert
Boulevard intersection from
three through lanes to two
through lanes
• Lanes reduced from three to
two between Gellert
Boulevard and Galway Drive
• Queue lengths for EBT and
WBT movements are
expected to worsen
significantly.
-1 • No improvement • Lane reduction at Gellert
Boulevard intersection from
three through lanes to two
through lanes
• Lanes reduced from three to
two between Gellert Boulevard
and Galway Drive
• Queue lengths for EBT and
WBT movements are expected
to worsen significantly.
-1 • No improvement • Lane reduction at Gellert
Boulevard intersection from
three through lanes to two
through lanes
• Lanes reduced from three to
two between Gellert
Boulevard and Galway Drive
• Queue lengths for EBT and
WBT movements are
expected to worsen
significantly.
-1
Estimated Cost Estimated Cost Estimated Cost
$9 Million 1 $7 Million 1 $11 Million 0
Ease of Implementation Ease of Implementation Ease of Implementation • Sidewalk can remain open
during construction.
• Requires the median to be
rebuilt in areas
• Requires coordination for
driveways
2 • Sidewalk can remain open
during construction.
• Requires the median to be
rebuilt in areas
• Requires coordination for
driveways
2 • • Requires the median to be
rebuilt in areas
• Requires coordination for
driveways
• Sidewalk closure during
construction. Requires
detours
-1
WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 36 Segment 3: Westborough Boulevard - East
The benefits, challenges, and score for each of the evaluation criteria for the two conceptual designs for Westborough Boulevard East are shown in Table 5. The Class I Facility scores better than the Class II Facility, except for the Estimate Cost.
TABLE 5: EVALUATION OF SEGMENT 3: WESTBOROUGH BOULEVARD EAST SEGMENT 3A: CLASS I FACILITY SEGMENT 3B: CLASS II FACILITY
BENEFITS CHALLENGES SCORE BENEFITS CHALLENGES SCORE
Cyclist Experience Cyclist Experience
• Vertical separation
between motorists and
bicyclists
• Speed differential between
eastbound cyclists, westbound
cyclists, and pedestrians 2
• Striped bicycle facility
extended to Antoinette
Lane.
• Narrow 4-foot bike lane
• No vertical separation
between motorists and
bicyclists
1 Pedestrian Experience Pedestrian Experience
• Vertical separation
between motorists and
pedestrians
• Speed differential between
cyclists and pedestrians 2
• No improvement • No new challenges
0 Motorist Experience Motorist Experience
• • Reduced lane width slows traffic
• Removes vehicle shoulder
-1 • • Reduced lane width slows
traffic
-2
Traffic Impact Traffic Impact
• No improvement • Removal of the EBR turn lane at
W. Orange Avenue is expected to
worsen intersection operations
from LOS B to LOS C and to
worsen EBT queue lengths
significantly.
• Median pedestrian crossing
distance is particularly long at El
Camino Real (approximately 130
feet), which is expected to
worsen intersection delay by
approximately 10 seconds and to
worsen EBL queue lengths
significantly.
-1 • No improvement • Removal of the EBR turn
lane at W. Orange Avenue
is expected to worsen
intersection operations
from LOS B to LOS C and
to worsen EBT queue
lengths significantly.
-1
Estimated Cost Estimated Cost
$11 Million 0 $2 Million 1
Ease of
Implementation Ease of Implementation
• Existing sidewalk can
remain open during
construction.
• Extensive reconstruction of
medians and roadway
• Additional bicycle crossing
signalization at intersections
3 • Fewer construction
elements
• Existing sidewalk can
remain open during
construction.
• Requires the median to be
rebuilt in areas
3 WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 37 Segment 4: I-280/Westborough Boulevard Interchange
The benefits, challenges, and score for each of the evaluation criteria for the five conceptual designs for the I-280/Westborough Interchange are shown in Table 6 and Table 7.
TABLE 6: EVALUATION OF SEGMENT 4A, 4B, AND 4E: I-280/WESTBOROUGH INTERCHANGE WITH IMPROVEMENTS ALONG WESTBOROUGH BOULEVARD SEGMENT 4A: DDI INTERCHANGE WITH AT-GRADE MULTI-USE PATH SEGMENT 4B: DDI INTERCHANGE WITH RIBBON MULTI-USE PATH SEGMENT 4E: MEDIAN-RUNNING MULTI-USE PATH
BENEFITS CHALLENGES SCORE BENEFITS CHALLENGES SCORE BENEFITS CHALLENGES SCORE Cyclist Experience Cyclist Experience Cyclist Experience • Vertical separation between
motorists and bicyclists
• Removes conflict points at
the slip right turns for the
freeway on- and off-ramps.
• Speed differential between
eastbound cyclists,
westbound cyclists, and
pedestrians
• Four crossings to get
through the corridor
2 • Vertical separation between
motorists and bicyclists
• Elimination of conflict points
between cyclists and vehicles
through the corridor
• No crossings to get through the
corridor
• Speed differential between
eastbound cyclists,
westbound cyclists, and
pedestrians
• Longer path to get through
the corridor
2 • Vertical separation between
motorists and bicyclists
• Removes conflict points at the
slip right turns for the freeway
on- and off-ramps
• Speed differential between
eastbound cyclists,
westbound cyclists, and
pedestrians
• Two crossings to travel
the corridor
2 Pedestrian Experience Pedestrian Experience Pedestrian Experience • Vertical separation between
motorists and bicyclists
• Removes conflict points at
the slip right turns for the
freeway on- and off-ramps
• Speed differential between
eastbound cyclists,
westbound cyclists, and
pedestrians
• Pedestrians cannot access
Westborough Square
without walking to the
Gellert Boulevard
intersection and using the
crosswalk to exit the
median-running facility.
2 • Vertical separation between
motorists and pedestrians
• Elimination of conflict points
between pedestrians and vehicles
through the corridor
• No crossings to get through the
corridor
• Speed differential between
cyclists and pedestrians
• Pedestrians cannot access
Westborough Square
without walking to the
Gellert Boulevard
intersection and using the
crosswalk to exit the
median-running facility.
• Longer path to travel the
corridor
1 • Vertical separation between
motorists and pedestrians
• Removes conflict points at the
slip right turns for the freeway
on- and off-ramps
• Uncomfortable speed
differential between
cyclists and pedestrians
• Pedestrians cannot access
Westborough Square
without walking to the
Gellert Boulevard
intersection and using the
crosswalk to exit the
median-running facility.
2 Motorist Experience Motorist Experience Motorist Experience • Interchange gains a NB I280 off-ramp
• Removes a traditional
intersection to minimize
vehicle turning conflicts
• Vehicles taking the SB I280 on-ramp from WB
Westborough Boulevard no
longer need to U-turn at
Gellert Boulevard
• Additional signalized
intersection
2 • Interchange gains a NB I-280 offramp
• Elimination of traditional
intersection minimizes vehicle
turning conflicts
• Vehicles taking the SB I-280 onramp from WB Westborough Boulevard no longer need to Uturn at Gellert Boulevard • Additional signalized
intersection
3 • The interchange has the same
layout such that drivers
familiar with the area do not
need to adjust.
• The reduced lane widths are
expected to reduce motorists
speeding on Westborough
Boulevard.
• Lane widths would be
reduced in some areas.
-1
Traffic Impact Traffic Impact Traffic Impact
• Removal of the NB I-280
on-ramp at Westborough
Boulevard/Junipero Serra
Boulevard is expected to
help maintain intersection
LOS despite the addition of
the median pedestrian
crossing.
• The addition of NB I-280
off-ramp at Westborough
Boulevard is expected to
shorten queue lengths for
NB movements at
• Additional signalized
intersections are expected
to worsen corridor travel
times on EB/WB
Westborough Boulevard
under most scenarios.
• Shorter storage lengths on
SB Junipero Serra
Boulevard due to alignment
changes
0 • The addition of NB I-280 off-ramp
at Westborough Boulevard is
expected to shorten queue lengths
for NB movements at
Westborough Boulevard/Junipero
Serra Boulevard.
• All signalized intersections through
the DDI operate simultaneously
with the same traffic signal timing
(a two-phase signal for EB and WB
movements).
• Additional signalized
intersections are expected
to worsen corridor travel
times on EB/WB
Westborough Boulevard
under most scenarios.
• Shorter storage lengths on
SB Junipero Serra Boulevard
due to alignment changes
0 • Number of lanes in each
direction of Westborough
Boulevard increases from two
to three through the
interchange.
• Increased number of NBL turn
lanes at Westborough
boulevard/Junipero Serra
Boulevard is expected to
shorten queue length for this
movement.
• Corridor travel time is
expected to worsen on EB
Westborough Boulevard
during the AM peak
period.
2 WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 38 SEGMENT 4A: DDI INTERCHANGE WITH AT-GRADE MULTI-USE PATH SEGMENT 4B: DDI INTERCHANGE WITH RIBBON MULTI-USE PATH SEGMENT 4E: MEDIAN-RUNNING MULTI-USE PATH
BENEFITS CHALLENGES SCORE BENEFITS CHALLENGES SCORE BENEFITS CHALLENGES SCORE Westborough
Boulevard/Junipero Serra
Boulevard.
• All signalized intersections
through the DDI operate
simultaneously with the
same traffic signal timing
(a two-phase signal for EB
and WB movements).
Estimated Cost Estimated Cost Estimated Cost
$54 Million -1 $69 Million -1 $5 Million 1
Ease of Implementation Ease of Implementation Ease of Implementation • • Right of Way acquisition
from golf course
• Construction staging and
detour
• Prolonged closure of the
Interchange
• Utility pole relocation along
Junipero Serra
• Retaining wall required for
steep embankment near
golf course
• Extensive reconstruction
of medians and roadway
-3 • • Right of Way acquisition
from the golf course
• Construction staging and
detour
• Prolonged closure of the
Westborough Interchange
• Utility pole relocation along
Junipero Serra
• Retaining wall required for
steep embankment near the
golf course
• Construction of ribbon path
pedestrian overcrossing
• Extensive reconstruction of
medians and roadway
-3 • The interchange has the same
layout. No changes to the
freeway on- and off-ramps.
• As the interchange layout will
be maintained, this alternative
is expected to be acceptable
to Caltrans.
• Ensure there is horizontal
clearance from the I-280
structural columns.
• Extensive reconstruction
of medians and roadway
3 WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 39 TABLE 7: EVALUATION OF SEGMENT 4C AND 4D: DDI PARTIAL INTERCHANGE AT JUNIPERO SERRA BOULEVARD SEGMENT 4C: DDI PARTIAL INTERCHANGE WITH NB I-280 RAMP
REMOVED
SEGMENT 4D: DDI PARTIAL INTERCHANGE WITH NB I-280 RAMP
SQUARED
BENEFITS CHALLENGES SCORE BENEFITS CHALLENGES SCORE
Cyclist Experience Cyclist Experience
• Vertical separation
between motorists and
bicyclists
• Facilities separate bicycles
from pedestrians
• Vertical separation between
vehicles and cyclists is not as
robust. 3
• Vertical separation
between motorists and
bicyclists
• Facilities separate bicycles
from pedestrians
• Vertical separation between
vehicles and cyclists is not as
robust. 3
Pedestrian Experience Pedestrian Experience
• Facilities separate
pedestrians from bicycles
• No new challenges 0 • Facilities separate
pedestrians from bicycles
• No new challenges 0
Motorist Experience Motorist Experience
• • Additional signalized intersection 2 • • Additional signalized intersection 2 Traffic Impact Traffic Impact
• The two crossover
signalized intersections
can operate
simultaneously as a twophase traffic signal.
• Removal of off-ramp from WB
Westborough Boulevard is
expected to worsen intersection
operations.
• Additional two signalized
intersections are expected to
worsen corridor travel times on
NB/SB Junipero Serra Boulevard
under the AM and PM peak
periods.
• Shorter storage lengths on NB
Junipero Serra Boulevard due to
addition of signalized
intersections
-1 • The two crossover
signalized intersections
can operate
simultaneously as a twophase traffic signal.
• Relocation of on-ramp
from Westborough
Boulevard/Junipero Serra
Boulevard is expected to
improve intersection
operations.
• Additional two signalized
intersections are expected to
worsen corridor travel times on
NB/SB Junipero Serra Boulevard
under the AM and PM peak
periods.
• Shorter storage lengths on NB
Junipero Serra Boulevard due to
addition of signalized
intersections
1 Estimated Cost Estimated Cost
$23 Million 0 $25 Million 0
Ease of Implementation Ease of Implementation
• • Utility relocation
• Removal of slip ramps require
extensive reconstruction
-2 • • Utility relocation
• Removal of slip ramps require
extensive reconstruction
-2
WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 40 CHAPTER 7: GRANT FUNDING IDENTIFICATION
c
WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 41
FUNDING PROGRAM MATRIX
The following section presents the funding program matrix highlighting the programs that were deemed to have a high and medium success probability in Table 8. More details can be found in Appendix G: Grant Funding Identification Memorandum.
WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 42 TABLE 8. FUNDING PROGRAM MATRIX
PROGRAM FUNDING CYCLE PROGRAM REQUIREMENTS PROJECT ELIGIBILITY SUCCESS
PROBABILITY
NON-FEDERAL SOURCES
Measure A & W
Pedestrian & Bicycle
Program
Agency: SMCTA
Website: Link
• Call for project on even
years
• Approximately $20
million available per call
for projects
• $160 million in funding
remaining
• $2 million maximum
funding request
• 10% matching funds
• Available to agencies and projects within San
Mateo County
• 95% funds to capital projects, 2.5% to planning and
promotional activities, and 2.5% to Safe Routes to
Schools
• Program objectives are to:
Reduce traffic congestion by safely connecting
to key destinations
Close gaps in the active transportation
network
Eliminate transportation barriers
Improve existing walking and biking facilities
Enhance safety for all ages and abilities
• Project is located within San Mateo
County
• Project improves walking and biking
conditions along Westborough
Boulevard
• Project addresses multimodal safety
concerns
• Project constructs new multimodal
facilities on Junipero Serra
Boulevard
High
Measure A & W
Highway Program
Agency: SMCTA
Website: Link
• Call for project on odd
years
• $100 million per call for
projects
• $900 million in funding
remaining
• Comprised of local funds
• 10% matching funds
• Maximum funding is 50%
of project costs
• Available to agencies and projects within San
Mateo County
• Projects must be listed in the 2004 Transportation
Expenditure Plan or a highway or interchange
project on I-280, US 101, or other main highway
• Program objectives are to:
Reduce congestion
Improve accessibility
Enhance safety
Countywide significance
Adhere to countywide and state planning
efforts
Reduce travel times
Accommodate multiple modes
• Project has received PID and PA&ED
funding from the program
• Project located on I-280 in San
Mateo County
• Project addresses program
objectives to reduce congestion,
improve travel times, and
accommodate multimodal travel
High
Local Partnership
Program (LPP)
Agency: CTC
• Call for project on even
years
• $200 million annually
• Comprised of state funds
• Formula funds available only to agencies with
voter approved tax or fee
• Competitive funds available to agencies with
dedicated transportation sales tax or impact fee
• Formula funds can fund any project phase
• SMCTA will need to be the
nominating agency and City the
implementing agency
• Project supports improved climate
and equity outcomes
Medium
WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 43 Website: Link • 50% funding match
required
• Competitive can only fund CON phase
• Projects need to be multimodal and demonstrate
VMT and GHG reduction
• Project reduces GHG emissions
• Project is multimodal, supporting
bicycle and pedestrian.
• Project supports local roadway
safety
• Project delivers health and safety
benefits
Solutions for Congested
Corridors Program
(SCCP)
Agency: CTC
Website: Link
• Call for project on even
years
• $250 million annually
• Comprised of state funds
• Matching funds not
required
• Funds active transportation and transit projects
• Eligible applicants are county transportation
commissions or Caltrans
• A Comprehensive Multimodal Corridor Plan
(CMCP) is required
• Project need to support program objectives:
Reduce GHG emissions
Reduce congestion and opt out of
congestion
Improve safety
Improve accessibility
Promote infill development
• I-280 is included in the US 101
South CMCP
• SMCTA or Caltrans would need to
be the applicant
• City could request CON funds
• Reduces GHG emissions and
provides accessibility
• Project provides congestion
reduction through non-capacity
increasing elements
• Project includes bicycle and
pedestrian facility improvements
Medium
State Transportation
Improvement Program
(STIP)
Agency: CTC and C/CAG
Website: Link
• STIP is a 5-year program
of projects updated
every two years on even
numbered years
• Regions receive a
funding estimate and
adopt and submit their
regional list of projects
through the RTIP to the
CTC by December on odd
number years
• No match requirement
• Funds capital projects including improvements to
state highways, local roads, public transit, intercity
rail, pedestrian and bicycle facilities, grade
separations, TDM, safety, intermodal facilities,
and sound walls.
• Must have PAED and environmental document
approved prior to programming construction
funds
• Requires a PSR or PSR equivalent
• C/CAG is responsible for selecting RTIP funded
projects
• C/CAG has a history of funding
local-agency administered projects
• Project is a capital project
improving the state as well as
bicycle and pedestrian facilities
• Project aligns with MTC’s Plan Bay
Area
• Project connects multiple
jurisdictions and is regional in
nature
Medium
WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 44 Highway Safety
Improvement Program
(HSIP)
Agency: Caltrans
Website: Link
• Call for project on even
years
• Comprised federal funds
• Maximum project
request of $10 million.
• Countermeasures
determine the maximum
reimbursement ratio.
• Projects align with California’s Strategic Highway
Safety Plan (SHSP)
• Enhance local safety programs and processes
• Streamline project decision-making and delivery
• Applicants must have a Local Roadway Safety Plan
(LRSP)
• Projects must have a minimum Benefit Cost Ratio
(BCR) of 3.5 to be considered and a BCR over 13 to
be awarded funding
• Project has roadway and
intersection safety
countermeasures
• Funds can be utilized for bicycle and
pedestrian safety
• Focus application on project
components with high crash rates
• City has an LRSP
Medium
FEDERAL SOURCES
One Bay Area
Grant (OBAG)
Agency: MTC
Website: Link
• Anticipated call for
applications Spring 2025
• Small Projects (less than
or equal to $1M) with a
minimum of $500,000.
65% of OBAG funds will
be awarded
• Large Projects (greater
than $1M) with a
maximum amount of
$5M.
• Funds from formulaic federal funds such as CMAQ,
RSTP, HIP
• Investment in Priority Development Areas (places
near public transit that are planned for new
homes, jobs and community amenities)
• Advance Plan Bay Area 2050
• Incorporate Recent MTC Initiatives: Equity
Platform, Safety/Vision Zero Policy, Express Lanes
Strategic Plan, and Transit Transformation Action
Plan
• Promote Equity and Safety: Equitable
considerations are integrated into projects
• Meet Federal Planning Requirements
• Coordinate with complementary funds
• Project promotes safety
• Project reduces GHG emissions and
improves air quality
• Project improves roads for all users,
supports community-led
transportation enhancements
• Project optimize roads for better
mobility
• Project is located within one mile of
the El Camino Real Project
Development Area
Medium
Safe Streets and Roads
for All (SS4A)
Website: Link
• Call for project every
year
• $1 billion available
annually
• Comprised of federal
funds
• $25 million maximum
funding request
• 20% non-federal funding
match
• Funds multimodal safety improvements, including
railroad crossings
• Need qualifying Comprehensive Safety Action Plan
to compete for Implementation Grants
• Project to support program objectives:
Enhance safety
Equitable investment in safety for
underserved communities
Evidence based projects
Reduce environmental impacts and promote
sustainability
Economic development and job creation
• City could request PS&E and CON
funds
• City has a LRSP and Bicycle and
Pedestrian Master Plan
Comprehensive Safety Action Plan
requirements
• Project addresses crash history
outside of the rail crossing
• Project implements multiple proven
countermeasures
• Project has a history of engagement
Medium
WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 45
FUNDING RECOMMENDATIONS
The Project team developed a list of funding recommendations and associated action items as mentioned below.
Measure A & W Pedestrian & Bicycle Program
We have identified the following action items for a potential Measure A & W Pedestrian & Bicycle Program application:
> Consider which project components would benefit from these funds. > Coordinate with SMCTA to gain their input on an application. > Identify if the project is located within the C/CAG plans. > Identify sources for matching funds.
Measure A & W Highway Program
The Project has been awarded $459,000 for the PID and $978,000 for the PA&ED phases from this program. The City should continue pursuing these funds to the maximum extent possible for future project phases.
Safe Streets for All
We have identified the following action items for a potential SS4A application:
> Consider submitting an Action Plan Self-Certification Form using the LRSP and Active South City plan in advance of applying.
> Coordinate with SMCTA on the potential to sponsor an application. > Determine a funding request, ideally under $10 million. > Review vehicle and non-motorized collision information to calculate the KSI per $1 million. > Connect with Representative Mullin office to notify them of the Project application and request support.
> Identify sources for matching funds.
Local Partnership Program
We have identified the following action times for the LPP grant application:
> Discuss with SMCTA if they will be lead applicant and the City be the implementing agency. > Obtain progress towards and timeline for City’s Pro-housing Designation as this is a benefit to securing program funding.
> Develop Project VMT reduction for Construction Year and Horizon Year to demonstrate alignment with program goals and calculate greenhouse gas (GHG) emissions reduction. > Prepare DAC map exhibit that shows how the community will benefit from increased active transportation facilities.
> Notify and Coordinate with Caltrans on the City’s intent to submit an application. > Request the maximum ask of 50% of project cost and identify the matching funds
APPENDIX
WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025
APPENDICES
APPENDIX A. BIKE LANES FOR THE BOULEVARDS PUBLIC PARTICIPATION PLAN APPENDIX B. PUBLIC OUTREACH SUMMARY MEMORANDUM
APPENDIX C: PROJECT GOALS AND EVALUATION CRITERIA MEMORANDUM APPENDIX D: EXISTING AND FUTURE NO BUILD CONDITIONS ANALYSIS TECHNICAL
MEMORANDUM
APPENDIX E: ALTERNATIVE SELECTION MEMORANDUM
APPENDIX F: CONCEPTUAL ALTERNATIVES EVALUATION TECHNICAL MEMORANDUM APPENDIX G: GRANT FUNDING IDENTIFICATION MEMORANDUM
WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 APPENDIX A. BIKE LANES FOR THE BOULEVARDS PUBLIC
PARTICIPATION PLAN
1 Public Participation Plan
The City of South San Francisco is committed to ensuring that drivers, cyclists and pedestrians all enjoy the highest level of safety on our local streets and roads. As part of that effort, the City is developing a plan to provide safer and low-stress bicycle and pedestrian facilities along Junipero Serra Boulevard from Avalon Drive to Hickey Boulevard, and along Westborough Boulevard from Callan Boulevard to Antoinette Lane. The City is especially aiming to improve pedestrian, cyclist and motorist safety and mobility in the Westborough Boulevard/I-280 interchange area by implementing crossing treatments at the I-280 on and off ramps and conduct a feasibility study to improve access. Public engagement will play a critical role in the development of this plan so that it may address residents’ concerns about the lack of bike and pedestrian facilities in the project area - specifically, the lack of sidewalk connectivity and a comfortable bike path along Westborough Boulevard near the I-280 interchange; lack of crosswalks at the Junipero Serra Boulevard/Westborough Boulevard intersection; and lack of sidewalks and bike paths along Junipero Serra Boulevard within the project limits.
This Public Participation Plan describes the goals, strategies, tools and tactics that will be used to provide opportunities for meaningful engagement with our community.
Participation Plan Goals
• Connect with the local community along the Junipero Serra Boulevard/Westborough Boulevard corridor including the Buri Buri Park area.
• Ensure that socio-economically diverse populations are meaningfully engaged in this process.
• Identify perceived unsafe routes along Junipero Serra Boulevard/Westborough Boulevard through the outreach effort and document those to inform the plan. • Collaborate with local community organizations and residents to build on previous and upcoming outreach efforts.
2 Key Messages
• The purpose of this plan is to identify improvements that will result in safe passage for pedestrians and cyclists along the Junipero Serra Boulevard and Westborough Boulevard corridors.
• Safer streets encourage active walking and biking which contributes to better health and wellness.
• Engagement efforts supporting the Junipero Serra Boulevard/Westborough Boulevard.
Pedestrian & Bicycle Connectivity and Safety Project will be guided by the City’s commitment to Diversity, Equity, and Inclusion.
• The Plan will increase the density of viable active transportation routes within the City and provide connections to the Westborough Square, South San Francisco Public Library, Centennial multi-purpose trail and the South San Francisco BART Station.
Key Audiences
• Stakeholder Advisory Committee (SAC)
• Residents of the Buri Buri Park neighborhood
• The Bicycle and Pedestrian Advisory Committee
• SSF Commission on Equity and Public Safety
• Students and families that walk and bike to and from school • Community Organizations serving school-aged populations • Families, students, and other stakeholders with limited access to multimodal transportation • SSF City Council
• SSF Traffic Safety Commission
• HOA groups
Tools and Tactics
The City will use a variety of tools and tactics for this community engagement effort. These activities will be used to gather input to the challenges and opportunities related to the safety of pedestrians and cyclists.
3 Brand Development
A specific brand has been developed for this project and made available in both English and Spanish to ensure
maximum project recognition and awareness.
Project Website
A project website, BikeLanesfortheBoulevards.com, has
been established to share project news, documents for public review, and opportunities for public comment. The site
includes an interactive map-based tool that allows users to make geo-specific comments within the project area,
identifying perceived safety issues and potential
improvements. This includes contact information and links to our collateral materials.
Collateral Development
DKS will develop a suite of educational materials to promote this effort and make them available in English and Spanish.
• Frequently Asked Questions
• Flyers/Posters for Workshops
• Pull-Up Banners with Links to Social Pinpoint
• Small Business Cards with Project Information
Social Media
Over the course of the project, a series of bilingual social media posts will be created by DKS and deployed by the City of South San Francisco on Facebook, and other social media and web-based platforms, as appropriate. The City will provide these materials to local community groups and stakeholders.
Diversity and Inclusion Outreach/Pop up Events (Four)
Many residents prefer not to attend public meetings and workshops so to maximize participation, DKS will attend a series of community events and “pop-up” opportunities to connect with the public. These events will include local family-oriented events, and community gatherings which may include:
• National Night Out – August 1, 2023
• Halloween Extravaganza – October 21, 2023
• New Public Library Opening – October 28, 2023
• South San Francisco Farmers Market – April 2024
Interactive Web-Based Tool
Community members and the public will be encouraged to use a web-based interactive mapping tool to identify places where they believe safety is a concern. The tool, called 4 Social Pinpoint, is multilingual so that all users can provide comments in over 130 languages.
All comments received will be provided for public review and will be organized by topic and/or suggestions and/or concerns. The site will remain active throughout the project.
Community Workshop
DKS will conduct a public workshop to allow the community to share their concerns and ideas regarding potential safety improvements along the project corridor. The workshop will include:
• Pre-meeting advertisement that clearly explains the intent, topic, and format of the event.
• Opportunities before and after workshops to submit comments/questions. • Live-polling activities as part of our online presentations. • Accommodation for Spanish language translation.
• A virtual version of the workshop that can be referenced following the meeting by those who were unable to attend.
Promotion Timeline
• Three-Four weeks prior:
o Social Media Event Posts
o Website Updates
o News Release
5 o City Announcements
• Two weeks prior:
o Social Media Posts re: Workshop Format and Goals
o Stakeholder Outreach (Schools/Chambers/Community Groups/Faith Based Groups)
o Website Updates
o eBlasts
• One week prior:
o Social Media
o eBlast Reminders
Program Evaluation
The consultant team will prepare a comprehensive summary report detailing all engagement efforts, comments received, and overall direction and input provided by the community. This will be a public document for complete transparency in the outreach efforts. The Evaluation Report will include:
• Number of participants/people reached by each tool.
• Demographics of participants.
• Number of comments/content of comments received.
• Feedback provided by participants on meeting accessibility, quality, and effectiveness. • Summary of how public comments received were or were not incorporated into the document.
These performance reports will serve to inform and improve future outreach and involvement programs and be a critical part of future grant application efforts to fund improvements identified by the plan.
WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 APPENDIX B. PUBLIC OUTREACH SUMMARY MEMORANDUM
PUBLIC OUTREACH
DATE: November, 2024
TO: Matthew Rubble, PE | City of South San Francisco
Lawrence Henriquez, PE | City of South San Francisco
FROM: David Mahama, PE | DKS Associates
Bincy Koshy | DKS Associates
SUBJECT: Junipero Serra Boulevard and Westborough Boulevard Bikeway Feasibility Study: Public Outreach Summary
P#20143-014
INTRODUCTION
This memorandum summarizes the general themes of the public outreach feedback and comments received from the project website, pop-up events, community workshop, city council members, and Caltrans staff conducted for the Junipero Serra Boulevard and Westborough Boulevard Bikeway Feasibility Study Project in the City of South San Francisco.
KEY THEMES
Key themes from the community workshop include:
• Many participants mentioned their preference for a multi-use path along Junipero Serra Boulevard and Westborough Boulevard with separate lanes for pedestrians and bicyclists.
Some participants expressed their concern about a two-way cycle track on the same side of the roadway given the speed differential while biking and chances for conflicts. This is also the case for pedestrians and bicyclists.
• Several participants expressed their interest in the diverging diamond interchange configuration at the interchange and acknowledged the safety benefits. Most participants mentioned that they prefer the median pedestrian and bicycle facility over the grade-separate multi-use path through the interchange due to it being too long to traverse the interchange area and higher costs being another factor.
• Participants agreed with removing the pedestrian overhead crossing at Clay Avenue and signalizing the intersection to avoid vehicles making tight right turns at high speeds onto Clay Avenue. Participants also agreed that signaling Arroyo Drive will help slow down fast turning vehicles.
2 • Participants mentioned the high speeds and lack of crossing opportunities and continuous pedestrian and bike facilities at Hickey Boulevard.
• Some participants expressed the importance of American Disability Act (ADA) accessibility along the pedestrian and bicycle facilities given the topographical elevation gain/drop in the area which makes it challenging to navigate for ADA populations. Some participants suggested making facilities wide enough and installing benches along the facility to accommodate seniors and ADA populations.
• Participants indicated the need for proper lighting and vertical physical separation of pedestrian and bicycle facilities from motor vehicle lanes along Junipero Serra Boulevard and Westborough Boulevard.
• Some participants mentioned the uncomfortable experience associated with crossing or traversing specific locations for pedestrians and bicyclists such as Camaritas Ave, Juniper Serra Boulevard/Westborough Boulevard, Junipero Serra Boulevard/I-280 ramps due to high vehicular speeds.
• Participants suggested giving pedestrians/bicyclists a lead timing advance to cross at intersections before motor vehicles.
Key themes from the project website include:
• About 372 people visited the website, 187 people viewed the project information, 53 participants provided feedback/comments, and 106 comments in total were provided. • Majority of the comments received (65% of total comments) were related to biking and walking concerns.
• The top challenges include lack of pedestrian and bicycle infrastructure, high vehicular speeds, walking/biking alongside vehicular traffic, and crossing challenges. o Respondents expressed the need to improve accessibility and connectivity for pedestrian and bicyclists by installing dedicated off-street facilities including access to major destinations such as Westborough Square from Buri Buri neighborhood and Avalon Park.
o Several respondents indicated that high vehicular speeds are a major barrier to walking and biking in the area, especially along Junipero Serra Boulevard, Westborough Boulevard, the interchange, the I-280 ramps along Westborough Boulevard, Clay Avenue, Arroyo Drive, Chestnut Avenue/El Camino Real. o Many participants also mentioned the challenge with a lack of vertical separation (physical buffer) for bicyclists along major roadways (Junipero Serra Boulevard, Westborough Boulevard). Currently, they bike/walk alongside high vehicular capacity traffic travelling at high speeds along with topographical elevation gain/drop which makes the overall experience very uncomfortable.
o Participants relayed that crossing at certain locations and intersections is challenging due to high traffic speeds specifically at Junipero Serra Boulevard/Hickey Boulevard, Chestnut Avenue/Antoinette Lane, I-280 ramps/Westborough Boulevard, and Gellert Boulevard/Westborough Boulevard.
3 • Respondents expressed the need for traffic calming measures to reduce speeds; dedicated bike and pedestrian facilities with vertical physical barriers along Junipero Serra Boulevard and Westborough Boulevard; and safe and comfortable crossing opportunities; proper lighting along pedestrian and bicycle facilities; and signage and markings (green paint) to alert drivers of pedestrian and bicycle facilities.
PUBLIC OUTREACH BACKGROUND
In order to provide guidance to the City of
South San Francisco for the development of
non-motorized alternatives for Junipero Serra
Boulevard and Westborough Boulevard, a
community workshop was conducted to solicit
public input on potential alternatives for the
two roadways. The following sections provide
an overview of the process and results of the
community workshop. Social Pinpoint website
(BikeLanesfortheBoulevards.com) was
available online for almost one year; July 17,
2023 to the present, and 53 participants
provided responses and input. Five different
pop-up events were also held around the City
over the past year to solicit feedback. The following sections summarize the responses from the community workshop, website, and pop-up events in detail.
COMMUNITY WORKSHOP
On June 25th, 2024, a community workshop was
conducted from 6pm – 8pm at the South San
Francisco Public Library located at 901 Civic
Campus Way, South San Francisco, CA 94080.
Around 20-30 people attended the workshop. In
coordination with City staff, DKS Associates
collaborated with Mark Thomas to prepare
materials for the workshop such as:
• Welcome sign
• Website sign with website link and QR
code
COMMU N ITY WORK SHO P , SOUTH SAN FRAN C IS CO PU BL I C L IBRA RY , JUNE 2 5 TH , 2 0 24
COMMU N ITY WORK SHO P , SOUTH SAN FRAN C IS CO PU BL I C L IBRA RY , JUNE 2 5TH , 2 0 24
4 • Presentation board displaying all concepts and
alternatives proposed for Junipero Serra
Boulevard and Westborough Boulevard
(prepared by Mark Thomas)
• Presentation (prepared by DKS Associates)
• FAQ document summarizing project
background
• Sign-In sheets for participants
• Comment sheets to write down comments
• Spanish interpretation
Public input is vital to the development of this study
and the community workshop was one of the ways
where the public could share their thoughts and
ideas. DKS conducted a presentation on the study to
introduce pedestrian and bicycle concepts being proposed after which the public were allowed to review the boards at different stations showing the alternatives. City and consultant staff were present at each station to explain the different alternatives being explored. The public were given opportunities to provide feedback in many ways including:
• Verbally through discussions with staff (documented in the section below).
• Project website using the QR code which was shared during the presentation and included in all the materials.
• Comment sheets.
• Sticky notes which were pasted on the boards.
COMMU N ITY WORK SHO P , SOUTH SAN FRAN C IS CO PU BL I C L IBRA RY , JUNE 2 5 TH , 2 0 24
PRESENTAT ION A T COMMUN IT Y WORK SHO P
BOARD S D IS PLA Y ING ALT ERN AT IVES FOR JU N IPE RO SER RA BOULEVA RD AND WESTBORO UGH BOULEVARD 5 Public Feedback Notes
The following notes what we heard from the public at the community workshop:
Location Specific Comments:
• At Clay Avenue:
o Participants agreed with signalizing this intersection and removing the pedestrian bridge.
o Speeding vehicles making tight right turns onto Clay Avenue. • At King Drive, participants suggested:
o Getting rid of the right-turn slip lanes to slow down motor vehicles. o Replacing parking lanes with bike lanes to improve safety and non-motorized travel. • At Hickey Boulevard:
o Traffic speeds are high and seems less comfortable for bicyclists crossing the intersection.
• At Arroyo Drive:
o Participants agreed with signalizing this intersection. Other suggestions at the intersection include:
▪ Continuing the multi-use facility (alternative) through the intersection. ▪ Consider slowing down westbound right-turning vehicles to increase comfort for pedestrians and bicyclists.
BOARD S D IS PLA Y ING ALT ERN AT IVES AT COMMU N IT Y WORK SHO P
PU BL IC INTE RA CT IO N W ITH C ITY/ CONSUL TANT
STAFF ABOUT PRO JE CT A LTE RNAT IVES
6 • At Oakmont Drive:
o Westbound left green time is considerably short especially during school pick-up times (allows around three vehicles) per participants.
• At Fleetwood Drive:
o A participant suggested signalizing this intersection. • At Olympic Drive:
o A participant suggested signalizing this intersection due to downhill eastbound through traffic speeding along Westborough Boulevard, therefore not allowing gaps for westbound left turns onto Olympic Drive. It should also be noted that this is the roadway that drivers take to get to Monte Verde Elementary School located further south.
• At Gellert Boulevard/ Westborough Boulevard:
o A participant indicated the need for a bike box in the westbound direction to reserve space for bicyclists at the intersection.
o A participant also expressed their concern for fast-right turning vehicles from Gellert onto Westborough Boulevard.
• At Antoinette Lane:
o One participant expressed the need to improve safety for pedestrians and bicyclists. • At Orange Avenue:
o A participant mentioned the high number of conflicting movements between pedestrians, bicyclists, and motor vehicles, making it less comfortable for all. • Two participants mentioned the lack of comfort for pedestrians and bicyclists near slip lanes as motor vehicle speeds are high (at Camaritas Ave, Juniper Serra Boulevard/Westborough Boulevard, Junipero Serra Boulevard (I-280) Southbound Ramps).
Comments on proposed alternative options include:
• Many participants expressed their interest in a multi-use path along Junipero Serra Boulevard and Westborough Boulevard with separation for pedestrians and bicyclists within the facility. o One participant mentioned the multi-use path along Westborough Boulevard is the best option given Westborough Middle School is located along the roadway, just to the east of Callan Boulevard - the facility would be ideal for students. o In addition, the participant suggested the need for pedestrian crossing signals or other safety improvements at the school entrance along Westborough Boulevard to alert drivers during school drop-off and pick-up times.
o The participant also added that it would be ideal for parents driving to wait in their vehicles within the school premises parking lot rather than along Westborough Boulevard during school pick-up time if the school allows it. o Participants discussed a need to consider American Disabilities Act (ADA) accessibility and inclination of terrain/elevation when considering a multi-use path along Junipero Serra Boulevard and through the interchange.
o Inclusion of wheelchair along with bicyclists should be accounted for with width of multi-use path as wheelchair users would be moving at a slower pace compared to 7 bicyclists. Separation of pedestrian and bicycle paths within the multiuse path facility should be considered.
o Some participants suggested installing benches by the multi-use path specifically at elevation gain points such as through the interchange especially for older populations. • At places with steep elevation gain/drops, for example, along Westborough Boulevard from Skyline Boulevard to Gellert Boulevard, a two-way cycle track can be less comfortable for bicyclists going in the opposite direction given the speed differential. This could also be the case for pedestrians and bicyclists – several participants expressed concerns over this. Thus, although many participants indicated their preference for the multi-use path facility, some participants suggested directional bike lanes and sidewalks on either side of the road or clear separation between pedestrians and bicyclists within a multi-use path to avoid conflicts. • Many participants preferred the diverging diamond configuration at the interchange and acknowledged the safety benefits for all users, especially for pedestrians and bicyclists. o Some participants expressed concern over the separate pedestrian and bicycle facility through the interchange being too long to traverse the interchange area. A participant also expressed concern over the increased delay of motor vehicles with this configuration.
o Participants preferred the median multi-use path through the interchange over the grade-separated multi-use facility that loops through the interchange, cost being one of the factors mentioned.
o Many participants fully support the median pedestrian and bicycle facility along Westborough Avenue.
General comments include:
• Some participants indicated that existing bike lanes along Junipero Serra Boulevard are not well maintained or cleaned.
• Many participants emphasized the high speed of motor vehicles on these roadways which makes biking less comfortable.
o Adding speed limits specifically for electric bikes was suggested. • Improve lighting near pedestrian and bicycle facilities especially in neighborhood areas. • Participants stressed the need for proper separation/buffer between bicyclists/pedestrians and motor vehicles.
o Some participants mentioned the pedestrian volume is high along Westborough Boulevard between Junipero Serra Boulevard and El Camino Real and motor vehicle speeds are very high. Hence, there is a need to improve safety by installing vertical barriers for sidewalks.
• A participant mentioned the importance of aesthetics of pedestrian and bicycle facilities. • Few participants mentioned exploring bike signals.
• Some participants suggested giving pedestrians/bicyclists a lead timing advance to cross at intersections before motor vehicles.
• Couple of participants requested bicycle repair stations. 8 POP-UP EVENTS
Five pop-up events were conducted in collaboration
with the City to inform the public, solicit feedback
from the public. The events took place at the
following locations around the city:
• National Night Out Event at Buri Buri Park,
August 1, 2023.
• South San Francisco Public Library, October
28, 2023.
• Farmer’s Market at Orange Memorial Park,
April 27, 2024.
• St. Augustine
Catholic Church,
June 21, 2024.
• National Night Out
Event at South
San Francisco
Public Library,
August 6, 2024.
At these pop-up events, the Project website was used to collect feedback as comments on the map and document
the public’s concern. Based on comments, the project team expanded the extent of the project to address concerns.
The section below (Project Website) includes the summary of what we heard from the public – a summary of the
comments received thus far is provided.
CITY COUNCIL MEETING
The Project team met with City council members on August 14th, 2024 at the South San Francisco Public Library located at 901 Civic Campus Way, South San Francisco, CA 94080 to discuss the proposed alternatives. Below is a summary of the council members’ feedback:
• Council members stated that the diverging diamond interchange configuration might be too costly. However, due to its multiple benefits, this configuration should be studied further. • Improving lighting along both roadways is important to enhance safety. • Council members are interested in reviewing the associated cost for each alternative which will be included in the final feasibility report.
PO P-U P EVENTS A T VA R IOU S LO CAT IO NS AROUND THE
C ITY
9 CALTRANS MEETING
The Project team met with Caltrans staff on September 27 th, 2024 virtually to discuss the project
and introduce the alternatives. Below is a summary of the Caltrans staff feedback:
• Coordination will be needed in case of significant right-of-way impacts for the realignment of Junipero Serra Boulevard if a diverging diamond interchange configuration is considered. • No major concerns were raised about the design exception that may be required for the median multi-use path. Caltrans noted a similar facility that is coming up in Lafayette, CA1.
Few things to consider for the median multi-use path include proper access and connection to/from the facility and no conflicting left turns.
• Staff stated that to start the Project Initiation Document (PID) phase. A co-op agreement will need to be prepared and submitted
• Encroachment permit checklist will need to be reviewed for the neighboring highways (SR35, SR-82, and I-280)
PROJECT WEBSITE
The DKS team created a project website using Social Pinpoint that provides an overview of the project and also includes an interactive map that visitors can click and leave feedback/suggestions/concerns related to pedestrian facilities, bicycle facilities, safety challenges etc. at specific locations. The website (BikeLanesfortheBoulevards.com) was available online for almost one year; July 17, 2023 to the present. Figure 1 shows the project website with the interactive map.
FIGURE 1. PROJECT WEBSITE
1 Similar facility coming up in Lafayette, CA - https://www.lovelafayette.org/city-hall/city-departments/engineering/cityconstruction-projects/pleasant-hill-rd-center-median-multi-use-pathway 10 As shown in Figure 2, 372 people visited the website, 187 people viewed the project information, 53 participants provided feedback/comments, and 106 comments in total were provided.
FIGURE 2. WEBSITE STATISTICS
The comments were categorized into the following categories:
• Bike concerns
• Pedestrian Concerns
• Safety Concerns
• Other Comments
In total, 106 comments were received via the website. As shown in Figure 3, 40 comments (approximately 38%) fall under bike concerns, 29 (approximately 27%) fall under pedestrian concerns, 22 (approximately 21%) fall under safety concerns, and 15 (around 14%) fall under other comments.
FIGURE 3. WEBSITE COMMENTS CATEGORY
Barriers to Walking and Biking
38%
27%
21%
14%
Bike Concerns Pedestrian Concerns Safety Concerns Other Comments 11 Participants provided comments describing the challenges they face walking and biking in the study region. Key themes that appeared in multiple responses included:
• Narrow lanes
• No pedestrian and bicycle infrastructure
• Walking/biking alongside vehicular traffic
• Poor lighting
• High vehicular speeds
• Crossing challenges
• Vehicle turning movements
• Landscaping challenges
• Elevation gain/drop challenges
Figure 4 illustrates the number of comments received related to each of the challenges mentioned above. As shown, the top challenges include lack of pedestrian and bicycle infrastructure (22 comments), high vehicular speeds (22 comments), walking/biking alongside vehicular traffic (19 comments), and crossing challenges (17 comments).
Respondents indicated there is no dedicated pedestrian and comfortable bicycle infrastructure (sidewalks and bike lanes) along Junipero Serra Boulevard and Westborough Boulevard roadways and the interchange. There is a lack of dedicated, connected and accessible facilities to get to major destinations like Westborough Square in the west from Buri Buri neighborhood in the east and Avalon Park in the south – they currently have to go further out of the way along King Drive in the north to get to Westborough Square. Near Hickey Boulevard, where there are residential and commercial areas, there is a lack of connected and continuous pedestrian and bicycle facilities whereas along El Camino Real, respondents indicated the need for dedicated facilities especially around the Chestnut Avenue/El Camino Real area.
Many respondents indicated that high vehicular speeds along Junipero Serra Boulevard and Westborough Boulevard, specifically around the interchange and I-280 on-ramps and off-ramps are major barriers to walking and biking. Other locations include Juniper Serra Boulevard/Clay Avenue where vehicles make right turns heading southbound on Junipero Serra Boulevard into Clay Avenue at very high speeds; Juniper Serra Boulevard/Arroyo Drive where it is challenging for bicyclists to make a left turn from Arroyo Drive onto southbound Junipero Serra Boulevard; El Camino Real/Chestnut Avenue where there are multiple lanes with traffic traveling at high speeds on both main roadways, making it challenging for people to walk/bike through the intersection.
Respondents expressed that the lack of physical protection for bicycle infrastructure (dedicated lane with protection) makes it challenging to bike in this region, especially with higher vehicular capacity, speeds, and topographical elevation gain/drop along Junipero Serra Boulevard and Westborough Boulevard.
Many respondents indicated challenges crossing roadways in the region due to high vehicular speeds, no crossing opportunities/no connected facilities etc. specifically at Junipero Serra Boulevard/Hickey Boulevard, Chestnut Avenue/Antoinette Lane, I-280 ramps/Westborough Boulevard, and Gellert 12 Boulevard/Westborough Boulevard. Respondents also mentioned the lack of lighting along Westborough Boulevard.
FIGURE 4. BARRIERS TO WALKING AND BIKING
Gaps and Needs
Figure 5 shows the number of comments received related to the needs and gaps in the study region.
Per the comments, respondents expressed the need for:
• Traffic calming measures to slow down vehicular traffic as currently speeds are too high (along Junipero Serra Boulevard, Westborough Boulevard, interchange, I-280 ramps, Clay Avenue, Arroyo Drive etc.) making it harder for bicyclists to bike alongside vehicular traffic and also for pedestrians to use crosswalks.
• Installing crosswalks in all directions and signalizing intersections to improve safety, increase facility connectedness etc. at intersections such as Hickey Boulevard, Clay Avenue, Arroyo Drive, Gellert Boulevard etc.
• Providing vertical separation/barrier along dedicated bike lanes/multi-use path for bicyclists along Junipero Serra Boulevard and Westborough Boulevard. • Install (or extend) dedicated sidewalks and bike lanes and provide signage and markings for bike lanes (green paint) to alert drivers of bike lane presence along Junipero Serra Boulevard, Westborough Boulevard, El Camino Real etc.
• Provide proper lighting along Junipero Serra Boulevard and Westborough Boulevard. 3 22
19 7
22 17
7 1
7 30
0 5
10 15
20 25
30 35
Narrow LanesNo Ped-Bike InfrastructureWalking/biking alongside Vehicular Traffic
Poor LightingHigh Vehicular SpeedCrossing ChallengesVehicle Turning MovementsLandscaping ChallengesElevation Gain/Drop ChallengesOther 13 FIGURE 5. GAPS AND NEEDS
CONCLUSION
The project team will take into consideration the public feedback and will refine the alternatives that are being explored as needed.
16 13
15 17
6 26
7 0
5 10
15 20
25 30
Physical Barriers
between Bikes and
Traffic
Dedicated Bike
Lanes/Paths
Sidewalks/Pedestrian
Path
Crosswalks/SignalizationSignage/MarkingsTraffic Calming Measures
Lighting
WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 APPENDIX C: PROJECT GOALS AND EVALUATION CRITERIA
MEMORANDUM
TASK 4 - PROJECT GOALS AND EVALUATION CRITERIA
MEMORANDUM
DATE: September 19, 2023
TO: Matthew Rubble, PE | City of South San Francisco
Lawrence Henriquez, PE | City of South San Francisco
FROM: David Mahama, PE | DKS Associates
Meron Shiferaw, PE, PTOE | DKS Associates
Frank Appiah, EIT| DKS Associates
SUBJECT: Westborough Boulevard/I-280/Junipero Serra Boulevard Pedestrian and Bicycle Improvements Feasibility Study: Project Goals and Evaluation Criteria
Project #20143-014
INTRODUCTION
The purpose of this memorandum is to define the project and identify the need for the feasibility study of bikeways on Junipero Serra Boulevard and Westborough Boulevard corridors. It includes the purpose and needs statements as well as the project limits. This memo further details the evaluation criteria that will be used to assess and screen the various alternatives designs proposed for the improvement of Junipero Sera Boulevard and Westborough Boulevard.
PROJECT BACKGROUND
The City of South San Francisco’s Active South City Final Report June 2022 outlines the City’s vision to create an environment that supports walking, bicycling and active living that enables people of all ages and abilities to comfortably access schools, jobs, recreational centers, shops, and transit centers either by walking or bicycling.
Active Transportation enhances physical activities and improves the overall health of people living in the community. Active modes are important for residents who do not have access to a vehicle, as well as for residents who would like to drive less or prefer to use another mode of transportation within the study area. The 2022 Active South report identifies network connectivity and accessibility, as well as high traffic stress bicycle facilities as key challenges that face active transportation in the project study area.
The segment of Westborough Boulevard between the I-280 interchange and its intersection with Junipero Serra Boulevard presents substantial challenges for pedestrian and cyclist safety and accessibility. There are no pedestrian crossing treatments at the channelized right-turn approach of the I-280 southbound off-ramp. A limited-width sidewalk, measuring 4 to 5 feet, is currently available only on north side of Westborough Boulevard, extending from Gallert Boulevard to Junipero Serra Boulevard. The sidewalk terminates at the Junipero Serra Boulevard intersection where there are no protected crosswalks, and the I-280 northbound on-ramp connects as a fifth leg to the intersection. In addition to the lack of safe and accessible pedestrian facilities along this segment, there is no safe bicycle infrastructure. This area is also on the Vehicle High Injury Network in the C/CAG Local Roadway Safety Plan (LRSP).
Westborough Boulevard and Junipero Serra Boulevard have been identified as corridors with high Level of Traffic Stress for pedestrians and bicyclists due to the high speeds of traffic on these corridors. Westborough Boulevard is on the Pedestrian High Injury Network in the C/CAG LRSP, and the northern segment of Junipero Serra Boulevard is on the bicycle High Injury Network. The City seeks to improve safety and enhance access and connectivity within the project study area by providing low stress pedestrian and bicycle facilities.
This project will explore the possibility of adding bikeway facilities along the Junipero Serra Boulevard and Westborough Boulevard to attract interested but concerned cyclists while improving safety.
PURPOSE AND NEED STATEMENTS
PURPOSE
The purpose of the project is to:
1. Improve safety and mobility through the Westborough Boulevard/I-280 interchange area to ensure safer transitions for all modes of travel.
2. Install low stress bikeway facilities and sidewalks along Junipero Serra Boulevard and Westborough Boulevard.
3. Enhance network accessibility and connectivity within the study area.
4. Improve the safety of bicyclists and pedestrians.
NEED
Residents have expressed several concerns about the lack of pedestrian and bicycle facilities in the project area. The main issue is the challenge faced by pedestrians and cyclists trying to navigate through the I-280 on and off ramps, an area that currently lacks suitable infrastructure for nonmotorized modes of travel. Other concerns include lack of crosswalks at the Junipero Serra Boulevard/Westborough Boulevard intersection and lack of sidewalk connectivity and a low stress bicycle facility along Junipero Serra Boulevard and Westborough Boulevard.
The lack of pedestrian facilities and a comfortable environment for cyclists discourages active transportation in the project area. Under the existing conditions, these corridors are dedicated almost exclusively to motorized vehicle travel. The Active South Report March 2022 identifies Junipero Serra Boulevard and Westborough Boulevard as having a high level of traffic stress for bicyclists. Figure 1 shows a map of bicycle level of traffic stress along Junipero Serra Boulevard and Westborough Boulevard.
Figure 1: Bicycle Level of Traffic Stress (Source: Active South City Plan 2022) Additionally, lack of these facilities creates an unpleasant and hazardous environment for residents in the Buri Buri Park neighborhood on the east side of Junipero Serra Boulevard and I-280 Freeway who wish to walk or bike to access the Westborough Square shopping center on the west side of the I- 280 Freeway. Figure 2 shows a map of missing sidewalks along Junipero Serra Boulevard and Westborough Boulevard.
Figure 2: Missing Sidewalks (Source: South City Active Plan, 2022)
PROJECT LIMITS
The project area is located on the west side of South San Francisco (SSF). Junipero Serra Boulevard serves as a north-south arterial that provides access to and from the I-280 Freeway.
Westborough Boulevard is a major east-west arterial that provides connections to El Camino Real/SR 82 on the east end and I-280 Freeway on the west end of the project limits. It also provides access to destinations such as the Westborough Square shopping center, Grand Avenue Library and the Centennial Way Trail. Westborough Boulevard becomes Sharp Park Road at Skyline Boulevard/Highway 35 west of the project limits. Figure 3 shows the map of the project corridors with the proposed limits for the study.
Figure 3: Map of project corridors
EVALUATION CRITERIA
The Civil team will develop several alternative designs for the improvement of Junipero Serra Boulevard and Westborough Boulevard. This section details the qualitative and quantitative criteria that will be used to evaluate and screen the design alternatives to arrive at the most feasible and preferred alternative. The selected alternative will address the concerns of the community and achieve maximum safety for cyclists.
The alternative design options for the improvements of the Junipero Serra Boulevard and Westborough Boulevard will be assessed qualitatively by the following list of criteria:
• Cyclist Experience
• Pedestrian Experience
• Motorist Experience
• Traffic Impact
• Cost
• Ease of Implementation
The evaluation criteria are briefly described below.
CYCLIST EXPERIENCE
The cyclist experience criteria will have a significant weight because it is one of the primary goals of the project needs and purpose statements. The perceived safety, accessibility and level of comfort for traveling along the project corridor by bike will be evaluated by the Level of traffic stress.
PEDESTRIAN EXPERIENCE
The pedestrian experience criteria will have a significant weight because it is one of the primary goals of the project needs and purpose statements. The perceived safety, accessibility and level of comfort for traveling along the project corridor by foot will be evaluated by the Level of traffic stress.
MOTORIST EXPERIENCE
This criterion evaluates the comfort and convenience of traveling the corridor by automobile.
Although the focus of the project is on improvements to bike and pedestrian facilities, it is imperative that motorists are able to understand the road environment so they can interact with people on bike or foot safely.
TRAFFIC IMPACT
The quantitative traffic impact along the project corridors and key intersections will be evaluated by the level of service, delay, and queueing.
COST
The cost criterion will be assessed by the amount of funding needed to implement the project. This will include the cost for project implementation elements including design, construction, right-ofway/easement acquisition, utility relocation etc. A 30% contingency will be included in the alternative cost estimates.
EASE OF IMPLEMENTATION
The ease of implementation criterion will be evaluated based on the level of planning, design, and construction. It will include the impact that the project will have on the existing right-of-way and utilities.
SCORING OF CRITERIA
Design alternatives will be scored in each criterion as possessing benefits or impacts relative to current No-Build conditions. The score will be on a scale of 1 to 3 as shown in Table 1. The concept that scores the highest point will be adopted for further studies.
TABLE 1: CRITERIA SCORE
SCORE DESCRIPTION
NUMERICAL
VALUE
VERY SIGNIFICANT POSITIVE 3
SIGNIFICANT POSITIVE 2
MINOR POSITIVE 1
NEUTRAL 0
MINOR NEGATIVE -1
SIGNIFICANT NEGATIVE -2
VERY SIGNIFICANT NEGATIVE -3
WESTBOROUGH BLVD/I -280/JUNIPERO SERRA BLVD PEDESTRIAN AND BICYCLE IMPROVEMENTS FEASIBILITY STUDY • FINAL FEASIBILITY REPORT • JANUARY 2025 APPENDIX D: EXISTING AND FUTURE NO BUILD
CONDITIONS ANALYSIS TECHNICAL MEMORANDUM
JUNIPERO SERRA BO ULEVARD A ND WESTBORO UGH BO U LEVARD B I KEWAY FEAS IB I LIT Y ST UD Y •
EX ISTING AND FUT URE NO -B UI LD TRAF FIC OPERA T IONS ANA LYS IS • DECEMBER 2023 2
EXIST ING AND FUTURE NO-BUILD COND IT IONS
TRAFF IC OPERAT IONS ANALYS IS
DATE: December 13, 2023
TO: Matthew Rubble, PE | City of South San Francisco
Lawrence Henriquez, PE | City of South San Francisco
FROM: David Mahama, PE | DKS Associates
Meron Shiferaw, PE, PTOE | DKS Associates
Haruka Ichikawa, EIT | DKS Associates
SUBJECT: Junipero Serra Boulevard and Westborough Boulevard Bikeway Feasibility Study: Existing and Future No-Build Conditions Traffic Operations Analysis Technical Memorandum
P#20143-014
INTRODUCTION
This memorandum describes the existing and future no build conditions traffic operations analysis conducted for the Junipero Serra Boulevard and Westborough Boulevard Bikeway Feasibility Study Project in the City of South San Francisco.
PROJECT BACKGROUND
The City of South San Francisco's Active South City Final Report (June 2022) outlines the City's vision to create an environment that supports walking, bicycling and active living that enables people of all ages and abilities to comfortably access schools, jobs, recreational centers, shops, and transit centers either by walking or bicycling. Active Transportation enhances physical activities and improves the overall health of people living in the community. Active modes are important for residents who do not have access to a vehicle, as well as for residents who would like to drive less or prefer to use another mode of transportation within the study area.
The Active South City Report identifies network connectivity and accessibility, as well as high traffic stress bicycle facilities as key challenges that face active transportation in the study area. The Active South City Report identifies Junipero Serra Boulevard and Westborough Boulevard as having a high level of traffic stress for bicyclists. In addition, the Report shows that the entire Junipero Serra Boulevard study area and Westborough Boulevard between Callan Boulevard and Galway Drive and the SB I-280 ramps and Camaritas Avenue are missing sidewalks. Westborough Boulevard is also identified as a High Injury Network in the Report, due to the high percentage of serious and fatal crashes that occurred on the corridor.
The Active South City Report recommends installing Class IV separated bikeways along Junipero Serra Boulevard from the northern city limit to Avalon Drive, as well as on Westborough JUNIPERO SERRA BOULEVARD AND WESTBOROUGH BOULEVARD BIKEWAY FEASIBILITY STUDY • EXISTING AND FUTURE NO-BUILD TRAFFIC OPERATIONS ANALYSIS • DECEMBER 2023 2 Boulevard/Chestnut Avenue between Skyline Boulevard and Hillside Boulevard. For pedestrian improvements, the Report recommends installing sidewalks along Junipero Serra Boulevard and Westborough Boulevard where sidewalks are currently missing and spot improvements at several intersections on the two corridors. The Report describes that these improvements could help establish access for non-motorized modes between the Avalon-Brentwood, Winston Serra, and Westborough neighborhoods to the commercial, transit, and employment centers. See Figure 1 and Figure 2 for a map of recommended bikeway and pedestrian improvements, respectively.
FIGURE 1: MAP OF RECOMMENDED BIKEWAY IMPROVEMENTS
Source: Active South City Final Report (June 2022)
JUNIPERO SERRA BOULEVARD AND WESTBOROUGH BOULEVARD BIKEWAY FEASIBILITY STUDY • EXISTING AND FUTURE NO-BUILD TRAFFIC OPERATIONS ANALYSIS • DECEMBER 2023 3 FIGURE 2: MAP OF RECOMMENDED PEDESTRIAN IMPROVEMENTS
Source: Active South City Final Report (June 2022)
Shape SSF, the City of South San Francisco's 2040 General Plan (October 2022), envisions the future land use to have increased medium and medium-high density residences in the Westborough neighborhood east of I-280 and medium density mixed-use areas along El Camino Real. This could potentially increase the demand for non-motorized travel along Westborough Boulevard. Shape SSF also describes the need for a safe, convenient, and accessible transportation network that is well-connected to the region.
STUDY AREA
The study area includes Junipero Serra Boulevard between Hickey Boulevard and Avalon Drive and Westborough Boulevard between Callan Boulevard/Oakmont Drive and Antoinette Lane. Table 1 lists the study intersections and Figure 3 shows the study corridors and intersections.
The operational analysis was performed for the existing year (2023) and future (2040) year conditions for the AM and PM peak periods. The performance measures used in the analysis include intersection level of service (LOS) and queuing.
JUNIPERO SERRA BOULEVARD AND WESTBOROUGH BOULEVARD BIKEWAY FEASIBILITY STUDY • EXISTING AND FUTURE NO-BUILD TRAFFIC OPERATIONS ANALYSIS • DECEMBER 2023 4 TABLE 1: LIST OF STUDY INTERSECTIONS
# INTERSECTION NAME CONTROL TYPE
1 Junipero Serra Boulevard/Hickey Boulevard Traffic Signal 2 Junipero Serra Boulevard/King Drive Traffic Signal
3 Junipero Serra Boulevard/Arroyo Drive Side-Street Stop Controlleda
4 Junipero Serra Boulevard/Westborough Boulevard/I-280 NB On-Ramp Traffic Signal 5 Junipero Serra Boulevard/I-280 NB Off-Ramp/Avalon Drive Traffic Signal 6 Westborough Boulevard/Callan Boulevard/Oakmont Drive Traffic Signal 7 Westborough Boulevard/Galway Drive Traffic Signal
8 Westborough Boulevard/Gellert Boulevard Traffic Signal 9 Westborough Boulevard/I-280 SB Off-Ramp Traffic Signal 10 Westborough Boulevard/Camaritas Avenue/W Orange Avenue Traffic Signal 11 Westborough Boulevard/Chestnut Avenue/El Camino Real Traffic Signal 12 Chestnut Avenue/Antoinette Lane Traffic Signal
a The City of South San Francisco is currently in the design phase of installing a traffic signal at the Junipero Serra Boulevard/Arroyo Drive intersection.
JUNIPERO SERRA BOULEVARD AND WESTBOROUGH BOULEVARD BIKEWAY FEASIBILITY STUDY • EXISTING AND FUTURE NO-BUILD TRAFFIC OPERATIONS ANALYSIS • DECEMBER 2023 5 FIGURE 3: MAP OF STUDY INTERSECTION AND CORRIDORS
JUNIPERO SERRA BOULEVARD AND WESTBOROUGH BOULEVARD BIKEWAY FEASIBILITY STUDY • EXISTING AND FUTURE NO-BUILD TRAFFIC OPERATIONS ANALYSIS • DECEMBER 2023 6
EXISTING CONDITIONS
DESCRIPTION OF FACILITIES
Within the project limits, Junipero Serra Boulevard is a north-south arterial, which has two 12-foot lanes in each direction separated by a 28-foot median, and a posted speed limit of 50 miles per hour (mph). The primary land use along Junipero Serra Boulevard is residential. Junipero Serra Boulevard is a designated truck route. Currently, there are buffered Class II bicycle lanes along Junipero Serra Boulevard. There are no sidewalks on Junipero Serra Boulevard.
Within the project limits, Westborough Boulevard is an east-west arterial, which has two 12-foot lanes in each direction separated by a raised median. The median width varies between 17 feet and 34 feet west of Junipero Serra Boulevard and is approximately 10 feet between Junipero Serra Boulevard and Camaritas Avenue. Westborough Boulevard has a posted speed limit of 35 mph west of Junipero Serra Boulevard and 45 mph to the east of Junipero Serra Boulevard. East of El Camino Real, Westborough Boulevard turns into Chestnut Avenue and has a posted speed limit of 30 mph.
The primary land use along Westborough Boulevard is residential. The Westborough Square Shopping Center located on the west end of the project limit is also a major destination for residents who live in the area. Westborough Boulevard also provides access to Westborough Middle School and I-280. Chestnut Avenue east of El Camino Real is a designated truck route. SamTrans bus routes run along the corridors near the Junipero Serra Boulevard and Westborough Boulevard intersection.
On Westborough Boulevard between Callan Boulevard and Galway Drive, there are unbuffered Class II bicycle lanes and a sidewalk along the northern side of the roadway. On Westborough Boulevard between Galway Drive and Junipero Serra Boulevard and east of Camaritas Avenue, there are Class III bicycle routes and sidewalks along both sides of the roadway. On Westborough Boulevard between Junipero Serra Boulevard and Camaritas Avenue, there are buffered Class II bicycle lanes with green paint and no sidewalks on either side of the roadway. Figure 4 and Figure 5 show typical conditions in the study area.
JUNIPERO SERRA BOULEVARD AND WESTBOROUGH BOULEVARD BIKEWAY FEASIBILITY STUDY • EXISTING AND FUTURE NO-BUILD TRAFFIC OPERATIONS ANALYSIS • DECEMBER 2023 7 FIGURE 4: NORTHBOUND JUNIPERO SERRA BOULEVARD AT ARROYO DRIVE FIGURE 5: WESTBOUND WESTBOROUGH BOULEVARD WEST OF CAMARITAS AVENUE
BICYCLIST AND PEDESTRIAN EXPERIENCE
Residents have expressed several concerns about the lack of pedestrian and bicycle facilities in the project area. Specifically, the lack of sidewalk connectivity and a low stress bicycle facility along Junipero Serra Boulevard and Westborough Boulevard. The intersection of Junipero Serra Boulevard and Westborough Boulevard was highlighted as a particular area of concern due to the lack of crosswalks, as shown in Figure 6.
JUNIPERO SERRA BOULEVARD AND WESTBOROUGH BOULEVARD BIKEWAY FEASIBILITY STUDY • EXISTING AND FUTURE NO-BUILD TRAFFIC OPERATIONS ANALYSIS • DECEMBER 2023 8 The lack of pedestrian facilities and a comfortable environment for cyclists discourages active transportation in the project area. Under the existing conditions, these corridors are dedicated almost exclusively to motorized vehicle travel.
Based on the collected traffic counts, some pedestrians were observed crossing the intersection at locations where there are no crosswalks. At the Junipero Serra Boulevard/Westborough Boulevard intersection, 6 pedestrians were observed crossing the east leg, all outside of the peak hours. In addition, a pedestrian was observed crossing the Westborough Boulevard/I-280 SB Off-Ramp intersection.
FIGURE 6: AERIAL IMAGE OF JUNIPERO SERRA BOULEVARD/WESTBOROUGH BOULEVARD
INTERSECTION
CRASH DATA
Relevant crash data was collected on October 6, 2023, from the Statewide Integrated Traffic Records System (SWITRS) for all crashes occurring within the City of South San Francisco during the seven-year period between October 1, 2016, to September 30, 2023. From this list of records, crash records from the two-year period between January 1, 2020, and December 31, 2021 were excluded from the crash data analysis since traffic volumes during those years were generally lower due to the COVID-19 pandemic. The crash data consist of vehicle, bicycle, and pedestrian crash data; roadway data included characteristics of the roads where crashes occur, such as streets classification, number of lanes, grade, etc. The crash data was retrieved for intersection and segment collisions within the study area.
JUNIPERO SERRA BOULEVARD AND WESTBOROUGH BOULEVARD BIKEWAY FEASIBILITY STUDY • EXISTING AND FUTURE NO-BUILD TRAFFIC OPERATIONS ANALYSIS • DECEMBER 2023 9 Crash severity is defined as follows12:
• Fatal injury: A crash that results in the death of a person within 30 days of the collision, including loss of pregnancy as determined by the coroner • Severe injury: A crash that results in broken bones, dislocation, severe lacerations, or unconsciousness, but not death
• Other Visible Injury: A crash that results in other visible injuries, including minor lacerations, bruising, and rashes
• Complaint of Pain: A crash that results in the complaint of non-visible pain/injury, such as confusion, limping, and soreness
• Property Damage Only (PDO): A crash without injury or complaint of pain, but resulting in property damage to a vehicle or other object, commonly referred to as a "fender bender" Tables 2 and 3 present a summary of crashes along the study intersections and segments, respectively. In total, there were 209 crashes within the study area, including 4 bicycle and 10 pedestrian collisions during the five-year period.
TABLE 2: SUMMARY OF INTERSECTION CRASHES (2016-2019, 2022-2023)
INTERSECTION CRASH SEVERITY
FATAL SEVERE
INJURY
VISIBLE
INJURY
COMPLAINT
OF PAIN PDO
JUNIPERO SERRA BOULEVARD/HICKEY
BOULEVARD 0 4 (1 bike,
1 peda) 8 (1 bike) 7 6
JUNIPERO SERRA BOULEVARD/KING DRIVE 0 0 1 (1 ped) 3 5
JUNIPERO SERRA BOULEVARD/ARROYO
DRIVE 0 1 5 3 2
JUNIPERO SERRA
BOULEVARD/WESTBOROUGH BOULEVARD/I280 NB ON-RAMP
0 2 20 8 12
JUNIPERO SERRA BOULEVARD/I-280 NB OFFRAMP/AVALON DRIVE 0 0 4 5 6 1 California Highway Patrol, 2019. https://www.chp.ca.gov/InformationManagementDivisionSite/Documents/14- Glossary%202017%20(Crash)%20(Revised%20on%2010092019).pdf 2 Transportation Injury Mapping System, 2023. https://tims.berkeley.edu/help/SWITRS.php JUNIPERO SERRA BOULEVARD AND WESTBOROUGH BOULEVARD BIKEWAY FEASIBILITY STUDY • EXISTING AND FUTURE NO-BUILD TRAFFIC OPERATIONS ANALYSIS • DECEMBER 2023 10
INTERSECTION CRASH SEVERITY
WESTBOROUGH BOULEVARD/CALLAN
BOULEVARD/OAKMONT DRIVE 0 0 4 (1 ped) 3 3
WESTBOROUGH BOULEVARD/GALWAY DRIVE 0 2 (2 ped) 3 (1 ped) 2 3
WESTBOROUGH BOULEVARD/GELLERT
BOULEVARD 0 5 (1 ped) 3 2 8
WESTBOROUGH BOULEVARD/I-280 SB OFFRAMP 0 0 1 2 0
WESTBOROUGH BOULEVARD/CAMARITAS
AVENUE/W ORANGE AVENUE 0 2 4 0 1
WESTBOROUGH BOULEVARD/CHESTNUT
AVENUE/EL CAMINO REAL 0 1 8 (1 bike,
1 ped) 9 12
CHESTNUT AVENUE/ANTOINETTE LANE 0 0 2 (1 bike,
1 ped) 0 2
TOTAL 0 17 (1 bike,
4 ped)
63 (3 bike,
5 ped) 44 60
Source: SWITRS
a Ped = Pedestrian
TABLE 3: SUMMARY OF SEGMENT CRASHES (2016-2019, 2022-2023)
SEGMENT CRASH SEVERITY
FATAL SEVERE
INJURY
VISIBLE
INJURY
COMPLAINT
OF PAIN PDO
JUNIPERO SERRA BOULEVARD NORTH OF
WESTBOROUGH BOULEVARD 0 2 2 0 3
JUNIPERO SERRA BOULEVARD SOUTH OF
WESTBOROUGH BOULEVARD 0 0 2 0 3
WESTBOROUGH BOULEVARD WEST OF
JUNIPERO SERRA BOULEVARD 1 (1 peda) 1 2 2 7
JUNIPERO SERRA BOULEVARD AND WESTBOROUGH BOULEVARD BIKEWAY FEASIBILITY STUDY • EXISTING AND FUTURE NO-BUILD TRAFFIC OPERATIONS ANALYSIS • DECEMBER 2023 11
SEGMENT CRASH SEVERITY
WESTBOROUGH BOULEVARD EAST OF
JUNIPERO SERRA BOULEVARD 0 0 0 0 0
TOTAL 1 (1 ped) 3 6 2 13
Source: SWITRS
a Ped = Pedestrian
The fatal pedestrian crash shown in Table 3 occurred in December 2017, 235 feet east of Gellert Boulevard. The violation category was noted as a pedestrian violation, where the pedestrian was crossing not in a crosswalk. The collision occurred under evening conditions around 7pm.
At the intersections within the study area, there were 5 severe injury collisions and 8 visible injury collisions that involved pedestrians or bicyclists. Most of these collisions occurred under daylight conditions. Among the pedestrian collisions, most collisions occurred when the pedestrian had the right of way. There were four intersections that had multiple collisions involving pedestrians or bicyclists: Junipero Serra Boulevard/Hickey Boulevard, Westborough Boulevard/Galway Drive, Westborough Boulevard/Chestnut Avenue/El Camino Real, and Chestnut Avenue/Antoinette Lane.
METHODOLOGY AND TRAFFIC VOLUME DATA
OPERATIONAL ANALYSIS METHODOLOGY
The operational analysis focuses on the twelve study intersections and was conducted using Synchro 11.0. Synchro is a macroscopic analysis and optimization software package used primarily for optimizing and coordinating intersection signal timing.
EXISTING CONDITIONS MODEL AND TRAFFIC VOLUMES DEVELOPMENT Existing conditions models were developed based on existing roadway geometry and turning movement counts collected for the Metropolitan Transportation Commission Program for Arterial System Synchronization (MTC PASS) for South San Francisco in October 2022. Signal timing plans developed for the MTC PASS project in July 2023 were also used in the existing conditions model.
For the three intersections that were not included in the MTC PASS project, existing roadway geometry, existing signal timing plans, and turning movement counts collected in August 2023 were inputted into the existing conditions models. Separate existing conditions models were developed for the AM and PM peak hours. Figure 7 presents the existing peak hour turning movement counts and lane geometry.
FUTURE YEAR WITHOUT PROJECT MODEL AND TRAFFIC VOLUMES DEVELOPMENT Models for the future year without project condition were then created by varying the traffic volume inputs. The Junipero Serra Boulevard/Arroyo Drive intersection was changed to signal control since there is a signalization project at this location that is currently in the design phase.
JUNIPERO SERRA BOULEVARD AND WESTBOROUGH BOULEVARD BIKEWAY FEASIBILITY STUDY • EXISTING AND FUTURE NO-BUILD TRAFFIC OPERATIONS ANALYSIS • DECEMBER 2023 12 The signal phasing for Junipero Serra Boulevard/Arroyo Drive was obtained from the feasibility study conducted by DKS for the intersection. An assumption was made that the signal timing would change from existing conditions for the future year. The signal timing was optimized for the study intersections while maintaining coordination for Westborough Boulevard, Chestnut Avenue, and Hickey Boulevard.
Future volumes were estimated for the year 2040. Growth in traffic volumes was derived from the latest published version of the regional travel demand model maintained by City/County Association of Government of San Mateo County (C/CAG). Since the regional model is developed for system-wide planning analysis, forecasted traffic volumes derived directly from the model are not necessarily suitable for project level analysis. The best practice is to use the model to forecast the change in traffic volumes (growth increments) rather than using the forecast volume directly from the model.
This process involves running both base year (2015) and future year models, extracting the AM and PM peak hour volumes from each, computing the change between the two model runs, and adding a proportion (17
25) of the growth between these volumes to existing traffic count data to produce a forecasted volume for each location. The resulting volumes are then adjusted, if necessary, to assure that there is a balance of flow between adjacent links and the forecasted growth rate is positive. This process eliminates certain types of imperfections in the forecast of background traffic and so improves the accuracy of traffic forecasts. Figure 8 shows the forecasted future peak hour turning movement counts. The intersection level forecast results are presented later in the report.
PERFORMANCE MEASURES
The signalized intersection operations in Synchro were analyzed using the Highway Capacity Manual 2000 Edition (HCM 2000) For the existing conditions of the Junipero Serra Boulevard and Arroyo Drive intersection, which is minor street stop-controlled, the Highway Capacity Manual 6th Edition (HCM 6) methodologies were applied. Two performance metrics have been selected for this evaluation. These include:
• Study Intersection Level of Service (LOS) - as quantified by vehicle delay from the Synchro outputs. For signalized intersections, LOS is related to average vehicle delay for all movements. For minor street stop-controlled intersections, LOS reflects the average vehicle delay for the minor street (stop controlled) approaches. Table 4 relates LOS to delay in seconds per vehicle.
• Queue lengths - 95th percentile queue lengths (in total feet) for turning movements at study intersections.
JUNIPERO SERRA BOULEVARD AND WESTBOROUGH BOULEVARD BIKEWAY FEASIBILITY STUDY • EXISTING AND FUTURE NO-BUILD TRAFFIC OPERATIONS ANALYSIS • DECEMBER 2023 13 TABLE 4: LEVEL OF SERVICE CRITERIA FOR SIGNALIZED AND UNSIGNALIZED INTERSECTIONS
GENERAL DESCRIPTION SIGNALIZED UNSIGNALIZED
LOS Delay (sec/veh) LOS Delay (sec/veh)
FREE FLOW A ≤10 A 0-10
SLIGHT DELAY B >10-20 B >10-15
ACCEPTABLE DELAY C >20-35 C >15-25
APPROACHING UNSTABLE DELAY D >35-55 D >25-35
INTOLERABLE DELAY E >55-80 E >35-50
FORCED FLOW (JAMMED) F >80 F >50
Source: Highway Capacity Manual 6th Edition
JUNIPERO SERRA BOULEVARD AND WESTBOROUGH BOULEVARD BIKEWAY FEASIBILITY STUDY • EXISTING AND FUTURE NO-BUILD TRAFFIC OPERATIONS ANALYSIS • DECEMBER 2023 14 FIGURE 7: EXISTING 2023 PEAK HOUR VOLUMES AND LANE GEOMETRY JUNIPERO SERRA BOULEVARD AND WESTBOROUGH BOULEVARD BIKEWAY FEASIBILITY STUDY • EXISTING AND FUTURE NO-BUILD TRAFFIC OPERATIONS ANALYSIS • DECEMBER 2023 15 FIGURE 8: FUTURE 2040 PEAK HOUR VOLUMES
JUNIPERO SERRA BOULEVARD AND WESTBOROUGH BOULEVARD BIKEWAY FEASIBILITY STUDY • EXISTING AND FUTURE NO-BUILD TRAFFIC OPERATIONS ANALYSIS • DECEMBER 2023 16
OPERATIONAL ANALYSIS RESULTS
EXISTING 2023 CONDITIONS
The existing conditions analysis reflects 2023 traffic levels. The intersection level of service and vehicle delay at the study intersections for the AM and PM peak hours are presented in Table 5.
For signal-controlled intersections, the average delay is shown. For the Junipero Serra Boulevard/Arroyo Drive intersection (minor street stop-controlled), the average delay for the worst movement is reported.
Table 6 summarizes the 95th percentile queue lengths at the study area intersections. Queue length for Junipero Serra Boulevard/Arroyo Drive is not reported in the table since the minorapproach queue is less than 25 feet (1 vehicle). In cases where the 95th percentile volume exceeds capacity (highlighted in bold letters), the queues are expected to be longer and spill back into upstream intersections.
TABLE 5: EXISTING 2023 LOS/VEHICLE DELAY FOR AM AND PM PEAK HOUR
INTERSECTION AM PM
LOS Delay (sec) LOS Delay (sec)
JUNIPERO SERRA BOULEVARD/HICKEY
BOULEVARD D 42.7 E 64.2
JUNIPERO SERRA BOULEVARD/KING DRIVE C 24.7 C 26.6
JUNIPERO SERRA BOULEVARD/ARROYO
DRIVE D 31.9 F 55.6
JUNIPERO SERRA
BOULEVARD/WESTBOROUGH
BOULEVARD/I-280 NB ON-RAMP
D 42.4 D 49.8
JUNIPERO SERRA BOULEVARD/I-280 NB
OFF-RAMP/AVALON DRIVE C 30.2 D 51.4
WESTBOROUGH BOULEVARD/CALLAN
BOULEVARD/OAKMONT DRIVE C 34.6 B 19.5
WESTBOROUGH BOULEVARD/GALWAY
DRIVE C 23.3 B 10.4
WESTBOROUGH BOULEVARD/GELLERT
BOULEVARD D 37.6 D 37.7
WESTBOROUGH BOULEVARD/I-280 SB OFFRAMP A 7.1 B 10.2
WESTBOROUGH BOULEVARD/CAMARITAS C 20.4 B 14.5
JUNIPERO SERRA BOULEVARD AND WESTBOROUGH BOULEVARD BIKEWAY FEASIBILITY STUDY • EXISTING AND FUTURE NO-BUILD TRAFFIC OPERATIONS ANALYSIS • DECEMBER 2023 17
INTERSECTION AM PM
AVENUE/W ORANGE AVENUE
WESTBOROUGH BOULEVARD/CHESTNUT
AVENUE/EL CAMINO REAL D 38.7 D 36.3
CHESTNUT AVENUE/ANTOINETTE LANE B 11.4 B 12.6
Note:
BOLD values indicate unacceptable LOS and Delay
JUNIPERO SERRA BOULEVARD AND WESTBOROUGH BOULEVARD BIKEWAY FEASIBILITY STUDY • EXISTING AND FUTURE NO-BUILD TRAFFIC OPERATIONS ANALYSIS • DECEMBER 2023 18 TABLE 6: EXISTING 95TH PERCENTILE QUEUE LENGTHS FOR AM AND PM PEAK HOUR
INTERSECTION NAME PEAK NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
L T R L T R L T R L T R
JUNIPERO SERRA
BOULEVARD/HICKEY
BOULEVARD
AM 121 107 0 163 110 0 84 96 0 244 160
PM 161 123 0 326 187 64 265 430 0 416 419
JUNIPERO SERRA
BOULEVARD/KING DRIVE
AM 139 76 44 107 105 53 185 104 60 160 153
PM 335 155 44 134 111 62 151 81 44 90 137
JUNIPERO SERRA
BOULEVARD/ARROYO DRIVE
AM 0 4 0 92 4
PM 0 5 0 79 4
JUNIPERO SERRA
BOULEVARD/WESTBOROUGH
BOULEVARD/I-280 NB ON-RAMP
AM 389a/
434 191 79 206 194 131 138 520 71 91 117
PM 557a/
620 252 55 127 107 135 158 391 58 159 332
JUNIPERO SERRA BOULEVARD/I280 NB OFF-RAMP/AVALON
DRIVE
AM 62 293 91 164 52 48 121 68
PM 97 727 110 143 56 28 109 42
WESTBOROUGH
BOULEVARD/CALLAN
BOULEVARD/OAKMONT DRIVE
AM 172 0 275 111 0 115 205 0 214 124 44
PM 99 0 227 66 0 140 140 0 69 131 29
WESTBOROUGH
BOULEVARD/GALWAY DRIVE
AM 69 10 433 21 283 58 29 1
PM 25 0 177 48 41 74 36 0
WESTBOROUGH
BOULEVARD/GELLERT
BOULEVARD
AM 49 87 265 408 172 5 140 120 176 160 33
PM 76 88 70 294 156 48 188 148 328 237 100
WESTBOROUGH BOULEVARD/I280 SB OFF-RAMP
AM 104 245 63
PM 137 71 233
WESTBOROUGH
BOULEVARD/CAMARITAS
AVENUE/W ORANGE AVENUE
AM 49 34 95 95 35 50 501 84 54 267 21
PM 78 36 82 82 42 120 267 26 39 75 1
WESTBOROUGH
BOULEVARD/CHESTNUT
AVENUE/EL CAMINO REAL
AM 152 63 13 105 241 1 345 247 174 227 328 18
PM 200 50 1 174 559 35 277 155 23 214 291 100
CHESTNUT AVENUE/ANTOINETTE
LANE
AM 156 0 32 218 78 71
PM 136 38 28 154 185 52
a NB left turn onto I-280 NB On-Ramp
BOLD values indicate the 95th percentile volume exceeds capacity, the queue may be longer JUNIPERO SERRA BOULEVARD AND WESTBOROUGH BOULEVARD BIKEWAY FEASIBILITY STUDY • EXISTING AND FUTURE NO-BUILD TRAFFIC OPERATIONS ANALYSIS • DECEMBER 2023 19 The City considers LOS D to be the poorest acceptable level of service for signalized and all-waystop controlled intersections, and LOS E to be the poorest acceptable level of service for unsignalized intersections. Under existing conditions, all intersections except for Junipero Serra Boulevard/Hickey Boulevard and Junipero Serra Boulevard/Arroyo Drive during the PM peak period operate at acceptable levels of service under the City's current threshold.
Several intersections have multiple approaches where the queue length exceeds the storage capacity during both AM and PM peak periods. These include Junipero Serra Boulevard/Westborough Boulevard, Junipero Serra Boulevard/Avalon Drive, Westborough Boulevard/Gellert Boulevard, and Westborough Boulevard/Chestnut Avenue/El Camino Real.
FUTURE 2040 NO BUILD CONDITIONS
The future intersection level of service and vehicle delay at the study intersections for the AM and PM peak hours are presented in Table 7. Note that under this scenario, Junipero Serra Boulevard and Arroyo Drive is modeled as a signalized intersection.
Table 8 summarizes the 95th percentile queue lengths at the study area intersections. In cases where the 95th percentile volume exceeds capacity (highlighted in bold letters), the queues are expected to be longer and spill back into upstream intersections.
TABLE 7: FUTURE 2040 LOS/VEHICLE DELAY FOR AM AND PM PEAK HOUR
INTERSECTION AM PM
LOS Delay (sec) LOS Delay (sec)
JUNIPERO SERRA BOULEVARD/HICKEY
BOULEVARD E 56.8 E 71.0
JUNIPERO SERRA BOULEVARD/KING DRIVE C 24.4 C 27.4
JUNIPERO SERRA BOULEVARD/ARROYO
DRIVE A 7.2 A 7.6
JUNIPERO SERRA
BOULEVARD/WESTBOROUGH
BOULEVARD/I-280 NB ON-RAMP
D 44.4 D 51.9
JUNIPERO SERRA BOULEVARD/I-280 NB
OFF-RAMP/AVALON DRIVE C 32.7 E 55.4
WESTBOROUGH BOULEVARD/CALLAN
BOULEVARD/OAKMONT DRIVE C 28.3 C 26.1
WESTBOROUGH BOULEVARD/GALWAY
DRIVE B 17.5 B 11.7
WESTBOROUGH BOULEVARD/GELLERT
BOULEVARD C 34.2 C 33.2
JUNIPERO SERRA BOULEVARD AND WESTBOROUGH BOULEVARD BIKEWAY FEASIBILITY STUDY • EXISTING AND FUTURE NO-BUILD TRAFFIC OPERATIONS ANALYSIS • DECEMBER 2023 20
INTERSECTION AM PM
WESTBOROUGH BOULEVARD/I-280 SB OFFRAMP A 7.4 B 10.2
WESTBOROUGH BOULEVARD/CAMARITAS
AVENUE/W ORANGE AVENUE B 16.1 B 18.6
WESTBOROUGH BOULEVARD/CHESTNUT
AVENUE/EL CAMINO REAL D 36.8 D 37.2
CHESTNUT AVENUE/ANTOINETTE LANE B 12.2 B 13.2
Note:
BOLD values indicate unacceptable LOS and Delay
JUNIPERO SERRA BOULEVARD AND WESTBOROUGH BOULEVARD BIKEWAY FEASIBILITY STUDY • EXISTING AND FUTURE NO-BUILD TRAFFIC OPERATIONS ANALYSIS • DECEMBER 2023 21 TABLE 8: FUTURE 95TH PERCENTILE QUEUE LENGTHS FOR AM AND PM PEAK HOUR
INTERSECTION NAME PEAK NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
L T R L T R L T R L T R
JUNIPERO SERRA
BOULEVARD/HICKEY
BOULEVARD
AM 121 118 0 237 152 34 114 153 0 264 197
PM 174 144 0 406 214 79 291 417 0 388 367
JUNIPERO SERRA
BOULEVARD/KING DRIVE
AM 204 73 43 115 97 48 160 91 58 167 146
PM 341 134 41 121 108 53 158 77 48 87 103
JUNIPERO SERRA
BOULEVARD/ARROYO DRIVE
AM 90 42 67 77 20
PM 197 50 47 73 22
JUNIPERO SERRA
BOULEVARD/WESTBOROUGH
BOULEVARD/I-280 NB ON-RAMP
AM 516a/
577 223 70 201 204 173 146 599 36 109 186
PM 543a/
608 275 54 152 136 160 213 400 61 203 316
JUNIPERO SERRA BOULEVARD/I280 NB OFF-RAMP/AVALON
DRIVE
AM 62 374 97 160 60 51 124 59
PM 94 731 134 146 63 30 106 45
WESTBOROUGH
BOULEVARD/CALLAN
BOULEVARD/OAKMONT DRIVE
AM 185 0 265 124 1 153 259 0 144 59 1
PM 190 0 283 103 54 186 168 0 58 319 80
WESTBOROUGH
BOULEVARD/GALWAY DRIVE
AM 65 7 342 24 181 32 310 0
PM 31 0 193 63 33 71 36 0
WESTBOROUGH
BOULEVARD/GELLERT
BOULEVARD
AM 44 79 192 383 173 2 163 297 167 213 75
PM 73 85 71 310 161 47 138 144 230 319 107
WESTBOROUGH BOULEVARD/I280 SB OFF-RAMP
AM 106 58 190
PM 140 63 237
WESTBOROUGH
BOULEVARD/CAMARITAS
AVENUE/W ORANGE AVENUE
AM 49 41 110 112 56 100 97 1 49 220 95
PM 78 48 172 173 65 122 365 32 51 130 0
WESTBOROUGH
BOULEVARD/CHESTNUT
AVENUE/EL CAMINO REAL
AM 235 66 14 111 195 13 378 182 42 202 346 62
PM 370 127 111 150 503 34 369 164 93 162 288 101
CHESTNUT AVENUE/ANTOINETTE
LANE
AM 189 0 31 214 96 70
PM 62 0 26 202 120 85
a NB left turn onto I-280 NB On-Ramp; BOLD values indicate the 95th percentile volume exceeds capacity, the queue may be longer JUNIPERO SERRA BOULEVARD AND WESTBOROUGH BOULEVARD BIKEWAY FEASIBILITY STUDY • EXISTING AND FUTURE NO-BUILD TRAFFIC OPERATIONS ANALYSIS • DECEMBER 2023 22 Under the future conditions analysis, the operations at Junipero Serra Boulevard/Arroyo Drive improve greatly due to signalization of the intersection. All intersections except for Junipero Serra Boulevard/Hickey Boulevard during both peak periods and Junipero Serra Boulevard/Avalon Drive during the PM peak period operate at acceptable levels of service under the City's current threshold. The operations at Junipero Serra Boulevard/Avalon Drive worsened particularly due to the increased delay at the northbound approach, which is the off-ramp from I-280.
Compared to the existing conditions analysis, the intersections where queue lengths on multiple approaches exceed storage capacity are the same, except for Westborough Boulevard/Gellert Boulevard. The queue lengths in the PM peak period improved and are no longer exceeding storage capacity at this intersection. However, the queue lengths worsened on Junipero Serra Boulevard/King Drive in the AM peak and Westborough Boulevard/Callan Boulevard in the AM peak.
These intersections have multiple approaches where the queue length exceed the storage length under future no build conditions.
SUMMARY AND CONCLUSIONS
The no build scenario under existing and future traffic conditions is studied to provide a basis for a comparative assessment the impacts of the selected alternative.
Junipero Serra Boulevard and Westborough Boulevard are corridors that present a high level of traffic stress for bicyclists and lack continuous sidewalks for pedestrians. The need for better infrastructure for bicyclists and pedestrians is supported by the City of South San Francisco's planning documents (Active South City and Shape SSF), resident concerns, and crash data.
The existing and future no build operational analyses show that even with an increased traffic volume assumed under future conditions, the impact to traffic operations is moderate. The intersection LOS at Junipero Serra Boulevard/Arroyo Drive are expected to improve under future conditions to above the City's acceptable threshold, while the LOS at Junipero Serra Boulevard/Hickey Boulevard in the AM peak period and Junipero Serra Boulevard/Avalon Drive in the PM peak period will fall below the threshold. Queue lengths at Westborough Boulevard/Gellert Boulevard improved under future conditions and are not exceeding storage capacity at this intersection compared to the existing conditions. However, queue lengths worsened on Junipero Serra Boulevard/King Drive and Westborough Boulevard/Callan Boulevard under the future conditions.
JUNIPERO SERRA BOULEVARD AND WESTBOROUGH BOULEVARD BIKEWAY FEASIBILITY STUDY • EXISTING AND FUTURE NO-BUILD TRAFFIC OPERATIONS ANALYSIS • DECEMBER 2023
APPENDIX
CONTENTS
SECTION 1: EXISTING 2023 LOS AND DELAY
SECTION 2: EXISTING 2023 QUEUE LENGTHS
SECTION 3: FUTURE 2040 LOS AND DELAY
SECTION 4: FUTURE 2040 QUEUE LENGTHS
JUNIPERO SERRA BOULEVARD AND WESTBOROUGH BOULEVARD BIKEWAY FEASIBILITY STUDY • EXISTING AND FUTURE NO-BUILD TRAFFIC OPERATIONS ANALYSIS • DECEMBER 2023 SECTION 1: EXISTING 2023 LOS AND DELAY
AM AND PM PEAK PERIODS
HCM Signalized Intersection Capacity Analysis
1: Junipero Serra Blvd & Hickey Blvd 12/05/2023
Scenario 1 5:00 pm 12/03/2010 Existing AM Peak Synchro 11 Report
Movement EBL EBT EBR WBL WBT WBR NBU NBL NBT NBR SBL SBT Lane Configurations
Traffic Volume (vph) 254 588 50 115 321 336 34 48 166 70 200 269 Future Volume (vph) 254 588 50 115 321 336 34 48 166 70 200 269 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.4 5.4 5.4 5.4 5.4 4.5 6.2 6.2 4.5 6.2 Lane Util. Factor 0.91 0.91 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 1.00 1.00 0.98 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.85 1.00 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 0.99 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1610 3383 1562 3493 1583 1770 3539 1560 1770 3539 Flt Permitted 0.95 1.00 1.00 0.99 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1610 3383 1562 3493 1583 1770 3539 1560 1770 3539 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 276 639 54 125 349 365 37 52 180 76 217 292 RTOR Reduction (vph) 0 0 34 0 0 295 0 0 0 69 0 0
Lane Group Flow (vph) 248 667 20 0 474 70 0 89 180 7 217 292 Confl. Peds. (#/hr) 1 1 1
Turn Type Split NA Perm Split NA Perm Prot Prot NA Perm Prot NA Protected Phases 4 4 3 3 1 1 6 5 2
Permitted Phases 4 3 6
Actuated Green, G (s) 44.6 44.6 44.6 23.1 23.1 11.5 11.7 11.7 19.1 19.3 Effective Green, g (s) 44.6 44.6 44.6 23.1 23.1 11.5 11.7 11.7 19.1 19.3 Actuated g/C Ratio 0.37 0.37 0.37 0.19 0.19 0.10 0.10 0.10 0.16 0.16 Clearance Time (s) 5.4 5.4 5.4 5.4 5.4 4.5 6.2 6.2 4.5 6.2 Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 598 1257 580 672 304 169 345 152 281 569 v/s Ratio Prot 0.15 c0.20 c0.14 0.05 c0.05 c0.12 0.08
v/s Ratio Perm 0.01 0.04 0.00
v/c Ratio 0.41 0.53 0.03 0.71 0.23 0.53 0.52 0.05 0.77 0.51 Uniform Delay, d1 28.0 29.5 24.0 45.3 40.9 51.7 51.5 49.1 48.4 46.1 Progression Factor 0.57 0.57 1.00 0.92 2.03 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.9 1.5 0.1 2.7 0.1 1.4 0.7 0.0 11.3 0.3 Delay (s) 18.0 18.3 24.1 44.4 83.3 53.0 52.1 49.2 59.7 46.4 Level of Service B B C D F D D D E D
Approach Delay (s) 18.5 61.3 51.7 50.1
Approach LOS B E D D
Intersection Summary
HCM 2000 Control Delay 42.7 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.62
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 21.5 Intersection Capacity Utilization 74.5% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
1: Junipero Serra Blvd & Hickey Blvd 12/05/2023
Scenario 1 5:00 pm 12/03/2010 Existing AM Peak Synchro 11 Report
Movement SBR
Lane Configurations
Traffic Volume (vph) 127
Future Volume (vph) 127
Ideal Flow (vphpl) 1900
Total Lost time (s) 6.2
Lane Util. Factor 1.00
Frpb, ped/bikes 0.99
Flpb, ped/bikes 1.00
Frt 0.85
Flt Protected 1.00
Satd. Flow (prot) 1561
Flt Permitted 1.00
Satd. Flow (perm) 1561
Peak-hour factor, PHF 0.92
Adj. Flow (vph) 138
RTOR Reduction (vph) 116
Lane Group Flow (vph) 22
Confl. Peds. (#/hr) 1
Turn Type Perm
Protected Phases
Permitted Phases 2
Actuated Green, G (s) 19.3
Effective Green, g (s) 19.3
Actuated g/C Ratio 0.16
Clearance Time (s) 6.2
Vehicle Extension (s) 2.0
Lane Grp Cap (vph) 251
v/s Ratio Prot
v/s Ratio Perm 0.01
v/c Ratio 0.09
Uniform Delay, d1 42.9
Progression Factor 1.00
Incremental Delay, d2 0.1
Delay (s) 42.9
Level of Service D
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Signalized Intersection Capacity Analysis
2: Junipero Serra Blvd & King Dr 12/05/2023
Scenario 1 5:00 pm 12/03/2010 Existing AM Peak Synchro 11 Report
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 195 103 221 163 84 100 134 168 116 96 235 157 Future Volume (vph) 195 103 221 163 84 100 134 168 116 96 235 157 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 6.0 6.0 4.0 6.0 6.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 0.99 1.00 0.99 1.00 1.00 0.98 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.92 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 1863 1560 1770 1697 1770 3539 1549 1770 3539 1583 Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1770 1863 1560 1770 1697 1770 3539 1549 1770 3539 1583 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 212 112 240 177 91 109 146 183 126 104 255 171 RTOR Reduction (vph) 0 0 195 0 38 0 0 0 93 0 0 134
Lane Group Flow (vph) 212 112 45 177 162 0 146 183 33 104 255 37 Confl. Peds. (#/hr) 4 4 1
Turn Type Prot NA Perm Prot NA Prot NA Perm Prot NA Perm Protected Phases 3 8 7 4 1 6 5 2
Permitted Phases 8 6 2
Actuated Green, G (s) 13.4 13.0 13.0 12.1 11.7 10.8 18.2 18.2 7.6 15.0 15.0 Effective Green, g (s) 13.4 13.0 13.0 12.1 11.7 10.8 18.2 18.2 7.6 15.0 15.0 Actuated g/C Ratio 0.19 0.19 0.19 0.18 0.17 0.16 0.26 0.26 0.11 0.22 0.22 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 6.0 6.0 4.0 6.0 6.0 Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0 5.0 5.0 2.0 5.0 5.0 Lane Grp Cap (vph) 344 351 294 310 288 277 934 409 195 770 344 v/s Ratio Prot c0.12 0.06 0.10 c0.10 c0.08 c0.05 0.06 c0.07 v/s Ratio Perm 0.03 0.02 0.02
v/c Ratio 0.62 0.32 0.15 0.57 0.56 0.53 0.20 0.08 0.53 0.33 0.11 Uniform Delay, d1 25.4 24.1 23.4 26.0 26.2 26.7 19.7 19.1 29.0 22.7 21.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.3 0.2 0.1 1.6 1.5 0.8 0.2 0.2 1.4 0.5 0.3 Delay (s) 27.7 24.3 23.4 27.6 27.7 27.5 19.9 19.2 30.4 23.3 21.9 Level of Service CCCCC CBBCCC
Approach Delay (s) 25.2 27.7 22.2 24.2
Approach LOS CCCC
Intersection Summary
HCM 2000 Control Delay 24.7 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.49
Actuated Cycle Length (s) 68.9 Sum of lost time (s) 18.0 Intersection Capacity Utilization 54.2% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM 6th TWSC
3: Junipero Serra Blvd & Arroyo Dr 12/05/2023
Scenario 1 5:00 pm 12/03/2010 Existing AM Peak Synchro 11 Report
Intersection
Int Delay, s/veh 5.1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 155 37 386 81 45 578
Future Vol, veh/h 155 37 386 81 45 578
Conflicting Peds, #/hr 0 00000
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 0 - - 60 -
Veh in Median Storage, # 0 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 22222
Mvmt Flow 168 40 420 88 49 628
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 876 254 0 0 508 0
Stage 1 464 -----
Stage 2 412 -----
Critical Hdwy 6.84 6.94 - - 4.14 -
Critical Hdwy Stg 1 5.84 -----
Critical Hdwy Stg 2 5.84 -----
Follow-up Hdwy 3.52 3.32 - - 2.22 -
Pot Cap-1 Maneuver 288 745 - - 1053 -
Stage 1 599 -----
Stage 2 637 -----
Platoon blocked, % - - -
Mov Cap-1 Maneuver 274 745 - - 1053 -
Mov Cap-2 Maneuver 274 -----
Stage 1 599 -----
Stage 2 607 -----
Approach WB NB SB
HCM Control Delay, s 31.9 0 0.6
HCM LOS D
Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT
Capacity (veh/h) - - 274 745 1053 -
HCM Lane V/C Ratio - - 0.615 0.054 0.046 -
HCM Control Delay (s) - - 37.1 10.1 8.6 -
HCM Lane LOS - - E B A -
HCM 95th %tile Q(veh) - - 3.7 0.2 0.1 -
HCM Signalized Intersection Capacity Analysis
4: Junipero Serra Blvd & Westborough Blvd 12/05/2023
Scenario 1 5:00 pm 12/03/2010 Existing AM Peak Synchro 11 Report
Movement EBL EBT EBR WBL WBT WBR WBR2 NBL2 NBL NBT NBR SBU Lane Configurations
Traffic Volume (vph) 92 951 155 71 224 306 13 550 119 224 273 21 Future Volume (vph) 92 951 155 71 224 306 13 550 119 224 273 21 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 3.0 5.0 5.0 3.0 5.3 5.3 5.7 5.7 5.7 5.7 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 0.91 0.86 0.86 1.00 Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 0.99 1.00 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.91 0.85 1.00 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 0.95 0.98 1.00 Satd. Flow (prot) 1770 3539 1563 1770 3232 1563 1610 1522 3153 1561 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 0.95 0.98 1.00 Satd. Flow (perm) 1770 3539 1563 1770 3232 1563 1610 1522 3153 1561 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 100 1034 168 77 243 333 14 598 129 243 297 23 RTOR Reduction (vph) 0 0 103 0 0 0 9 0 0 0 221 0
Lane Group Flow (vph) 100 1034 65 77 576 0 5 305 306 359 76 0 Confl. Bikes (#/hr) 2 1 2
Turn Type Prot NA Perm Prot NA Perm Split Split NA Perm Split Protected Phases 5 2 1 6 7 7 7 8
Permitted Phases 2 6 7
Actuated Green, G (s) 12.6 46.1 46.1 11.2 44.4 44.4 27.6 27.6 27.6 27.6 Effective Green, g (s) 12.6 46.1 46.1 11.2 44.4 44.4 27.6 27.6 27.6 27.6 Actuated g/C Ratio 0.10 0.38 0.38 0.09 0.37 0.37 0.23 0.23 0.23 0.23 Clearance Time (s) 3.0 5.0 5.0 3.0 5.3 5.3 5.7 5.7 5.7 5.7 Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 185 1359 600 165 1195 578 370 350 725 359 v/s Ratio Prot 0.06 c0.29 0.04 c0.18 0.19 c0.20 0.11
v/s Ratio Perm 0.04 0.00 0.05
v/c Ratio 0.54 0.76 0.11 0.47 0.48 0.01 0.82 0.87 0.50 0.21 Uniform Delay, d1 51.0 32.2 23.7 51.6 29.0 23.9 43.9 44.5 40.1 37.4 Progression Factor 1.01 1.10 1.60 0.72 0.59 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.5 3.5 0.3 0.7 1.3 0.0 13.2 20.2 0.2 0.1 Delay (s) 52.7 38.7 38.2 37.9 18.3 23.9 57.1 64.7 40.3 37.5 Level of Service DDDDB CEEDD
Approach Delay (s) 39.7 20.6 49.6
Approach LOS D C D
Intersection Summary
HCM 2000 Control Delay 42.4 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.76
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 19.2 Intersection Capacity Utilization 78.2% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
4: Junipero Serra Blvd & Westborough Blvd 12/05/2023
Scenario 1 5:00 pm 12/03/2010 Existing AM Peak Synchro 11 Report
Movement SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 140 335 96
Future Volume (vph) 140 335 96
Ideal Flow (vphpl) 1900 1900 1900
Total Lost time (s) 5.2 5.2 5.2
Lane Util. Factor 1.00 0.95 1.00
Frpb, ped/bikes 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00
Frt 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00
Satd. Flow (prot) 1770 3539 1583
Flt Permitted 0.95 1.00 1.00
Satd. Flow (perm) 1770 3539 1583
Peak-hour factor, PHF 0.92 0.92 0.92
Adj. Flow (vph) 152 364 104
RTOR Reduction (vph) 0 0 0
Lane Group Flow (vph) 175 364 104
Confl. Bikes (#/hr)
Turn Type Split NA Perm
Protected Phases 8 8
Permitted Phases 8
Actuated Green, G (s) 16.2 16.2 16.2
Effective Green, g (s) 16.2 16.2 16.2
Actuated g/C Ratio 0.13 0.13 0.13
Clearance Time (s) 5.2 5.2 5.2
Vehicle Extension (s) 2.0 2.0 2.0
Lane Grp Cap (vph) 238 477 213
v/s Ratio Prot 0.10 c0.10
v/s Ratio Perm 0.07
v/c Ratio 0.74 0.76 0.49
Uniform Delay, d1 49.8 50.0 48.1
Progression Factor 1.00 1.00 1.00
Incremental Delay, d2 9.7 6.4 0.6
Delay (s) 59.6 56.5 48.7
Level of Service E E D
Approach Delay (s) 56.1
Approach LOS E
Intersection Summary
HCM Signalized Intersection Capacity Analysis
5: Junipero Serra Blvd & Avalon Dr 12/05/2023
Scenario 1 5:00 pm 12/03/2010 Existing AM Peak Synchro 11 Report
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 63 61 0 0 180 294 106 701 87 179 0 541 Future Volume (vph) 63 61 0 0 180 294 106 701 87 179 0 541 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 3.6 3.6 3.6 3.6 3.6 5.2 4.6 4.6
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 0.97 1.00 Frt 1.00 1.00 1.00 0.85 1.00 0.98 1.00 0.85
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1770 1863 1863 1583 1770 3480 3433 1583 Flt Permitted 0.59 1.00 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1093 1863 1863 1583 1770 3480 3433 1583 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 68 66 0 0 196 320 115 762 95 195 0 588
RTOR Reduction (vph) 0 0 0 0 0 159 0 11 0 0 0 527
Lane Group Flow (vph) 68 66 0 0 196 161 115 846 0 195 0 61 Turn Type Perm NA NA Perm Prot NA Prot Perm
Protected Phases 4 4 6 2 1
Permitted Phases 4 4 1
Actuated Green, G (s) 38.0 38.0 38.0 38.0 45.7 30.1 9.4 9.4 Effective Green, g (s) 38.0 38.0 38.0 38.0 45.7 30.1 9.4 9.4 Actuated g/C Ratio 0.42 0.42 0.42 0.42 0.50 0.33 0.10 0.10 Clearance Time (s) 3.6 3.6 3.6 3.6 3.6 5.2 4.6 4.6
Vehicle Extension (s) 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2
Lane Grp Cap (vph) 456 778 778 661 889 1152 355 163
v/s Ratio Prot 0.04 c0.11 0.06 c0.24 c0.06
v/s Ratio Perm 0.06 0.10 0.04
v/c Ratio 0.15 0.08 0.25 0.24 0.13 0.73 0.55 0.37
Uniform Delay, d1 16.4 16.0 17.2 17.1 12.0 26.9 38.7 38.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.7 0.2 0.8 0.9 0.0 2.1 6.0 6.4
Delay (s) 17.1 16.2 18.0 18.0 12.0 29.0 44.7 44.4
Level of Service B B B B B C D D
Approach Delay (s) 16.6 18.0 27.0 44.5
Approach LOS B B C D
Intersection Summary
HCM 2000 Control Delay 30.2 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.48
Actuated Cycle Length (s) 90.9 Sum of lost time (s) 13.4 Intersection Capacity Utilization 60.9% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
6: Oakmont Dr/Callan Blvd & Westborough Blvd 12/05/2023 Scenario 1 5:00 pm 12/03/2010 Existing AM Peak Synchro 11 Report
Movement EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations
Traffic Volume (vph) 78 472 28 86 46 350 268 44 89 41 244 94 Future Volume (vph) 78 472 28 86 46 350 268 44 89 41 244 94 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 5.1 5.1 4.5 5.1 5.1 4.9 4.9 4.8 4.8 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 0.92 1.00 0.97 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.98 1.00 0.95 1.00 Satd. Flow (prot) 1770 3539 1548 1770 3539 1450 1832 1541 1770 1863 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.98 1.00 0.95 1.00 Satd. Flow (perm) 1770 3539 1548 1770 3539 1450 1832 1541 1770 1863 Peak-hour factor, PHF 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 Adj. Flow (vph) 99 597 35 109 58 443 339 56 113 52 309 119 RTOR Reduction (vph) 0 0 22 0 0 0 201 0 0 46 0 0
Lane Group Flow (vph) 99 597 13 0 167 443 138 0 169 6 309 119 Confl. Peds. (#/hr) 1 35 4 12 12
Turn Type Prot NA Perm Prot Prot NA Perm Split NA Perm Split NA Protected Phases 1 6 5 5 2 3 3 4 4
Permitted Phases 6 2 3
Actuated Green, G (s) 12.5 46.1 46.1 15.3 48.9 48.9 14.8 14.8 24.5 24.5 Effective Green, g (s) 12.5 46.1 46.1 15.3 48.9 48.9 14.8 14.8 24.5 24.5 Actuated g/C Ratio 0.10 0.38 0.38 0.13 0.41 0.41 0.12 0.12 0.20 0.20 Clearance Time (s) 4.5 5.1 5.1 4.5 5.1 5.1 4.9 4.9 4.8 4.8 Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 184 1359 594 225 1442 590 225 190 361 380 v/s Ratio Prot c0.06 c0.17 c0.09 0.13 c0.09 c0.17 0.06
v/s Ratio Perm 0.01 0.10 0.00
v/c Ratio 0.54 0.44 0.02 0.74 0.31 0.23 0.75 0.03 0.86 0.31 Uniform Delay, d1 51.0 27.4 23.0 50.4 24.1 23.3 50.8 46.3 46.0 40.6 Progression Factor 1.00 1.00 1.00 0.75 0.54 0.71 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.5 1.0 0.1 9.8 0.5 0.8 11.8 0.0 17.1 0.2 Delay (s) 52.5 28.4 23.0 47.7 13.6 17.4 62.6 46.3 63.2 40.8 Level of Service D C C D B B E D E D
Approach Delay (s) 31.4 20.9 58.8 54.3
Approach LOS C C E D
Intersection Summary
HCM 2000 Control Delay 34.6 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.64
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 19.3 Intersection Capacity Utilization 74.3% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
6: Oakmont Dr/Callan Blvd & Westborough Blvd 12/05/2023 Scenario 1 5:00 pm 12/03/2010 Existing AM Peak Synchro 11 Report
Movement SBR
Lane Configurations
Traffic Volume (vph) 55
Future Volume (vph) 55
Ideal Flow (vphpl) 1900
Total Lost time (s) 4.8
Lane Util. Factor 1.00
Frpb, ped/bikes 0.98
Flpb, ped/bikes 1.00
Frt 0.85
Flt Protected 1.00
Satd. Flow (prot) 1557
Flt Permitted 1.00
Satd. Flow (perm) 1557
Peak-hour factor, PHF 0.79
Adj. Flow (vph) 70
RTOR Reduction (vph) 56
Lane Group Flow (vph) 14
Confl. Peds. (#/hr) 4
Turn Type Perm
Protected Phases
Permitted Phases 4
Actuated Green, G (s) 24.5
Effective Green, g (s) 24.5
Actuated g/C Ratio 0.20
Clearance Time (s) 4.8
Vehicle Extension (s) 2.0
Lane Grp Cap (vph) 317
v/s Ratio Prot
v/s Ratio Perm 0.01
v/c Ratio 0.05
Uniform Delay, d1 38.4
Progression Factor 1.00
Incremental Delay, d2 0.0
Delay (s) 38.4
Level of Service D
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Signalized Intersection Capacity Analysis
7: Galway Dr & Westborough Blvd 12/05/2023
Scenario 1 5:00 pm 12/03/2010 Existing AM Peak Synchro 11 Report
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 14 750 2 28 650 96 32 24 61 188 26 131 Future Volume (vph) 14 750 2 28 650 96 32 24 61 188 26 131 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 5.1 4.5 5.1 5.1 5.2 5.2 5.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 0.85 1.00 0.85 0.95
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.97 1.00 0.97
Satd. Flow (prot) 1770 3538 1770 3539 1583 1809 1563 1709 Flt Permitted 0.95 1.00 0.95 1.00 1.00 0.72 1.00 0.79
Satd. Flow (perm) 1770 3538 1770 3539 1583 1331 1563 1391 Peak-hour factor, PHF 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 Adj. Flow (vph) 18 938 2 35 812 120 40 30 76 235 32 164 RTOR Reduction (vph) 0 0 0 0 0 54 0 0 53 0 18 0
Lane Group Flow (vph) 18 941 0 35 813 66 0 70 23 0 414 0 Confl. Peds. (#/hr) 4 1 1 4
Turn Type Prot NA Prot NA Perm Perm NA Perm Perm NA
Protected Phases 1 6 5 2 4 8
Permitted Phases 2 4 4 8
Actuated Green, G (s) 3.2 63.4 6.0 66.2 66.2 35.8 35.8 36.0 Effective Green, g (s) 3.2 63.4 6.0 66.2 66.2 35.8 35.8 36.0 Actuated g/C Ratio 0.03 0.53 0.05 0.55 0.55 0.30 0.30 0.30 Clearance Time (s) 4.5 5.1 4.5 5.1 5.1 5.2 5.2 5.0
Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 47 1869 88 1952 873 397 466 417
v/s Ratio Prot 0.01 c0.27 0.02 c0.23
v/s Ratio Perm 0.04 0.05 0.01 c0.30
v/c Ratio 0.38 0.50 0.40 0.42 0.08 0.18 0.05 0.99
Uniform Delay, d1 57.4 18.2 55.2 15.7 12.6 31.2 30.0 41.9 Progression Factor 0.76 0.73 0.69 0.14 0.01 1.00 1.00 1.00 Incremental Delay, d2 1.6 0.8 1.0 0.6 0.2 0.1 0.0 41.8
Delay (s) 45.5 14.1 39.0 2.9 0.2 31.3 30.0 83.7
Level of Service D B D A A C C F
Approach Delay (s) 14.7 3.9 30.6 83.7
Approach LOS B A C F
Intersection Summary
HCM 2000 Control Delay 23.3 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.67
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 14.8 Intersection Capacity Utilization 60.8% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
8: Gellert Blvd & Westborough Blvd 12/05/2023
Scenario 1 5:00 pm 12/03/2010 Existing AM Peak Synchro 11 Report
Movement EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations
Traffic Volume (vph) 113 800 15 45 62 738 213 25 54 254 557 27 Future Volume (vph) 113 800 15 45 62 738 213 25 54 254 557 27 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 5.1 4.5 5.1 5.1 5.1 5.1 5.1 5.1 5.1 Lane Util. Factor 1.00 0.91 1.00 0.91 1.00 1.00 1.00 1.00 0.91 0.91 Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.96 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 0.96 Satd. Flow (prot) 1770 5070 1770 5085 1528 1770 1863 1583 1610 3242 Flt Permitted 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 0.96 Satd. Flow (perm) 1770 5070 1770 5085 1528 1770 1863 1583 1610 3242 Peak-hour factor, PHF 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 Adj. Flow (vph) 131 930 17 52 72 858 248 29 63 295 648 31 RTOR Reduction (vph) 0 2 0 0 0 0 150 0 0 136 0 0
Lane Group Flow (vph) 131 945 0 0 124 858 98 29 63 159 324 355 Confl. Peds. (#/hr) 1 9
Confl. Bikes (#/hr) 1
Turn Type Prot NA Prot Prot NA Perm Split NA Perm Split NA Protected Phases 1 6 5 5 2 7 7 8 8
Permitted Phases 2 7
Actuated Green, G (s) 13.5 49.9 10.9 47.3 47.3 13.0 13.0 13.0 26.4 26.4 Effective Green, g (s) 13.5 49.9 10.9 47.3 47.3 13.0 13.0 13.0 26.4 26.4 Actuated g/C Ratio 0.11 0.42 0.09 0.39 0.39 0.11 0.11 0.11 0.22 0.22 Clearance Time (s) 4.5 5.1 4.5 5.1 5.1 5.1 5.1 5.1 5.1 5.1 Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 199 2108 160 2004 602 191 201 171 354 713 v/s Ratio Prot c0.07 c0.19 c0.07 0.17 0.02 0.03 c0.20 0.11 v/s Ratio Perm 0.06 c0.10
v/c Ratio 0.66 0.45 0.78 0.43 0.16 0.15 0.31 0.93 0.92 0.88dl Uniform Delay, d1 51.0 25.2 53.4 26.5 23.5 48.5 49.4 53.0 45.7 41.0 Progression Factor 0.76 0.66 1.23 0.73 0.89 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 4.9 0.6 18.3 0.6 0.6 0.1 0.3 47.1 27.0 0.2 Delay (s) 43.5 17.2 84.0 19.9 21.5 48.6 49.7 100.1 72.7 41.2 Level of Service D B F B C D D F E D
Approach Delay (s) 20.4 26.7 88.1 53.8
Approach LOS C C F D
Intersection Summary
HCM 2000 Control Delay 37.6 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.69
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 19.8 Intersection Capacity Utilization 81.0% ICU Level of Service D Analysis Period (min) 15
dl Defacto Left Lane. Recode with 1 though lane as a left lane. c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
8: Gellert Blvd & Westborough Blvd 12/05/2023
Scenario 1 5:00 pm 12/03/2010 Existing AM Peak Synchro 11 Report
Movement SBR
Lane Configurations
Traffic Volume (vph) 84
Future Volume (vph) 84
Ideal Flow (vphpl) 1900
Total Lost time (s) 5.1
Lane Util. Factor 1.00
Frpb, ped/bikes 1.00
Flpb, ped/bikes 1.00
Frt 0.85
Flt Protected 1.00
Satd. Flow (prot) 1583
Flt Permitted 1.00
Satd. Flow (perm) 1583
Peak-hour factor, PHF 0.86
Adj. Flow (vph) 98
RTOR Reduction (vph) 76
Lane Group Flow (vph) 22
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Turn Type Perm
Protected Phases
Permitted Phases 8
Actuated Green, G (s) 26.4
Effective Green, g (s) 26.4
Actuated g/C Ratio 0.22
Clearance Time (s) 5.1
Vehicle Extension (s) 2.0
Lane Grp Cap (vph) 348
v/s Ratio Prot
v/s Ratio Perm 0.01
v/c Ratio 0.06
Uniform Delay, d1 37.0
Progression Factor 1.00
Incremental Delay, d2 0.0
Delay (s) 37.0
Level of Service D
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Signalized Intersection Capacity Analysis
9: Westborough Blvd & I-280 SB Off Ramp 12/05/2023
Scenario 1 5:00 pm 12/03/2010 Existing AM Peak Synchro 11 Report
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (vph) 0 1133 861 0 383 0
Future Volume (vph) 0 1133 861 0 383 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.5 4.5 4.6
Lane Util. Factor 0.95 0.95 0.97
Frt 1.00 1.00 1.00
Flt Protected 1.00 1.00 0.95
Satd. Flow (prot) 3539 3539 3433
Flt Permitted 1.00 1.00 0.95
Satd. Flow (perm) 3539 3539 3433
Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89
Adj. Flow (vph) 0 1273 967 0 430 0
RTOR Reduction (vph) 000000
Lane Group Flow (vph) 0 1273 967 0 430 0
Turn Type NA NA Prot
Protected Phases 2 6 4
Permitted Phases
Actuated Green, G (s) 38.5 38.5 12.4
Effective Green, g (s) 38.5 38.5 12.4
Actuated g/C Ratio 0.64 0.64 0.21
Clearance Time (s) 4.5 4.5 4.6
Vehicle Extension (s) 2.0 2.0 2.0
Lane Grp Cap (vph) 2270 2270 709
v/s Ratio Prot c0.36 0.27 c0.13
v/s Ratio Perm
v/c Ratio 0.56 0.43 0.61
Uniform Delay, d1 6.0 5.3 21.6
Progression Factor 0.71 0.46 1.00
Incremental Delay, d2 0.8 0.4 1.0
Delay (s) 5.1 2.9 22.6
Level of Service A A C
Approach Delay (s) 5.1 2.9 22.6
Approach LOS A A C
Intersection Summary
HCM 2000 Control Delay 7.1 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.57
Actuated Cycle Length (s) 60.0 Sum of lost time (s) 9.1 Intersection Capacity Utilization 49.8% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
10: W. Orange Avenue/Camaritas Avenue & Westborough Blvd/Chestnut Ave 12/05/2023 Scenario 1 5:00 pm 12/03/2010 Existing AM Peak Synchro 11 Report
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 47 1166 143 38 843 167 24 7 17 79 36 81 Future Volume (vph) 47 1166 143 38 843 167 24 7 17 79 36 81 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 5.8 5.8 4.5 4.8 4.8 4.6 4.6 4.7 4.7 4.7 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 0.95 0.95 1.00 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 0.99 1.00 0.99 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.89 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 0.98 1.00 Satd. Flow (prot) 1770 3406 1548 1770 3438 1564 1770 1651 1681 1737 1560 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 0.98 1.00 Satd. Flow (perm) 1770 3406 1548 1770 3438 1564 1770 1651 1681 1737 1560 Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Adj. Flow (vph) 53 1325 162 43 958 190 27 8 19 90 41 92 RTOR Reduction (vph) 0 0 37 0 0 62 0 18 0 0 0 84
Lane Group Flow (vph) 53 1325 126 43 958 128 27 9 0 65 66 8 Confl. Peds. (#/hr) 1 3 1 1
Confl. Bikes (#/hr) 1 1
Heavy Vehicles (%) 2% 6% 2% 2% 5% 2% 2% 2% 2% 2% 2% 2%
Turn Type Prot NA Perm Prot NA Perm Split NA Split NA Perm Protected Phases 5 2 1 6 4 4 3 3
Permitted Phases 2 6 3
Actuated Green, G (s) 8.2 74.2 74.2 8.2 75.2 75.2 7.3 7.3 10.7 10.7 10.7 Effective Green, g (s) 8.2 74.2 74.2 8.2 75.2 75.2 7.3 7.3 10.7 10.7 10.7 Actuated g/C Ratio 0.07 0.62 0.62 0.07 0.63 0.63 0.06 0.06 0.09 0.09 0.09 Clearance Time (s) 4.5 5.8 5.8 4.5 4.8 4.8 4.6 4.6 4.7 4.7 4.7 Vehicle Extension (s) 3.0 4.0 4.0 3.0 4.0 4.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 120 2106 957 120 2154 980 107 100 149 154 139 v/s Ratio Prot c0.03 c0.39 0.02 0.28 c0.02 0.01 c0.04 0.04 v/s Ratio Perm 0.08 0.08 0.01
v/c Ratio 0.44 0.63 0.13 0.36 0.44 0.13 0.25 0.09 0.44 0.43 0.06 Uniform Delay, d1 53.7 14.3 9.5 53.4 11.6 9.1 53.7 53.2 51.8 51.8 50.0 Progression Factor 0.82 1.67 2.74 1.01 0.32 0.26 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.9 1.1 0.2 1.4 0.5 0.2 1.2 0.4 2.0 1.9 0.2 Delay (s) 46.2 25.0 26.3 55.3 4.2 2.6 55.0 53.6 53.8 53.7 50.2 Level of Service D C C E A A D D D D D
Approach Delay (s) 25.9 5.8 54.3 52.3
Approach LOS C A D D
Intersection Summary
HCM 2000 Control Delay 20.4 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.57
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 19.6 Intersection Capacity Utilization 57.6% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
11: El Camino Real & Westborough Blvd/Chestnut Ave 12/05/2023 Scenario 1 5:00 pm 12/03/2010 Existing AM Peak Synchro 11 Report
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 209 611 466 314 650 104 336 477 308 160 474 50 Future Volume (vph) 209 611 466 314 650 104 336 477 308 160 474 50 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 3.2 3.7 3.7 4.2 3.7 3.7 4.2 5.5 5.5 4.2 5.5 5.5 Lane Util. Factor 1.00 0.95 1.00 0.97 0.95 1.00 0.97 0.91 1.00 0.97 0.95 1.00 Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 0.99 1.00 1.00 0.98 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 3539 1560 3433 3539 1562 3433 4893 1554 3433 3406 1563 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1770 3539 1560 3433 3539 1562 3433 4893 1554 3433 3406 1563 Peak-hour factor, PHF 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 Adj. Flow (vph) 240 702 536 361 747 120 386 548 354 184 545 57 RTOR Reduction (vph) 0 0 250 0 0 89 0 0 202 0 0 42
Lane Group Flow (vph) 240 702 286 361 747 31 386 548 152 184 545 15 Confl. Peds. (#/hr) 2 1 6
Confl. Bikes (#/hr) 1 1 1
Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 6% 2% 2% 6% 2%
Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm Protected Phases 3 8 7 4 1 6 5 2
Permitted Phases 8462
Actuated Green, G (s) 22.7 40.3 40.3 12.8 31.4 31.4 17.5 36.5 36.5 12.8 31.8 31.8 Effective Green, g (s) 22.7 40.3 40.3 12.8 31.4 31.4 17.5 36.5 36.5 12.8 31.8 31.8 Actuated g/C Ratio 0.19 0.34 0.34 0.11 0.26 0.26 0.15 0.30 0.30 0.11 0.27 0.27 Clearance Time (s) 3.2 3.7 3.7 4.2 3.7 3.7 4.2 5.5 5.5 4.2 5.5 5.5 Vehicle Extension (s) 2.0 2.5 2.5 2.0 2.5 2.5 2.2 4.0 4.0 2.2 4.0 4.0 Lane Grp Cap (vph) 334 1188 523 366 926 408 500 1488 472 366 902 414 v/s Ratio Prot c0.14 0.20 c0.11 c0.21 c0.11 0.11 0.05 c0.16 v/s Ratio Perm 0.18 0.02 0.10 0.01
v/c Ratio 0.72 0.59 0.55 0.99 0.81 0.08 0.77 0.37 0.32 0.50 0.60 0.04 Uniform Delay, d1 45.7 33.0 32.4 53.5 41.5 33.4 49.3 32.7 32.2 50.6 38.6 32.7 Progression Factor 0.94 0.99 1.40 0.78 0.75 0.67 0.78 0.62 0.51 0.91 0.88 1.00 Incremental Delay, d2 5.1 0.6 0.8 41.9 4.9 0.1 6.2 0.6 1.6 0.5 3.0 0.2 Delay (s) 47.8 33.2 46.0 83.5 35.8 22.4 44.9 21.0 18.2 46.7 37.1 32.9 Level of Service D C D F DCDCBDDC
Approach Delay (s) 40.2 48.5 27.4 39.0
Approach LOS DDCD
Intersection Summary
HCM 2000 Control Delay 38.7 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.73
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 17.6 Intersection Capacity Utilization 82.3% ICU Level of Service E Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
12: Antoinette Lane & Westborough Blvd/Chestnut Ave 12/05/2023 Scenario 1 5:00 pm 12/03/2010 Existing AM Peak Synchro 11 Report
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 20 967 84 59 937 12 109 2 18 13 0 20 Future Volume (vph) 20 967 84 59 937 12 109 2 18 13 0 20 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 5.1 4.5 4.7 5.9 5.9
Lane Util. Factor 1.00 0.95 1.00 0.91 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.98
Flpb, ped/bikes 1.00 1.00 1.00 1.00 0.99 1.00
Frt 1.00 0.99 1.00 1.00 0.98 0.92
Flt Protected 0.95 1.00 0.95 1.00 0.96 0.98
Satd. Flow (prot) 1770 3367 1770 4930 1733 1645
Flt Permitted 0.95 1.00 0.95 1.00 0.73 0.88
Satd. Flow (perm) 1770 3367 1770 4930 1320 1481
Peak-hour factor, PHF 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 Adj. Flow (vph) 24 1151 100 70 1115 14 130 2 21 15 0 24 RTOR Reduction (vph) 0 4 0 0 1 0 0 6 0 0 33 0
Lane Group Flow (vph) 24 1247 0 70 1128 0 0 147 0060
Confl. Peds. (#/hr) 3 7 10 11 11 10
Confl. Bikes (#/hr) 2 2 2
Heavy Vehicles (%) 2% 6% 2% 2% 5% 2% 2% 2% 2% 2% 2% 2%
Turn Type Prot NA Prot NA Perm NA Perm NA
Protected Phases 5 2 1 6 4 4
Permitted Phases 4 4
Actuated Green, G (s) 6.3 76.4 8.4 78.9 19.7 19.7
Effective Green, g (s) 6.3 76.4 8.4 78.9 19.7 19.7
Actuated g/C Ratio 0.05 0.64 0.07 0.66 0.16 0.16
Clearance Time (s) 4.5 5.1 4.5 4.7 5.9 5.9
Vehicle Extension (s) 3.0 3.0 2.0 3.0 3.5 3.5
Lane Grp Cap (vph) 92 2143 123 3241 216 243
v/s Ratio Prot 0.01 c0.37 c0.04 0.23
v/s Ratio Perm c0.11 0.00
v/c Ratio 0.26 0.58 0.57 0.35 0.68 0.03
Uniform Delay, d1 54.6 12.6 54.0 9.1 47.2 42.1
Progression Factor 0.80 0.60 1.21 0.33 1.00 1.00
Incremental Delay, d2 1.3 1.0 3.3 0.3 8.9 0.1
Delay (s) 45.0 8.5 68.9 3.3 56.1 42.2
Level of Service D A E A E D
Approach Delay (s) 9.2 7.1 56.1 42.2
Approach LOS A A E D
Intersection Summary
HCM 2000 Control Delay 11.4 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.60
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 15.5 Intersection Capacity Utilization 68.5% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
1: Junipero Serra Blvd & Hickey Blvd 12/05/2023
Scenario 2 12:55 pm 11/23/2022 Existing PM Peak Synchro 11 Report
Movement EBL EBT EBR WBL WBT WBR NBU NBL NBT NBR SBL SBT Lane Configurations
Traffic Volume (vph) 220 646 61 139 518 608 28 84 182 87 281 349 Future Volume (vph) 220 646 61 139 518 608 28 84 182 87 281 349 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.4 5.4 5.4 5.4 5.4 4.5 6.2 6.2 4.5 6.2 Lane Util. Factor 0.91 0.91 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.85 1.00 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 0.99 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1610 3385 1562 3502 1562 1770 3539 1583 1770 3539 Flt Permitted 0.95 1.00 1.00 0.99 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1610 3385 1562 3502 1562 1770 3539 1583 1770 3539 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 234 687 65 148 551 647 30 89 194 93 299 371 RTOR Reduction (vph) 0 0 45 0 0 438 0 0 0 84 0 0
Lane Group Flow (vph) 211 710 20 0 699 209 0 119 194 9 299 371 Confl. Peds. (#/hr) 1 1
Turn Type Split NA Perm Split NA Perm Prot Prot NA Perm Prot NA Protected Phases 4 4 3 3 1 1 6 5 2
Permitted Phases 4 3 6
Actuated Green, G (s) 39.9 39.9 39.9 28.6 28.6 13.4 12.3 12.3 27.7 26.6 Effective Green, g (s) 39.9 39.9 39.9 28.6 28.6 13.4 12.3 12.3 27.7 26.6 Actuated g/C Ratio 0.31 0.31 0.31 0.22 0.22 0.10 0.09 0.09 0.21 0.20 Clearance Time (s) 5.4 5.4 5.4 5.4 5.4 4.5 6.2 6.2 4.5 6.2 Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 494 1038 479 770 343 182 334 149 377 724 v/s Ratio Prot 0.13 c0.21 c0.20 c0.07 0.05 c0.17 0.10
v/s Ratio Perm 0.01 0.13 0.01
v/c Ratio 0.43 0.68 0.04 0.91 0.61 0.65 0.58 0.06 0.79 0.51 Uniform Delay, d1 35.9 39.5 31.6 49.4 45.7 56.1 56.4 53.6 48.4 45.9 Progression Factor 1.00 1.00 1.00 0.91 2.63 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.7 3.7 0.2 15.5 7.3 6.3 1.7 0.1 10.2 0.3 Delay (s) 38.6 43.2 31.8 60.2 127.3 62.4 58.0 53.6 58.7 46.2 Level of Service D D C E F E E D E D
Approach Delay (s) 41.5 92.5 58.3 49.4
Approach LOS D F E D
Intersection Summary
HCM 2000 Control Delay 64.2 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 0.77
Actuated Cycle Length (s) 130.0 Sum of lost time (s) 21.5 Intersection Capacity Utilization 85.3% ICU Level of Service E Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
1: Junipero Serra Blvd & Hickey Blvd 12/05/2023
Scenario 2 12:55 pm 11/23/2022 Existing PM Peak Synchro 11 Report
Movement SBR
Lane Configurations
Traffic Volume (vph) 220
Future Volume (vph) 220
Ideal Flow (vphpl) 1900
Total Lost time (s) 6.2
Lane Util. Factor 1.00
Frpb, ped/bikes 1.00
Flpb, ped/bikes 1.00
Frt 0.85
Flt Protected 1.00
Satd. Flow (prot) 1583
Flt Permitted 1.00
Satd. Flow (perm) 1583
Peak-hour factor, PHF 0.94
Adj. Flow (vph) 234
RTOR Reduction (vph) 186
Lane Group Flow (vph) 48
Confl. Peds. (#/hr)
Turn Type Perm
Protected Phases
Permitted Phases 2
Actuated Green, G (s) 26.6
Effective Green, g (s) 26.6
Actuated g/C Ratio 0.20
Clearance Time (s) 6.2
Vehicle Extension (s) 2.0
Lane Grp Cap (vph) 323
v/s Ratio Prot
v/s Ratio Perm 0.03
v/c Ratio 0.15
Uniform Delay, d1 42.4
Progression Factor 1.00
Incremental Delay, d2 0.1
Delay (s) 42.5
Level of Service D
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Signalized Intersection Capacity Analysis
2: Junipero Serra Blvd & King Dr 12/05/2023
Scenario 2 12:55 pm 11/23/2022 Existing PM Peak Synchro 11 Report
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 144 77 112 73 79 75 295 378 128 124 250 242 Future Volume (vph) 144 77 112 73 79 75 295 378 128 124 250 242 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 6.0 6.0 4.0 6.0 6.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.93 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 1863 1562 1770 1711 1770 3539 1583 1770 3539 1583 Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1770 1863 1562 1770 1711 1770 3539 1583 1770 3539 1583 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 157 84 122 79 86 82 321 411 139 135 272 263 RTOR Reduction (vph) 0 0 96 0 31 0 0 0 93 0 0 212
Lane Group Flow (vph) 157 84 26 79 137 0 321 411 46 135 272 51 Confl. Peds. (#/hr) 2 6
Confl. Bikes (#/hr) 1
Turn Type Prot NA Perm Prot NA Prot NA Perm Prot NA Perm Protected Phases 3 8 7 4 1 6 5 2
Permitted Phases 8 6 2
Actuated Green, G (s) 11.6 16.5 16.5 6.9 11.8 21.5 26.0 26.0 10.6 15.1 15.1 Effective Green, g (s) 11.6 16.5 16.5 6.9 11.8 21.5 26.0 26.0 10.6 15.1 15.1 Actuated g/C Ratio 0.15 0.21 0.21 0.09 0.15 0.28 0.33 0.33 0.14 0.19 0.19 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 6.0 6.0 4.0 6.0 6.0 Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0 5.0 5.0 2.0 5.0 5.0 Lane Grp Cap (vph) 263 394 330 156 258 487 1179 527 240 685 306 v/s Ratio Prot c0.09 0.05 0.04 c0.08 c0.18 c0.12 0.08 0.08 v/s Ratio Perm 0.02 0.03 0.03
v/c Ratio 0.60 0.21 0.08 0.51 0.53 0.66 0.35 0.09 0.56 0.40 0.17 Uniform Delay, d1 31.0 25.4 24.7 33.9 30.5 25.0 19.6 17.9 31.5 27.5 26.2 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.4 0.1 0.0 0.9 0.9 2.5 0.4 0.2 1.8 0.8 0.5 Delay (s) 33.4 25.5 24.7 34.9 31.4 27.5 20.0 18.0 33.3 28.3 26.7 Level of Service CCCCC CBBCCC
Approach Delay (s) 28.7 32.5 22.4 28.7
Approach LOS CCCC
Intersection Summary
HCM 2000 Control Delay 26.6 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.56
Actuated Cycle Length (s) 78.0 Sum of lost time (s) 18.0 Intersection Capacity Utilization 59.8% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM 6th TWSC
3: Junipero Serra Blvd & Arroyo Dr 12/05/2023
Scenario 2 12:55 pm 11/23/2022 Existing PM Peak Synchro 11 Report
Intersection
Int Delay, s/veh 5.5
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 105 37 758 170 42 404
Future Vol, veh/h 105 37 758 170 42 404
Conflicting Peds, #/hr 0 00000
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 0 - - 60 -
Veh in Median Storage, # 0 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 22222
Mvmt Flow 114 40 824 185 46 439
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 1229 505 0 0 1009 0
Stage 1 917 -----
Stage 2 312 -----
Critical Hdwy 6.84 6.94 - - 4.14 -
Critical Hdwy Stg 1 5.84 -----
Critical Hdwy Stg 2 5.84 -----
Follow-up Hdwy 3.52 3.32 - - 2.22 -
Pot Cap-1 Maneuver 170 512 - - 683 -
Stage 1 350 -----
Stage 2 715 -----
Platoon blocked, % - - -
Mov Cap-1 Maneuver 159 512 - - 683 -
Mov Cap-2 Maneuver 159 -----
Stage 1 350 -----
Stage 2 667 -----
Approach WB NB SB
HCM Control Delay, s 55.6 0 1
HCM LOS F
Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT
Capacity (veh/h) - - 159 512 683 -
HCM Lane V/C Ratio - - 0.718 0.079 0.067 -
HCM Control Delay (s) - - 70.7 12.6 10.6 -
HCM Lane LOS - - F B B -
HCM 95th %tile Q(veh) - - 4.3 0.3 0.2 -
HCM Signalized Intersection Capacity Analysis
4: Junipero Serra Blvd & Westborough Blvd 12/05/2023
Scenario 2 12:55 pm 11/23/2022 Existing PM Peak Synchro 11 Report
Movement EBL EBT EBR WBL WBT WBR WBR2 NBL2 NBL NBT NBR SBL Lane Configurations
Traffic Volume (vph) 149 722 197 144 270 304 6 867 59 488 218 121 Future Volume (vph) 149 722 197 144 270 304 6 867 59 488 218 121 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 3.0 5.0 5.0 3.0 5.3 5.3 5.7 5.7 5.7 5.7 5.2 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 0.91 0.86 0.86 1.00 1.00 Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 1.00 1.00 1.00 1.00 0.99 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.92 0.85 1.00 1.00 1.00 0.85 1.00 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 0.95 1.00 1.00 0.95 Satd. Flow (prot) 1770 3539 1563 1770 3258 1583 1610 1522 3188 1563 1770 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 0.95 1.00 1.00 0.95 Satd. Flow (perm) 1770 3539 1563 1770 3258 1583 1610 1522 3188 1563 1770 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 157 760 207 152 284 320 6 913 62 514 229 127 RTOR Reduction (vph) 0 0 161 0 0 0 5 0 0 0 162 0
Lane Group Flow (vph) 157 760 46 152 604 0 1 456 463 570 67 127 Confl. Bikes (#/hr) 1 1
Turn Type Prot NA Perm Prot NA Perm Split Split NA Perm Split Protected Phases 5 2 1 6 7 7 7 8
Permitted Phases 2 6 7
Actuated Green, G (s) 13.6 21.0 21.0 13.4 20.5 20.5 27.3 27.3 27.3 27.3 12.9 Effective Green, g (s) 13.6 21.0 21.0 13.4 20.5 20.5 27.3 27.3 27.3 27.3 12.9 Actuated g/C Ratio 0.15 0.22 0.22 0.14 0.22 0.22 0.29 0.29 0.29 0.29 0.14 Clearance Time (s) 3.0 5.0 5.0 3.0 5.3 5.3 5.7 5.7 5.7 5.7 5.2 Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 257 794 351 253 714 347 470 444 930 456 244 v/s Ratio Prot c0.09 c0.21 0.09 0.19 0.28 c0.30 0.18 0.07 v/s Ratio Perm 0.03 0.00 0.04
v/c Ratio 0.61 0.96 0.13 0.60 0.92dr 0.00 0.97 1.04 0.61 0.15 0.52 Uniform Delay, d1 37.5 35.8 29.0 37.5 35.0 28.5 32.7 33.1 28.5 24.5 37.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 3.0 23.1 0.8 2.7 11.8 0.0 33.6 54.3 0.8 0.1 0.9 Delay (s) 40.5 58.9 29.8 40.3 46.8 28.5 66.3 87.4 29.4 24.5 38.4 Level of Service D E C D D C E F C C D
Approach Delay (s) 50.9 45.4 54.2
Approach LOS D D D
Intersection Summary
HCM 2000 Control Delay 49.8 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.87
Actuated Cycle Length (s) 93.5 Sum of lost time (s) 19.2 Intersection Capacity Utilization 79.7% ICU Level of Service D Analysis Period (min) 15
dr Defacto Right Lane. Recode with 1 though lane as a right lane. c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
4: Junipero Serra Blvd & Westborough Blvd 12/05/2023
Scenario 2 12:55 pm 11/23/2022 Existing PM Peak Synchro 11 Report
Movement SBT SBR
Lane Configurations
Traffic Volume (vph) 226 126
Future Volume (vph) 226 126
Ideal Flow (vphpl) 1900 1900
Total Lost time (s) 5.2 5.2
Lane Util. Factor 0.95 1.00
Frpb, ped/bikes 1.00 1.00
Flpb, ped/bikes 1.00 1.00
Frt 1.00 0.85
Flt Protected 1.00 1.00
Satd. Flow (prot) 3539 1583
Flt Permitted 1.00 1.00
Satd. Flow (perm) 3539 1583
Peak-hour factor, PHF 0.95 0.95
Adj. Flow (vph) 238 133
RTOR Reduction (vph) 0 0
Lane Group Flow (vph) 238 133
Confl. Bikes (#/hr)
Turn Type NA Perm
Protected Phases 8
Permitted Phases 8
Actuated Green, G (s) 12.9 12.9
Effective Green, g (s) 12.9 12.9
Actuated g/C Ratio 0.14 0.14
Clearance Time (s) 5.2 5.2
Vehicle Extension (s) 2.0 2.0
Lane Grp Cap (vph) 488 218
v/s Ratio Prot 0.07
v/s Ratio Perm c0.08
v/c Ratio 0.49 0.61
Uniform Delay, d1 37.2 37.9
Progression Factor 1.00 1.00
Incremental Delay, d2 0.3 3.5
Delay (s) 37.5 41.5
Level of Service D D
Approach Delay (s) 38.8
Approach LOS D
Intersection Summary
HCM Signalized Intersection Capacity Analysis
5: Junipero Serra Blvd & Avalon Dr 12/05/2023
Scenario 2 12:55 pm 11/23/2022 Existing PM Peak Synchro 11 Report
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 52 22 0 0 126 147 180 1279 135 189 0 415 Future Volume (vph) 52 22 0 0 126 147 180 1279 135 189 0 415 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 3.6 3.6 3.6 3.6 3.6 5.2 4.6 4.6
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 0.97 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 0.85 1.00 0.99 1.00 0.85
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1770 1863 1863 1583 1770 3488 3433 1583 Flt Permitted 0.63 1.00 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1182 1863 1863 1583 1770 3488 3433 1583 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 57 24 0 0 137 160 196 1390 147 205 0 451 RTOR Reduction (vph) 0 0 0 0 0 102 0 7 0 0 0 411
Lane Group Flow (vph) 57 24 0 0 137 58 196 1530 0 205 0 40 Confl. Peds. (#/hr) 1
Confl. Bikes (#/hr) 1
Turn Type Perm NA NA Perm Prot NA Prot Perm
Protected Phases 4 4 6 2 1
Permitted Phases 4 4 1
Actuated Green, G (s) 38.0 38.0 38.0 38.0 60.4 44.8 9.4 9.4 Effective Green, g (s) 38.0 38.0 38.0 38.0 60.4 44.8 9.4 9.4 Actuated g/C Ratio 0.36 0.36 0.36 0.36 0.57 0.42 0.09 0.09 Clearance Time (s) 3.6 3.6 3.6 3.6 3.6 5.2 4.6 4.6
Vehicle Extension (s) 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2
Lane Grp Cap (vph) 425 670 670 569 1012 1479 305 140
v/s Ratio Prot 0.01 c0.07 0.11 c0.44 c0.06
v/s Ratio Perm 0.05 0.04 0.03
v/c Ratio 0.13 0.04 0.20 0.10 0.19 1.03 0.67 0.29
Uniform Delay, d1 22.7 21.9 23.4 22.5 10.9 30.4 46.6 45.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.7 0.1 0.7 0.4 0.0 32.7 11.2 5.1 Delay (s) 23.4 22.0 24.0 22.8 10.9 63.1 57.8 50.1
Level of Service C C C C B E E D
Approach Delay (s) 23.0 23.4 57.2 52.5
Approach LOS C C E D
Intersection Summary
HCM 2000 Control Delay 51.4 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.65
Actuated Cycle Length (s) 105.6 Sum of lost time (s) 13.4 Intersection Capacity Utilization 76.9% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
6: Oakmont Dr/Callan Blvd & Westborough Blvd 12/05/2023 Scenario 2 12:55 pm 11/23/2022 Existing PM Peak Synchro 11 Report
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 103 382 27 40 700 271 29 36 34 194 46 74 Future Volume (vph) 103 382 27 40 700 271 29 36 34 194 46 74 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 5.1 5.1 4.5 5.1 5.1 4.9 4.9 4.8 4.8 4.8 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 0.98 1.00 0.98 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.98 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 3539 1546 1770 3539 1549 1822 1558 1770 1863 1562 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.98 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1770 3539 1546 1770 3539 1549 1822 1558 1770 1863 1562 Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Adj. Flow (vph) 111 411 29 43 753 291 31 39 37 209 49 80 RTOR Reduction (vph) 0 0 13 0 0 100 0 0 34 0 0 68
Lane Group Flow (vph) 111 411 16 43 753 191 0 70 3 209 49 12 Confl. Peds. (#/hr) 1 1 1 1 1 1
Confl. Bikes (#/hr) 2 1
Turn Type Prot NA Perm Prot NA Perm Split NA Perm Split NA Perm Protected Phases 1 6 5 2 3 3 4 4
Permitted Phases 6234
Actuated Green, G (s) 12.8 65.8 65.8 7.6 60.6 60.6 8.7 8.7 18.6 18.6 18.6 Effective Green, g (s) 12.8 65.8 65.8 7.6 60.6 60.6 8.7 8.7 18.6 18.6 18.6 Actuated g/C Ratio 0.11 0.55 0.55 0.06 0.51 0.51 0.07 0.07 0.16 0.16 0.16 Clearance Time (s) 4.5 5.1 5.1 4.5 5.1 5.1 4.9 4.9 4.8 4.8 4.8 Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 188 1940 847 112 1787 782 132 112 274 288 242 v/s Ratio Prot c0.06 0.12 0.02 c0.21 c0.04 c0.12 0.03
v/s Ratio Perm 0.01 0.12 0.00 0.01
v/c Ratio 0.59 0.21 0.02 0.38 0.42 0.24 0.53 0.02 0.76 0.17 0.05 Uniform Delay, d1 51.1 13.8 12.4 54.0 18.7 16.8 53.7 51.7 48.6 44.0 43.2 Progression Factor 1.00 1.00 1.00 0.58 0.15 0.08 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 3.3 0.2 0.0 0.7 0.7 0.7 2.0 0.0 10.7 0.1 0.0 Delay (s) 54.4 14.1 12.4 32.2 3.5 2.0 55.7 51.7 59.3 44.1 43.2 Level of Service D B B C A A E D E D D
Approach Delay (s) 22.1 4.2 54.3 53.3
Approach LOS C A D D
Intersection Summary
HCM 2000 Control Delay 19.5 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.51
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 19.3 Intersection Capacity Utilization 65.3% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
7: Galway Dr & Westborough Blvd 12/05/2023
Scenario 2 12:55 pm 11/23/2022 Existing PM Peak Synchro 11 Report
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 26 617 1 59 1050 165 3 9 42 116 9 29 Future Volume (vph) 26 617 1 59 1050 165 3 9 42 116 9 29 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 5.1 4.5 5.1 5.1 5.2 5.2 5.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.98 1.00 0.99 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 0.85 1.00 0.85 0.97
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.99 1.00 0.96
Satd. Flow (prot) 1770 3538 1770 3539 1546 1838 1563 1741 Flt Permitted 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.77
Satd. Flow (perm) 1770 3538 1770 3539 1546 1764 1563 1393 Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj. Flow (vph) 27 643 1 61 1094 172 3 9 44 121 9 30
RTOR Reduction (vph) 0 0 0 0 0 55 0 0 38 0 9 0
Lane Group Flow (vph) 27 644 0 61 1094 117 0 12 6 0 151 0 Confl. Peds. (#/hr) 1 4 1 1 4
Confl. Bikes (#/hr) 2
Turn Type Prot NA Prot NA Perm Perm NA Perm Perm NA
Protected Phases 1 6 5 2 4 8
Permitted Phases 2 4 4 8
Actuated Green, G (s) 6.3 80.2 7.7 81.6 81.6 17.3 17.3 17.5 Effective Green, g (s) 6.3 80.2 7.7 81.6 81.6 17.3 17.3 17.5 Actuated g/C Ratio 0.05 0.67 0.06 0.68 0.68 0.14 0.14 0.15 Clearance Time (s) 4.5 5.1 4.5 5.1 5.1 5.2 5.2 5.0
Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 92 2364 113 2406 1051 254 225 203
v/s Ratio Prot 0.02 c0.18 0.03 c0.31
v/s Ratio Perm 0.08 0.01 0.00 c0.11
v/c Ratio 0.29 0.27 0.54 0.45 0.11 0.05 0.03 0.75
Uniform Delay, d1 54.7 8.1 54.4 8.9 6.6 44.2 44.1 49.1
Progression Factor 0.77 0.39 1.41 0.20 0.01 1.00 1.00 1.00 Incremental Delay, d2 0.6 0.3 2.2 0.6 0.2 0.0 0.0 12.2
Delay (s) 43.0 3.4 78.8 2.3 0.2 44.3 44.1 61.4
Level of Service D A E A A D D E
Approach Delay (s) 5.0 5.6 44.2 61.4
Approach LOS A A D E
Intersection Summary
HCM 2000 Control Delay 10.4 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.50
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 14.8 Intersection Capacity Utilization 63.3% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
8: Gellert Blvd & Westborough Blvd 12/05/2023
Scenario 2 12:55 pm 11/23/2022 Existing PM Peak Synchro 11 Report
Movement EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations
Traffic Volume (vph) 126 550 22 38 154 1169 381 45 55 171 477 52 Future Volume (vph) 126 550 22 38 154 1169 381 45 55 171 477 52 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 5.1 4.5 5.1 5.1 5.1 5.1 5.1 5.1 5.1 Lane Util. Factor 1.00 0.91 1.00 0.91 1.00 1.00 1.00 1.00 0.91 0.91 Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.97 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 0.96 Satd. Flow (prot) 1770 5053 1770 5085 1530 1770 1863 1583 1610 3256 Flt Permitted 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 0.96 Satd. Flow (perm) 1770 5053 1770 5085 1530 1770 1863 1583 1610 3256 Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj. Flow (vph) 131 573 23 40 160 1218 397 47 57 178 497 54 RTOR Reduction (vph) 0 3 0 0 0 0 207 0 0 165 0 0
Lane Group Flow (vph) 131 593 0 0 200 1218 190 47 57 13 248 303 Confl. Peds. (#/hr) 8
Confl. Bikes (#/hr) 1
Turn Type Prot NA Prot Prot NA Perm Split NA Perm Split NA Protected Phases 1 6 5 5 2 7 7 8 8
Permitted Phases 2 7
Actuated Green, G (s) 11.9 56.7 12.5 57.3 57.3 8.5 8.5 8.5 22.5 22.5 Effective Green, g (s) 11.9 56.7 12.5 57.3 57.3 8.5 8.5 8.5 22.5 22.5 Actuated g/C Ratio 0.10 0.47 0.10 0.48 0.48 0.07 0.07 0.07 0.19 0.19 Clearance Time (s) 4.5 5.1 4.5 5.1 5.1 5.1 5.1 5.1 5.1 5.1 Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 175 2387 184 2428 730 125 131 112 301 610 v/s Ratio Prot c0.07 0.12 c0.11 c0.24 0.03 c0.03 c0.15 0.09 v/s Ratio Perm 0.12 0.01
v/c Ratio 0.75 0.25 1.09 0.50 0.26 0.38 0.44 0.11 0.82 0.50 Uniform Delay, d1 52.6 18.9 53.8 21.5 18.7 53.2 53.4 52.2 46.8 43.7 Progression Factor 0.74 0.88 0.89 0.81 2.23 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 13.8 0.2 87.8 0.7 0.8 0.7 0.8 0.2 15.8 0.2 Delay (s) 52.8 16.8 135.8 18.0 42.5 53.9 54.3 52.4 62.6 43.9 Level of Service D B F B DDDDED
Approach Delay (s) 23.3 36.4 53.0 49.8
Approach LOS C D D D
Intersection Summary
HCM 2000 Control Delay 37.7 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.66
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 19.8 Intersection Capacity Utilization 68.9% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
8: Gellert Blvd & Westborough Blvd 12/05/2023
Scenario 2 12:55 pm 11/23/2022 Existing PM Peak Synchro 11 Report
Movement SBR
Lane Configurations
Traffic Volume (vph) 140
Future Volume (vph) 140
Ideal Flow (vphpl) 1900
Total Lost time (s) 5.1
Lane Util. Factor 1.00
Frpb, ped/bikes 0.99
Flpb, ped/bikes 1.00
Frt 0.85
Flt Protected 1.00
Satd. Flow (prot) 1562
Flt Permitted 1.00
Satd. Flow (perm) 1562
Peak-hour factor, PHF 0.96
Adj. Flow (vph) 146
RTOR Reduction (vph) 119
Lane Group Flow (vph) 27
Confl. Peds. (#/hr) 1
Confl. Bikes (#/hr)
Turn Type Perm
Protected Phases
Permitted Phases 8
Actuated Green, G (s) 22.5
Effective Green, g (s) 22.5
Actuated g/C Ratio 0.19
Clearance Time (s) 5.1
Vehicle Extension (s) 2.0
Lane Grp Cap (vph) 292
v/s Ratio Prot
v/s Ratio Perm 0.02
v/c Ratio 0.09
Uniform Delay, d1 40.3
Progression Factor 1.00
Incremental Delay, d2 0.1
Delay (s) 40.4
Level of Service D
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Signalized Intersection Capacity Analysis
9: Westborough Blvd & I-280 SB Off Ramp 12/05/2023
Scenario 2 12:55 pm 11/23/2022 Existing PM Peak Synchro 11 Report
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (vph) 0 773 1283 0 520 0
Future Volume (vph) 0 773 1283 0 520 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.5 4.5 4.6
Lane Util. Factor 0.95 0.95 0.97
Frt 1.00 1.00 1.00
Flt Protected 1.00 1.00 0.95
Satd. Flow (prot) 3539 3539 3433
Flt Permitted 1.00 1.00 0.95
Satd. Flow (perm) 3539 3539 3433
Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91
Adj. Flow (vph) 0 849 1410 0 571 0
RTOR Reduction (vph) 000000
Lane Group Flow (vph) 0 849 1410 0 571 0
Turn Type NA NA Prot
Protected Phases 2 6 4
Permitted Phases
Actuated Green, G (s) 36.9 36.9 14.0
Effective Green, g (s) 36.9 36.9 14.0
Actuated g/C Ratio 0.61 0.61 0.23
Clearance Time (s) 4.5 4.5 4.6
Vehicle Extension (s) 2.0 2.0 2.0
Lane Grp Cap (vph) 2176 2176 801
v/s Ratio Prot 0.24 c0.40 c0.17
v/s Ratio Perm
v/c Ratio 0.39 0.65 0.71
Uniform Delay, d1 5.9 7.4 21.2
Progression Factor 0.47 1.00 1.00
Incremental Delay, d2 0.5 1.5 2.5
Delay (s) 3.2 8.9 23.7
Level of Service A A C
Approach Delay (s) 3.2 8.9 23.7
Approach LOS A A C
Intersection Summary
HCM 2000 Control Delay 10.2 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.67
Actuated Cycle Length (s) 60.0 Sum of lost time (s) 9.1 Intersection Capacity Utilization 57.9% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
10: W. Orange Avenue/Camaritas Avenue & Westborough Blvd/Chestnut Ave 12/05/2023 Scenario 2 12:55 pm 11/23/2022 Existing PM Peak Synchro 11 Report
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 82 867 95 31 836 243 45 9 14 73 18 117 Future Volume (vph) 82 867 95 31 836 243 45 9 14 73 18 117 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 5.8 5.8 4.5 4.8 4.8 4.6 4.6 4.7 4.7 4.7 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 0.95 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 1.00 0.99 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.91 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 0.97 1.00 Satd. Flow (prot) 1770 3406 1583 1770 3438 1564 1770 1673 1681 1717 1560 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 0.97 1.00 Satd. Flow (perm) 1770 3406 1583 1770 3438 1564 1770 1673 1681 1717 1560 Peak-hour factor, PHF 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Adj. Flow (vph) 84 885 97 32 853 248 46 9 14 74 18 119
RTOR Reduction (vph) 0 0 32 0 0 85 0 13 0 0 0 110
Lane Group Flow (vph) 84 885 65 32 853 163 46 10 0 46 46 9 Confl. Peds. (#/hr) 2 3 3 2
Confl. Bikes (#/hr) 1 1
Heavy Vehicles (%) 2% 6% 2% 2% 5% 2% 2% 2% 2% 2% 2% 2%
Turn Type Prot NA Perm Prot NA Perm Split NA Split NA Perm Protected Phases 5 2 1 6 4 4 3 3
Permitted Phases 2 6 3
Actuated Green, G (s) 11.9 85.5 85.5 6.9 81.5 81.5 8.0 8.0 10.0 10.0 10.0 Effective Green, g (s) 11.9 85.5 85.5 6.9 81.5 81.5 8.0 8.0 10.0 10.0 10.0 Actuated g/C Ratio 0.09 0.66 0.66 0.05 0.63 0.63 0.06 0.06 0.08 0.08 0.08 Clearance Time (s) 4.5 5.8 5.8 4.5 4.8 4.8 4.6 4.6 4.7 4.7 4.7 Vehicle Extension (s) 3.0 4.0 4.0 3.0 4.0 4.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 162 2240 1041 93 2155 980 108 102 129 132 120 v/s Ratio Prot c0.05 0.26 0.02 c0.25 c0.03 0.01 c0.03 0.03 v/s Ratio Perm 0.04 0.10 0.01
v/c Ratio 0.52 0.40 0.06 0.34 0.40 0.17 0.43 0.10 0.36 0.35 0.08 Uniform Delay, d1 56.3 10.3 7.9 59.4 12.0 10.1 58.8 57.6 56.9 56.9 55.7 Progression Factor 1.00 1.00 1.00 0.61 0.26 0.03 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.8 0.5 0.1 1.8 0.4 0.3 2.7 0.4 1.7 1.6 0.3 Delay (s) 59.1 10.8 8.1 37.8 3.6 0.6 61.5 58.0 58.6 58.5 56.0 Level of Service E B A D AAEE EEE
Approach Delay (s) 14.4 3.9 60.3 57.1
Approach LOS BAEE
Intersection Summary
HCM 2000 Control Delay 14.5 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.41
Actuated Cycle Length (s) 130.0 Sum of lost time (s) 19.6 Intersection Capacity Utilization 55.5% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
11: El Camino Real & Westborough Blvd/Chestnut Ave 12/05/2023 Scenario 2 12:55 pm 11/23/2022 Existing PM Peak Synchro 11 Report
Movement EBU EBL EBT EBR WBL WBT WBR NBU NBL NBT NBR SBU Lane Configurations
Traffic Volume (vph) 18 151 467 318 278 500 142 25 460 581 351 16 Future Volume (vph) 18 151 467 318 278 500 142 25 460 581 351 16 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 3.2 3.7 3.7 4.2 3.7 3.7 4.2 5.5 5.5 Lane Util. Factor 1.00 0.95 1.00 0.97 0.95 1.00 0.97 0.91 1.00 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 0.99 1.00 1.00 0.98 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 3539 1548 3433 3539 1561 3433 4893 1555 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1770 3539 1548 3433 3539 1561 3433 4893 1555 Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph) 20 168 519 353 309 556 158 28 511 646 390 18 RTOR Reduction (vph) 0 0 0 258 0 0 126 0 0 0 170 0
Lane Group Flow (vph) 0 188 519 95 309 556 32 0 539 646 220 0 Confl. Peds. (#/hr) 10 1 5
Confl. Bikes (#/hr) 1 1
Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 6% 2% 2%
Turn Type Prot Prot NA Perm Prot NA Perm Prot Prot NA Perm Prot Protected Phases 3 3 8 7 4 1 1 6 5
Permitted Phases 8 4 6
Actuated Green, G (s) 16.5 28.8 28.8 12.8 26.1 26.1 25.5 57.9 57.9 Effective Green, g (s) 16.5 28.8 28.8 12.8 26.1 26.1 25.5 57.9 57.9 Actuated g/C Ratio 0.13 0.22 0.22 0.10 0.20 0.20 0.20 0.45 0.45 Clearance Time (s) 3.2 3.7 3.7 4.2 3.7 3.7 4.2 5.5 5.5
Vehicle Extension (s) 2.0 2.5 2.5 2.0 2.5 2.5 2.2 4.0 4.0 Lane Grp Cap (vph) 224 784 342 338 710 313 673 2179 692 v/s Ratio Prot c0.11 c0.15 0.09 c0.16 c0.16 0.13
v/s Ratio Perm 0.06 0.02 0.14
v/c Ratio 0.84 0.66 0.28 0.91 0.78 0.10 0.80 0.30 0.32
Uniform Delay, d1 55.5 46.2 42.0 58.1 49.3 42.4 49.8 23.0 23.3 Progression Factor 1.26 0.77 0.30 0.77 0.80 1.72 0.72 0.32 0.06 Incremental Delay, d2 21.5 1.8 0.3 27.4 5.4 0.1 5.6 0.3 1.0 Delay (s) 91.7 37.3 12.8 72.1 44.8 72.9 41.3 7.7 2.5
Level of Service F D B E D E D A A
Approach Delay (s) 38.8 57.4 17.9
Approach LOS D E B
Intersection Summary
HCM 2000 Control Delay 36.3 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.77
Actuated Cycle Length (s) 130.0 Sum of lost time (s) 17.6 Intersection Capacity Utilization 85.5% ICU Level of Service E Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
11: El Camino Real & Westborough Blvd/Chestnut Ave 12/05/2023 Scenario 2 12:55 pm 11/23/2022 Existing PM Peak Synchro 11 Report
Movement SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 219 799 170
Future Volume (vph) 219 799 170
Ideal Flow (vphpl) 1900 1900 1900
Total Lost time (s) 4.2 5.5 5.5
Lane Util. Factor 0.97 0.95 1.00
Frpb, ped/bikes 1.00 1.00 0.99
Flpb, ped/bikes 1.00 1.00 1.00
Frt 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00
Satd. Flow (prot) 3433 3406 1563
Flt Permitted 0.95 1.00 1.00
Satd. Flow (perm) 3433 3406 1563
Peak-hour factor, PHF 0.90 0.90 0.90
Adj. Flow (vph) 243 888 189
RTOR Reduction (vph) 0 0 107
Lane Group Flow (vph) 261 888 82
Confl. Peds. (#/hr)
Confl. Bikes (#/hr) 1
Heavy Vehicles (%) 2% 6% 2%
Turn Type Prot NA Perm
Protected Phases 5 2
Permitted Phases 2
Actuated Green, G (s) 12.9 45.3 45.3
Effective Green, g (s) 12.9 45.3 45.3
Actuated g/C Ratio 0.10 0.35 0.35
Clearance Time (s) 4.2 5.5 5.5
Vehicle Extension (s) 2.2 4.0 4.0
Lane Grp Cap (vph) 340 1186 544
v/s Ratio Prot 0.08 c0.26
v/s Ratio Perm 0.05
v/c Ratio 0.77 0.75 0.15
Uniform Delay, d1 57.1 37.3 29.1
Progression Factor 0.93 0.90 0.61
Incremental Delay, d2 9.1 4.3 0.6
Delay (s) 62.2 37.7 18.4
Level of Service E D B
Approach Delay (s) 39.8
Approach LOS D
Intersection Summary
HCM Signalized Intersection Capacity Analysis
12: Antoinette Lane & Westborough Blvd/Chestnut Ave 12/05/2023 Scenario 2 12:55 pm 11/23/2022 Existing PM Peak Synchro 11 Report
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 15 883 139 95 793 7 105 0 32 31 0 22 Future Volume (vph) 15 883 139 95 793 7 105 0 32 31 0 22 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 5.1 4.5 4.7 5.9 5.9
Lane Util. Factor 1.00 0.95 1.00 0.91 1.00 1.00
Frpb, ped/bikes 1.00 0.99 1.00 1.00 0.99 0.99
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.98 1.00 1.00 0.97 0.94
Flt Protected 0.95 1.00 0.95 1.00 0.96 0.97
Satd. Flow (prot) 1770 3326 1770 4934 1719 1681
Flt Permitted 0.95 1.00 0.95 1.00 0.78 0.81
Satd. Flow (perm) 1770 3326 1770 4934 1390 1394
Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj. Flow (vph) 16 920 145 99 826 7 109 0 33 32 0 23
RTOR Reduction (vph) 0 7 0 0 0 0 0 48 0 0 48 0
Lane Group Flow (vph) 16 1058 0 99 833 0 0 94 0070
Confl. Peds. (#/hr) 15 3 6 8 8 6
Confl. Bikes (#/hr) 3336
Heavy Vehicles (%) 2% 6% 2% 2% 5% 2% 2% 2% 2% 2% 2% 2%
Turn Type Prot NA Prot NA Perm NA Perm NA
Protected Phases 5 2 1 6 4 4
Permitted Phases 4 4
Actuated Green, G (s) 3.4 85.7 12.1 94.8 16.7 16.7
Effective Green, g (s) 3.4 85.7 12.1 94.8 16.7 16.7
Actuated g/C Ratio 0.03 0.66 0.09 0.73 0.13 0.13
Clearance Time (s) 4.5 5.1 4.5 4.7 5.9 5.9
Vehicle Extension (s) 3.0 3.0 2.0 3.0 3.5 3.5
Lane Grp Cap (vph) 46 2192 164 3598 178 179
v/s Ratio Prot 0.01 c0.32 c0.06 0.17
v/s Ratio Perm c0.07 0.01
v/c Ratio 0.35 0.48 0.60 0.23 0.53 0.04
Uniform Delay, d1 62.2 11.1 56.6 5.7 53.0 49.6
Progression Factor 0.91 0.59 1.14 0.33 1.00 1.00
Incremental Delay, d2 4.0 0.7 4.0 0.1 3.2 0.1
Delay (s) 60.7 7.2 68.3 2.0 56.2 49.7
Level of Service E A E A E D
Approach Delay (s) 8.0 9.1 56.2 49.7
Approach LOS A A E D
Intersection Summary
HCM 2000 Control Delay 12.6 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.50
Actuated Cycle Length (s) 130.0 Sum of lost time (s) 15.5 Intersection Capacity Utilization 65.2% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
JUNIPERO SERRA BOULEVARD AND WESTBOROUGH BOULEVARD BIKEWAY FEASIBILITY STUDY • EXISTING AND FUTURE NO-BUILD TRAFFIC OPERATIONS ANALYSIS • DECEMBER 2023 SECTION 2: EXISTING 2023 QUEUE LENGTHS
AM AND PM PEAK PERIODS
Queues
1: Junipero Serra Blvd & Hickey Blvd 12/05/2023
Scenario 1 5:00 pm 12/03/2010 Existing AM Peak Synchro 11 Report
Lane Group EBL EBT EBR WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 248 667 54 474 365 89 180 76 217 292 138 v/c Ratio 0.42 0.53 0.07 0.71 0.61 0.52 0.52 0.24 0.77 0.51 0.36 Control Delay 19.5 19.2 0.2 47.8 13.5 63.1 57.1 1.9 65.9 48.5 6.5 Queue Delay 1.4 0.8 0.4 1.3 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 20.8 20.0 0.6 49.1 13.5 63.1 57.1 1.9 65.9 48.5 6.5 Queue Length 50th (ft) 67 89 0 176 72 67 71 0 163 110 0 Queue Length 95th (ft) 84 96 0 244 160 121 107 0 236 144 37 Internal Link Dist (ft) 115 884 703 588
Turn Bay Length (ft) 20 250 200 150
Base Capacity (vph) 597 1256 721 693 606 184 731 462 321 967 544 Starvation Cap Reductn 188 290 441 00000000
Spillback Cap Reductn 0 0 0 81 0 0 0 0 0 0 17
Storage Cap Reductn 00000000000
Reduced v/c Ratio 0.61 0.69 0.19 0.77 0.60 0.48 0.25 0.16 0.68 0.30 0.26 Intersection Summary
Queues
2: Junipero Serra Blvd & King Dr 12/05/2023
Scenario 1 5:00 pm 12/03/2010 Existing AM Peak Synchro 11 Report
Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 212 112 240 177 200 146 183 126 104 255 171 v/c Ratio 0.61 0.32 0.49 0.57 0.62 0.53 0.19 0.25 0.44 0.36 0.38 Control Delay 35.8 29.3 8.1 36.3 31.1 37.0 24.6 7.3 37.6 27.7 8.0 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 35.8 29.3 8.1 36.3 31.1 37.0 24.6 7.3 37.6 27.7 8.0 Queue Length 50th (ft) 80 40 0 67 58 56 32 0 40 47 0
Queue Length 95th (ft) 185 104 60 160 153 139 76 44 107 105 53 Internal Link Dist (ft) 157 116 2322 306
Turn Bay Length (ft) 100 200 200 200
Base Capacity (vph) 571 744 765 571 704 571 1848 868 571 1848 908 Starvation Cap Reductn 00000000000
Spillback Cap Reductn 00000000000
Storage Cap Reductn 00000000000
Reduced v/c Ratio 0.37 0.15 0.31 0.31 0.28 0.26 0.10 0.15 0.18 0.14 0.19 Intersection Summary
Queues
4: Junipero Serra Blvd & Westborough Blvd 12/05/2023
Scenario 1 5:00 pm 12/03/2010 Existing AM Peak Synchro 11 Report
Lane Group EBL EBT EBR WBL WBT WBR2 NBL2 NBL NBT NBR SBL SBT Lane Group Flow (vph) 100 1034 168 77 576 14 305 306 359 297 175 364 v/c Ratio 0.54 0.75 0.24 0.38 0.48 0.02 0.82 0.87 0.50 0.51 0.73 0.76 Control Delay 60.7 41.0 7.7 40.7 19.2 0.1 62.4 69.6 42.3 8.3 67.6 60.6 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 60.7 41.0 7.7 40.7 19.2 0.1 62.4 69.6 42.3 8.3 67.6 60.6 Queue Length 50th (ft) 79 406 13 61 95 0 237 254 134 6 131 144 Queue Length 95th (ft) 138 #520 71 91 117 m0 #389 #434 191 79 206 194 Internal Link Dist (ft) 358 826 472 474
Turn Bay Length (ft) 300 300 300 130 340 340 160 500
Base Capacity (vph) 206 1375 709 206 1193 639 399 377 781 603 277 554 Starvation Cap Reductn 000000000000
Spillback Cap Reductn 000000000000
Storage Cap Reductn 000000000000
Reduced v/c Ratio 0.49 0.75 0.24 0.37 0.48 0.02 0.76 0.81 0.46 0.49 0.63 0.66 Intersection Summary
# 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.
Lane Group SBR
Lane Group Flow (vph) 104
v/c Ratio 0.49
Control Delay 55.4
Queue Delay 0.0
Total Delay 55.4
Queue Length 50th (ft) 75
Queue Length 95th (ft) 131
Internal Link Dist (ft)
Turn Bay Length (ft) 80
Base Capacity (vph) 248
Starvation Cap Reductn 0
Spillback Cap Reductn 0
Storage Cap Reductn 0
Reduced v/c Ratio 0.42
Intersection Summary
Queues
5: Junipero Serra Blvd & Avalon Dr 12/05/2023
Scenario 1 5:00 pm 12/03/2010 Existing AM Peak Synchro 11 Report
Lane Group EBL EBT WBT WBR NBL NBT SBL SBR
Lane Group Flow (vph) 68 66 196 320 115 857 195 588
v/c Ratio 0.15 0.08 0.25 0.39 0.13 0.74 0.55 0.85
Control Delay 17.7 16.5 18.4 5.1 12.5 30.9 45.2 17.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 17.7 16.5 18.4 5.1 12.5 30.9 45.2 17.0
Queue Length 50th (ft) 24 22 71 16 34 223 55 0
Queue Length 95th (ft) 52 48 121 68 62 293 91 #164
Internal Link Dist (ft) 112 81 603
Turn Bay Length (ft) 1000 500
Base Capacity (vph) 456 778 778 820 1175 1722 355 691
Starvation Cap Reductn 00000000
Spillback Cap Reductn 00000000
Storage Cap Reductn 00000000
Reduced v/c Ratio 0.15 0.08 0.25 0.39 0.10 0.50 0.55 0.85 Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Queues
6: Oakmont Dr/Callan Blvd & Westborough Blvd 12/05/2023 Scenario 1 5:00 pm 12/03/2010 Existing AM Peak Synchro 11 Report
Lane Group EBL EBT EBR WBL WBT WBR NBT NBR SBL SBT SBR
Lane Group Flow (vph) 99 597 35 167 443 339 169 52 309 119 70 v/c Ratio 0.54 0.44 0.05 0.74 0.31 0.43 0.75 0.16 0.85 0.31 0.16 Control Delay 62.6 29.5 0.1 59.6 14.5 3.7 70.4 1.1 67.5 41.6 0.8 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 62.6 29.5 0.1 59.6 14.5 3.7 70.4 1.1 67.5 41.6 0.8 Queue Length 50th (ft) 74 186 0 80 60 0 128 0 231 78 0
Queue Length 95th (ft) 115 205 0 m#214 m124 m44 172 0 275 111 0 Internal Link Dist (ft) 633 516 713 608
Turn Bay Length (ft) 145 145 125 125 80 125 125
Base Capacity (vph) 184 1358 656 225 1439 790 276 359 430 453 493 Starvation Cap Reductn 00000000000
Spillback Cap Reductn 00000000000
Storage Cap Reductn 00000000000
Reduced v/c Ratio 0.54 0.44 0.05 0.74 0.31 0.43 0.61 0.14 0.72 0.26 0.14 Intersection Summary
# 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.
Queues
7: Galway Dr & Westborough Blvd 12/05/2023
Scenario 1 5:00 pm 12/03/2010 Existing AM Peak Synchro 11 Report
Lane Group EBL EBT WBL WBT WBR NBT NBR SBT
Lane Group Flow (vph) 18 941 35 813 120 70 76 432
v/c Ratio 0.15 0.48 0.29 0.40 0.13 0.18 0.14 0.99
Control Delay 43.1 13.6 42.2 2.7 0.3 32.7 3.0 81.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 43.1 13.6 42.2 2.7 0.3 32.7 3.0 81.5
Queue Length 50th (ft) 11 253 28 16 0 40 0 317
Queue Length 95th (ft) m21 283 58 29 1 69 10 #433
Internal Link Dist (ft) 805 1301 226 482
Turn Bay Length (ft) 130 125 40
Base Capacity (vph) 125 1949 125 2031 959 397 540 435
Starvation Cap Reductn 00000000
Spillback Cap Reductn 00000000
Storage Cap Reductn 00000000
Reduced v/c Ratio 0.14 0.48 0.28 0.40 0.13 0.18 0.14 0.99 Intersection Summary
# 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.
Queues
8: Gellert Blvd & Westborough Blvd 12/05/2023
Scenario 1 5:00 pm 12/03/2010 Existing AM Peak Synchro 11 Report
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 131 947 124 858 248 29 63 295 324 355 98 v/c Ratio 0.66 0.45 0.78 0.43 0.33 0.15 0.31 0.96 0.92 0.88dl 0.21 Control Delay 52.8 17.5 94.1 20.2 3.9 50.8 54.1 68.3 76.7 43.4 2.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 52.8 17.5 94.1 20.2 3.9 50.8 54.1 68.3 76.7 43.4 2.1 Queue Length 50th (ft) 104 117 95 121 2 21 46 115 267 131 0 Queue Length 95th (ft) m140 m120 #176 160 33 49 87 #265 #408 172 5 Internal Link Dist (ft) 1301 560 233 336
Turn Bay Length (ft) 145 280 370 90 155 155
Base Capacity (vph) 199 2110 169 2006 752 192 202 308 374 753 485 Starvation Cap Reductn 00000000000
Spillback Cap Reductn 00000000000
Storage Cap Reductn 00000000000
Reduced v/c Ratio 0.66 0.45 0.73 0.43 0.33 0.15 0.31 0.96 0.87 0.47 0.20 Intersection Summary
# 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. dl Defacto Left Lane. Recode with 1 though lane as a left lane.
Queues
9: Westborough Blvd & I-280 SB Off Ramp 12/05/2023
Scenario 1 5:00 pm 12/03/2010 Existing AM Peak Synchro 11 Report
Lane Group EBT WBT SBL
Lane Group Flow (vph) 1273 967 430
v/c Ratio 0.56 0.43 0.60
Control Delay 5.3 3.0 25.2
Queue Delay 0.0 0.0 0.1
Total Delay 5.4 3.0 25.3
Queue Length 50th (ft) 48 27 74
Queue Length 95th (ft) m245 63 104
Internal Link Dist (ft) 344 84 627
Turn Bay Length (ft)
Base Capacity (vph) 2268 2268 881
Starvation Cap Reductn 0 0 0
Spillback Cap Reductn 49 0 44
Storage Cap Reductn 0 0 0
Reduced v/c Ratio 0.57 0.43 0.51
Intersection Summary
m Volume for 95th percentile queue is metered by upstream signal.
Queues
10: W. Orange Avenue/Camaritas Avenue & Westborough Blvd/Chestnut Ave 12/05/2023 Scenario 1 5:00 pm 12/03/2010 Existing AM Peak Synchro 11 Report
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR
Lane Group Flow (vph) 53 1325 163 43 958 190 27 27 65 66 92 v/c Ratio 0.36 0.61 0.16 0.29 0.43 0.18 0.20 0.19 0.43 0.43 0.39 Control Delay 48.3 27.1 14.3 56.2 4.5 0.9 55.8 30.0 60.3 59.8 11.4 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 48.3 27.1 14.3 56.2 4.5 0.9 55.8 30.0 60.3 59.8 11.4 Queue Length 50th (ft) 32 430 44 35 28 0 20 6 51 52 0
Queue Length 95th (ft) m50 501 m84 m54 267 m21 49 34 95 95 35 Internal Link Dist (ft) 1072 535 411 745
Turn Bay Length (ft) 140 100 160 190 130 120
Base Capacity (vph) 154 2157 1016 154 2206 1062 300 296 284 293 353 Starvation Cap Reductn 00000000000
Spillback Cap Reductn 00000000000
Storage Cap Reductn 00000000000
Reduced v/c Ratio 0.34 0.61 0.16 0.28 0.43 0.18 0.09 0.09 0.23 0.23 0.26 Intersection Summary
m Volume for 95th percentile queue is metered by upstream signal.
Queues
11: El Camino Real & Westborough Blvd/Chestnut Ave 12/05/2023 Scenario 1 5:00 pm 12/03/2010 Existing AM Peak Synchro 11 Report
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 240 702 536 361 747 120 386 548 354 184 545 57 v/c Ratio 0.72 0.59 0.69 0.99 0.81 0.23 0.77 0.37 0.53 0.50 0.60 0.11 Control Delay 55.6 34.8 18.1 85.8 37.8 2.9 49.1 21.1 6.3 51.3 37.4 0.7 Queue Delay 0.0 0.0 0.8 0.0 0.6 0.0 0.0 0.0 0.1 0.4 0.0 0.0 Total Delay 55.6 34.8 18.8 85.8 38.4 2.9 49.1 21.1 6.4 51.7 37.4 0.7 Queue Length 50th (ft) 128 163 78 147 291 15 152 128 119 71 145 0 Queue Length 95th (ft) #345 247 174 #227 328 18 153 63 13 105 241 1 Internal Link Dist (ft) 535 225 2015 643
Turn Bay Length (ft) 170 220 110 290 415 255
Base Capacity (vph) 334 1188 774 366 1188 620 509 1488 674 366 903 499 Starvation Cap Reductn 0 0 65 0 165 0000000
Spillback Cap Reductn 0 0 0 0 0 0 0 0 16 28 0 0
Storage Cap Reductn 000000000000
Reduced v/c Ratio 0.72 0.59 0.76 0.99 0.73 0.19 0.76 0.37 0.54 0.54 0.60 0.11 Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Queues
12: Antoinette Lane & Westborough Blvd/Chestnut Ave 12/05/2023 Scenario 1 5:00 pm 12/03/2010 Existing AM Peak Synchro 11 Report
Lane Group EBL EBT WBL WBT NBT SBT
Lane Group Flow (vph) 24 1251 70 1129 153 39
v/c Ratio 0.17 0.58 0.47 0.34 0.69 0.12
Control Delay 43.4 9.3 72.9 3.6 60.3 0.7
Queue Delay 0.0 0.3 0.0 0.0 0.0 0.0
Total Delay 43.4 9.5 72.9 3.6 60.3 0.7
Queue Length 50th (ft) 17 187 51 41 108 0
Queue Length 95th (ft) m32 218 78 71 156 0
Internal Link Dist (ft) 225 471 499 255
Turn Bay Length (ft) 140 165
Base Capacity (vph) 154 2173 162 3315 391 506
Starvation Cap Reductn 0 325 0000
Spillback Cap Reductn 0 0 0 348 0 6
Storage Cap Reductn 000000
Reduced v/c Ratio 0.16 0.68 0.43 0.38 0.39 0.08
Intersection Summary
m Volume for 95th percentile queue is metered by upstream signal.
Queues
1: Junipero Serra Blvd & Hickey Blvd 12/05/2023
Scenario 2 12:55 pm 11/23/2022 Existing PM Peak Synchro 11 Report
Lane Group EBL EBT EBR WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 211 710 65 699 647 119 194 93 299 371 234 v/c Ratio 0.43 0.68 0.11 0.91 0.83 0.66 0.58 0.31 0.80 0.51 0.46 Control Delay 41.2 44.7 0.4 60.6 28.4 73.1 63.5 2.7 63.8 48.0 7.9 Queue Delay 51.2 54.3 0.9 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 92.4 98.9 1.3 60.6 28.4 73.1 63.5 2.7 63.8 48.0 7.9 Queue Length 50th (ft) 156 287 0 305 242 98 84 0 239 147 0 Queue Length 95th (ft) 265 #430 0 #416 419 161 123 0 326 187 64 Internal Link Dist (ft) 115 884 703 588
Turn Bay Length (ft) 20 250 200 150
Base Capacity (vph) 495 1040 592 770 781 224 675 433 388 892 574 Starvation Cap Reductn 296 575 372 00000000
Spillback Cap Reductn 00000000000
Storage Cap Reductn 00000000000
Reduced v/c Ratio 1.06 1.53 0.30 0.91 0.83 0.53 0.29 0.21 0.77 0.42 0.41 Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Queues
2: Junipero Serra Blvd & King Dr 12/05/2023
Scenario 2 12:55 pm 11/23/2022 Existing PM Peak Synchro 11 Report
Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 157 84 122 79 168 321 411 139 135 272 263 v/c Ratio 0.59 0.21 0.28 0.42 0.62 0.65 0.35 0.22 0.56 0.39 0.51 Control Delay 42.0 29.4 7.7 42.3 36.0 35.7 22.8 5.9 42.2 30.0 7.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 42.0 29.4 7.7 42.3 36.0 35.7 22.8 5.9 42.2 30.0 7.9 Queue Length 50th (ft) 70 34 0 36 59 134 75 0 61 59 0
Queue Length 95th (ft) 151 81 44 90 137 #335 155 44 134 111 62 Internal Link Dist (ft) 157 116 2322 306
Turn Bay Length (ft) 100 200 200 200
Base Capacity (vph) 491 640 616 491 611 491 1590 787 491 1590 856 Starvation Cap Reductn 00000000000
Spillback Cap Reductn 00000000000
Storage Cap Reductn 00000000000
Reduced v/c Ratio 0.32 0.13 0.20 0.16 0.27 0.65 0.26 0.18 0.27 0.17 0.31 Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Queues
4: Junipero Serra Blvd & Westborough Blvd 12/05/2023
Scenario 2 12:55 pm 11/23/2022 Existing PM Peak Synchro 11 Report
Lane Group EBL EBT EBR WBL WBT WBR2 NBL2 NBL NBT NBR SBL SBT Lane Group Flow (vph) 157 760 207 152 604 6 456 463 570 229 127 238 v/c Ratio 0.61 0.96 0.41 0.60 0.92dr 0.01 0.97 1.04 0.61 0.37 0.52 0.49 Control Delay 48.7 61.0 7.4 49.1 48.9 0.0 69.7 88.5 32.5 5.7 45.3 40.6 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 48.7 61.0 7.4 49.1 48.9 0.0 69.7 88.5 32.5 5.7 45.3 40.6 Queue Length 50th (ft) 88 230 0 84 176 0 285 ~338 165 0 70 68 Queue Length 95th (ft) 158 #391 58 159 #332 0 #557 #620 252 55 127 107 Internal Link Dist (ft) 358 826 472 474
Turn Bay Length (ft) 300 300 300 130 340 340 160 500
Base Capacity (vph) 321 795 512 265 713 439 470 445 931 619 356 712 Starvation Cap Reductn 000000000000
Spillback Cap Reductn 000000000000
Storage Cap Reductn 000000000000
Reduced v/c Ratio 0.49 0.96 0.40 0.57 0.85 0.01 0.97 1.04 0.61 0.37 0.36 0.33 Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
dr Defacto Right Lane. Recode with 1 though lane as a right lane.
Lane Group SBR
Lane Group Flow (vph) 133
v/c Ratio 0.61
Control Delay 50.2
Queue Delay 0.0
Total Delay 50.2
Queue Length 50th (ft) 75
Queue Length 95th (ft) 135
Internal Link Dist (ft)
Turn Bay Length (ft) 80
Base Capacity (vph) 318
Starvation Cap Reductn 0
Spillback Cap Reductn 0
Storage Cap Reductn 0
Reduced v/c Ratio 0.42
Intersection Summary
Queues
5: Junipero Serra Blvd & Avalon Dr 12/05/2023
Scenario 2 12:55 pm 11/23/2022 Existing PM Peak Synchro 11 Report
Lane Group EBL EBT WBT WBR NBL NBT SBL SBR
Lane Group Flow (vph) 57 24 137 160 196 1537 205 451
v/c Ratio 0.13 0.04 0.20 0.24 0.19 1.03 0.67 0.82
Control Delay 23.9 22.2 24.4 4.7 11.5 62.8 58.3 17.8
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 23.9 22.2 24.4 4.7 11.5 62.8 58.3 17.8
Queue Length 50th (ft) 26 10 63 0 60 ~586 70 0
Queue Length 95th (ft) 56 28 109 42 97 #727 #110 #143
Internal Link Dist (ft) 112 81 603
Turn Bay Length (ft) 1000 500
Base Capacity (vph) 425 670 670 672 1012 1488 305 551
Starvation Cap Reductn 00000000
Spillback Cap Reductn 00000000
Storage Cap Reductn 00000000
Reduced v/c Ratio 0.13 0.04 0.20 0.24 0.19 1.03 0.67 0.82 Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Queues
6: Oakmont Dr/Callan Blvd & Westborough Blvd 12/05/2023 Scenario 2 12:55 pm 11/23/2022 Existing PM Peak Synchro 11 Report
Lane Group EBL EBT EBR WBL WBT WBR NBT NBR SBL SBT SBR
Lane Group Flow (vph) 111 411 29 43 753 291 70 37 209 49 80 v/c Ratio 0.59 0.21 0.03 0.32 0.41 0.33 0.43 0.13 0.77 0.17 0.22 Control Delay 63.4 16.0 0.1 36.4 3.8 1.4 60.2 1.0 66.1 43.1 1.4 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 63.4 16.0 0.1 36.4 3.8 1.4 60.2 1.0 66.1 43.1 1.4 Queue Length 50th (ft) 83 87 0 32 13 0 53 0 157 33 0
Queue Length 95th (ft) 140 140 0 69 131 29 99 0 227 66 0 Internal Link Dist (ft) 633 516 713 608
Turn Bay Length (ft) 145 145 125 125 80 125 125
Base Capacity (vph) 190 1997 918 140 1817 894 305 386 430 453 494 Starvation Cap Reductn 00000000000
Spillback Cap Reductn 00000000000
Storage Cap Reductn 00000000000
Reduced v/c Ratio 0.58 0.21 0.03 0.31 0.41 0.33 0.23 0.10 0.49 0.11 0.16 Intersection Summary
Queues
7: Galway Dr & Westborough Blvd 12/05/2023
Scenario 2 12:55 pm 11/23/2022 Existing PM Peak Synchro 11 Report
Lane Group EBL EBT WBL WBT WBR NBT NBR SBT
Lane Group Flow (vph) 27 644 61 1094 172 12 44 160
v/c Ratio 0.19 0.27 0.45 0.44 0.15 0.05 0.14 0.76
Control Delay 42.8 3.9 83.1 2.5 0.3 41.0 0.9 67.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 42.8 3.9 83.1 2.5 0.3 41.0 0.9 67.3
Queue Length 50th (ft) 21 32 47 32 0 8 0 113
Queue Length 95th (ft) m48 41 74 36 0 25 0 177
Internal Link Dist (ft) 805 1301 226 482
Turn Bay Length (ft) 130 125 40
Base Capacity (vph) 154 2391 159 2460 1127 482 504 390
Starvation Cap Reductn 00000000
Spillback Cap Reductn 00000000
Storage Cap Reductn 00000000
Reduced v/c Ratio 0.18 0.27 0.38 0.44 0.15 0.02 0.09 0.41 Intersection Summary
m Volume for 95th percentile queue is metered by upstream signal.
Queues
8: Gellert Blvd & Westborough Blvd 12/05/2023
Scenario 2 12:55 pm 11/23/2022 Existing PM Peak Synchro 11 Report
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 131 596 200 1218 397 47 57 178 248 303 146 v/c Ratio 0.75 0.25 1.09 0.50 0.42 0.38 0.43 0.64 0.82 0.50 0.35 Control Delay 64.3 17.4 133.7 19.0 6.2 62.0 63.9 19.0 68.2 45.7 7.7 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 64.3 17.4 133.7 19.0 6.2 62.0 63.9 19.0 68.2 45.7 7.7 Queue Length 50th (ft) 103 122 ~175 204 48 36 43 0 202 115 0 Queue Length 95th (ft) #188 148 #328 237 100 76 88 70 294 156 48 Internal Link Dist (ft) 1301 560 233 336
Turn Bay Length (ft) 145 280 370 90 155 155
Base Capacity (vph) 189 2391 184 2428 938 133 140 283 374 757 480 Starvation Cap Reductn 00000000000
Spillback Cap Reductn 00000000000
Storage Cap Reductn 00000000000
Reduced v/c Ratio 0.69 0.25 1.09 0.50 0.42 0.35 0.41 0.63 0.66 0.40 0.30 Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Queues
9: Westborough Blvd & I-280 SB Off Ramp 12/05/2023
Scenario 2 12:55 pm 11/23/2022 Existing PM Peak Synchro 11 Report
Lane Group EBT WBT SBL
Lane Group Flow (vph) 849 1410 571
v/c Ratio 0.39 0.65 0.71
Control Delay 3.4 9.6 26.3
Queue Delay 0.0 0.0 0.0
Total Delay 3.4 9.6 26.3
Queue Length 50th (ft) 33 148 97
Queue Length 95th (ft) m71 233 137
Internal Link Dist (ft) 344 84 627
Turn Bay Length (ft)
Base Capacity (vph) 2176 2176 938
Starvation Cap Reductn 0 0 0
Spillback Cap Reductn 0 0 0
Storage Cap Reductn 0 0 0
Reduced v/c Ratio 0.39 0.65 0.61
Intersection Summary
m Volume for 95th percentile queue is metered by upstream signal.
Queues
10: W. Orange Avenue/Camaritas Avenue & Westborough Blvd/Chestnut Ave 12/05/2023 Scenario 2 12:55 pm 11/23/2022 Existing PM Peak Synchro 11 Report
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR
Lane Group Flow (vph) 84 885 97 32 853 248 46 23 46 46 119 v/c Ratio 0.52 0.38 0.09 0.22 0.39 0.23 0.35 0.16 0.36 0.35 0.48 Control Delay 67.3 11.7 2.7 36.5 3.8 0.5 64.0 34.7 64.6 64.2 12.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 67.3 11.7 2.7 36.5 3.8 0.5 64.0 34.7 64.6 64.2 12.2 Queue Length 50th (ft) 69 188 1 25 28 0 38 7 40 40 0
Queue Length 95th (ft) 120 267 26 m39 75 m1 78 36 82 82 42 Internal Link Dist (ft) 1072 535 411 745
Turn Bay Length (ft) 140 100 160 190 130 120
Base Capacity (vph) 212 2311 1104 156 2180 1075 277 274 262 268 361 Starvation Cap Reductn 00000000000
Spillback Cap Reductn 00000000000
Storage Cap Reductn 00000000000
Reduced v/c Ratio 0.40 0.38 0.09 0.21 0.39 0.23 0.17 0.08 0.18 0.17 0.33 Intersection Summary
m Volume for 95th percentile queue is metered by upstream signal.
Queues
11: El Camino Real & Westborough Blvd/Chestnut Ave 12/05/2023 Scenario 2 12:55 pm 11/23/2022 Existing PM Peak Synchro 11 Report
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 188 519 353 309 556 158 539 646 390 261 888 189 v/c Ratio 0.84 0.66 0.59 0.91 0.78 0.36 0.80 0.30 0.45 0.77 0.75 0.29 Control Delay 98.2 39.1 5.6 76.7 47.4 11.3 44.0 8.1 1.9 68.9 39.8 6.0 Queue Delay 0.0 0.0 0.0 0.0 0.4 0.1 0.0 0.0 0.0 2.8 0.0 0.0 Total Delay 98.2 39.1 5.6 76.7 47.7 11.5 44.0 8.1 1.9 71.8 39.8 6.0 Queue Length 50th (ft) 138 208 6 136 238 30 162 46 1 112 356 6 Queue Length 95th (ft) #277 155 23 #214 291 100 200 50 1 #174 #559 35 Internal Link Dist (ft) 535 225 2015 643
Turn Bay Length (ft) 170 220 110 290 415 255
Base Capacity (vph) 242 1205 745 338 1097 597 686 2183 863 338 1188 652 Starvation Cap Reductn 0 0 0 0 171 84 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 2 26 0 0
Storage Cap Reductn 000000000000
Reduced v/c Ratio 0.78 0.43 0.47 0.91 0.60 0.31 0.79 0.30 0.45 0.84 0.75 0.29 Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Queues
12: Antoinette Lane & Westborough Blvd/Chestnut Ave 12/05/2023 Scenario 2 12:55 pm 11/23/2022 Existing PM Peak Synchro 11 Report
Lane Group EBL EBT WBL WBT NBT SBT
Lane Group Flow (vph) 16 1065 99 833 142 55
v/c Ratio 0.14 0.47 0.77 0.23 0.63 0.24
Control Delay 55.2 6.5 101.3 2.1 44.7 14.4
Queue Delay 0.0 0.4 0.0 0.0 0.0 0.0
Total Delay 55.2 6.9 101.3 2.1 44.7 14.4
Queue Length 50th (ft) 13 98 88 12 71 0
Queue Length 95th (ft) m28 154 #185 52 136 38
Internal Link Dist (ft) 225 471 499 255
Turn Bay Length (ft) 140 165
Base Capacity (vph) 115 2269 129 3702 415 417
Starvation Cap Reductn 0 633 0000
Spillback Cap Reductn 0 0 0 267 2 2
Storage Cap Reductn 000000
Reduced v/c Ratio 0.14 0.65 0.77 0.24 0.34 0.13
Intersection Summary
# 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.
JUNIPERO SERRA BOULEVARD AND WESTBOROUGH BOULEVARD BIKEWAY FEASIBILITY STUDY • EXISTING AND FUTURE NO-BUILD TRAFFIC OPERATIONS ANALYSIS • DECEMBER 2023 SECTION 3: FUTURE 2040 LOS AND DELAY
AM AND PM PEAK PERIODS
HCM Signalized Intersection Capacity Analysis
1: Junipero Serra Blvd & Hickey Blvd 12/05/2023
Scenario 3 3:48 pm 10/16/2023 Future AM Peak Synchro 11 Report
Movement EBL EBT EBR WBL WBT WBR NBU NBL NBT NBR SBL SBT Lane Configurations
Traffic Volume (vph) 283 642 56 129 324 375 35 49 188 78 205 283 Future Volume (vph) 283 642 56 129 324 375 35 49 188 78 205 283 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.4 5.4 5.4 5.4 5.4 4.5 6.2 6.2 4.5 6.2 Lane Util. Factor 0.91 0.91 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 1.00 1.00 0.98 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.85 1.00 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 0.99 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1610 3383 1562 3489 1583 1770 3539 1559 1770 3539 Flt Permitted 0.95 1.00 1.00 0.99 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1610 3383 1562 3489 1583 1770 3539 1559 1770 3539 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 298 676 59 136 341 395 37 52 198 82 216 298 RTOR Reduction (vph) 0 0 37 0 0 316 0 0 0 74 0 0
Lane Group Flow (vph) 268 706 22 0 477 79 0 89 198 8 216 298 Confl. Peds. (#/hr) 1 1 1
Turn Type Split NA Perm Split NA Perm Prot Prot NA Perm Prot NA Protected Phases 4 4 3 3 1 1 6 5 2
Permitted Phases 4 3 6
Actuated Green, G (s) 44.2 44.2 44.2 24.1 24.1 11.6 11.5 11.5 18.7 18.6 Effective Green, g (s) 44.2 44.2 44.2 24.1 24.1 11.6 11.5 11.5 18.7 18.6 Actuated g/C Ratio 0.37 0.37 0.37 0.20 0.20 0.10 0.10 0.10 0.16 0.16 Clearance Time (s) 5.4 5.4 5.4 5.4 5.4 4.5 6.2 6.2 4.5 6.2 Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 593 1246 575 700 317 171 339 149 275 548 v/s Ratio Prot 0.17 c0.21 c0.14 0.05 c0.06 c0.12 0.08
v/s Ratio Perm 0.01 0.05 0.01
v/c Ratio 0.45 0.57 0.04 0.68 0.25 0.52 0.58 0.05 0.79 0.54 Uniform Delay, d1 28.7 30.3 24.3 44.4 40.3 51.6 52.0 49.3 48.7 46.8 Progression Factor 0.63 0.64 1.00 1.14 4.18 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.3 1.8 0.1 2.1 0.1 1.3 1.7 0.1 12.7 0.6 Delay (s) 20.5 21.0 24.4 52.5 168.6 52.9 53.6 49.4 61.4 47.4 Level of Service C C C D F D D D E D
Approach Delay (s) 21.1 105.1 52.5 51.3
Approach LOS C F D D
Intersection Summary
HCM 2000 Control Delay 56.8 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 0.64
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 21.5 Intersection Capacity Utilization 75.3% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
1: Junipero Serra Blvd & Hickey Blvd 12/05/2023
Scenario 3 3:48 pm 10/16/2023 Future AM Peak Synchro 11 Report
Movement SBR
Lane Configurations
Traffic Volume (vph) 127
Future Volume (vph) 127
Ideal Flow (vphpl) 1900
Total Lost time (s) 6.2
Lane Util. Factor 1.00
Frpb, ped/bikes 0.99
Flpb, ped/bikes 1.00
Frt 0.85
Flt Protected 1.00
Satd. Flow (prot) 1561
Flt Permitted 1.00
Satd. Flow (perm) 1561
Peak-hour factor, PHF 0.95
Adj. Flow (vph) 134
RTOR Reduction (vph) 113
Lane Group Flow (vph) 21
Confl. Peds. (#/hr) 1
Turn Type Perm
Protected Phases
Permitted Phases 2
Actuated Green, G (s) 18.6
Effective Green, g (s) 18.6
Actuated g/C Ratio 0.16
Clearance Time (s) 6.2
Vehicle Extension (s) 2.0
Lane Grp Cap (vph) 241
v/s Ratio Prot
v/s Ratio Perm 0.01
v/c Ratio 0.09
Uniform Delay, d1 43.4
Progression Factor 1.00
Incremental Delay, d2 0.1
Delay (s) 43.5
Level of Service D
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Signalized Intersection Capacity Analysis
2: Junipero Serra Blvd & King Dr 12/05/2023
Scenario 3 3:48 pm 10/16/2023 Future AM Peak Synchro 11 Report
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 195 103 243 206 101 116 154 186 126 96 259 164 Future Volume (vph) 195 103 243 206 101 116 154 186 126 96 259 164 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 6.0 6.0 4.0 6.0 6.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 0.92 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 1863 1583 1770 1713 1770 3539 1583 1770 3539 1583 Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1770 1863 1583 1770 1713 1770 3539 1583 1770 3539 1583 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 205 108 256 217 106 122 162 196 133 101 273 173 RTOR Reduction (vph) 0 0 212 0 49 0 0 0 98 0 0 134
Lane Group Flow (vph) 205 108 44 217 179 0 162 196 35 101 273 39 Turn Type Prot NA Perm Prot NA Prot NA Perm Prot NA Perm Protected Phases 3 8 7 4 1 6 5 2
Permitted Phases 8 6 2
Actuated Green, G (s) 12.1 11.0 11.0 12.5 11.4 8.3 16.9 16.9 6.0 14.6 14.6 Effective Green, g (s) 12.1 11.0 11.0 12.5 11.4 8.3 16.9 16.9 6.0 14.6 14.6 Actuated g/C Ratio 0.19 0.17 0.17 0.19 0.18 0.13 0.26 0.26 0.09 0.23 0.23 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 6.0 6.0 4.0 6.0 6.0 Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0 5.0 5.0 2.0 5.0 5.0 Lane Grp Cap (vph) 332 318 270 343 303 228 928 415 164 802 358 v/s Ratio Prot 0.12 0.06 c0.12 c0.10 c0.09 0.06 0.06 c0.08 v/s Ratio Perm 0.03 0.02 0.02
v/c Ratio 0.62 0.34 0.16 0.63 0.59 0.71 0.21 0.08 0.62 0.34 0.11 Uniform Delay, d1 24.0 23.5 22.8 23.8 24.4 26.9 18.5 17.9 28.1 20.9 19.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.4 0.2 0.1 2.8 1.9 8.4 0.2 0.2 4.8 0.5 0.3 Delay (s) 26.4 23.7 22.9 26.6 26.2 35.3 18.8 18.1 32.9 21.4 20.0 Level of Service CCCCC DBBCCC
Approach Delay (s) 24.3 26.4 24.0 23.1
Approach LOS CCCC
Intersection Summary
HCM 2000 Control Delay 24.4 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.54
Actuated Cycle Length (s) 64.4 Sum of lost time (s) 18.0 Intersection Capacity Utilization 55.1% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
3: Junipero Serra Blvd & Arroyo Dr 12/05/2023
Scenario 3 3:48 pm 10/16/2023 Future AM Peak Synchro 11 Report
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 155 56 414 81 63 651
Future Volume (vph) 155 56 414 81 63 651
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 0.95 1.00 0.95
Frt 1.00 0.85 0.98 1.00 1.00
Flt Protected 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1770 1583 3453 1770 3539
Flt Permitted 0.95 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1770 1583 3453 1770 3539
Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95
Adj. Flow (vph) 163 59 436 85 66 685
RTOR Reduction (vph) 0 48 22 0 0 0
Lane Group Flow (vph) 163 11 499 0 66 685
Turn Type Prot Perm NA Prot NA
Protected Phases 4 6 5 2
Permitted Phases 4
Actuated Green, G (s) 6.8 6.8 15.1 2.3 21.4
Effective Green, g (s) 6.8 6.8 15.1 2.3 21.4
Actuated g/C Ratio 0.19 0.19 0.42 0.06 0.59
Clearance Time (s) 4.0 4.0 4.0 4.0 4.0
Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 332 297 1440 112 2092
v/s Ratio Prot c0.09 0.14 c0.04 c0.19
v/s Ratio Perm 0.01
v/c Ratio 0.49 0.04 0.35 0.59 0.33
Uniform Delay, d1 13.2 12.0 7.2 16.5 3.8
Progression Factor 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.4 0.0 0.1 5.0 0.0
Delay (s) 13.6 12.0 7.2 21.5 3.8
Level of Service B B A C A
Approach Delay (s) 13.2 7.2 5.3
Approach LOS B A A
Intersection Summary
HCM 2000 Control Delay 7.2 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.43
Actuated Cycle Length (s) 36.2 Sum of lost time (s) 12.0 Intersection Capacity Utilization 36.8% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
4: Junipero Serra Blvd & Westborough Blvd 12/05/2023
Scenario 3 3:48 pm 10/16/2023 Future AM Peak Synchro 11 Report
Movement EBL EBT EBR WBL WBT WBR WBR2 NBL2 NBL NBT NBR SBU Lane Configurations
Traffic Volume (vph) 117 1094 192 71 224 388 13 688 191 224 273 21 Future Volume (vph) 117 1094 192 71 224 388 13 688 191 224 273 21 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 3.0 5.0 5.0 3.0 5.3 5.3 5.7 5.7 5.7 5.7 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 0.91 0.86 0.86 1.00 Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 0.99 1.00 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.90 0.85 1.00 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 0.95 0.98 1.00 Satd. Flow (prot) 1770 3539 1562 1770 3203 1563 1610 1522 3136 1562 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 0.95 0.98 1.00 Satd. Flow (perm) 1770 3539 1562 1770 3203 1563 1610 1522 3136 1562 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 123 1152 202 75 236 408 14 724 201 236 287 22 RTOR Reduction (vph) 0 0 124 0 0 0 10 0 0 0 213 0
Lane Group Flow (vph) 123 1152 78 75 644 0 4 369 375 417 74 0 Confl. Bikes (#/hr) 2 1 2
Turn Type Prot NA Perm Prot NA Perm Split Split NA Perm Split Protected Phases 5 2 1 6 7 7 7 8
Permitted Phases 2 6 7
Actuated Green, G (s) 16.6 43.4 43.4 10.5 37.0 37.0 31.1 31.1 31.1 31.1 Effective Green, g (s) 16.6 43.4 43.4 10.5 37.0 37.0 31.1 31.1 31.1 31.1 Actuated g/C Ratio 0.14 0.36 0.36 0.09 0.31 0.31 0.26 0.26 0.26 0.26 Clearance Time (s) 3.0 5.0 5.0 3.0 5.3 5.3 5.7 5.7 5.7 5.7 Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 244 1279 564 154 987 481 417 394 812 404 v/s Ratio Prot 0.07 c0.33 0.04 c0.20 0.23 c0.25 0.13
v/s Ratio Perm 0.05 0.00 0.05
v/c Ratio 0.50 0.90 0.14 0.49 0.65 0.01 0.88 0.95 0.51 0.18 Uniform Delay, d1 47.9 36.3 25.7 52.2 35.9 28.8 42.7 43.7 38.0 34.6 Progression Factor 0.89 0.85 0.88 1.20 0.52 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.5 9.5 0.5 0.8 3.1 0.0 19.0 32.7 0.2 0.1 Delay (s) 43.2 40.4 23.1 63.6 21.7 28.8 61.8 76.4 38.2 34.7 Level of Service D D C E C C E E D C
Approach Delay (s) 38.3 26.2 53.4
Approach LOS D C D
Intersection Summary
HCM 2000 Control Delay 44.4 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.88
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 19.2 Intersection Capacity Utilization 86.7% ICU Level of Service E Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
4: Junipero Serra Blvd & Westborough Blvd 12/05/2023
Scenario 3 3:48 pm 10/16/2023 Future AM Peak Synchro 11 Report
Movement SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 140 360 134
Future Volume (vph) 140 360 134
Ideal Flow (vphpl) 1900 1900 1900
Total Lost time (s) 5.2 5.2 5.2
Lane Util. Factor 1.00 0.95 1.00
Frpb, ped/bikes 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00
Frt 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00
Satd. Flow (prot) 1770 3539 1583
Flt Permitted 0.95 1.00 1.00
Satd. Flow (perm) 1770 3539 1583
Peak-hour factor, PHF 0.95 0.95 0.95
Adj. Flow (vph) 147 379 141
RTOR Reduction (vph) 0 0 0
Lane Group Flow (vph) 169 379 141
Confl. Bikes (#/hr)
Turn Type Split NA Perm
Protected Phases 8 8
Permitted Phases 8
Actuated Green, G (s) 16.1 16.1 16.1
Effective Green, g (s) 16.1 16.1 16.1
Actuated g/C Ratio 0.13 0.13 0.13
Clearance Time (s) 5.2 5.2 5.2
Vehicle Extension (s) 2.0 2.0 2.0
Lane Grp Cap (vph) 237 474 212
v/s Ratio Prot 0.10 c0.11
v/s Ratio Perm 0.09
v/c Ratio 0.71 0.80 0.67
Uniform Delay, d1 49.7 50.4 49.4
Progression Factor 1.00 1.00 1.00
Incremental Delay, d2 8.2 8.6 6.0
Delay (s) 57.9 59.0 55.4
Level of Service E E E
Approach Delay (s) 58.0
Approach LOS E
Intersection Summary
HCM Signalized Intersection Capacity Analysis
5: Junipero Serra Blvd & Avalon Dr 12/05/2023
Scenario 3 3:48 pm 10/16/2023 Future AM Peak Synchro 11 Report
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 71 63 0 0 180 330 109 837 96 200 0 563 Future Volume (vph) 71 63 0 0 180 330 109 837 96 200 0 563 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 3.6 3.6 3.6 3.6 3.6 5.2 4.6 4.6
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 0.97 1.00 Frt 1.00 1.00 1.00 0.85 1.00 0.98 1.00 0.85
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1770 1863 1863 1583 1770 3485 3433 1583 Flt Permitted 0.59 1.00 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1095 1863 1863 1583 1770 3485 3433 1583 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 75 66 0 0 189 347 115 881 101 211 0 593 RTOR Reduction (vph) 0 0 0 0 0 198 0 9 0 0 0 515
Lane Group Flow (vph) 75 66 0 0 189 149 115 973 0 211 0 78 Turn Type Perm NA NA Perm Prot NA Prot Perm
Protected Phases 4 4 6 2 1
Permitted Phases 4 4 1
Actuated Green, G (s) 38.0 38.0 38.0 38.0 49.1 30.5 12.4 12.4 Effective Green, g (s) 38.0 38.0 38.0 38.0 49.1 30.5 12.4 12.4 Actuated g/C Ratio 0.40 0.40 0.40 0.40 0.52 0.32 0.13 0.13 Clearance Time (s) 3.6 3.6 3.6 3.6 3.6 5.2 4.6 4.6
Vehicle Extension (s) 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2
Lane Grp Cap (vph) 441 750 750 637 921 1127 451 208
v/s Ratio Prot 0.04 c0.10 0.06 c0.28 c0.06
v/s Ratio Perm 0.07 0.09 0.05
v/c Ratio 0.17 0.09 0.25 0.23 0.12 0.86 0.47 0.37
Uniform Delay, d1 18.0 17.4 18.7 18.6 11.6 29.9 37.9 37.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.8 0.2 0.8 0.9 0.0 6.8 3.5 5.1
Delay (s) 18.9 17.7 19.5 19.4 11.6 36.7 41.4 42.5
Level of Service B B B B B D D D
Approach Delay (s) 18.3 19.5 34.1 42.2
Approach LOS B B C D
Intersection Summary
HCM 2000 Control Delay 32.7 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.52
Actuated Cycle Length (s) 94.3 Sum of lost time (s) 13.4 Intersection Capacity Utilization 64.3% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
6: Oakmont Dr/Callan Blvd & Westborough Blvd 12/05/2023 Scenario 3 3:48 pm 10/16/2023 Future AM Peak Synchro 11 Report
Movement EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations
Traffic Volume (vph) 119 549 40 86 46 444 282 57 95 41 244 109 Future Volume (vph) 119 549 40 86 46 444 282 57 95 41 244 109 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 5.1 5.1 4.5 5.1 5.1 4.9 4.9 4.8 4.8 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 0.92 1.00 0.97 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.98 1.00 0.95 1.00 Satd. Flow (prot) 1770 3539 1548 1770 3539 1450 1828 1541 1770 1863 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.98 1.00 0.95 1.00 Satd. Flow (perm) 1770 3539 1548 1770 3539 1450 1828 1541 1770 1863 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 125 578 42 91 48 467 297 60 100 43 257 115 RTOR Reduction (vph) 0 0 25 0 0 0 172 0 0 38 0 0
Lane Group Flow (vph) 125 578 17 0 139 467 125 0 160 5 257 115 Confl. Peds. (#/hr) 1 35 4 12 12
Turn Type Prot NA Perm Prot Prot NA Perm Split NA Perm Split NA Protected Phases 1 6 5 5 2 3 3 4 4
Permitted Phases 6 2 3
Actuated Green, G (s) 13.6 48.5 48.5 15.2 50.1 50.1 15.1 15.1 21.9 21.9 Effective Green, g (s) 13.6 48.5 48.5 15.2 50.1 50.1 15.1 15.1 21.9 21.9 Actuated g/C Ratio 0.11 0.40 0.40 0.13 0.42 0.42 0.13 0.13 0.18 0.18 Clearance Time (s) 4.5 5.1 5.1 4.5 5.1 5.1 4.9 4.9 4.8 4.8 Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 200 1430 625 224 1477 605 230 193 323 339 v/s Ratio Prot c0.07 c0.16 c0.08 0.13 c0.09 c0.15 0.06
v/s Ratio Perm 0.01 0.09 0.00
v/c Ratio 0.62 0.40 0.03 0.62 0.32 0.21 0.70 0.03 0.80 0.34 Uniform Delay, d1 50.8 25.5 21.5 49.7 23.5 22.3 50.2 46.0 46.9 42.7 Progression Factor 1.00 1.00 1.00 0.53 0.26 0.02 1.00 1.00 1.00 1.00 Incremental Delay, d2 4.3 0.9 0.1 3.5 0.5 0.7 7.2 0.0 11.9 0.2 Delay (s) 55.1 26.3 21.6 29.9 6.5 1.2 57.4 46.0 58.8 43.0 Level of Service E C C C A A E D E D
Approach Delay (s) 30.9 8.4 55.0 51.4
Approach LOS C A E D
Intersection Summary
HCM 2000 Control Delay 28.3 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.59
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 19.3 Intersection Capacity Utilization 74.3% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
6: Oakmont Dr/Callan Blvd & Westborough Blvd 12/05/2023 Scenario 3 3:48 pm 10/16/2023 Future AM Peak Synchro 11 Report
Movement SBR
Lane Configurations
Traffic Volume (vph) 82
Future Volume (vph) 82
Ideal Flow (vphpl) 1900
Total Lost time (s) 4.8
Lane Util. Factor 1.00
Frpb, ped/bikes 0.98
Flpb, ped/bikes 1.00
Frt 0.85
Flt Protected 1.00
Satd. Flow (prot) 1557
Flt Permitted 1.00
Satd. Flow (perm) 1557
Peak-hour factor, PHF 0.95
Adj. Flow (vph) 86
RTOR Reduction (vph) 70
Lane Group Flow (vph) 16
Confl. Peds. (#/hr) 4
Turn Type Perm
Protected Phases
Permitted Phases 4
Actuated Green, G (s) 21.9
Effective Green, g (s) 21.9
Actuated g/C Ratio 0.18
Clearance Time (s) 4.8
Vehicle Extension (s) 2.0
Lane Grp Cap (vph) 284
v/s Ratio Prot
v/s Ratio Perm 0.01
v/c Ratio 0.06
Uniform Delay, d1 40.5
Progression Factor 1.00
Incremental Delay, d2 0.0
Delay (s) 40.5
Level of Service D
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Signalized Intersection Capacity Analysis
7: Galway Dr & Westborough Blvd 12/05/2023
Scenario 3 3:48 pm 10/16/2023 Future AM Peak Synchro 11 Report
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 17 779 2 29 734 100 40 28 61 188 30 164 Future Volume (vph) 17 779 2 29 734 100 40 28 61 188 30 164 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 5.1 4.5 5.1 5.1 5.2 5.2 5.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 0.85 1.00 0.85 0.94
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.97 1.00 0.98
Satd. Flow (prot) 1770 3538 1770 3539 1583 1807 1563 1700 Flt Permitted 0.95 1.00 0.95 1.00 1.00 0.70 1.00 0.81
Satd. Flow (perm) 1770 3538 1770 3539 1583 1295 1563 1408 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 18 820 2 31 773 105 42 29 64 198 32 173 RTOR Reduction (vph) 0 0 0 0 0 49 0 0 44 0 27 0
Lane Group Flow (vph) 18 822 0 31 773 56 0 71 20 0 376 0 Confl. Peds. (#/hr) 4 1 1 4
Turn Type Prot NA Prot NA Perm Perm NA Perm Perm NA
Protected Phases 1 6 5 2 4 8
Permitted Phases 2 4 4 8
Actuated Green, G (s) 3.2 62.7 5.0 64.5 64.5 37.5 37.5 37.7 Effective Green, g (s) 3.2 62.7 5.0 64.5 64.5 37.5 37.5 37.7 Actuated g/C Ratio 0.03 0.52 0.04 0.54 0.54 0.31 0.31 0.31 Clearance Time (s) 4.5 5.1 4.5 5.1 5.1 5.2 5.2 5.0
Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 47 1848 73 1902 850 404 488 442
v/s Ratio Prot 0.01 c0.23 0.02 c0.22
v/s Ratio Perm 0.04 0.05 0.01 c0.27
v/c Ratio 0.38 0.44 0.42 0.41 0.07 0.18 0.04 0.85
Uniform Delay, d1 57.4 17.8 56.1 16.4 13.3 30.0 28.7 38.5 Progression Factor 0.69 0.50 1.11 0.30 0.06 1.00 1.00 1.00 Incremental Delay, d2 1.7 0.7 1.3 0.6 0.1 0.1 0.0 13.6
Delay (s) 41.5 9.7 63.8 5.6 0.9 30.1 28.7 52.1
Level of Service D A E A A C C D
Approach Delay (s) 10.3 7.0 29.4 52.1
Approach LOS B A C D
Intersection Summary
HCM 2000 Control Delay 17.5 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.60
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 14.8 Intersection Capacity Utilization 63.9% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
8: Gellert Blvd & Westborough Blvd 12/05/2023
Scenario 3 3:48 pm 10/16/2023 Future AM Peak Synchro 11 Report
Movement EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations
Traffic Volume (vph) 113 840 15 49 68 816 254 25 54 263 628 27 Future Volume (vph) 113 840 15 49 68 816 254 25 54 263 628 27 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 5.1 4.5 5.1 5.1 5.1 5.1 5.1 5.1 5.1 Lane Util. Factor 1.00 0.91 1.00 0.91 1.00 1.00 1.00 1.00 0.91 0.91 Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.96 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 0.96 Satd. Flow (prot) 1770 5070 1770 5085 1528 1770 1863 1583 1610 3241 Flt Permitted 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 0.96 Satd. Flow (perm) 1770 5070 1770 5085 1528 1770 1863 1583 1610 3241 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 119 884 16 52 72 859 267 26 57 277 661 28 RTOR Reduction (vph) 0 1 0 0 0 0 165 0 0 135 0 0
Lane Group Flow (vph) 119 899 0 0 124 859 102 26 57 142 330 359 Confl. Peds. (#/hr) 1 9
Confl. Bikes (#/hr) 1
Turn Type Prot NA Prot Prot NA Perm Split NA Perm Split NA Protected Phases 1 6 5 5 2 7 7 8 8
Permitted Phases 2 7
Actuated Green, G (s) 11.5 44.4 13.0 45.9 45.9 14.4 14.4 14.4 28.4 28.4 Effective Green, g (s) 11.5 44.4 13.0 45.9 45.9 14.4 14.4 14.4 28.4 28.4 Actuated g/C Ratio 0.10 0.37 0.11 0.38 0.38 0.12 0.12 0.12 0.24 0.24 Clearance Time (s) 4.5 5.1 4.5 5.1 5.1 5.1 5.1 5.1 5.1 5.1 Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 169 1875 191 1945 584 212 223 189 381 767 v/s Ratio Prot c0.07 c0.18 c0.07 0.17 0.01 0.03 c0.20 0.11 v/s Ratio Perm 0.07 c0.09
v/c Ratio 0.70 0.48 0.65 0.44 0.17 0.12 0.26 0.75 0.87 0.47 Uniform Delay, d1 52.6 28.9 51.3 27.5 24.5 47.2 47.9 51.1 44.0 39.3 Progression Factor 0.69 0.88 0.79 0.67 0.85 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 9.5 0.8 5.4 0.7 0.6 0.1 0.2 13.9 17.7 0.2 Delay (s) 46.0 26.1 45.9 19.2 21.4 47.3 48.2 65.0 61.7 39.5 Level of Service D C D B C D D E E D
Approach Delay (s) 28.5 22.3 61.1 48.4
Approach LOS C C E D
Intersection Summary
HCM 2000 Control Delay 34.2 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.67
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 19.8 Intersection Capacity Utilization 83.5% ICU Level of Service E Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
8: Gellert Blvd & Westborough Blvd 12/05/2023
Scenario 3 3:48 pm 10/16/2023 Future AM Peak Synchro 11 Report
Movement SBR
Lane Configurations
Traffic Volume (vph) 84
Future Volume (vph) 84
Ideal Flow (vphpl) 1900
Total Lost time (s) 5.1
Lane Util. Factor 1.00
Frpb, ped/bikes 1.00
Flpb, ped/bikes 1.00
Frt 0.85
Flt Protected 1.00
Satd. Flow (prot) 1583
Flt Permitted 1.00
Satd. Flow (perm) 1583
Peak-hour factor, PHF 0.95
Adj. Flow (vph) 88
RTOR Reduction (vph) 67
Lane Group Flow (vph) 21
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Turn Type Perm
Protected Phases
Permitted Phases 8
Actuated Green, G (s) 28.4
Effective Green, g (s) 28.4
Actuated g/C Ratio 0.24
Clearance Time (s) 5.1
Vehicle Extension (s) 2.0
Lane Grp Cap (vph) 374
v/s Ratio Prot
v/s Ratio Perm 0.01
v/c Ratio 0.06
Uniform Delay, d1 35.4
Progression Factor 1.00
Incremental Delay, d2 0.0
Delay (s) 35.5
Level of Service D
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Signalized Intersection Capacity Analysis
9: Westborough Blvd & I-280 SB Off Ramp 12/05/2023
Scenario 3 3:48 pm 10/16/2023 Future AM Peak Synchro 11 Report
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (vph) 0 1203 1007 0 412 0
Future Volume (vph) 0 1203 1007 0 412 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.5 4.5 4.6
Lane Util. Factor 0.95 0.95 0.97
Frt 1.00 1.00 1.00
Flt Protected 1.00 1.00 0.95
Satd. Flow (prot) 3539 3539 3433
Flt Permitted 1.00 1.00 0.95
Satd. Flow (perm) 3539 3539 3433
Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95
Adj. Flow (vph) 0 1266 1060 0 434 0
RTOR Reduction (vph) 000000
Lane Group Flow (vph) 0 1266 1060 0 434 0
Turn Type NA NA Prot
Protected Phases 2 6 4
Permitted Phases
Actuated Green, G (s) 38.4 38.4 12.5
Effective Green, g (s) 38.4 38.4 12.5
Actuated g/C Ratio 0.64 0.64 0.21
Clearance Time (s) 4.5 4.5 4.6
Vehicle Extension (s) 2.0 2.0 2.0
Lane Grp Cap (vph) 2264 2264 715
v/s Ratio Prot c0.36 0.30 c0.13
v/s Ratio Perm
v/c Ratio 0.56 0.47 0.61
Uniform Delay, d1 6.1 5.6 21.5
Progression Factor 0.53 0.88 1.00
Incremental Delay, d2 0.8 0.4 1.0
Delay (s) 4.1 5.3 22.5
Level of Service A A C
Approach Delay (s) 4.1 5.3 22.5
Approach LOS A A C
Intersection Summary
HCM 2000 Control Delay 7.4 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.57
Actuated Cycle Length (s) 60.0 Sum of lost time (s) 9.1 Intersection Capacity Utilization 52.6% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
10: W. Orange Avenue/Camaritas Avenue & Westborough Blvd/Chestnut Ave 12/05/2023 Scenario 3 3:48 pm 10/16/2023 Future AM Peak Synchro 11 Report
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 91 1230 153 38 887 284 25 12 17 101 47 117 Future Volume (vph) 91 1230 153 38 887 284 25 12 17 101 47 117 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 5.8 5.8 4.5 4.8 4.8 4.6 4.6 4.7 4.7 4.7 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 0.95 0.95 1.00 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 0.99 1.00 0.99 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.91 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 0.98 1.00 Satd. Flow (prot) 1770 3406 1548 1770 3438 1564 1770 1688 1681 1737 1561 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 0.98 1.00 Satd. Flow (perm) 1770 3406 1548 1770 3438 1564 1770 1688 1681 1737 1561 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 96 1295 161 40 934 299 26 13 18 106 49 123 RTOR Reduction (vph) 0 0 36 0 0 85 0 17 0 0 0 111
Lane Group Flow (vph) 96 1295 125 40 934 214 26 14 0 76 79 12 Confl. Peds. (#/hr) 1 3 1 1
Confl. Bikes (#/hr) 1 1
Heavy Vehicles (%) 2% 6% 2% 2% 5% 2% 2% 2% 2% 2% 2% 2%
Turn Type Prot NA Perm Prot NA Perm Split NA Split NA Perm Protected Phases 5 2 1 6 4 4 3 3
Permitted Phases 2 6 3
Actuated Green, G (s) 10.8 75.8 75.8 6.0 72.0 72.0 7.3 7.3 11.3 11.3 11.3 Effective Green, g (s) 10.8 75.8 75.8 6.0 72.0 72.0 7.3 7.3 11.3 11.3 11.3 Actuated g/C Ratio 0.09 0.63 0.63 0.05 0.60 0.60 0.06 0.06 0.09 0.09 0.09 Clearance Time (s) 4.5 5.8 5.8 4.5 4.8 4.8 4.6 4.6 4.7 4.7 4.7 Vehicle Extension (s) 3.0 4.0 4.0 3.0 4.0 4.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 159 2151 977 88 2062 938 107 102 158 163 146 v/s Ratio Prot c0.05 c0.38 0.02 0.27 c0.01 0.01 0.05 c0.05 v/s Ratio Perm 0.08 0.14 0.01
v/c Ratio 0.60 0.60 0.13 0.45 0.45 0.23 0.24 0.14 0.48 0.48 0.08 Uniform Delay, d1 52.5 13.1 8.9 55.4 13.2 11.1 53.7 53.4 51.6 51.6 49.6 Progression Factor 0.85 0.22 0.05 0.83 1.18 1.97 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 3.8 0.7 0.2 2.8 0.6 0.4 1.2 0.6 2.3 2.3 0.2 Delay (s) 48.2 3.7 0.6 48.8 16.1 22.3 54.9 54.0 53.9 53.8 49.8 Level of Service D A A D B C D D D D D
Approach Delay (s) 6.1 18.6 54.4 52.1
Approach LOS A B D D
Intersection Summary
HCM 2000 Control Delay 16.1 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.58
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 19.6 Intersection Capacity Utilization 65.5% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
11: El Camino Real & Westborough Blvd/Chestnut Ave 12/05/2023 Scenario 3 3:48 pm 10/16/2023 Future AM Peak Synchro 11 Report
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 234 659 483 314 702 104 419 534 332 178 506 64 Future Volume (vph) 234 659 483 314 702 104 419 534 332 178 506 64 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 3.2 3.7 3.7 4.2 3.7 3.7 4.2 5.5 5.5 4.2 5.5 5.5 Lane Util. Factor 1.00 0.95 1.00 0.97 0.95 1.00 0.97 0.91 1.00 0.97 0.95 1.00 Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 0.99 1.00 1.00 0.98 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 3539 1560 3433 3539 1562 3433 4893 1554 3433 3406 1563 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1770 3539 1560 3433 3539 1562 3433 4893 1554 3433 3406 1563 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 246 694 508 331 739 109 441 562 349 187 533 67 RTOR Reduction (vph) 0 0 270 0 0 81 0 0 180 0 0 46
Lane Group Flow (vph) 246 694 238 331 739 28 441 562 169 187 533 21 Confl. Peds. (#/hr) 2 1 6
Confl. Bikes (#/hr) 1 1 1
Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 6% 2% 2% 6% 2%
Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm Protected Phases 3 8 7 4 1 6 5 2
Permitted Phases 8462
Actuated Green, G (s) 14.8 31.6 31.6 13.3 31.1 31.1 19.7 45.0 45.0 12.5 37.8 37.8 Effective Green, g (s) 14.8 31.6 31.6 13.3 31.1 31.1 19.7 45.0 45.0 12.5 37.8 37.8 Actuated g/C Ratio 0.12 0.26 0.26 0.11 0.26 0.26 0.16 0.38 0.38 0.10 0.31 0.31 Clearance Time (s) 3.2 3.7 3.7 4.2 3.7 3.7 4.2 5.5 5.5 4.2 5.5 5.5 Vehicle Extension (s) 2.0 2.5 2.5 2.0 2.5 2.5 2.2 4.0 4.0 2.2 4.0 4.0 Lane Grp Cap (vph) 218 931 410 380 917 404 563 1834 582 357 1072 492 v/s Ratio Prot c0.14 0.20 0.10 c0.21 c0.13 0.11 0.05 c0.16 v/s Ratio Perm 0.15 0.02 0.11 0.01
v/c Ratio 1.13 0.75 0.58 0.87 0.81 0.07 0.78 0.31 0.29 0.52 0.50 0.04 Uniform Delay, d1 52.6 40.5 38.4 52.5 41.6 33.5 48.1 26.5 26.3 50.9 33.4 28.5 Progression Factor 1.33 0.55 0.27 0.76 0.77 3.17 0.68 0.42 0.27 0.91 0.89 0.58 Incremental Delay, d2 95.4 2.7 1.5 18.0 4.9 0.1 6.1 0.4 1.2 0.8 1.6 0.2 Delay (s) 165.2 24.9 12.0 57.8 36.9 106.4 39.0 11.6 8.2 47.0 31.4 16.7 Level of Service F C B E D F D B A D C B
Approach Delay (s) 44.2 49.2 19.6 33.8
Approach LOS D D B C
Intersection Summary
HCM 2000 Control Delay 36.8 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.74
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 17.6 Intersection Capacity Utilization 85.1% ICU Level of Service E Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
12: Antoinette Lane & Westborough Blvd/Chestnut Ave 12/05/2023 Scenario 3 3:48 pm 10/16/2023 Future AM Peak Synchro 11 Report
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 21 1004 96 79 962 15 138 3 27 16 0 21 Future Volume (vph) 21 1004 96 79 962 15 138 3 27 16 0 21 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 5.1 4.5 4.7 5.9 5.9
Lane Util. Factor 1.00 0.95 1.00 0.91 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99
Flpb, ped/bikes 1.00 1.00 1.00 1.00 0.99 1.00
Frt 1.00 0.99 1.00 1.00 0.98 0.92
Flt Protected 0.95 1.00 0.95 1.00 0.96 0.98
Satd. Flow (prot) 1770 3364 1770 4928 1730 1655
Flt Permitted 0.95 1.00 0.95 1.00 0.74 0.87
Satd. Flow (perm) 1770 3364 1770 4928 1327 1463
Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 22 1057 101 83 1013 16 145 3 28 17 0 22 RTOR Reduction (vph) 0 4 0 0 1 0 0 7 0 0 32 0
Lane Group Flow (vph) 22 1154 0 83 1028 0 0 169 0070
Confl. Peds. (#/hr) 3 7 10 11 11 10
Confl. Bikes (#/hr) 2 2 2
Heavy Vehicles (%) 2% 6% 2% 2% 5% 2% 2% 2% 2% 2% 2% 2%
Turn Type Prot NA Prot NA Perm NA Perm NA
Protected Phases 5 2 1 6 4 4
Permitted Phases 4 4
Actuated Green, G (s) 3.2 74.2 9.0 80.4 21.3 21.3
Effective Green, g (s) 3.2 74.2 9.0 80.4 21.3 21.3
Actuated g/C Ratio 0.03 0.62 0.08 0.67 0.18 0.18
Clearance Time (s) 4.5 5.1 4.5 4.7 5.9 5.9
Vehicle Extension (s) 3.0 3.0 2.0 3.0 3.5 3.5
Lane Grp Cap (vph) 47 2080 132 3301 235 259
v/s Ratio Prot 0.01 c0.34 c0.05 0.21
v/s Ratio Perm c0.13 0.00
v/c Ratio 0.47 0.55 0.63 0.31 0.72 0.03
Uniform Delay, d1 57.6 13.3 53.9 8.3 46.5 40.8
Progression Factor 0.77 0.50 1.27 0.31 1.00 1.00
Incremental Delay, d2 6.2 0.9 6.1 0.2 10.7 0.0
Delay (s) 50.7 7.6 74.8 2.8 57.3 40.8
Level of Service D A E A E D
Approach Delay (s) 8.4 8.1 57.3 40.8
Approach LOS A A E D
Intersection Summary
HCM 2000 Control Delay 12.2 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.59
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 15.5 Intersection Capacity Utilization 71.5% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
1: Junipero Serra Blvd & Hickey Blvd 12/05/2023
Scenario 4 3:49 pm 10/16/2023 Future PM Peak Synchro 11 Report
Movement EBL EBT EBR WBL WBT WBR NBU NBL NBT NBR SBL SBT Lane Configurations
Traffic Volume (vph) 256 700 63 139 537 630 31 94 203 90 303 361 Future Volume (vph) 256 700 63 139 537 630 31 94 203 90 303 361 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.4 5.4 5.4 5.4 5.4 4.5 6.2 6.2 4.5 6.2 Lane Util. Factor 0.91 0.91 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.85 1.00 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 0.99 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1610 3384 1562 3503 1563 1770 3539 1583 1770 3539 Flt Permitted 0.95 1.00 1.00 0.99 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1610 3384 1562 3503 1563 1770 3539 1583 1770 3539 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 269 737 66 146 565 663 33 99 214 95 319 380 RTOR Reduction (vph) 0 0 47 0 0 397 0 0 0 87 0 0
Lane Group Flow (vph) 242 764 19 0 711 266 0 132 214 8 319 380 Confl. Peds. (#/hr) 1 1
Turn Type Split NA Perm Split NA Perm Prot Prot NA Perm Prot NA Protected Phases 4 4 3 3 1 1 6 5 2
Permitted Phases 4 3 6
Actuated Green, G (s) 37.7 37.7 37.7 33.6 33.6 14.2 11.0 11.0 26.2 23.0 Effective Green, g (s) 37.7 37.7 37.7 33.6 33.6 14.2 11.0 11.0 26.2 23.0 Actuated g/C Ratio 0.29 0.29 0.29 0.26 0.26 0.11 0.08 0.08 0.20 0.18 Clearance Time (s) 5.4 5.4 5.4 5.4 5.4 4.5 6.2 6.2 4.5 6.2 Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 466 981 452 905 403 193 299 133 356 626 v/s Ratio Prot 0.15 c0.23 c0.20 c0.07 0.06 c0.18 0.11
v/s Ratio Perm 0.01 0.17 0.01
v/c Ratio 0.52 0.78 0.04 0.79 0.66 0.68 0.72 0.06 0.90 0.61 Uniform Delay, d1 38.6 42.3 33.2 44.8 43.1 55.7 58.0 54.7 50.6 49.3 Progression Factor 1.00 1.00 1.00 1.36 3.11 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 4.1 6.1 0.2 6.3 7.7 7.7 6.6 0.1 23.3 1.1 Delay (s) 42.7 48.4 33.3 67.3 141.9 63.5 64.6 54.8 73.9 50.5 Level of Service D D C E F E E D E D
Approach Delay (s) 46.2 103.3 62.2 56.8
Approach LOS D F E E
Intersection Summary
HCM 2000 Control Delay 71.0 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 0.82
Actuated Cycle Length (s) 130.0 Sum of lost time (s) 21.5 Intersection Capacity Utilization 86.9% ICU Level of Service E Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
1: Junipero Serra Blvd & Hickey Blvd 12/05/2023
Scenario 4 3:49 pm 10/16/2023 Future PM Peak Synchro 11 Report
Movement SBR
Lane Configurations
Traffic Volume (vph) 255
Future Volume (vph) 255
Ideal Flow (vphpl) 1900
Total Lost time (s) 6.2
Lane Util. Factor 1.00
Frpb, ped/bikes 1.00
Flpb, ped/bikes 1.00
Frt 0.85
Flt Protected 1.00
Satd. Flow (prot) 1583
Flt Permitted 1.00
Satd. Flow (perm) 1583
Peak-hour factor, PHF 0.95
Adj. Flow (vph) 268
RTOR Reduction (vph) 221
Lane Group Flow (vph) 47
Confl. Peds. (#/hr)
Turn Type Perm
Protected Phases
Permitted Phases 2
Actuated Green, G (s) 23.0
Effective Green, g (s) 23.0
Actuated g/C Ratio 0.18
Clearance Time (s) 6.2
Vehicle Extension (s) 2.0
Lane Grp Cap (vph) 280
v/s Ratio Prot
v/s Ratio Perm 0.03
v/c Ratio 0.17
Uniform Delay, d1 45.4
Progression Factor 1.00
Incremental Delay, d2 0.1
Delay (s) 45.5
Level of Service D
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Signalized Intersection Capacity Analysis
2: Junipero Serra Blvd & King Dr 12/05/2023
Scenario 4 3:49 pm 10/16/2023 Future PM Peak Synchro 11 Report
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 149 84 146 88 79 75 323 421 150 141 339 257 Future Volume (vph) 149 84 146 88 79 75 323 421 150 141 339 257 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 6.0 6.0 4.0 6.0 6.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 0.93 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 1863 1583 1770 1726 1770 3539 1583 1770 3539 1583 Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1770 1863 1583 1770 1726 1770 3539 1583 1770 3539 1583 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 157 88 154 93 83 79 340 443 158 148 357 271 RTOR Reduction (vph) 0 0 124 0 46 0 0 0 111 0 0 208
Lane Group Flow (vph) 157 88 30 93 116 0 340 443 47 148 357 63 Turn Type Prot NA Perm Prot NA Prot NA Perm Prot NA Perm Protected Phases 3 8 7 4 1 6 5 2
Permitted Phases 8 6 2
Actuated Green, G (s) 9.6 13.2 13.2 6.5 10.1 14.2 20.1 20.1 9.9 15.8 15.8 Effective Green, g (s) 9.6 13.2 13.2 6.5 10.1 14.2 20.1 20.1 9.9 15.8 15.8 Actuated g/C Ratio 0.14 0.19 0.19 0.10 0.15 0.21 0.30 0.30 0.15 0.23 0.23 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 6.0 6.0 4.0 6.0 6.0 Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0 5.0 5.0 2.0 5.0 5.0 Lane Grp Cap (vph) 250 363 308 169 257 371 1050 469 258 825 369 v/s Ratio Prot c0.09 c0.05 0.05 c0.07 c0.19 c0.13 0.08 0.10 v/s Ratio Perm 0.02 0.03 0.04
v/c Ratio 0.63 0.24 0.10 0.55 0.45 0.92 0.42 0.10 0.57 0.43 0.17 Uniform Delay, d1 27.4 23.0 22.4 29.2 26.3 26.2 19.1 17.2 26.9 22.1 20.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 3.5 0.1 0.1 2.2 0.5 26.3 0.6 0.2 1.9 0.8 0.5 Delay (s) 30.9 23.2 22.4 31.4 26.7 52.4 19.7 17.4 28.8 22.9 21.2 Level of Service CCCCC DBBCCC
Approach Delay (s) 25.9 28.4 31.1 23.4
Approach LOS CCCC
Intersection Summary
HCM 2000 Control Delay 27.4 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.61
Actuated Cycle Length (s) 67.7 Sum of lost time (s) 18.0 Intersection Capacity Utilization 59.3% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
3: Junipero Serra Blvd & Arroyo Dr 12/05/2023
Scenario 4 3:49 pm 10/16/2023 Future PM Peak Synchro 11 Report