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Home My WebLink AboutReso 148-2023 (23-771)Exhibit A 2040 General Plan Update EIR and Appendices Links: - Draft EIR - Final EIR - Appendix A – NOP and Scoping Comments - Appendix B – Air Quality, Energy and GHG Supporting Information - Appendix C – Biological Resources Supporting Information - Appendix D – Cultural Resources – Tribal Cultural Resources Supporting Information - Appendix E – Geology, Soils, and Seismicity Supporting Information - Appendix F – Hazards and Hazardous Materials Supporting Information - Appendix G – Noise Supporting Information - Appendix H – Transportation Supporting Information Addendum Lindenville SpeciĮc Plan September 2023 In ConsultaƟon with P r e p ared by /LQGHQYLOOH6SHFLILF3ODQ L $GGHQGXP &LW\RI6RXWK6DQ)UDQFLVFR 6HSWHPEHU 7$%/(2)&217(176 6HFWLRQ ,QWURGXFWLRQDQG3XUSRVH 6HFWLRQ 3URMHFW,QIRUPDWLRQ %DFNJURXQG,QIRUPDWLRQDQG3URMHFW/RFDWLRQ 3URMHFW'HVFULSWLRQ $SSURYDOV5HTXLUHG 6HFWLRQ (QYLURQPHQWDO&KHFNOLVW $HVWKHWLFV $JULFXOWXUHDQG)RUHVWU\5HVRXUFHV 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an Bruno Millbrae South San Francisco San Francisco Bay San Francisco Daly City Daly City HillsboroughHillsborough San Bruno Millbrae South San Francisco San Francisco Bay San Francisco 101 101 101 280 280 280 380 82 82 1 1 Project Site REGIONAL MAP FIGURE 2.1-1 PaciĮc Ocean Monterey Bay San JoséSan José SunnyvaleSunnyvale FremontFremontSan MateoSan Mateo Redwood CityRedwood City LivermoreLivermore OaklandOakland San FranciscoSan Francisco Santa CruzSanta Cruz Mountain ViewMountain View Morgan HillMorgan Hill Project SiteProject Site CuperƟnoCuperƟno 0 1.501.5 5 Miles5 Miles Lindenville SpeciĮc Plan City of South San Francisco ϯ Addendum September 2023 South San FranciscoSan BrunoSouth San FranciscoSan BrunoH u n Ɵ n g t o n A v e n u e Sneath LaneE l C a m in o R e a lValleywood DriveJunipero Serra Boulevard Westborough BoulevardChestnut AvenPonderosa RoadSan Bruno AvenueGateway BoulevardOyster Point BoulevardForbes BoulevardEast Grand AvenueS o u th A ir p o r t B o u le v a r d North Access RoadHarbor Way Spruce AvenueSouth Linden AvenueAirport BoulevardGrand AvenueOrange AvenueAlta Vista DriveHun Ɵ ngton A v e n u e Sneath LaneEl Ca mi n o R e al ValleywoodDriveJuniperoSerraBoulevard WestboroughBoulevardChestnutAvenPonderosa RoadSanBrunoAvenueGatewayBoulevardOysterPointBoulevardForbesBoulevardEastGrandAvenueSouth Ai r p o r t B o ul e v a r d North AccessRoadHarbor Way Spruce AvenueSouth Linden AvenueAirport BoulevardGrand AvenueOrangeAvenueAlta Vista DriveColma CreekSan Bruno CreekColma CreekSanBrunoCreek8282380280101101Base Map: ESRI, ArcGIS0 .25 .5 .75 1 MileProject SiteCity LimitVICINITY MAPFIGURE 2.1-2Lindenville SpeciĮc Plan City of South San Francisco ϰ Addendum September 2023 South San FranciscoSan BrunoSouth San FranciscoSan BrunoResidenƟalResidenƟalSchoolResidenƟalResidenƟalCommercial IndustrialIndustrial/CommercialIndustrial/CommercialIndustrial/CommercialSan FranciscoInternaƟonalAirportFutureCommercial,Oĸce &ResidenƟalCommercialCommercialSan BrunoStaƟonSouth San FranciscoStaƟonSan BrunoStaƟonSouth San FranciscoStaƟonRailroad AvenueBaden AvenueSouth Spruce AvenueSouth Linden AvenueEast Grand AvenueUtah AvenueNorth Access RoadGatewayBoulevardS o u th A irp o r t B o u le v a rd Mitchell AvenueE l C a m in o R e a lSneath LaneHazelwood DrivePonderosa RoadCountry Club DriveRockwood DriveW e stO rangeAvenueRailroad AvenueBaden AvenueSouth Spruce AvenueSouth Linden AvenueEast Grand AvenueUtahAvenueNorth Access RoadSouth Air p o rt B o ul e v ar d El Ca mi n o R e al Sneath LaneHazelwood DrivePonderosa RoadCountry Club DriveRockwood DriveSan Bruno CreekNavigableSloughColma CreekSan Bruno CreekColma Creek8282380101101Photo Date: Apr. 20220 200 1,200 1,600 2,400 FeetProject BoundaryCaltrainBARTCity LimitAerial Source: Google Earth Pro, Aug. 10, 2023.AERIAL MAP AND SURROUNDING LAND USESFIGURE 2.1-3Lindenville SpeciĮc Plan City of South San Francisco ϱ Addendum September 2023 Source: City of South San Francisco, Lindenville SpeciĮc Plan, June 30, 2023. Na v i g a b l e S l o u g h San Brun o Creek Colma C r e e k South San Francisco Station San Bruno Station §¨¦380 ¬«82 £¤101 City of San Bruno Grand A v e Linden AveAirportBlvdMaple AveSpruceAveMyrtle A v e Fran ciscoDrMayfair A v e Mitchell Ave P r o d u c e AveSSpruceAveRailroad Ave E lCam i no R e a l Utah AveFir AveS Magnolia AveDollar AveCommer c i a l A v e Victory A v e S A i rpo r t B l vdGatewayBlvd Tanforan Av e Beacon StStarlite StS Linden AveHu n ti n g t o n A v e SMapleAveN Canal S t San Mateo AveLowrie AveShaw RdSouthline Lorem ipsum LAND USES Low Density ResidenƟal (LDR) Medium Density ResidenƟal (MDR) Medium High Density ResidenƟal (MHDR) High Density ResidenƟal (HDR) Downtown ResidenƟal Core (DRC) Urban ResidenƟal (UR) Low Density Mixed Use (LDMU) Grand Avenue Core (GAC) Medium Density Mixed Use (MDMU) High Density Mixed Use (HDMU) East of 101 Mixed Use (EMU) Downtown Transit Core (DTC) East of 101 Transit Core (ETC) Business and Professional Oĸce (BPO) Business 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<XUNRYLFK(ULF3ULQFLSDO5DLPL$VVRFLDWHV3HUVRQDO&RPPXQLFDWLRQ$XJXVW South San FranciscoSan BrunoSouth San FranciscoSan BrunoSan BrunoStaƟonSouth San FranciscoStaƟonSan BrunoStaƟonSouth San FranciscoStaƟonRailroad AvenueBaden AvenueSouth Linden AvenueEast Grand AvenueUtahAvenueNorth Access RoadGatewayBoulevard S o u th A irp o r t B o u le v a rd Mitchell AvenueE l C a m in o R e a lSneath LaneHazelwood DrivePonderosa RoadCountry Club DriveRockwood DriveWestOrangeAvenue Railroad AvenueBaden AvenueSouth Linden AvenueEast Grand AvenueUtahAvenueSouth Spruce AvenueNorth Access RoadSouth Air p o rt B o ul e v ar d El Ca mi n o R e al Sneath LaneHazelwood DrivePonderosa RoadCountry Club DriveRockwood DriveSan Bruno CreekNavigableSloughColma CreekSan Bruno CreekColma Creek8282380101101SouthSpruceAvenueCaltrainPhoto Date: Apr. 20220 200 1,200 1,600 2,400 FeetProposed Project BoundaryExisƟng Project BoundaryBARTCity LimitAerial Source: Google Earth Pro, Aug. 10, 2023.EXISTING AND PROPOSED LINDENVILLE SUB-AREA BOUNDARY FIGURE 2.2-1 Lindenville SpeciĮc Plan City of South San Francisco ϴ Addendum September 2023 /LQGHQYLOOH6SHFLILF3ODQ $GGHQGXP &LW\RI6RXWK6DQ)UDQFLVFR 6HSWHPEHU 7DEOH6XPPDU\RI([LVWLQJ([LVWLQJ5HFHQWO\$SSURYHG$OORZHGDQG 3URSRVHG'HYHORSPHQWE\/DQG8VHV 5HWDLO VTXDUHIHHW6HUYLFHV +RWHO VTXDUH IHHWURRPV 2IILFH5HVHDUFK 'HYHORSPHQW VTXDUHIHHW ,QGXVWULDO VTXDUH IHHW 2WKHU VTXDUH IHHW 5HVLGHQWLDO GZHOOLQJ XQLWV $ ([LVWLQJ'HYHORSPHQW % ([LVWLQJ'HYHORSPHQW5HFHQWO\$SSURYHGEXWQRW\HW&RQVWUXFWHG3URMHFWV & *HQHUDO3ODQ$OORZHG'HYHORSPHQW ' 3URSRVHG/LQGHQYLOOH6SHFLILF3ODQ'HYHORSPHQW Change Between Existing and Proposed Lindenville Specific Plan (D-A) Change Between Existing + Recently Approved and Proposed Lindenville Specific Plan (D-B) Change between 2040 General Plan and Proposed Lindenville Specific Plan (D-C) 7KLVFDWHJRU\UHSUHVHQWVWKHVTXDUHIRRWDJHRISXEOLFXVHV 7DEOH6XPPDU\RI([LVWLQJ([LVWLQJ5HFHQWO\$SSURYHG$OORZHGDQG 3URSRVHG5HVLGHQWLDODQG1RQ5HVLGHQWLDO'HYHORSPHQW 5HVLGHQWLDOGZHOOLQJXQLWV1RQ5HVLGHQWLDOVTXDUHIHHW $ ([LVWLQJ'HYHORSPHQW % ([LVWLQJ'HYHORSPHQW5HFHQWO\$SSURYHGEXWQRW\HW&RQVWUXFWHG3URMHFWV & *HQHUDO3ODQ$OORZHG'HYHORSPHQW ' 3URSRVHG/LQGHQYLOOH6SHFLILF3ODQ'HYHORSPHQW Change Between Existing and Proposed Lindenville Specific Plan (D-A) Change Between Existing + Recently Approved and Proposed Lindenville Specific Plan (D-B) /LQGHQYLOOH6SHFLILF3ODQ $GGHQGXP &LW\RI6RXWK6DQ)UDQFLVFR 6HSWHPEHU 7DEOH6XPPDU\RI([LVWLQJ([LVWLQJ5HFHQWO\$SSURYHG$OORZHGDQG 3URSRVHG5HVLGHQWLDODQG1RQ5HVLGHQWLDO'HYHORSPHQW 5HVLGHQWLDOGZHOOLQJXQLWV1RQ5HVLGHQWLDOVTXDUHIHHW Change between 2040 General Plan and Proposed Lindenville Specific Plan (D-C) 7DEOH6XPPDU\RI([LVWLQJ([LVWLQJ5HFHQWO\$SSURYHG$OORZHGDQG 3URSRVHG5HVLGHQWLDODQG1RQ5HVLGHQWLDO3RSXODWLRQDQG(PSOR\PHQW 3RSXODWLRQUHVLGHQWV(PSOR\PHQWHPSOR\HHV $ ([LVWLQJ'HYHORSPHQW % ([LVWLQJ'HYHORSPHQW5HFHQWO\$SSURYHGEXWQRW\HW&RQVWUXFWHG3URMHFWV & *HQHUDO3ODQ$OORZHG'HYHORSPHQW ' 3URSRVHG/LQGHQYLOOH6SHFLILF3ODQ'HYHORSPHQW Change Between Existing and Proposed Lindenville Specific Plan (D-A) Change Between Existing + Recently Approved and Proposed Lindenville Specific Plan (D-B) Change between 2040 General Plan and Proposed Lindenville Specific Plan (D-C) 1RWH3RSXODWLRQDQGHPSOR\PHQWHVWLPDWHVSURYLGHGE\5DLPL$VVRFLDWHV &KDUDFWHU$UHDV 7KH6SHFLILF3ODQLQFOXGHVIRXUGLVWLQFWFKDUDFWHUDUHDV0L[HG8VH1HLJKERUKRRG6RXWK6SUXFH $YHQXH&RUULGRU(PSOR\PHQW$UHDDQG6RXWK/LQGHQ$YHQXH$UWVDQG0DNHUV'LVWULFWDVVKRZQ RQ)LJXUH(DFKFKDUDFWHUDUHDFRQWDLQVLWVVWDQGDUGVDQGSROLFLHVWRDGGUHVVODQGXVHPRELOLW\ RSHQVSDFHDQGEOXHJUHHQLQIUDVWUXFWXUHDQGXUEDQGHVLJQ ,QFRQWUDVWWRWKHKXPDQHQJLQHHUHG³JUD\´LQIUDVWUXFWXUHVXFKDVXQGHUJURXQGSLSHVRUURDGVLGHVZDOHVWKH QDWXUHEDVHG³EOXHJUHHQ´LQIUDVWUXFWXUHUHIHUVWRXVLQJQDWXUDODQGVHPLQDWXUDOIHDWXUHVWRPDQDJHVWRUPZDWHU UXQRIIDQGIORRGLQJVXFKDVUDLQJDUGHQVDQGJUHHQVWUHHWV Na v i g a b l e S l o u g h San Brun o Creek Colma C r e e k South San Francisco Station San Bruno Station §¨¦380 ¬«82 £¤101 City of San Bruno Grand A v e Linden AveAirportBlvdMaple AveSpruceAveMyrtle A v e Fran ciscoDrMayfair A v e Mitchell Ave P r o d u c e AveSSpruceAveRailroad Ave E lCam i n o R e a l Utah AveFir AveS Magnolia AveDollar AveCommer c i a l A v e Victory A v e S A i rpo r t B l vdGatewayBlvd Tanforan Av e Beacon StStarlite StS Linden AveHu n ti n g t o n A v e SMapleAveN Canal S t San Mateo AveLowrie AveShaw RdSouthline Source: City of South San Francisco, Lindenville SpeciĮc Plan, June 30, 2023 (revised August 30, 2023). Lindenville Area Boundary City of South San Francisco Southline SpeciĮc Plan Highway Caltrain BART Proposed Streets Proposed Laneways/Alleys South Linden Arts and Makers District South Spruce Avenue Corridor Mixed Use Neighborhood Eployment Area LEGEND CHARACTER AREAS 0.1.15.2.05 .25 Miles SPECIFIC PLAN CHARACTER AREAS FIGURE 2.2-2 Lindenville SpeciĮc Plan City of South San Francisco ϭϭ Addendum September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¶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x /DQG8VH x 6LWH%ORFN DQG%XLOGLQJ'HVLJQ x 3DUNVDQG2SHQ6SDFH x &RPSOHWH6WUHHWV3DUNLQJDQG7UDQVSRUWDWLRQ'HPDQG0DQDJHPHQW x ,QIUDVWUXFWXUHDQG3XEOLF)DFLOLWLHV 7KHSULPDU\GHYHORSPHQWVWDQGDUGVDQGJXLGHOLQHVWKDWUHVXOWLQFKDQJHVWRWKHHQYLURQPHQWDUH VXPPDUL]HGEHORZ5HIHUWR$SSHQGL[$ IRUDFRPSOHWHGHVFULSWLRQRIDOOWKHGHYHORSPHQWVWDQGDUGV DQGJXLGHOLQHV General Plan Land Use Designations $VGHVFULEHGDERYHWRDFKLHYHWKH6SHFLILF3ODQ VODQGXVHJRDOVWKH*HQHUDO3ODQODQGXVH GHVLJQDWLRQVRIVHOHFWSDUFHOVZLWKLQWKH6SHFLILF3ODQDUHDZRXOGQHHGWREHFKDQJHGDVVXPPDUL]HG LQ7DEOH DQGVKRZQRQ)LJXUH2YHUDOOWKHSURSRVHG6SHFLILF3ODQZRXOG x 5HGXFHGHYHORSPHQWLQWHQVLW\DORQJ&ROPD &UHHNE\UHGXFLQJWKHPD[LPXPPL[HGXVH GHQVLW\DOORZHGDW6RXWK/LQGHQ$YHQXHDQGFKDQJLQJWKHDOORZHGXVHHDVWRIWKH&DOWUDLQ UDLOURDGIURPKLJKGHQVLW\PL[HGXVHWRLQGXVWULDOXVHVHH,'VDQG x ,QFUHDVHWKHPD[LPXPPL[HGXVHGHQVLW\DOORZHGDORQJ6RXWK6SUXFH$YHQXHDQGUHPRYLQJ LQGXVWULDODVDQDOORZHGXVHVHH,'VDQG x 5HPRYHLQGXVWULDODVDQDOORZHGXVHDQGDOORZFRPPHUFLDOXVHZLWKDUHGXFHGGHQVLW\RQWKH QRUWKVLGHRI9LFWRU\$YHQXHDQGUHGXFHPD[LPXPLQGXVWULDOGHQVLW\DOORZHGDQGUHPRYH UHVLGHQWLDODVDQDOORZHGXVHRQWKHVRXWKVLGHRI9LFWRU\$YHQXHVHH,'VDQG x 5HGXFHWKHKLJKGHQVLW\PL[HGXVHDUHDDQGH[SDQGWKHRIILFHXVHDUHDZHVWRI6RXWK0DSOH $YHQXHLQWKHVRXWKZHVWHUQFRUQHURIWKH6SHFLILF3ODQDUHDVHH,' x 5HGXFHWKHPL[HGXVHGHQVLW\DWWKHQRUWKZHVWHUQFRUQHURIWKH6SHFLILF3ODQDUHD x ,QFUHDVHWKHPL[HGXVHGHQVLW\RQ6RXWK/LQGHQ$YHQXHQRUWKRI1RUWK&DQDO6WUHHWVHH,' x 'HVLJQDWHGVOLYHUVRIRSHQVSDFHEHWZHHQ6RXWK0DSOH$YHQXHDQG6RXWK/LQGHQ$YHQXH VHH,'VDQG Source: City of South San Francisco, Lindenville SpeciĮc Plan, June 30, 2023 (revised August 30, 2023). Na v i g a b l e S l o u g h San Brun o Creek Colma C r e e k South San Francisco Station San Bruno Station §¨¦380 ¬«82 £¤101 City of San Bruno Grand A v e Linden AveAirportBlvdMaple AveSpruceAveMyrtle A v e Fran ciscoDrMayfair A v e Mitchell Ave P r o d u c e AveSSpruceAveRailroad Ave E lCam i no R e a l Utah AveFir AveS Magnolia AveDollar AveCommer c i a l A v e Victory A v e S A i rpo r t B l vdGatewayBlvd Tanforan Av e Beacon StStarlite StS Linden AveHu n ti n g t o n A v e SMapleAveN Canal S t San Mateo AveLowrie AveShaw RdSouthline *Industrial TransiƟon Zone (ITZ) Lorem ipsum MDMU to LDMU MDMU to LDMU MDMU TO HMDUMDMUTOHMDUITZ to MDMU ITZ to M D M U MDMU to HDMU MDMU to HDMU HDMU to LDMU HDMU to PR ITZ to LDMU ITZ to MIH MIH to PR MIH to MI ITZ to PR MI to MIH BPO to MIH H D M U to B P O ITZ to MI LDMU to MDMU MI to MDMU ITZ to HDMU HDMU to LDMU HDMU to PR ITZ to LDMU ITZ to MIH MIH to PR MIH to MI ITZ to PR H D M U to MIH H D M U t o M I H MI to MIH BPO to MIH HDM U t o B P O ITZ to MI LDMU to MDMU MI to MDMU ITZ to H D M U 1 2 3 4 6 7 8 9 10 11 12 13 14 15 19 1617 18 5 LAND USES Low Density ResidenƟal (LDR) Medium Density ResidenƟal (MDR) Medium High Density ResidenƟal (MHDR) High Density ResidenƟal (HDR) Downtown ResidenƟal Core (DRC) Urban ResidenƟal (UR) Low Density Mixed Use (LDMU) Grand Avenue Core (GAC) Medium Density Mixed Use (MDMU) High Density Mixed Use (HDMU) East of 101 Mixed Use (EMU) Downtown Transit Core (DTC) East of 101 Transit Core (ETC) Business and Professional Oĸce (BPO) Business Technology Park High (BTPH) Community Commercial (CC) Mixed Industrial (MI) Mixed Industrial High (MIH) Public (P) TransportaƟon (T) School (S) Planned Development (PD) Parks and RecreaƟon (PR) Open Space (OS) 0.1.15.20.05 .25 Miles 0 .1 .15 .20.05 .250.1.15.20.05 .25 MilesMiles Lindenville Area Boundary City of South San Francisco Southline SpeciĮc Plan Area Highway Caltrain BART Changes in General Plan Land Use Map LEGEND ID# PROPOSED GENERAL PLAN LAND USE DESIGNATIONS WITHIN SPECIFIC PLAN AREA FIGURE 2.2-3 Lindenville SpeciĮc Plan City of South San Francisco ϭϰ Addendum September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and Use Zoning Districts and Overlay Zones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a v i g a b l e S l o u g h San Brun o Creek Colma C r e e k South San Francisco Station San Bruno Station §¨¦380 ¬«82 £¤101 City of San Bruno Grand A v e Linden AveAirportBlvdMaple AveSpruceAveMyrtle A v e Fran ciscoDrMayfair A v e Mitchell Ave P r o d u c e AveSSpruceAveRailroad Ave E lCam i n o R e a l Utah AveFir AveS Magnolia AveDollar AveComme r c i a l A v e Victory A v e S A i rpo r t B l vdGatewayBlvd Tanforan Av e Beacon StStarlite StS Linden AveHu n ti n g t o n A v e SMapleAveN Canal S t San Mateo AveLowrie AveShaw RdSouthline Source: City of South San Francisco, Lindenville SpeciĮc Plan, June 30, 2023 (revised August 30, 2023). Lindenville Area Boundary City of South San Francisco LEGEND Southline SpeciĮc Plan Area Highway Caltrain BART Proposed Streets Proposed Laneways/Alleys LAND USE ZONING DISTRICTS ResidenƟal High T3 Neighborhood T3 Makers Lindenville T4 Lindenville T5 Lindenville Public Parks Open Space TransportaƟon Mixed Industrial Medium Mixed Industrial High Business and Professional Oĸce Business Technology Park High Height IncenƟve Overlay Colma Creek Greenway Overlay Arts & Makers Overlay AcƟve Ground Floor Use Overlay 0.1.15.20.05 .25 Miles 0 .1 .15 .20.05 .250.1.15.20.05 .25 MilesMiles PROPOSED LAND USE ZONING DISTRICTS WITHIN SPECIFIC PLAN AREA FIGURE 2.2-4 Lindenville SpeciĮc Plan City of South San Francisco ϭϳ Addendum September 2023 /LQGHQYLOOH6SHFLILF3ODQ $GGHQGXP &LW\RI6RXWK6DQ)UDQFLVFR 6HSWHPEHU 7DEOH/LQGHQYLOOH6SHFLILF3ODQ/DQG8VH=RQLQJ'LVWULFWV'HQVLW\DQG,QWHQVLW\ 'LVWULFW 0LQLPXP 5HVLGHQWLDO 'HQVLW\ '8$& 0D[LPXP 5HVLGHQWLDO 'HQVLW\ '8$& %DVH1RQ 5HVLGHQWLDO )ORRU$UHD 5DWLR 0D[LPXP 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§¨¦380 ¬«82 £¤101 City of San Bruno Grand A v e Linden AveAirportBlvdMaple AveSpruceAveMyrtle A v e Fran ciscoDrMayfair A v e Mitchell Ave P r o d u c e AveSSpruceAveRailroad Ave E lCam i n o R e a l Utah AveFir AveS Magnolia AveDollar AveComme r c i a l A v e Victory A v e S A i rpo r t B l vdGatewayBlvd Tanforan Av e Beacon StStarlite StS Linden AveHu n ti n g t o n A v e SMapleAveN Canal S t San Mateo AveLowrie AveShaw RdSouthline Source: City of South San Francisco, Lindenville SpeciĮc Plan, June 30, 2023 (revised August 30, 2023). Lindenville Area Boundary LEGEND MAXIMUM HEIGHT City of South San Francisco Southline SpeciĮc Plan Highway Caltrain BART Proposed Streets Proposed Laneways/Alleys 0 Ō 35 Ō 65 Ō 85 Ō Up to ALUCP Max Height Height IncenƟve Overlay (HIO) 0.1.15.2.05 .25 Miles PROPOSED MAXIMUM BUILDING HEIGHTS FIGURE 2.2-5 Lindenville SpeciĮc Plan City of South San Francisco Ϯϭ Addendum September 2023 /LQGHQYLOOH6SHFLILF 3ODQ $GGHQGXP &LW\RI6RXWK6DQ)UDQFLVFR 6HSWHPEHU Street Network 7KHSURSRVHGVWUHHWQHWZRUNIRU/LQGHQYLOOHZRXOGFRQVLVWRILPSURYHPHQWVWRH[LVWLQJVWUHHWVDQG VWUHHWH[WHQVLRQVDQGQHZVWUHHWVDQGDOOH\VIRUYHKLFOHVSXEOLFWUDQVSRUWDWLRQELF\FOLVWVDQG SHGHVWULDQVLQ/LQGHQYLOOH7KHSURSRVHGVWUHHWQHWZRUNLVVKRZQRQ)LJXUH7KH6SHFLILF3ODQ LGHQWLILHVSHGHVWULDQSULRULW\VWUHHWVELF\FOHSULRULW\VWUHHWVDQGWUDQVLWSULRULW\VWUHHWVDVVKRZQRQ )LJXUH)LJXUHDQG)LJXUH$GGLWLRQDOGHWDLOVRQWKHVWUHHWGHVLJQVDQGPLQLPXP ULJKWRIZD\ZLGWKVDUHSURYLGHGLQ$SSHQGL[$ Parks and Open Space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ource: City of South San Francisco, Lindenville SpeciĮc Plan, June 30, 2023 (revised August 30, 2023). Proposed Streets/Proposed Trails Bart Proposed Laneways/Alleys Regional Auto Access Routes Local Auto CirculaƟon Routes LEGEND Caltrain Highway Southline SpeciĮc Plan City of South San Francisco Lindenville Area Boundary 0.1.15.2.05 .25 Miles PROPOSED ROADWAY NETWORK FIGURE 2.2-6 Lindenville SpeciĮc Plan City of South San Francisco Ϯϯ Addendum September 2023 Source: City of South San Francisco, Lindenville SpeciĮc Plan, June 30, 2023 (revised August 30, 2023). Proposed Laneways/Alleys Proposed Streets/Proposed Trails Pedestrian Priority Streets Bart LEGEND Caltrain Highway Southline SpeciĮc Plan City of South San Francisco Lindenville Area Boundary 0.1.15.2.05 .25 Miles PROPOSED PEDESTRIAN PRIORITY STREETS FIGURE 2.2-7 Lindenville SpeciĮc Plan City of South San Francisco Ϯϰ Addendum September 2023 Source: City of South San Francisco, Lindenville SpeciĮc Plan, June 30, 2023 (revised August 30, 2023). Proposed Laneways/Alleys Proposed Streets/Proposed Trails Local Access Routes (Class II Bike Lanes) Bart LEGEND Caltrain Highway Southline SpeciĮc Plan City of South San Francisco Lindenville Area Boundary Backbone Routes (Class I Trails and Class IV Separated Bikeway)0.1.15.2.05 .25 Miles PROPOSED BICYCLE PRIORITY STREETS FIGURE 2.2-8 Lindenville SpeciĮc Plan City of South San Francisco Ϯϱ Addendum September 2023 Source: City of South San Francisco, Lindenville SpeciĮc Plan, June 30, 2023 (revised August 30, 2023). Proposed Laneways/Alleys Proposed Streets/Proposed Trails Bus Stop/ShuƩle Stop Bart LEGEND Caltrain Highway Southline SpeciĮc Plan City of South San Francisco Lindenville Area Boundary Bus Route/ShuƩle Route 0.1.15.2.05 .25 Miles PROPOSED TRANSIT PRIORITY STREETS FIGURE 2.2-9 Lindenville SpeciĮc Plan City of South San Francisco Ϯϲ Addendum September 2023 Source: City of South San Francisco, Lindenville SpeciĮc Plan, June 30, 2023 (revised August 24, 2023). 0 0.05 0.1 0.15 0.2 0.25 Miles LAND USES Colma Creek Greenbelt Neighborhood Park Lindenville Linear Park Mini Parks/Plazas Centennial Way Trail Open Space at Navigable Slough Open Space Beyond Borders Trails/Greenways PROPOSED PARKS AND OPEN SPACE FIGURE 2.2-10 Lindenville SpeciĮc Plan City of South San Francisco Ϯϳ Addendum September 2023 /LQGHQYLOOH6SHFLILF 3ODQ $GGHQGXP &LW\RI6RXWK6DQ)UDQFLVFR 6HSWHPEHU Infrastructure :DWHU,QIUDVWUXFWXUH ,PSOHPHQWDWLRQRIWKH6SHFLILF3ODQZRXOG UHTXLUHXSJUDGHVWRWKHSRWDEOHZDWHUV\VWHP7KH 6SHFLILF3ODQLGHQWLILHVSRWDEOHZDWHUV\VWHPLPSURYHPHQWVQHHGHGWRDFFRPPRGDWHLWVSODQQHG JURZWK7KHVHLPSURYHPHQWVDUHVXPPDUL]HGLQ7DEOH EHORZDQGVKRZQRQ)LJXUH 7DEOH3URSRVHG3RWDEOH:DWHU 6\VWHP,PSURYHPHQWV ,' 6WUHHW/RFDWLRQ ([LVWLQJ'LDPHWHU LQFKHV 3URSRVHG'LDPHWHU LQFKHV 1RUWK&DQDO6WUHHW 6RXWK0DSOH$YHQXH 6RXWK/LQGHQ$YHQXH 'ROODU$YHQXH Source: City of South San Francisco, Lindenville SpeciĮc Plan, June 30, 2023. LEGEND Lindenville Area Boundary City of South San Francisco Highway Caltrain BART Rivers/Streams ExisƟng Potable Water Mains ExisƟng Fire Hydrants Proposed Potable Water Mains* Proposed New Potable Water ConnecƟons *PotenƟal proposed pipe sizes, pending hydrological modeling & analysis 0 0.05 0.1 0.15 0.2 0.25 Miles PROPOSED POTABLE WATER SYSTEM IMPROVEMENTS FIGURE 2.2-11 Lindenville SpeciĮc Plan City of South San Francisco Ϯϵ Addendum September 2023 /LQGHQYLOOH6SHFLILF3ODQ $GGHQGXP &LW\RI6RXWK6DQ)UDQFLVFR 6HSWHPEHU 6DQLWDU\6HZHU6\VWHP ,PSOHPHQWDWLRQRIWKH6SHFLILF3ODQZRXOGUHTXLUHXSJUDGHVWRWKHVDQLWDU\VHZHUV\VWHP7KH&LW\¶V 6HZHU0DVWHU3ODQDQG&LW\¶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ity-Wide Sewer System Master Plan-XO\ /LQGHQYLOOH6SHFLILF3ODQ $GGHQGXP &LW\RI6RXWK6DQ)UDQFLVFR 6HSWHPEHU 7KH6SHFLILF3ODQDOVRLGHQWLILHVDGGLWLRQDOVDQLWDU\VHZHULPSURYHPHQWVQHHGHGWRDFFRPPRGDWHLWV SODQQHGJURZWK7KHVHLPSURYHPHQWVDUHVXPPDUL]HGLQ7DEOHEHORZ7KHSODQQHGDQG SURSRVHGVDQLWDU\VHZHUV\VWHPLPSURYHPHQWVDUHVKRZQRQ)LJXUH 7DEOH3URSRVHG6DQLWDU\6HZHU6\VWHP,PSURYHPHQWV =RQHV6WUHHW/RFDWLRQ([LVWLQJ'LDPHWHU LQFKHV 3URSRVHG'LDPHWHU LQFKHV 0D\IDLU$YHQXH $ORQJ&ROPD&UHHN 6RXWKRI6DQ0DWHR$YHQXH 6RXWK/LQGHQ$YHQXH 6WDUOLWH6RXWK0DSOH$YHQXH9LFWRU\ $YHQXHDQG5\DQ:D\ 6DQ0DWHR$YHQXH 3DUNDQG)O\VLWHFURVVLQJWR/RZULH 6WUHHW DQG Source: City of South San Francisco, Lindenville SpeciĮc Plan, June 30, 2023. LEGEND Lindenville Area Boundary City of South San Francisco Highway Caltrain BART Rivers/Streams ExisƟng Sanitary Sewer ExisƟng Sewer Pump StaƟons Proposed Sanitary Sewer Lines Proposed Sanitary Sewer Lines from SSF City-wide SSMP Proposed Sanitary Sewer Lines from City Records, but not in SSF City-wide SSMP 0 0.05 0.1 0.15 0.2 0.25 Miles PLANNED AND PROPOSED SANITARY SEWER SYSTEM IMPROVEMENTS FIGURE 2.2-12 Lindenville SpeciĮc Plan City of South San Francisco ϯϮ Addendum September 2023 /LQGHQYLOOH6SHFLILF3ODQ $GGHQGXP &LW\RI6RXWK6DQ)UDQFLVFR 6HSWHPEHU 6WRUPZDWHUDQG)ORRG0DQDJHPHQW ,PSOHPHQWDWLRQRIWKH6SHFLILF3ODQZRXOGUHTXLUHXSJUDGHVWRWKHVWRUPGUDLQDQGIORRG PDQDJHPHQWV\VWHP7KH&LW\¶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torm Drain Master Plan)HEUXDU\ ,QDGGLWLRQWKH6SHFLILF3ODQLQFOXGHVGHVLJQVWDQGDUGVIRULQFRUSRUDWLQJEOXHJUHHQLQIUDVWUXFWXUHLQ IXWXUHGHYHORSPHQWVVWUHHWVDQGRSHQVSDFHVZLWKLQWKH6SHFLILF3ODQDUHD7KH6SHFLILF3ODQDOVR LGHQWLILHVWKHIROORZLQJVWRUPGUDLQV\VWHPLPSURYHPHQWVDVVKRZQRQ)LJXUHLQDGGLWLRQWR LPSURYHPHQWVDOUHDG\LGHQWLILHGLQWKH&LW\¶V6WRUP'UDLQ0DVWHU3ODQ x 5HJUDGHWKHH[LVWLQJJUDVVGLWFKZHVWRI86EHWZHHQ7HUPLQDO&RXUWDQGWKH1DYLJDEOH 6ORXJKWRLQWHJUDWHELRUHWHQWLRQFHOOVDQGLPSURYHFRQYH\DQFH x ,QVWDOOUDLQJDUGHQRUVKDOORZELRUHWHQWLRQEDVLQDGMDFHQWWR1RUWK&DQDO6WUHHWEHWZHHQWKH UDLOURDGWUDFNVDQG6RXWK0DJQROLD$YHQXH 7KH6SHFLILF3ODQLGHQWLILHVWKHIROORZLQJDVIORRGDEOHSDUNVDQGVWUHHWVWRPDQDJHIORRGLQJ x &ROPD&UHHN*UHHQEHOW x 1HLJKERUKRRG3DUNQRUWKRI6RXWK&DQDO6WUHHW x 9LFWRU\$YHQXH x 6WDUOLJKW6WUHHW x 6KDZ5RDG x 6RXWK&DQDO6WUHHW x (DVWHUQH[WHQVLRQRI0D\IDLU$YHQXH x (DVWRI6RXWK6SUXFHEHWZHHQ6RXWK6SUXFH$YHQXHDQG6RXWK/LQGHQ$YHQXH Source: City of South San Francisco, Lindenville SpeciĮc Plan, June 30, 2023 (revised August 30, 2023). LEGEND Lindenville Area Boundary City of South San Francisco Highway Caltrain Bart Rivers/Streams ExisƟng Storm Drains ExisƟng Storm Pump StaƟons ExisƟng Stormwater Ouƞalls Proposed Storm Drain Lines Proposed Open Spaces Proposed Greenway Corridors Proposed Stormwater Conveyance Proposed UƟlity Corridors Proposed Closed Water Loops Proposed RetenƟon Streets 0 0.05 0.1 0.15 0.2 0.25 Miles FIGURE 2.2-13PROPOSED STORM DRAIN AND FLOOD MANAGEMENT IMPROVEMENTS Lindenville SpeciĮc Plan City of South San Francisco ϯϱ Addendum September 2023 /LQGHQYLOOH6SHFLILF3ODQ $GGHQGXP &LW\RI6RXWK6DQ)UDQFLVFR 6HSWHPEHU 2WKHU,QIUDVWUXFWXUH,PSURYHPHQWV 7KH6SHFLILF3ODQDOVRLGHQWLILHVXWLOLW\FRQFHSWVRIKDYLQJFORVHGZDWHUORRSV\VWHPVLQWKH LQGXVWULDODUHDDQGXWLOLW\FRUULGRUVDORQJPDMRUWKRURXJKIDUHVVXFKDV6RXWK6SUXFH$YHQXH6RXWK 0DSOH$YHQXH6RXWK/LQGHQ$YHQXHDQG6DQ0DWHR$YHQXH 1RWH7KHLQIUDVWUXFWXUHLPSURYHPHQWVLGHQWLILHGLQWKH6SHFLILF3ODQDUHFRQFHSWXDODQGKDYHQRW 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The five emissions sectors that are included in this report are residential and nonresidential energy, transportation, solid waste, and water. Additionally, a GHG forecast was prepared based on the projected growth of the Lindenville area for the horizon year 2040. This report presents a detailed summary of the 2019 existing GHG emissions and forecasted growth and emissions for 2040. The City’s General Plan sets a vision for Lindenville that aims to preserve small businesses and legacy industrial uses while creating a vibrant and inclusive neighborhood with opportunities for new housing development, improved mobility options, new green spaces, and increased access to public services. The City developed and adopted a Climate Action Plan (CAP) along with the General Plan to help mitigate the climate impacts of continued growth. The CAP contains GHG reduction strategies related to energy use, the construction and operation of buildings, transportation, solid waste diversion, and water use, which can be applied to development in Lindenville. 2019 Lindenville GHG Inventory Lindenville’s total emissions were estimated to be 94,266 Metric Tons of Carbon Dioxide Equivalent (MTCO2e) in 2019. Emissions from calendar year 2019 were inventoried to remain consistent with General Plan and the Lindenville Specific Plan baseline analyses. Table 1 provides the breakdown of 2019 GHG emissions in Lindenville by sector. Transportation emissions account for 59% of total emissions followed by nonresidential energy use, which account for 29% of emissions. In 2019 there was no housing in Lindenville and thus no emissions related to residential energy use. Solid Waste accounted for 12% of emissions and water use <1%. Figure 1 depicts the proportion of emissions by sector in 2019. LINDENVILLE SPECIFIC PLAN Greenhouse Gas Inventory and Forecast //2 Table 1: Total Lindenville Annual Emissions by Sector (2019) Sector Subsector Unit Activity Data Emissions (MTCO2e) Residential Energy Electricity kWh - - Natural Gas Therms - - Nonresidential Energy Electricity kWh 72,547,690 13,261 Natural Gas Therms 2,562,828 13,641 Transportation On-Road VMT 103,627,286 41,193 Off-Road - 14,660 Solid Waste Tons 25,152 11,512 Water AF 734 0.07 TOTAL 94,266 SOURCE:LINDENVILLE SPECIFIC PLAN INVENTORY AND FORECAST,2023. Figure 1: Total Lindenville Annual Emissions by Sector (2019) SOURCE:LINDENVILLE SPECIFIC PLAN INVENTORY AND FORECAST,2023 29% 59% 12% 0.0001% Nonresidential Energy Transportation Solid Waste Water LINDENVILLE SPECIFIC PLAN Greenhouse Gas Inventory and Forecast // 3 INVENTORY AND FORECAST DATA SOURCES Data was collected from various sources to build the 2019 Lindenville inventory and 2040 forecast. Although for a sub-area, this inventory was developed in accordance with ICLEI’s Global Protocol for Community-Scale Greenhouse Gas Emission Inventories. Table 2 outlines the specific data sources used in this inventory. Table 2: Lindenville GHG Inventory and Forecast Data Sources Sector Data Data Source Residential Energy Energy use activity data PG&E Demographic data 2040 General Plan Growth Projections, Lindenville Specific Plan analysis Participation in Peninsula Clean Energy (PCE) PCE, 2022 CAP Emissions Factors PG&E, PCE Nonresidential Energy Energy use activity data PG&E Building square footages 2040 General Plan Growth Projections, Lindenville Specific Plan analysis Participation in PCE PCE, 2022 CAP Emissions Factors PG&E, PCE Transportation On-road VMT 2040 General Plan EIR VMT Analysis On-road emissions CARB EMFAC2021 Off-road emissions CARB EMFAC2021 EV adoption characteristics CEC Zero Emission Vehicle and Infrastructure Statistics Solid Waste Tonnage activity data South San Francisco Scavengers Waste Characterization CalRecycle Emissions Factor Equations 8.1 and 8.3 of the Global Protocol for Community-Scale GHG Emission Inventories Water Acre Feet activity data California Water Service 2020 Urban Water Management Plan South San Francisco District Water Energy Intensity Factor CAPCOA 2021 Table W-1.1 Emissions Factor PG&E To calculate GHG emissions, an emissions factor is applied to the activity data. Electricity suppliers provided CO2 emissions factor. In addition to carbon dioxide (CO2), small amounts of methane (CH4) and nitrous oxide (N2O) are released in the electricity generation process. CH4 and N2O emissions factors are provided by the ICLEI Community Protocol. Variability of the emissions factors occur primarily due to fluctuations in suppliers’ energy portfolio each year. CO2 is the most commonly referenced GHG, however, numerous gases have greenhouse characteristics. CH4 and N2O are commonly accounted for in GHG inventories. These gases have a greater global warming potential; CH4 traps approximately 28 times as much heat as CO2 over a 100-year period and N2O traps approximately 265 times as much heat. To account for these differences, a factor is applied to the gasses emissions to calculate a CO2 equivalence. LINDENVILLE SPECIFIC PLAN Greenhouse Gas Inventory and Forecast // 4 2040 Lindenville GHG Forecast DEMOGRAPHIC AND LAND USE PROJECTIONS The emissions forecast for the Lindenville area is based on the demographic and land use projections of the preferred land use alternative for the 2040 General Plan. This forecast assumes that the anticipated development is fully implemented by 2040. Tables 3 and 4 show the assumed demographic and land use changes in South San Francisco and Lindenville. Table 3: Demographic Changes Lindenville and South San Francisco 2019-2040 City of South San Francisco Lindenville 2019 2040 2019 2040 Population 67,232 107,203 Population - 13,218 Jobs 57,182 137,557 Jobs 9,527 23,366 Single Family Housing Units 13,451 15,138 Single Family Housing Units - - Multi-family Housing Units 7,977 23,821 Multi-family Housing Units - 5,581 SOURCE: CENSUS ACS, 5-YEAR ESTIMATES (FOR YEAR 2019); SOUTH SAN FRANCISCO GENERAL PLAN 2040 GROWTH PROJECTIONS (FOR YEAR 2040) Table 4: Land Use Changes Lindenville and South San Francisco 2019-2040 City of South San Francisco Lindenville 2019 2040 2019 2040 Retail/Service SF 4,068,702 4,222,985 Retail/Service SF 723,600 838,759 Hotel SF - - Hotel SF 17,500 31,341 Hotel Keys 3,193 4,315 Hotel Keys 100 179 Office/R&D SF 12,008,617 47,438,654 Office/R&D SF 210,375 4,295,896 Industrial SF 15,483,142 12,063,567 Industrial SF 5,490,900 4,938,467 Other SF 127,200 275,376 Other SF - 4,137 Residential DU 21,428 38,959 Residential DU - 5,581 Open Space Acre Open Space Acre 11 44 TOTAL SF 31,687,661 64,000,582 TOTAL SF 6,442,375 10,108,600 SOURCE: CITY OF SOUTH SAN FRANCISCO (FOR YEAR 2019); SOUTH SAN FRANCISCO GENERAL PLAN 2040 GROWTH PROJECTIONS (FOR YEAR 2040) LINDENVILLE SPECIFIC PLAN Greenhouse Gas Inventory and Forecast // 5 2040 EMISSIONS FORECAST The Lindenville 2040 emissions forecast includes emissions reductions resulting from State level policies and select mitigation measures from South San Francisco’s newly adopted General Plan 2040 and CAP. There are three major policies that the State has adopted to reduce community GHG emissions: 1. Renewables Portfolio Standard (RPS): This law requires that electrical utilities provide an increased amount of electricity from eligible renewable sources. SB 100 requires that 33% of electricity sold by utilities in 2020 be renewable, 60% be renewable in 2030, and 100% be carbon-free in 2045. 2. Title 24: Title 24 is the set of regulations that specifies how new buildings must be constructed, including specifying minimum energy efficiency standards. These standards are updated triennially to be more stringent. California has set a goal for zero-net energy new construction by 2030. 3. Pavely Clean Car Standards: These standards require that vehicles sold in California meet minimum fuel efficiency requirements, and that fuel sold in the state emits less GHGs during production and use. Additionally, this forecast includes the following measures from the South San Francisco General Plan and CAP because they are already being implemented by the City: 1. All-electric residential new construction 2. Continued participation in PCE 3. Mobility improvements as discussed in the Mobility Chapter of the 2040 General Plan. Based on the results of the Lindenville forecast, emissions are expected to increase from 94,266 MTCO2e in 2019 to 157,396 MTCO2e in 2040. Table 5 shows the forecasted emissions in Lindenville for each sector in 2040. Similar to 2019, transportation generates the most emissions (75%), followed by nonresidential energy use (14%), and solid waste (11%). Figure 2 depicts the proportion of emissions by sector in 2019. Table 5: 2040 Lindenville Emissions Forecast by Sector Sector Subsector Unit Activity Data Emissions (MTCO2e) Residential Energy Electricity kWh 15,472,295 16 Natural Gas Therms - - Nonresidential Energy Electricity kWh 113,833,109 121 Natural Gas Therms 4,021,281 21,404 Transportation On-Road VMT 355,237,443 100,531 Off-Road - 17,260 Solid Waste Tons 39,465 18,063 Water AF 1,495 0.15 TOTAL 157,396 SOURCE: LINDENVILLE SPECIFIC PLAN INVENTORY AND FORECAST LINDENVILLE SPECIFIC PLAN Greenhouse Gas Inventory and Forecast //6 Figure 2: 2040 Lindenville Emissions Forecast by Sector SOURCE:LINDENVILLE SPECIFIC PLAN INVENTORY AND FORECAST However, assuming that all the measures in the CAP are implemented by 2040, emissions in Lindenville will be further reduced. The CAP-adjusted forecast estimates that the Lindenville sub-area will generate 78,808 MTCO2e in 2040, a reduction of 50% as compared to the non-adjusted forecast. This estimate aligns with the 63% reduction the CAP is expected to achieve across the city in 2040 and the above average growth of the Lindenville sub-area as compared to the City as a whole. The following table shows the CAP adjusted 2040 Lindenville emissions forecast by sector. Table 6: 2040 CAP Adjusted Lindenville Emissions Forecast by Sector Sector Subsector Emissions (MTCO2e) Residential Energy 16 Nonresidential Energy 2,743 Transportation On-road 43,503 Off-road 17,260 Solid Waste 15,286 Water 0.15 TOTAL 78,808 Table 7: 2040 Lindenville Emissions 2040 Forecast Compared to 2019 0.01% 14% 75% 11% 0.0001% Residential Energy Nonresidential Energy Transportation Solid Waste Water LINDENVILLE SPECIFIC PLAN Greenhouse Gas Inventory and Forecast // 7 Sector Subsector 2019 Emissions (MTCO2e) 2040 CAP-Adjusted Emissions (MTCO2e) Change in Emissions (MTCO2e) Residential Energy - 16 16 Nonresidential Energy 26,902 2,743 -24,159 Transportation On-Road 41,193 43,503 2,310 Off-Road 14,660 17,260 2,600 Solid Waste 11,512 15,286 3,774 Water 0.07 0.15 0.08 TOTAL 94,266 78,808 -15,459 Key Findings x Lindenville GHG emissions are anticipated to increase by 67% from 94,266 MTCO2e in 2019 to 157,396 MTCO2e in 2040 but applying the reductions from implementing the SSF CAP, emissions are expected to decrease emissions 16% to 78,808 MTCO2e as compared 2019 and 50% as compared to the 2040 emissions forecast. x The CAP-adjusted forecast aligns with the emissions reductions estimated from the implementation of the 2040 General Plan and CAP. Forecasted emissions in Lindenville are expected to be reduced by 50% in 2040 as compared to 63% citywide in 2040. x GHG emissions from on-road transportation are the largest sector, accounting for 44% of Lindenville emissions (41,193 MTCO2e) in 2019 and 64% of emissions (100,531) in 2040. This 144% increase in emissions corresponds to the 243% increase in vehicle miles traveled (VMT) in 2040. However, accounting for General Plan and CAP implementation, reduces the forecasted transportation emissions to 43,503 MTCO2e, only a 5.5% increase. x Despite the introduction of residential housing in Lindenville, the resulting emissions account for only 0.02% of total Lindenville CAP-adjusted emissions in 2040. These relatively nominal emissions are the result of all-electric residential new construction and the low carbon intensity of electricity due to the RPS and high level of participation in PCE, which provides carbon-free electricity. 345 California Street | Suite 450 | San Francisco, CA 94104 | (415) 348-0300 | Fax (415) 773-1790 www.fehrandpeers.com Memorandum Date: June 12, 2023 To: Billy Gross, Matt Ruble, Chris Espiritu, City of South San Francisco From: Brian Lin, Daniel Jacobson, and Taylor McAdam, Fehr & Peers Subject: Lindenville VMT, Vehicle LOS, and Traffic Sensitivity Analysis SF22-1220 This memo summarizes the vehicle miles traveled (VMT), vehicle level of service (LOS), and traffic sensitivity analysis completed for the Lindenville Specific Plan. The California Environmental Quality Act (CEQA) Guidelines were updated in 2020 per Senate Bill 743 (SB 743) to require the use of VMT to evaluate a project’s environmental effect on the transportation system. The passage of SB 743 eliminated automobile delay, LOS, and other similar measures of vehicular capacity or traffic congestion as a basis for determining a project’s significant impacts to the environment. However, lead agencies may still elect to utilize these measures for informational purposes or non-CEQA analysis. The City of South San Francisco requested an informational traffic study with both VMT and delay and congestion metrics for the Lindenville Specific Plan to help with local decision making. To supplement the LOS metric, the traffic sensitivity analysis compares travel times and volume-to- capacity (V/C) ratios of the different roadway configurations in each analysis scenario. The analysis input assumptions, methodology, and results are discussed in the sections below. City of South San Francisco June 12, 2023 Page 2 of 16 Analysis Scenarios The following analysis scenarios were evaluated: x Existing – Using available pre-pandemic, 2019 traffic count data sources. x 2040 General Plan – Using 2040 General Plan Update volume forecasts and planned roadway improvements.1 x 2040 Lindenville Specific Plan – Using the 2040 General Plan Update with land use and transportation adjustments in Lindenville as described below. Lindenville Specific Plan Inputs The 2040 General Plan land uses and roadway network in the South San Francisco sub-area model, developed with the PTV Visum software platform, were adjusted to develop a Lindenville Specific Plan model. Lindenville Specific Plan Land Use Adjustments The Lindenville Specific Plan sought to keep total employment and population values closely aligned with the Lindenville district totals studied for the General Plan. Within the district, however, population and employment allotments moved around, as demonstrated in Table 1. Table 1: Lindenville Specific Plan Land Use Changes from General Plan C/CAG Zone Sub Area Zone Geography Residential Population Change from 2040 General Plan Employment Change from 2040 General Plan 1643 16431 Southwest Spruce +835 -8 1643 16435 Northwest Spruce +124 No change 1912 19121 Lowrie and western San Mateo Avenue -531 +28 1912 19123 North of Canal Street -639 +134 1912 19124 Southline zone No change +1,882 1912 19125 North of Victory, South of Canal +1,356 +99 1912 19127 Terminal Court zone -1,144 -1,883 TOTAL +2 +252 Source: Fehr & Peers, 2023. 1 The 2040 General Plan recommends construction of a bridge connecting I-380 and North Access Road to Haskins Way east of US-101 as well as a separate bridge that would connect Oyster Point with Sierra Point to the north. Given the uncertainty of these projects, the 2040 scenarios evaluated in this analysis do not include these as background assumptions. City of South San Francisco June 12, 2023 Page 3 of 16 Lindenville Specific Plan Roadway Network Adjustments Transportation network and geometric adjustments were made for a variety of reasons including better alignment with the land use vision, adherence to mobility goals and policies, and improvements to traffic flow. These adjustments were tested within Visum to evaluate performance before being added into the Specific Plan network. The following adjustments are the most substantial adjustments made to the Visum model: South Spruce Avenue between El Camino Real and Railroad Avenue Reduced from two to one lane in each direction, with a center turn lane and protected bike lanes. South Canal Street between South Spruce Avenue and South Linden Avenue Removal of South Canal Street and extension of Mayfair Avenue from South Spruce Avenue east to South Linden Avenue. Street grid between South Spruce Avenue and South Linden Avenue Introduction of new alleys for vehicular access to new parking and loading at the center of the district. Myrtle Avenue at South Spruce Avenue Extension of Myrtle Avenue southeast to South Maple Avenue and South Linden Avenue. Noor Avenue at Huntington Avenue Extension of Noor Avenue northeast to South Maple Avenue with connection to Centennial Way Trail. Utah Avenue Extension Modification of the Utah Avenue Extension project included in the General Plan to include southbound US-101 ramps. San Mateo Avenue at Tanforan Avenue/Shaw Road New signal at San Mateo Avenue/Tanforan Avenue/Shaw Road. City of South San Francisco June 12, 2023 Page 4 of 16 VMT Consistency Analysis The South San Francisco General Plan Update EIR transportation analysis found a significant impact for VMT. Under 2040 General Plan conditions both the VMT per service population and work-based VMT per employee exceeded the City’s adopted threshold of being 15% below the 2019 nine-county Bay Area average for these metrics. The gap between the estimated General Plan VMT per capita metrics and the thresholds was wide enough, that even with a robust Transportation Demand Management (TDM) program, the impact remained significant, and the Plan was adopted with overriding considerations. High VMT in South San Francisco generally stems from the extreme jobs-housing imbalance in the city and in San Mateo County more broadly. The East of 101 and Lindenville sub-areas are the most jobs-rich, housing-poor districts of the city and thus have the highest work-based VMT per capita values within the city. Even with the housing growth slated for these areas under the General Plan, they still remained higher than the city average and higher than the nine-county Bay Area averages for VMT per service population and work-based VMT per employee. Both districts and the city as a whole generate lower home-based VMT per resident than the regional average. A change in VMT between the General Plan and Lindenville Specific Plan could be the result of changes in land use and/or changes in the transportation network. As shown in the section above, the overall land use growth for Lindenville remained nearly consistent with the General Plan; the Specific Plan adds an additional 252 jobs and 2 residents above the growth programmed in the General Plan. The majority of the added jobs are located in the zone just north of the San Bruno city limit and within a half-mile of San Bruno BART. This proximity to a major regional train station will limit the VMT generated by those jobs. If they were evaluated as a standalone project, they would, in fact, be screened out of a VMT analysis given their proximity to a high-quality transit station. The Specific Plan moves General Plan jobs and residents around within Lindenville. These moves are not expected to change VMT given that all zones in the district had high work-based VMT and low home-based VMT under both 2019 existing conditions and 2040 General Plan conditions. For these reasons, the land use changes associated with the Specific Plan are not expected to result in a change in VMT or VMT per capita as compared to the 2040 General Plan. The Specific Plan vehicle network changes are described above. There are approximately 3,000 new linear square feet of roadway being added within Lindenville, but the function of these roadway extensions (Noor, Myrtle, Mayfair) is primarily permeability and internal connectivity within the district. The Myrtle Avenue and Mayfair Avenue extensions are not capacity enhancing roadway projects as these streets are not through streets to get in or out of Lindenville. The Noor Avenue extension will add an option for vehicles to access the district from El Camino Real, but the capacity gained on Noor Avenue is a replacement for capacity lost as part of the South Spruce Avenue lane reduction. None of these changes are anticipated to induce vehicle travel. The modification of the Utah Avenue extension project to include southbound US-101 ramps is expected to be a VMT-neutral modification. These ramps would replace the on- and off-ramps City of South San Francisco June 12, 2023 Page 5 of 16 along Produce Avenue today and bring them closer to their vehicle trip origins and destinations in Lindenville. The gains in efficiency and possible increase in trips resulting from easier access to the southbound ramps would be offset, from a VMT perspective, by the miles saved by bringing the ramps closer to the heart of Lindenville. The convoluted path to the ramps today means that many Lindenville trips drive an even longer path to ramps further afield in Downtown or in San Bruno. Finally, the biggest Specific Plan changes to the Lindenville transportation network are the increased miles of designated bicycle facilities and improved sidewalks and crosswalks. These are consistent with policies in the General Plan and illustrated in a more tangible way in the Specific Plan. Any modest VMT increases that might result from the above land use and/or transportation network changes above, would certainly be offset by the modest VMT reductions expected from building a more multi-modal network in what is today a largely auto-oriented environment. For these reasons, the transportation network changes associated with the Specific Plan are not expected to result in a change in VMT or VMT per capita as compared to the 2040 General Plan. The total VMT and VMT per capita metrics resulting from the buildout of the Lindenville Specific Plan are therefore expected to be consistent with those calculated for buildout of the 2040 General Plan. City of South San Francisco June 12, 2023 Page 6 of 16 Traffic LOS Analysis The analysis includes an evaluation of vehicle traffic conditions during typical weekday AM peak period (7:00 AM to 9:00 AM) and PM peak period (4:00 PM to 6:00 PM), when the surrounding transportation network is most congested. Study Intersections Intersections are generally the critical capacity-controlling elements of roadway networks. Therefore, the operations of critical intersections in the Specific Plan area are used as indicators of the adequacy of the vehicular circulation system. The following intersections (shown in Figure 1) were selected as most likely to be affected by the Lindenville Specific Plan: 1. South Spruce Avenue and North Canal Street 2. South Spruce Avenue and South Canal Street 3. South Spruce Avenue and Mayfair Avenue 4. South Linden Avenue and North Canal Street 5. South Linden Avenue and South Canal Street 6. San Mateo Avenue / Airport Boulevard / South Airport Boulevard / Produce Avenue 7. South Spruce Avenue and Victory Avenue 8. South Linden Avenue and Victory Avenue 9. South Linden Avenue and Dollar Avenue (and Southline in the future) 10. South Linden Avenue and San Mateo Avenue 11. San Mateo Avenue / Tanforan Avenue / Shaw Road 12. San Mateo Avenue and Utah (Future) 345 California Street | Suite 450 | San Francisco, CA 94104 | (415) 348-0300 | Fax (415) 773-1790 www.fehrandpeers.com Figure 1: LOS Study Intersections City of South San Francisco June 12, 2023 Page 8 of 16 Methodology Synchro traffic analysis software was used for this study. The software uses the Highway Capacity Manual 6th Edition methodology to evaluate intersection operations and present summarized results in seconds of vehicle delay and level of service (LOS). LOS is a qualitative description of operations ranging from LOS A, when the roadway facility has excess capacity and vehicles experience little or no delay, to LOS F, where the volume of vehicles exceeds the capacity, resulting in long queues and excessive delays. Typically, LOS E represents “at-capacity” conditions. Results are reported for the peak AM hour and peak PM hour to represent the worst-case conditions of each intersection under the various analysis scenarios. For signalized intersections, LOS is based on the average delay experienced by all vehicles passing through the intersection. This methodology uses various intersection characteristics (such as traffic volumes, lane geometry, and signal phasing) to estimate the delay per vehicle. The delay per vehicle is a portion of the total delay attributed to the signal operations and includes initial deceleration, queue move up time, time stopped, and acceleration. For unsignalized intersections with All Way Stop Control (AWSC), LOS is based on the average delay experienced by all vehicles passing through the intersection. For unsignalized intersections with Two Way Stop Control (TWSC), LOS is based on the highest approach delay rather than the average delay of all vehicles passing through an intersection. Table 2 and Table 3 summarize the LOS designations for signalized and unsignalized intersections. Table 2: Signalized Intersection LOS Criteria LOS Average Control Delay (seconds/vehicle) Signalized A < 10.0 B > 10.0 to 20.0 C > 20.0 to 35.0 D > 35.0 to 55.0 E > 55.0 to 80.0 F > 80.0 Source: Highway Capacity Manual, 6th Edition City of South San Francisco June 12, 2023 Page 9 of 16 Table 3: Unsignalized Intersection LOS Criteria LOS Worst Approach Delay (seconds/vehicle) Unsignalized Intersections A < 10.0 B > 10.0 to 15.0 C > 15.0 to 25.0 D > 25.0 to 35.0 E > 35.0 to 50.0 F > 50.0 Source: Highway Capacity Manual, 6th Edition There is no formal LOS threshold for intersections located within South San Francisco. Delay and LOS Results As shown in Table 4, Both LOS and delay from each scenario for the AM and PM peak hour are presented in Table 4 below: Table 4: Delay and LOS Results Intersection Intersection Control Peak Hour Existing 2040 General Plan Future with Specific Plan Delay LOS Delay LOS Delay LOS 1. South Spruce Avenue / North Canal Street Signal AM PM 35.2 39.7 D D 72.1 >80 E F 64.4 >80 E F 2. South Spruce Avenue / South Canal Street Signal AM PM 3.0 9.8 A A 4.9 7.1 A A N/A 3. South Spruce Avenue / Mayfair Avenue Signal AM PM 20.3 56.1 C E 17.0 42.4 B D 17.9 64.1 B E 4. South Linden Avenue / North Canal Street Signal AM PM 9.0 5.2 A A 10.2 7.1 B A 12.2 11.3 B B 5. South Linden Avenue / South Canal Street TWSC AM PM 13.5 14.6 B (EB) B (EB) 36.7 >50 E (EB) F(EB)N/A 6. San Mateo Avenue / Airport Boulevard / South Airport Boulevard / Produce Avenue Signal AM PM 37.6 44.1 D D 48.9 >80 D F 49.2 73.3 D E 7. South Spruce Avenue / Victory Avenue Signal AM PM 9.6 9.6 A A 12.7 10.5 B B 15.3 16.6 B B 8. South Linden Avenue / Victory Avenue AWSC AM PM 10.3 11 B B 42 >50 E F >50 >50 F F City of South San Francisco June 12, 2023 Page 10 of 16 Intersection Intersection Control Peak Hour Existing 2040 General Plan Future with Specific Plan Delay LOS Delay LOS Delay LOS 9. South Linden Avenue / Dollar Avenue (Southline in future) Signal AM PM 25.2 24.4 C C 23.7 33.5 C C 35.0 44.7 C D 10. South Linden Avenue / San Mateo Avenue Signal AM PM 9.6 10.0 A A 13.4 23.6 B C 15.4 37.3 B D 11. San Mateo Avenue/ Tanforan Avenue / Shaw Road TWSC (Signal in Specific Plan) AM PM 20.5 20.8 C (EB) C (EB) >50 >50 F (EB) F (EB) 21.5 19.4 C B 12. San Mateo Avenue / Utah Avenue (Future)Signal AM PM N/A 19.0 16.3 B B 17.1 18.7 B B Source: Fehr & Peers, June 2023 General Notes - TWSC: Two-Way Stop Control. AWSC: All-Way Stop Control - Intersection of San Mateo and Utah only exist in 2040 conditions. S Spruce Avenue / South Canal Street and S Linden Avenue / South Canal Street only exist in existing conditions and 2040 General Plan conditions. - Detailed calculations for delay and LOS analysis are provided in Appendix A. Changes from Existing to 2040 South San Francisco General Plan A substantial increase in delay between existing conditions and 2040 General Plan conditions occurs at South Spruce Avenue / North Canal Street, South Linden Avenue / South Canal Street, South Linden Avenue / Victory Avenue, and San Mateo Avenue/Tanforan Avenue/Shaw Road in both the AM and PM peak hours. The intersections of South Linden Avenue / South Canal Street, South Linden Avenue / Victory Avenue, and San Mateo Avenue / Tanforan Avenue / Shaw Road have poor operations for one or two approaches due to being a stop-controlled intersection. San Mateo Avenue / Airport Boulevard / South Airport Boulevard / Produce Avenue intersection also experiences substantial delay and a worse LOS in the PM peak hour since the intersection is north of the US-101 SB On-Ramp and serves as the primary gateway out of Lindenville. Some intersections do improve in 2040 General Plan conditions compared to existing conditions. The intersection of South Spruce Avenue / Mayfair Avenue performs slightly better under 2040 General Plan Conditions because of signal timing optimization during both the AM and PM peak. With respect to the South Linden Avenue / Dollar Avenue intersection, the addition of Southline Avenue along with the incorporation of an overpass above the Caltrain tracks in the future General Plan leads to reduced delay in the AM peak hour. Changes from 2040 South San Francisco General Plan to 2040 Lindenville Specific Plan Signal timing at all signalized study intersections was optimized for demand and geometry changes between the 2040 General Plan and 2040 Lindenville Specific Plan model runs. The City of South San Francisco June 12, 2023 Page 11 of 16 incorporation of the Specific Plan does not lead to many drastic changes in intersection vehicle delay or LOS in either the AM or PM peak hours. The intersection of South Linden Avenue / Victory Avenue still performs at a deficient level with high intersection delay due to AWSC control type at the intersection. This intersection may perform better if signalized in the future. The Specific Plan converts the intersection of San Mateo Avenue / Tanforan Avenue/ Shaw Road from a TWSC intersection to a signalized intersection which significantly improves the delay and LOS. Travel Time and Volume-to-Capacity Results Travel times in selected north-south and east-west corridors and volume-to-capacity (V/C) ratios within the whole network were used to determine how the transportation network performed with Specific Plan conditions. The travel time study corridors are listed below: x North–South Corridors o San Mateo Avenue between Airport Boulevard and South Linden Avenue o South Spruce Avenue between Railroad Avenue and El Camino Real o South Linden Avenue between Railroad Avenue and San Mateo Avenue x East–West Corridors o Railroad Avenue between South Spruce Avenue and South Linden Avenue o North Canal Street between South Spruce Avenue and South Linden Avenue o Mayfair Avenue between South Spruce Avenue and South Linden Avenue Travel Time Results A comparison of the travel time results for 2040 General Plan and 2040 Lindenville Specific Plan are shown Table 5 for the AM peak hour and in Table 6 for the PM peak hour. Table 5: Travel Times – AM Peak Hour Roadway 2040 General Plan 2040 Lindenville Specific Plan Change between General Plan and Lindenville Specific Plan NB (EB)SB (WB)NB (EB)SB (WB)NB (EB)SB (WB) San Mateo Avenue 4:00 3:20 4:20 3:30 +0:20 +0:10 South Spruce Avenue 5:00 4:40 6:30 5:50 +1:30 +1:10 South Linden Avenue 3:40 4:30 4:00 4:50 +0:20 +0:20 Railroad Avenue 2:10 2:00 2:10 2:00 0:00 0:00 North Canal Street 1:30 1:20 1:30 1:30 0:00 +0:10 Mayfair Avenue N/A 1:40 1:40 N/A Source: Fehr & Peers, June 2023 Notes: Corridors are extended one link past end point to include intersection delay. Travel times are rounded to the nearest 10 seconds. SB: Southbound, NB: Northbound, EB: Eastbound, WB: Westbound City of South San Francisco June 12, 2023 Page 12 of 16 Table 6: Travel Times – PM Peak Hour Roadway 2040 General Plan 2040 Lindenville Specific Plan Change between General Plan and Lindenville Specific Plan NB (EB)SB (WB)NB (EB)SB (WB)NB (EB)SB (WB) San Mateo Avenue 4:00 3:40 4:30 3:50 +0:30 +0:10 South Spruce Avenue 5:40 4:40 6:40 6:20 +1:00 +1:40 South Linden Avenue 4:20 4:20 5:10 4:30 +0:50 +0:10 Railroad Avenue 2:10 2:10 2:10 2:10 0:00 0:00 North Canal Street 1:30 1:30 1:30 1:30 0:00 0:00 Mayfair Avenue N/A 1:44 1:52 N/A Source: Fehr & Peers, June 2023 Notes: Corridors are extended one link past end point to include intersection delay. Travel times are rounded to the nearest 10 seconds. SB: Southbound, NB: Northbound, EB: Eastbound, WB: Westbound The primary increase in travel time occurs within the north-south study corridors of San Mateo Avenue, South Spruce Avenue, and South Linden Avenue. South Spruce Avenue experiences the highest increase in travel time under Specific Plan conditions with an increase of one to two minutes in both AM and PM peak hours. This is primarily due to the reduced capacity of South Spruce Avenue as well increased development along the street in Specific Plan conditions. Other corridors experience a slight increase in travel time of up to one minute due to proposed development with the Lindenville network. The east-west corridors have minimal changes in travel time compared to General Plan conditions. Volume-to-Capacity Ratio Analysis Results V/C ratio is a measure of how the vehicle volumes on a roadway compare to its capacity. V/C ratios are typically experienced as follows: x 0.6 and under is generally when the roadway is under capacity and in free flow. x Between 0.6 and 0.9 is when the roadway is approaching or at capacity. x 0.9 and greater means that the roadway is over capacity and congested. Figure 2 and Figure 3 display the V/C ratio along roadways in Lindenville during AM and PM peak hour with the Specific Plan. In both the AM and PM peaks, most roadways within Lindenville are not over capacity. In the AM peak hour, South Spruce Avenue southbound approaching the intersection of South Spruce Avenue and Huntington Avenue is at or over capacity, with a V/C ratio between 0.9 and 1.2. The PM peak hour experiences more congestion within the study network compared to the AM peak hour. Same as in the AM, there is high congestion for southbound traffic on South Spruce City of South San Francisco June 12, 2023 Page 13 of 16 Avenue approaching not only the intersection with Huntington Avenue but also the intersection with El Camino Real. South Linden Avenue northbound traffic approaching the intersection with North Canal Street also has high congestion. San Mateo Avenue between South Linden Avenue and Airport Boulevard does not experience high levels of congestion under 2040 Specific Plan conditions. The V/C ratio generally remains under 0.6 in both directions. This indicates that re-striping San Mateo Avenue from one lane to two lanes per both the South San Francisco General Plan and the Lindenville Specific Plan may not be warranted due to shifted population growth and less than predicted demand along the corridor. City of South San Francisco June 12, 2023 Page 14 of 16 Figure 2: Volume / Capacity Ratio Plot AM City of South San Francisco June 12, 2023 Page 15 of 16 Figure 3: Volume / Capacity Ratio Plot PM City of South San Francisco June 12, 2023 Page 16 of 16 Appendix A: LOS and Delay Calculations HCM Signalized Intersection Capacity Analysis 1: S Spruce Ave & N Canal St 06/09/2023 Existing AM Synchro 11 Report Fehr and Peers Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 21 67 84 60 14 3 48 432 74 70 437 27 Future Volume (vph) 21 67 84 60 14 3 48 432 74 70 437 27 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.2 4.2 4.0 4.2 4.2 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 Frpb, ped/bikes 1.00 1.00 1.00 0.99 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Frt 0.93 0.99 1.00 0.98 0.99 Flt Protected 0.99 0.96 0.95 1.00 0.99 Satd. Flow (prot) 1558 1608 1597 3105 3142 Flt Permitted 0.96 0.41 0.95 1.00 0.50 Satd. Flow (perm) 1501 688 1597 3105 1577 Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Adj. Flow (vph) 22 69 87 62 14 3 49 445 76 72 451 28 RTOR Reduction (vph) 0 25 0010080020 Lane Group Flow (vph) 0 153 0 0 78 0 49 513 0 0 549 0 Confl. Peds. (#/hr) 10 10 10 10 10 Heavy Vehicles (%) 13% 13% 13% 13% 13% 13% 13% 13% 13% 13% 13% 13% Bus Blockages (#/hr)000000000002 Turn Type Perm NA Perm NA Prot NA Perm NA Protected Phases 3 3 5 2 4 8 6 Permitted Phases 3 3 6 Actuated Green, G (s) 21.2 21.2 6.7 110.4 59.6 Effective Green, g (s) 21.2 21.2 6.7 110.4 59.6 Actuated g/C Ratio 0.15 0.15 0.05 0.79 0.43 Clearance Time (s) 4.2 4.2 4.0 4.2 Vehicle Extension (s) 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 227 104 76 2448 671 v/s Ratio Prot c0.03 c0.17 v/s Ratio Perm 0.10 c0.11 c0.35 v/c Ratio 0.67 0.75 0.64 0.21 1.44dl Uniform Delay, d1 56.1 56.9 65.5 3.7 35.4 Progression Factor 1.00 1.00 1.48 0.14 1.00 Incremental Delay, d2 6.0 23.4 13.0 0.0 10.7 Delay (s) 62.1 80.3 109.9 0.5 46.1 Level of Service E F F A D Approach Delay (s) 62.1 80.3 9.9 46.1 Approach LOS E F A D Intersection Summary HCM 2000 Control Delay 35.2 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.64 Actuated Cycle Length (s) 140.0 Sum of lost time (s) 20.8 Intersection Capacity Utilization 71.4% ICU Level of Service C 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 2: S Spruce Ave & S Canal St 06/09/2023 Existing AM Synchro 11 Report Fehr and Peers Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (vph) 19 29 525 99 85 496 Future Volume (vph) 19 29 525 99 85 496 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.2 4.2 4.2 Lane Util. Factor 1.00 0.91 0.95 Frpb, ped/bikes 0.98 0.99 1.00 Flpb, ped/bikes 1.00 1.00 1.00 Frt 0.92 0.98 1.00 Flt Protected 0.98 1.00 0.99 Satd. Flow (prot) 1485 4450 3167 Flt Permitted 0.98 1.00 0.74 Satd. Flow (perm) 1485 4450 2360 Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 Adj. Flow (vph) 20 30 541 102 88 511 RTOR Reduction (vph) 27 0 16 0 0 0 Lane Group Flow (vph) 23 0 627 0 0 599 Confl. Peds. (#/hr) 10 10 10 Heavy Vehicles (%) 13% 13% 13% 13% 13% 13% Turn Type Prot NA Perm NA Protected Phases 8 2 4 3 6 Permitted Phases 3 6 Actuated Green, G (s) 13.4 88.6 85.0 Effective Green, g (s) 13.4 88.6 85.0 Actuated g/C Ratio 0.10 0.63 0.61 Clearance Time (s) 4.2 Vehicle Extension (s) 2.0 Lane Grp Cap (vph) 142 2816 1432 v/s Ratio Prot c0.02 c0.14 v/s Ratio Perm c0.25 v/c Ratio 0.16 0.22 0.42 Uniform Delay, d1 58.1 11.0 14.5 Progression Factor 1.00 0.07 0.05 Incremental Delay, d2 0.2 0.0 0.0 Delay (s) 58.3 0.8 0.7 Level of Service E A A Approach Delay (s) 58.3 0.8 0.7 Approach LOS E A A Intersection Summary HCM 2000 Control Delay 3.0 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.37 Actuated Cycle Length (s) 140.0 Sum of lost time (s) 20.8 Intersection Capacity Utilization 59.7% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 3: S Spruce Ave & Mayfair Ave 06/09/2023 Existing AM Synchro 11 Report Fehr and Peers Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (vph) 59 109 41 565 500 15 Future Volume (vph) 59 109 41 565 500 15 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.2 4.0 4.2 4.2 Lane Util. Factor 1.00 1.00 0.95 0.95 Frpb, ped/bikes 0.98 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 Frt 0.91 1.00 1.00 1.00 Flt Protected 0.98 0.95 1.00 1.00 Satd. Flow (prot) 1478 1597 3195 3181 Flt Permitted 0.98 0.95 1.00 1.00 Satd. Flow (perm) 1478 1597 3195 3181 Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 Adj. Flow (vph) 61 112 42 582 515 15 RTOR Reduction (vph) 4900010 Lane Group Flow (vph) 124 0 42 582 529 0 Confl. Peds. (#/hr) 10 Heavy Vehicles (%) 13% 13% 13% 13% 13% 13% Turn Type Prot Prot NA NA Protected Phases 4 5 2 3 6 8 Permitted Phases Actuated Green, G (s) 18.3 6.7 70.3 98.4 Effective Green, g (s) 18.3 6.7 70.3 98.4 Actuated g/C Ratio 0.13 0.05 0.50 0.70 Clearance Time (s) 4.2 4.0 4.2 Vehicle Extension (s) 2.0 2.0 2.0 Lane Grp Cap (vph) 193 76 1604 2235 v/s Ratio Prot c0.08 c0.03 c0.18 c0.17 v/s Ratio Perm v/c Ratio 0.64 0.55 0.36 0.24 Uniform Delay, d1 57.8 65.2 21.2 7.4 Progression Factor 1.00 1.00 1.00 0.07 Incremental Delay, d2 5.4 4.9 0.6 0.0 Delay (s) 63.2 70.0 21.9 0.5 Level of Service E E C A Approach Delay (s) 63.2 25.1 0.5 Approach LOS E C A Intersection Summary HCM 2000 Control Delay 20.3 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.39 Actuated Cycle Length (s) 140.0 Sum of lost time (s) 20.8 Intersection Capacity Utilization 40.8% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group HCM 6th Signalized Intersection Summary 4: S. Linden Ave & N Canal St 06/09/2023 Existing AM Synchro 11 Report Fehr and Peers Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 107 0 9200002440025185 Future Volume (veh/h) 107 0 9200002440025185 Initial Q (Qb), veh 0 0 0 000000000 Ped-Bike Adj(A_pbT) 0.99 0.99 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1707 1707 1707 1707 1707 1707 1707 1707 1707 0 1707 1707 Adj Flow Rate, veh/h 110 0 9500002520025988 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 13 13 13 13 13 13 13 13 13 0 13 13 Cap, veh/h 213 16 116 0 313 0 0 2208 0 0 829 282 Arrive On Green 0.18 0.00 0.18 0.00 0.00 0.00 0.00 0.68 0.00 0.00 0.68 0.68 Sat Flow, veh/h 650 86 636 0 1707 0 0 3415 0 0 1217 414 Grp Volume(v), veh/h 205 000000252000347 Grp Sat Flow(s),veh/h/ln 137200017070016220001631 Q Serve(g_s), s 7.3 0.0 0.0 0.0 0.0 0.0 0.0 1.6 0.0 0.0 0.0 5.1 Cycle Q Clear(g_c), s 8.4 0.0 0.0 0.0 0.0 0.0 0.0 1.6 0.0 0.0 0.0 5.1 Prop In Lane 0.54 0.46 0.00 0.00 0.00 0.00 0.00 0.25 Lane Grp Cap(c), veh/h 3450003130022080001110 V/C Ratio(X) 0.59 0.00 0.00 0.00 0.00 0.00 0.00 0.11 0.00 0.00 0.00 0.31 Avail Cap(c_a), veh/h 810000726002208 0 0 0 1110 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 0.00 0.00 0.00 0.00 1.00 0.00 0.00 0.00 1.00 Uniform Delay (d), s/veh 23.0 0.0 0.0 0.0 0.0 0.0 0.0 3.2 0.0 0.0 0.0 3.8 Incr Delay (d2), s/veh 0.6 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.0 0.0 0.0 0.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.6 0.0 0.0 0.0 0.0 0.0 0.0 0.4 0.0 0.0 0.0 1.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 23.6 0.0 0.0 0.0 0.0 0.0 0.0 3.4 0.0 0.0 0.0 4.5 LnGrp LOS C AAAAAAAAAAA Approach Vol, veh/h 205 0 252 347 Approach Delay, s/veh 23.6 0.0 3.4 4.5 Approach LOS C A A Timer - Assigned Phs 2468 Phs Duration (G+Y+Rc), s 44.0 14.8 44.0 14.8 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 40.0 31.0 40.0 25.0 Max Q Clear Time (g_c+I1), s 7.1 10.4 3.6 0.0 Green Ext Time (p_c), s 1.6 0.8 1.2 0.0 Intersection Summary HCM 6th Ctrl Delay 9.0 HCM 6th LOS A HCM 6th TWSC 5: S. Linden Ave & S Canal St 06/09/2023 Existing AM Synchro 11 Report Fehr and Peers Intersection Int Delay, s/veh 3.4 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 101 55 21 143 266 77 Future Vol, veh/h 101 55 21 143 266 77 Conflicting Peds, #/hr 000000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 97 97 97 97 97 97 Heavy Vehicles, % 13 13 13 13 13 13 Mvmt Flow 104 57 22 147 274 79 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 465 274 353 0 - 0 Stage 1 274 ----- Stage 2 191 ----- Critical Hdwy 6.53 6.33 4.23 - - - Critical Hdwy Stg 1 5.53 ----- Critical Hdwy Stg 2 5.53 ----- Follow-up Hdwy 3.617 3.417 2.317 - - - Pot Cap-1 Maneuver 536 739 1147 - - - Stage 1 747 ----- Stage 2 816 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 525 739 1147 - - - Mov Cap-2 Maneuver 525 ----- Stage 1 731 ----- Stage 2 816 ----- Approach EB NB SB HCM Control Delay, s 13.5 1 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1147 - 585 - - HCM Lane V/C Ratio 0.019 - 0.275 - - HCM Control Delay (s) 8.2 0 13.5 - - HCM Lane LOS A A B - - HCM 95th %tile Q(veh) 0.1 - 1.1 - - HCM 6th Signalized Intersection Summary 6: Produce Ave./Airport Blvd. & San Mateo Ave./So. Airport Blvd.06/09/2023 Existing AM Synchro 11 Report Fehr and Peers Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 119 326 51 316 204 279 129 17 164 246 727 135 Future Volume (veh/h) 119 326 51 316 204 279 129 17 164 246 727 135 Initial Q (Qb), veh 0 0 0 000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1441 1441 1441 1618 1618 1618 1796 1796 1796 1811 1811 1811 Adj Flow Rate, veh/h 123 336 0 326 210 0 133 18 0 254 749 0 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 31 31 31 19 19 19777666 Cap, veh/h 200 420 518 272 176 673 531 1415 Arrive On Green 0.15 0.15 0.00 0.06 0.06 0.00 0.10 0.20 0.00 0.31 0.41 0.00 Sat Flow, veh/h 1372 2881 1221 3083 1618 1372 1711 3413 1522 1725 3441 1535 Grp Volume(v), veh/h 123 336 0 326 210 0 133 18 0 254 749 0 Grp Sat Flow(s),veh/h/ln 1372 1441 1221 1541 1618 1372 1711 1706 1522 1725 1721 1535 Q Serve(g_s), s 8.8 11.8 0.0 10.9 13.4 0.0 7.9 0.4 0.0 12.5 17.2 0.0 Cycle Q Clear(g_c), s 8.8 11.8 0.0 10.9 13.4 0.0 7.9 0.4 0.0 12.5 17.2 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 200 420 518 272 176 673 531 1415 V/C Ratio(X) 0.61 0.80 0.63 0.77 0.76 0.03 0.48 0.53 Avail Cap(c_a), veh/h 289 606 611 321 293 809 531 1415 HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.83 0.83 0.00 0.88 0.88 0.00 1.00 1.00 0.00 0.71 0.71 0.00 Uniform Delay (d), s/veh 42.1 43.4 0.0 46.4 47.6 0.0 45.8 34.0 0.0 29.5 23.3 0.0 Incr Delay (d2), s/veh 0.9 2.5 0.0 1.4 8.4 0.0 2.5 0.0 0.0 0.2 1.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.0 4.3 0.0 4.6 6.5 0.0 3.5 0.2 0.0 5.1 6.9 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 43.0 45.8 0.0 47.8 56.0 0.0 48.4 34.0 0.0 29.6 24.3 0.0 LnGrp LOS D D D E D C C C Approach Vol, veh/h 459 536 151 1003 Approach Delay, s/veh 45.1 51.0 46.7 25.6 Approach LOS DDDC Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 14.8 48.1 19.9 37.3 25.6 22.2 Change Period (Y+Rc), s 4.0 4.9 4.6 4.9 * 4.9 4.6 Max Green Setting (Gmax), s 18.0 26.0 22.1 19.1 * 25 20.8 Max Q Clear Time (g_c+I1), s 9.9 19.2 13.8 14.5 2.4 15.4 Green Ext Time (p_c), s 0.1 3.0 1.2 0.2 0.0 1.4 Intersection Summary HCM 6th Ctrl Delay 37.6 HCM 6th LOS D Notes User approved volume balancing among the lanes for turning movement. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [NBR, EBR, WBR, SBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th Signalized Intersection Summary 7: Spruce Ave & Victory Ave 06/09/2023 Existing AM Synchro 11 Report Fehr and Peers Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 0 0 104 0 2 0 607 201 75 550 0 Future Volume (veh/h) 0 0 0 104 0 2 0 607 201 75 550 0 Initial Q (Qb), veh 000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1707 1707 1707 1707 1707 1707 1707 1707 1707 Adj Flow Rate, veh/h 107 0 0 0 626 0 77 567 0 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 13 13 13 13 13 13 13 13 13 Cap, veh/h 176 0 2 2328 96 2633 0 Arrive On Green 0.11 0.00 0.00 0.00 0.72 0.00 0.06 0.81 0.00 Sat Flow, veh/h 1626 0 0 1626 3316 0 1626 3316 0 Grp Volume(v), veh/h 107 0 0 0 626 0 77 567 0 Grp Sat Flow(s),veh/h/ln 1626 0 0 1626 1615 0 1626 1615 0 Q Serve(g_s), s 6.3 0.0 0.0 0.0 6.7 0.0 4.7 3.9 0.0 Cycle Q Clear(g_c), s 6.3 0.0 0.0 0.0 6.7 0.0 4.7 3.9 0.0 Prop In Lane 1.00 0.00 1.00 0.00 1.00 0.00 Lane Grp Cap(c), veh/h 176 0 2 2328 96 2633 0 V/C Ratio(X) 0.61 0.00 0.00 0.27 0.80 0.22 0.00 Avail Cap(c_a), veh/h 496 0 138 2328 203 2633 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 0.00 1.00 0.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 42.6 0.0 0.0 0.0 4.8 0.0 46.5 2.1 0.0 Incr Delay (d2), s/veh 1.3 0.0 0.0 0.0 0.3 0.0 5.6 0.2 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.6 0.0 0.0 0.0 2.0 0.0 2.0 0.8 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 43.8 0.0 0.0 0.0 5.1 0.0 52.1 2.3 0.0 LnGrp LOS D A A A D A A Approach Vol, veh/h 107 626 644 Approach Delay, s/veh 43.8 5.1 8.2 Approach LOS D A A Timer - Assigned Phs 1 2 4 5 6 Phs Duration (G+Y+Rc), s9.4 76.3 14.3 0.0 85.7 Change Period (Y+Rc), s 3.5 * 4.2 3.5 3.5 * 4.2 Max Green Setting (Gmax), s12.5 * 46 30.5 8.5 * 50 Max Q Clear Time (g_c+I1), s6.7 8.7 8.3 0.0 5.9 Green Ext Time (p_c), s 0.0 5.0 0.4 0.0 4.5 Intersection Summary HCM 6th Ctrl Delay 9.6 HCM 6th LOS A Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [NBR, WBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th AWSC 8: S. Linden Ave & Victory Ave.06/09/2023 Existing AM Synchro 11 Report Fehr and Peers Intersection Intersection Delay, s/veh10.3 Intersection LOS B Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 68 14 69 1 6 6 61 136 16 30 224 22 Future Vol, veh/h 68 14 6916661136163022422 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Heavy Vehicles, % 13 13 13 13 13 13 13 13 13 13 13 13 Mvmt Flow 70147116663140163123123 Number of Lanes 010010010010 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach RightNB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 9.7 8.5 10.1 10.8 HCM LOSAABB Lane NBLn1 EBLn1WBLn1 SBLn1 Vol Left, % 29% 45% 8% 11% Vol Thru, % 64% 9% 46% 81% Vol Right, % 8% 46% 46% 8% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 213 151 13 276 LT Vol 61 68 1 30 Through Vol 136 14 6 224 RT Vol 16 69 6 22 Lane Flow Rate 220 156 13 285 Geometry Grp 1111 Degree of Util (X) 0.3 0.223 0.02 0.379 Departure Headway (Hd) 4.911 5.153 5.303 4.8 Convergence, Y/N Yes Yes Yes Yes Cap 729 693 668 745 Service Time 2.966 3.214 3.387 2.852 HCM Lane V/C Ratio 0.302 0.225 0.019 0.383 HCM Control Delay 10.1 9.7 8.5 10.8 HCM Lane LOS B A A B HCM 95th-tile Q 1.3 0.9 0.1 1.8 HCM Signalized Intersection Capacity Analysis 9: Dollar Ave & S. Linden Ave 06/09/2023 Existing AM Synchro 11 Report Fehr and Peers Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 160 89 64 140 0 118 0 126000 Future Volume (vph) 0 160 89 64 140 0 118 0 126 0 0 0 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 Lane Util. Factor 1.00 1.00 1.00 Frpb, ped/bikes 0.99 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 Frt 0.95 1.00 0.93 Flt Protected 1.00 0.98 0.98 Satd. Flow (prot) 1571 1641 1496 Flt Permitted 1.00 0.98 0.95 Satd. Flow (perm) 1571 1641 1455 Peak-hour factor, PHF 0.92 0.88 0.88 0.88 0.88 0.92 0.88 0.92 0.88 0.92 0.92 0.92 Adj. Flow (vph) 0 182 101 73 159 0 134 0 143000 RTOR Reduction (vph) 0 12 00000390000 Lane Group Flow (vph) 0 271 0 0 232 0 0 238 0000 Confl. Peds. (#/hr) 3 3 1 1 Confl. Bikes (#/hr) 1 Heavy Vehicles (%) 2% 14% 14% 14% 14% 2% 14% 2% 14% 2% 2% 2% Turn Type NA Split NA Perm NA Protected Phases 2 2 6 13 6 13 4 9 8 Permitted Phases 4 9 8 Actuated Green, G (s) 17.6 17.8 23.7 Effective Green, g (s) 17.6 17.8 23.7 Actuated g/C Ratio 0.25 0.25 0.33 Clearance Time (s) 4.0 Vehicle Extension (s) 2.0 Lane Grp Cap (vph) 388 410 485 v/s Ratio Prot c0.17 c0.14 v/s Ratio Perm c0.16 v/c Ratio 0.70 0.57 0.49 Uniform Delay, d1 24.3 23.3 18.9 Progression Factor 1.00 0.97 1.00 Incremental Delay, d2 4.4 1.1 0.3 Delay (s) 28.7 23.7 19.2 Level of Service C C B Approach Delay (s) 28.7 23.7 19.2 0.0 Approach LOS C C B A Intersection Summary HCM 2000 Control Delay 23.9 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.66 Actuated Cycle Length (s) 71.1 Sum of lost time (s) 20.0 Intersection Capacity Utilization 49.5% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group HCM 6th Signalized Intersection Summary 10: San Mateo Ave & S. Linden Ave 06/09/2023 Existing AM Synchro 11 Report Fehr and Peers Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 191 97 107 339 157 129 Future Volume (veh/h) 191 97 107 339 157 129 Initial Q (Qb), veh 0 00000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1707 1707 1707 1707 1707 1707 Adj Flow Rate, veh/h 197 51 110 0 162 133 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 13 13 13 13 13 13 Cap, veh/h 278 248 404 205 884 Arrive On Green 0.17 0.17 0.24 0.00 0.13 0.52 Sat Flow, veh/h 1626 1447 1707 1447 1626 1707 Grp Volume(v), veh/h 197 51 110 0 162 133 Grp Sat Flow(s),veh/h/ln1626 1447 1707 1447 1626 1707 Q Serve(g_s), s 2.9 0.8 1.4 0.0 2.5 1.0 Cycle Q Clear(g_c), s 2.9 0.8 1.4 0.0 2.5 1.0 Prop In Lane 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 278 248 404 205 884 V/C Ratio(X) 0.71 0.21 0.27 0.79 0.15 Avail Cap(c_a), veh/h 2084 1854 2387 2084 2387 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh10.1 9.2 8.0 0.0 10.9 3.2 Incr Delay (d2), s/veh 1.2 0.2 0.1 0.0 2.6 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.8 0.0 0.3 0.0 0.8 0.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 11.3 9.3 8.1 0.0 13.5 3.3 LnGrp LOS B A A B A Approach Vol, veh/h 248 110 295 Approach Delay, s/veh 10.9 8.1 8.9 Approach LOS B A A Timer - Assigned Phs 2 4 5 6 Phs Duration (G+Y+Rc), s 17.3 8.4 7.2 10.1 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 36.0 33.0 33.0 36.0 Max Q Clear Time (g_c+I1), s 3.0 4.9 4.5 3.4 Green Ext Time (p_c), s 0.5 0.4 0.2 0.4 Intersection Summary HCM 6th Ctrl Delay 9.5 HCM 6th LOS A Notes Unsignalized Delay for [NBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th TWSC 11: San Mateo Ave & Tanforan Ave/Shaw Rd 06/09/2023 Existing AM Synchro 11 Report Fehr and Peers Intersection Int Delay, s/veh 1.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 5 01302421417339620519 Future Vol, veh/h 5 0 1 3 0 24 21 417 33 96 205 19 Conflicting Peds, #/hr 000000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - --------50-- Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97 Heavy Vehicles, % 13 13 13 13 13 13 13 13 13 13 13 13 Mvmt Flow 501302522430349921120 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 923 927 221 911 920 447 231 0 0 464 0 0 Stage 1 419 419 - 491 491 - - - - - - - Stage 2 504 508 - 420 429 - - - - - - - Critical Hdwy 7.23 6.63 6.33 7.23 6.63 6.33 4.23 - - 4.23 - - Critical Hdwy Stg 1 6.23 5.63 - 6.23 5.63 - - - - - - - Critical Hdwy Stg 2 6.23 5.63 - 6.23 5.63 - - - - - - - Follow-up Hdwy 3.617 4.117 3.417 3.617 4.117 3.417 2.317 - - 2.317 - - Pot Cap-1 Maneuver 239 257 792 244 260 589 1275 - - 1042 - - Stage 1 591 572 - 539 530 - - - - - - - Stage 2 530 521 - 590 566 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 209 227 792 222 230 589 1275 - - 1042 - - Mov Cap-2 Maneuver 209 227 - 222 230 - - - - - - - Stage 1 577 518 - 527 518 - - - - - - - Stage 2 496 509 - 533 512 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 20.5 12.7 0.4 2.6 HCM LOS C B Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1275 - - 238 498 1042 - - HCM Lane V/C Ratio 0.017 - - 0.026 0.056 0.095 - - HCM Control Delay (s) 7.9 - - 20.5 12.7 8.8 - - HCM Lane LOS A - - C B A - - HCM 95th %tile Q(veh) 0.1 - - 0.1 0.2 0.3 - - HCM Signalized Intersection Capacity Analysis 12: Railroad Crossing & S. Linden Ave 06/09/2023 Existing AM Synchro 11 Report Fehr and Peers Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 286 0 0 20400000100 Future Volume (vph) 0 286 0 0 20400000100 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 Lane Util. Factor 1.00 1.00 1.00 Frt 1.00 1.00 1.00 Flt Protected 1.00 1.00 1.00 Satd. Flow (prot) 1863 1863 1863 Flt Permitted 1.00 1.00 1.00 Satd. Flow (perm) 1863 1863 1863 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) 0 311 0 0 22200000110 RTOR Reduction (vph)000000000000 Lane Group Flow (vph) 0 311 0 0 22200000110 Turn Type NA NA NA Protected Phases 2 4 6 8 2 4 6 8 9 9 Permitted Phases Actuated Green, G (s) 61.3 61.3 1.8 Effective Green, g (s) 61.3 61.3 1.8 Actuated g/C Ratio 0.86 0.86 0.03 Clearance Time (s)4.0 Vehicle Extension (s)3.0 Lane Grp Cap (vph) 1606 1606 47 v/s Ratio Prot c0.17 0.12 c0.01 v/s Ratio Perm v/c Ratio 0.19 0.14 0.23 Uniform Delay, d1 0.8 0.8 34.0 Progression Factor 0.40 1.00 1.00 Incremental Delay, d2 0.0 0.0 2.6 Delay (s) 0.3 0.8 36.5 Level of Service A A D Approach Delay (s) 0.3 0.8 0.0 36.5 Approach LOS A A A D Intersection Summary HCM 2000 Control Delay 1.3 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.24 Actuated Cycle Length (s) 71.1 Sum of lost time (s) 20.0 Intersection Capacity Utilization 35.1% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 1: S Spruce Ave & N Canal St 06/09/2023 Existing PM Synchro 11 Report Fehr and Peers Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 25 6 29 73 56 50 77 467 58 35 381 20 Future Volume (vph) 25 6 29 73 56 50 77 467 58 35 381 20 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.2 4.2 4.0 4.2 4.2 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 Frpb, ped/bikes 1.00 0.99 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Frt 0.94 0.96 1.00 0.98 0.99 Flt Protected 0.98 0.98 0.95 1.00 1.00 Satd. Flow (prot) 1591 1630 1656 3242 3269 Flt Permitted 0.79 0.83 0.95 1.00 0.57 Satd. Flow (perm) 1281 1385 1656 3242 1858 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) 28 7 32 81 62 56 86 519 64 39 423 22 RTOR Reduction (vph) 0 25 0 0 110060020 Lane Group Flow (vph) 0 42 0 0 188 0 86 577 0 0 482 0 Confl. Peds. (#/hr) 10 10 10 10 10 Heavy Vehicles (%) 9% 9% 9% 9% 9% 9% 9% 9% 9% 9% 9% 9% Bus Blockages (#/hr)000000000002 Turn Type Perm NA Perm NA Prot NA Perm NA Protected Phases 3 3 5 2 4 8 6 Permitted Phases 3 3 6 Actuated Green, G (s) 25.2 25.2 7.0 106.4 51.0 Effective Green, g (s) 25.2 25.2 7.0 106.4 51.0 Actuated g/C Ratio 0.18 0.18 0.05 0.76 0.36 Clearance Time (s) 4.2 4.2 4.0 4.2 Vehicle Extension (s) 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 230 249 82 2463 676 v/s Ratio Prot c0.05 c0.18 v/s Ratio Perm 0.03 c0.14 c0.26 v/c Ratio 0.18 0.76 1.05 0.23 0.71 Uniform Delay, d1 48.7 54.5 66.5 4.9 38.2 Progression Factor 1.00 1.00 1.48 0.10 1.00 Incremental Delay, d2 0.1 11.0 112.3 0.0 6.3 Delay (s) 48.8 65.5 210.7 0.5 44.5 Level of Service D E F A D Approach Delay (s) 48.8 65.5 27.5 44.5 Approach LOS D E C D Intersection Summary HCM 2000 Control Delay 39.7 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.61 Actuated Cycle Length (s) 140.0 Sum of lost time (s) 20.8 Intersection Capacity Utilization 67.8% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 2: S Spruce Ave & S Canal St 06/09/2023 Existing PM Synchro 11 Report Fehr and Peers Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (vph) 69 93 509 10 20 463 Future Volume (vph) 69 93 509 10 20 463 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.2 4.2 4.2 Lane Util. Factor 1.00 0.91 0.95 Frpb, ped/bikes 0.98 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 Frt 0.92 1.00 1.00 Flt Protected 0.98 1.00 1.00 Satd. Flow (prot) 1545 4741 3304 Flt Permitted 0.98 1.00 0.91 Satd. Flow (perm) 1545 4741 3022 Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph) 77 103 566 11 22 514 RTOR Reduction (vph) 3501000 Lane Group Flow (vph) 145 0 576 0 0 536 Confl. Peds. (#/hr) 10 10 10 Heavy Vehicles (%) 9% 9% 9% 9% 9% 9% Turn Type Prot NA Perm NA Protected Phases 8 2 4 3 6 Permitted Phases 3 6 Actuated Green, G (s) 19.6 78.4 80.4 Effective Green, g (s) 19.6 78.4 80.4 Actuated g/C Ratio 0.14 0.56 0.57 Clearance Time (s) 4.2 Vehicle Extension (s) 2.0 Lane Grp Cap (vph) 216 2654 1735 v/s Ratio Prot c0.09 c0.12 v/s Ratio Perm c0.18 v/c Ratio 0.67 0.22 0.31 Uniform Delay, d1 57.1 15.4 15.4 Progression Factor 1.00 0.09 0.05 Incremental Delay, d2 6.3 0.0 0.0 Delay (s) 63.4 1.5 0.8 Level of Service E A A Approach Delay (s) 63.4 1.5 0.8 Approach LOS E A A Intersection Summary HCM 2000 Control Delay 9.8 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.36 Actuated Cycle Length (s) 140.0 Sum of lost time (s) 20.8 Intersection Capacity Utilization 46.5% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 3: S Spruce Ave & Mayfair Ave 06/09/2023 Existing PM Synchro 11 Report Fehr and Peers Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (vph) 16 48 123 503 505 27 Future Volume (vph) 16 48 123 503 505 27 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.2 4.0 4.2 4.2 Lane Util. Factor 1.00 1.00 0.95 0.95 Frpb, ped/bikes 0.98 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 Frt 0.90 1.00 1.00 0.99 Flt Protected 0.99 0.95 1.00 1.00 Satd. Flow (prot) 1512 1656 3312 3287 Flt Permitted 0.99 0.95 1.00 1.00 Satd. Flow (perm) 1512 1656 3312 3287 Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph) 18 53 137 559 561 30 RTOR Reduction (vph) 4700020 Lane Group Flow (vph) 24 0 137 559 589 0 Confl. Peds. (#/hr) 10 Heavy Vehicles (%) 9% 9% 9% 9% 9% 9% Turn Type Prot Prot NA NA Protected Phases 4 5 2 3 6 8 Permitted Phases Actuated Green, G (s) 16.4 7.0 62.0 100.0 Effective Green, g (s) 16.4 7.0 62.0 100.0 Actuated g/C Ratio 0.12 0.05 0.44 0.71 Clearance Time (s) 4.2 4.0 4.2 Vehicle Extension (s) 2.0 2.0 2.0 Lane Grp Cap (vph) 177 82 1466 2347 v/s Ratio Prot c0.02 c0.08 c0.17 c0.18 v/s Ratio Perm v/c Ratio 0.14 1.67 0.38 0.25 Uniform Delay, d1 55.4 66.5 26.1 7.0 Progression Factor 1.00 1.00 1.00 0.06 Incremental Delay, d2 0.1 349.1 0.8 0.0 Delay (s) 55.6 415.6 26.9 0.5 Level of Service E F C A Approach Delay (s) 55.6 103.4 0.5 Approach LOS E F A Intersection Summary HCM 2000 Control Delay 56.1 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 0.39 Actuated Cycle Length (s) 140.0 Sum of lost time (s) 20.8 Intersection Capacity Utilization 41.3% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group HCM 6th Signalized Intersection Summary 4: S. Linden Ave & N Canal St 06/09/2023 Existing PM Synchro 11 Report Fehr and Peers Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 93 0 110007035600213101 Future Volume (veh/h) 93 0 11 0 0 0 70 356 0 0 213 101 Initial Q (Qb), veh 0 0 0 000000000 Ped-Bike Adj(A_pbT) 0.99 0.99 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1767 1767 1767 1767 1767 1767 1767 1767 1767 0 1767 1767 Adj Flow Rate, veh/h 103 0 120007839600237112 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, %999999999099 Cap, veh/h 253 0 15 0 186 0 394 1901 0 0 844 399 Arrive On Green 0.11 0.00 0.11 0.00 0.00 0.00 0.75 0.75 0.00 0.00 0.75 0.75 Sat Flow, veh/h 1195 0 139 0 1767 0 409 2631 0 0 1133 535 Grp Volume(v), veh/h 115 00000238236000349 Grp Sat Flow(s),veh/h/ln 1335000176701433 15270001668 Q Serve(g_s), s 4.5 0.0 0.0 0.0 0.0 0.0 0.0 2.5 0.0 0.0 0.0 3.6 Cycle Q Clear(g_c), s 4.5 0.0 0.0 0.0 0.0 0.0 2.1 2.5 0.0 0.0 0.0 3.6 Prop In Lane 0.90 0.10 0.00 0.00 0.33 0.00 0.00 0.32 Lane Grp Cap(c), veh/h 26800018601157 11380001244 V/C Ratio(X) 0.43 0.00 0.00 0.00 0.00 0.00 0.21 0.21 0.00 0.00 0.00 0.28 Avail Cap(c_a), veh/h 89800082301157 1138 0 0 0 1244 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 0.00 0.00 0.00 1.00 1.00 0.00 0.00 0.00 1.00 Uniform Delay (d), s/veh 23.5 0.0 0.0 0.0 0.0 0.0 2.0 2.1 0.0 0.0 0.0 2.2 Incr Delay (d2), s/veh 0.4 0.0 0.0 0.0 0.0 0.0 0.4 0.4 0.0 0.0 0.0 0.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.3 0.0 0.0 0.0 0.0 0.0 0.4 0.4 0.0 0.0 0.0 0.7 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 23.9 0.0 0.0 0.0 0.0 0.0 2.4 2.5 0.0 0.0 0.0 2.8 LnGrp LOS C AAAAAAAAAAA Approach Vol, veh/h 115 0 474 349 Approach Delay, s/veh 23.9 0.0 2.4 2.8 Approach LOS C A A Timer - Assigned Phs 2468 Phs Duration (G+Y+Rc), s 44.0 9.7 44.0 9.7 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 40.0 31.0 40.0 25.0 Max Q Clear Time (g_c+I1), s 5.6 6.5 4.5 0.0 Green Ext Time (p_c), s 1.6 0.4 2.2 0.0 Intersection Summary HCM 6th Ctrl Delay 5.2 HCM 6th LOS A HCM 6th TWSC 5: S. Linden Ave & S Canal St 06/09/2023 Existing PM Synchro 11 Report Fehr and Peers Intersection Int Delay, s/veh 2.6 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 91 17 31 335 118 106 Future Vol, veh/h 91 17 31 335 118 106 Conflicting Peds, #/hr 000000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, %999999 Mvmt Flow 101 19 34 372 131 118 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 571 131 249 0 - 0 Stage 1 131 ----- Stage 2 440 ----- Critical Hdwy 6.49 6.29 4.19 - - - Critical Hdwy Stg 1 5.49 ----- Critical Hdwy Stg 2 5.49 ----- Follow-up Hdwy 3.581 3.381 2.281 - - - Pot Cap-1 Maneuver 471 900 1277 - - - Stage 1 878 ----- Stage 2 635 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 455 900 1277 - - - Mov Cap-2 Maneuver 455 ----- Stage 1 848 ----- Stage 2 635 ----- Approach EB NB SB HCM Control Delay, s 14.6 0.7 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1277 - 493 - - HCM Lane V/C Ratio 0.027 - 0.243 - - HCM Control Delay (s) 7.9 0 14.6 - - HCM Lane LOS A A B - - HCM 95th %tile Q(veh) 0.1 - 0.9 - - HCM 6th Signalized Intersection Summary 6: Produce Ave./Airport Blvd. & San Mateo Ave./So. Airport Blvd.06/09/2023 Existing PM Synchro 11 Report Fehr and Peers Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 270 28 261 464 263 584 97 21 79 62 993 78 Future Volume (veh/h) 270 28 261 464 263 584 97 21 79 62 993 78 Initial Q (Qb), veh 0 0 0 000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1441 1441 1441 1618 1618 1618 1796 1796 1796 1811 1811 1811 Adj Flow Rate, veh/h 300 31 0 516 292 0 108 23 0 69 1103 0 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, % 31 31 31 19 19 19777666 Cap, veh/h 360 189 663 348 153 879 410 1423 Arrive On Green 0.13 0.13 0.00 0.22 0.22 0.00 0.09 0.26 0.00 0.24 0.41 0.00 Sat Flow, veh/h 2744 1441 1221 3083 1618 1372 1711 3413 1522 1725 3441 1535 Grp Volume(v), veh/h 300 31 0 516 292 0 108 23 0 69 1103 0 Grp Sat Flow(s),veh/h/ln 1372 1441 1221 1541 1618 1372 1711 1706 1522 1725 1721 1535 Q Serve(g_s), s 12.8 2.3 0.0 18.9 20.7 0.0 7.4 0.6 0.0 3.8 33.2 0.0 Cycle Q Clear(g_c), s 12.8 2.3 0.0 18.9 20.7 0.0 7.4 0.6 0.0 3.8 33.2 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 360 189 663 348 153 879 410 1423 V/C Ratio(X) 0.83 0.16 0.78 0.84 0.71 0.03 0.17 0.77 Avail Cap(c_a), veh/h 505 265 817 429 171 879 410 1423 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.88 0.88 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 50.9 46.3 0.0 44.4 45.1 0.0 53.1 33.3 0.0 36.3 30.4 0.0 Incr Delay (d2), s/veh 5.2 0.1 0.0 3.9 11.6 0.0 8.6 0.1 0.0 0.9 4.2 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.7 0.8 0.0 7.6 9.5 0.0 3.5 0.3 0.0 1.7 14.2 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 56.1 46.4 0.0 48.2 56.6 0.0 61.8 33.4 0.0 37.2 34.5 0.0 LnGrp LOS E D D E E C D C Approach Vol, veh/h 331 808 131 1172 Approach Delay, s/veh 55.2 51.3 56.8 34.7 Approach LOS E D E C Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 14.7 54.5 20.3 33.4 35.8 30.4 Change Period (Y+Rc), s 4.0 4.9 4.6 4.9 * 4.9 4.6 Max Green Setting (Gmax), s 12.0 36.0 22.1 17.1 * 31 31.8 Max Q Clear Time (g_c+I1), s 9.4 35.2 14.8 5.8 2.6 22.7 Green Ext Time (p_c), s 0.0 0.6 0.6 0.1 0.0 3.1 Intersection Summary HCM 6th Ctrl Delay 44.1 HCM 6th LOS D Notes User approved volume balancing among the lanes for turning movement. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [NBR, EBR, WBR, SBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th Signalized Intersection Summary 7: Spruce Ave & Victory Ave 06/09/2023 Existing PM Synchro 11 Report Fehr and Peers Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 0 0 239 0 64 0 551 76 5 547 0 Future Volume (veh/h) 0 0 0 239 0 64 0 551 76 5 547 0 Initial Q (Qb), veh 000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1767 1767 1767 1767 1767 1767 1767 1767 1767 Adj Flow Rate, veh/h 266 0 0 0 612 0 6 608 0 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, % 9 9 9 9 9 9 9 9 9 Cap, veh/h 353 0 2 2086 11 2274 0 Arrive On Green 0.21 0.00 0.00 0.00 0.62 0.00 0.01 0.68 0.00 Sat Flow, veh/h 1682 0 0 1682 3431 0 1682 3431 0 Grp Volume(v), veh/h 266 0 0 0 612 0 6 608 0 Grp Sat Flow(s),veh/h/ln 1682 0 0 1682 1672 0 1682 1672 0 Q Serve(g_s), s 10.4 0.0 0.0 0.0 5.9 0.0 0.2 5.0 0.0 Cycle Q Clear(g_c), s 10.4 0.0 0.0 0.0 5.9 0.0 0.2 5.0 0.0 Prop In Lane 1.00 0.00 1.00 0.00 1.00 0.00 Lane Grp Cap(c), veh/h 353 0 2 2086 11 2274 0 V/C Ratio(X) 0.75 0.00 0.00 0.29 0.57 0.27 0.00 Avail Cap(c_a), veh/h 685 0 204 2086 204 2274 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 0.00 1.00 0.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 26.0 0.0 0.0 0.0 6.1 0.0 34.7 4.4 0.0 Incr Delay (d2), s/veh 1.2 0.0 0.0 0.0 0.4 0.0 16.5 0.3 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.1 0.0 0.0 0.0 1.8 0.0 0.1 1.3 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 27.2 0.0 0.0 0.0 6.4 0.0 51.1 4.7 0.0 LnGrp LOS C A A A D A A Approach Vol, veh/h 266 612 614 Approach Delay, s/veh 27.2 6.4 5.1 Approach LOS C A A Timer - Assigned Phs 1 2 4 5 6 Phs Duration (G+Y+Rc), s3.9 47.9 18.2 0.0 51.8 Change Period (Y+Rc), s 3.5 * 4.2 3.5 3.5 * 4.2 Max Green Setting (Gmax), s8.5 * 22 28.5 8.5 * 22 Max Q Clear Time (g_c+I1), s2.2 7.9 12.4 0.0 7.0 Green Ext Time (p_c), s 0.0 3.6 1.0 0.0 3.6 Intersection Summary HCM 6th Ctrl Delay 9.6 HCM 6th LOS A Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [NBR, WBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th AWSC 8: S. Linden Ave & Victory Ave.06/09/2023 Existing PM Synchro 11 Report Fehr and Peers Intersection Intersection Delay, s/veh 11 Intersection LOS B Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 36 7 57 17 24 31 79 244 4 6 124 59 Future Vol, veh/h 36 7 57 17 24 31 79 244 4 6 124 59 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles, %999999999999 Mvmt Flow 40 8 63 19 27 34 88 271 4 7 138 66 Number of Lanes 010010010010 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach RightNB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 9.4 9.2 12.5 9.8 HCM LOSAABA Lane NBLn1 EBLn1WBLn1 SBLn1 Vol Left, % 24% 36% 24% 3% Vol Thru, % 75% 7% 33% 66% Vol Right, % 1% 57% 43% 31% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 327 100 72 189 LT Vol 793617 6 Through Vol 244 7 24 124 RT Vol 4573159 Lane Flow Rate 363 111 80 210 Geometry Grp 1111 Degree of Util (X) 0.489 0.162 0.119 0.281 Departure Headway (Hd) 4.842 5.258 5.369 4.812 Convergence, Y/N Yes Yes Yes Yes Cap 738 674 660 739 Service Time 2.907 3.35 3.466 2.885 HCM Lane V/C Ratio 0.492 0.165 0.121 0.284 HCM Control Delay 12.5 9.4 9.2 9.8 HCM Lane LOS B A A A HCM 95th-tile Q 2.7 0.6 0.4 1.2 HCM Signalized Intersection Capacity Analysis 9: Dollar Ave & S. Linden Ave 06/09/2023 Existing PM Synchro 11 Report Fehr and Peers Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 195 57 108 155 0 119 0 54 0 0 0 Future Volume (vph) 0 195 57 108 155 0 119 0 54000 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 Lane Util. Factor 1.00 1.00 1.00 Frpb, ped/bikes 0.99 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 Frt 0.97 1.00 0.96 Flt Protected 1.00 0.98 0.97 Satd. Flow (prot) 1606 1633 1531 Flt Permitted 1.00 0.98 0.79 Satd. Flow (perm) 1606 1633 1257 Peak-hour factor, PHF 0.92 0.88 0.88 0.88 0.88 0.92 0.88 0.92 0.88 0.92 0.92 0.92 Adj. Flow (vph) 0 222 65 123 176 0 135 0 61000 RTOR Reduction (vph)0600000700000 Lane Group Flow (vph) 0 281 0 0 299 0 0 126 0000 Confl. Peds. (#/hr) 3 3 1 1 Confl. Bikes (#/hr) 1 Heavy Vehicles (%) 2% 14% 14% 14% 14% 2% 14% 2% 14% 2% 2% 2% Turn Type NA Split NA custom NA Protected Phases 2 6 13 6 13 8 4 Permitted Phases 2 4 9 4 Actuated Green, G (s) 18.6 21.4 12.8 Effective Green, g (s) 18.6 21.4 12.8 Actuated g/C Ratio 0.26 0.30 0.18 Clearance Time (s) 4.0 4.0 Vehicle Extension (s) 2.0 2.0 Lane Grp Cap (vph) 423 494 227 v/s Ratio Prot c0.18 c0.18 v/s Ratio Perm c0.10 v/c Ratio 0.66 0.61 0.56 Uniform Delay, d1 23.2 21.0 26.3 Progression Factor 1.00 0.97 1.00 Incremental Delay, d2 3.0 1.4 1.7 Delay (s) 26.3 21.7 28.0 Level of Service C C C Approach Delay (s) 26.3 21.7 28.0 0.0 Approach LOS C C C A Intersection Summary HCM 2000 Control Delay 25.0 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.64 Actuated Cycle Length (s) 70.6 Sum of lost time (s) 20.0 Intersection Capacity Utilization 48.1% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group HCM 6th Signalized Intersection Summary 10: San Mateo Ave & S. Linden Ave 06/09/2023 Existing PM Synchro 11 Report Fehr and Peers Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 276 132 131 244 129 120 Future Volume (veh/h) 276 132 131 244 129 120 Initial Q (Qb), veh 0 00000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1767 1767 1767 1767 1767 1767 Adj Flow Rate, veh/h 307 147 146 0 143 133 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, %999999 Cap, veh/h 428 381 380 182 820 Arrive On Green 0.25 0.25 0.21 0.00 0.11 0.46 Sat Flow, veh/h 1682 1497 1767 1497 1682 1767 Grp Volume(v), veh/h 307 147 146 0 143 133 Grp Sat Flow(s),veh/h/ln1682 1497 1767 1497 1682 1767 Q Serve(g_s), s 4.7 2.3 2.0 0.0 2.4 1.2 Cycle Q Clear(g_c), s 4.7 2.3 2.0 0.0 2.4 1.2 Prop In Lane 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 428 381 380 182 820 V/C Ratio(X) 0.72 0.39 0.38 0.78 0.16 Avail Cap(c_a), veh/h 1953 1738 2237 1953 2237 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 9.7 8.8 9.6 0.0 12.3 4.4 Incr Delay (d2), s/veh 0.8 0.2 0.2 0.0 2.8 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln1.2 0.0 0.6 0.0 0.8 0.2 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 10.5 9.0 9.8 0.0 15.1 4.5 LnGrp LOS B A A B A Approach Vol, veh/h 454 146 276 Approach Delay, s/veh 10.0 9.8 10.0 Approach LOS B A A Timer - Assigned Phs 2 4 5 6 Phs Duration (G+Y+Rc), s 17.2 11.2 7.1 10.1 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 36.0 33.0 33.0 36.0 Max Q Clear Time (g_c+I1), s 3.2 6.7 4.4 4.0 Green Ext Time (p_c), s 0.5 0.7 0.2 0.6 Intersection Summary HCM 6th Ctrl Delay 10.0 HCM 6th LOS A Notes Unsignalized Delay for [NBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th TWSC 11: San Mateo Ave & Tanforan Ave/Shaw Rd 06/09/2023 Existing PM Synchro 11 Report Fehr and Peers Intersection Int Delay, s/veh 2.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 29 0 7 18 0 64 6 282 6 47 344 5 Future Vol, veh/h 29 0 7 18 0 64 6 282 6 47 344 5 Conflicting Peds, #/hr 000000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - --------50-- Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90 Heavy Vehicles, %999999999999 Mvmt Flow 32 0 8 20 0 71 7 313 7 52 382 6 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 855 823 385 824 823 317 388 0 0 320 0 0 Stage 1 489 489 - 331 331 - - - - - - - Stage 2 366 334 - 493 492 - - - - - - - Critical Hdwy 7.19 6.59 6.29 7.19 6.59 6.29 4.19 - - 4.19 - - Critical Hdwy Stg 1 6.19 5.59 - 6.19 5.59 - - - - - - - Critical Hdwy Stg 2 6.19 5.59 - 6.19 5.59 - - - - - - - Follow-up Hdwy 3.581 4.081 3.381 3.581 4.081 3.381 2.281 - - 2.281 - - Pot Cap-1 Maneuver 271 301 648 284 301 708 1133 - - 1201 - - Stage 1 548 538 - 668 633 - - - - - - - Stage 2 639 631 - 545 536 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 234 286 648 270 286 708 1133 - - 1201 - - Mov Cap-2 Maneuver 234 286 - 270 286 - - - - - - - Stage 1 544 515 - 663 628 - - - - - - - Stage 2 570 626 - 515 513 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 20.8 13.3 0.2 1 HCM LOS C B Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1133 - - 267 522 1201 - - HCM Lane V/C Ratio 0.006 - - 0.15 0.175 0.043 - - HCM Control Delay (s) 8.2 - - 20.8 13.3 8.1 - - HCM Lane LOS A - - C B A - - HCM 95th %tile Q(veh) 0 - - 0.5 0.6 0.1 - - HCM Signalized Intersection Capacity Analysis 12: Railroad Crossing & S. Linden Ave 06/09/2023 Existing PM Synchro 11 Report Fehr and Peers Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 249 0 0 2630000090 Future Volume (vph) 0 249 0 0 2630000090 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 Lane Util. Factor 1.00 1.00 1.00 Frt 1.00 1.00 1.00 Flt Protected 1.00 1.00 1.00 Satd. Flow (prot) 1863 1863 1863 Flt Permitted 1.00 1.00 1.00 Satd. Flow (perm) 1863 1863 1863 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) 0 271 0 0 28600000100 RTOR Reduction (vph)000000000000 Lane Group Flow (vph) 0 271 0 0 28600000100 Turn Type NA NA NA Protected Phases 2 4 6 8 2 4 6 8 9 9 Permitted Phases Actuated Green, G (s) 60.8 60.8 1.8 Effective Green, g (s) 60.8 60.8 1.8 Actuated g/C Ratio 0.86 0.86 0.03 Clearance Time (s)4.0 Vehicle Extension (s)3.0 Lane Grp Cap (vph) 1604 1604 47 v/s Ratio Prot 0.15 c0.15 c0.01 v/s Ratio Perm v/c Ratio 0.17 0.18 0.21 Uniform Delay, d1 0.8 0.8 33.7 Progression Factor 0.27 1.00 1.00 Incremental Delay, d2 0.0 0.0 2.3 Delay (s) 0.2 0.8 36.0 Level of Service A A D Approach Delay (s) 0.2 0.8 0.0 36.0 Approach LOS A A A D Intersection Summary HCM 2000 Control Delay 1.2 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.22 Actuated Cycle Length (s) 70.6 Sum of lost time (s) 20.0 Intersection Capacity Utilization 33.8% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 1: S Spruce Ave & N Canal St 06/09/2023 Future with SSF General Plan Project AM Synchro 11 Report Fehr and Peers Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 37 106 103 47 60 13 34 424 45 101 558 45 Future Volume (vph) 37 106 103 47 60 13 34 424 45 101 558 45 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.2 4.2 4.0 4.2 4.2 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Frt 0.94 0.99 1.00 0.99 0.99 Flt Protected 0.99 0.98 0.95 1.00 0.99 Satd. Flow (prot) 1572 1621 1597 3136 3132 Flt Permitted 0.93 0.57 0.95 1.00 0.50 Satd. Flow (perm) 1472 934 1597 3136 1586 Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Adj. Flow (vph) 38 109 106 48 62 13 35 437 46 104 575 46 RTOR Reduction (vph) 0 19 0030060030 Lane Group Flow (vph) 0 234 0 0 120 0 35 477 0 0 722 0 Confl. Peds. (#/hr) 10 10 10 10 10 Heavy Vehicles (%) 13% 13% 13% 13% 13% 13% 13% 13% 13% 13% 13% 13% Bus Blockages (#/hr)000000000002 Turn Type Perm NA Perm NA Prot NA Perm NA Protected Phases 3 3 5 2 4 8 6 Permitted Phases 3 3 6 Actuated Green, G (s) 25.3 25.3 6.3 106.3 56.8 Effective Green, g (s) 25.3 25.3 6.3 106.3 56.8 Actuated g/C Ratio 0.18 0.18 0.04 0.76 0.41 Clearance Time (s) 4.2 4.2 4.0 4.2 Vehicle Extension (s) 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 266 168 71 2381 643 v/s Ratio Prot c0.02 c0.15 v/s Ratio Perm c0.16 0.13 c0.46 v/c Ratio 0.88 0.71 0.49 0.20 2.04dl Uniform Delay, d1 55.9 53.9 65.3 4.8 41.6 Progression Factor 1.00 1.00 1.48 0.16 1.00 Incremental Delay, d2 26.2 11.2 1.9 0.0 74.3 Delay (s) 82.1 65.2 98.5 0.8 115.9 Level of Service F E F A F Approach Delay (s) 82.1 65.2 7.4 115.9 Approach LOS F E A F Intersection Summary HCM 2000 Control Delay 72.1 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 0.81 Actuated Cycle Length (s) 140.0 Sum of lost time (s) 20.8 Intersection Capacity Utilization 70.1% ICU Level of Service C 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 2: S Spruce Ave & S Canal St 06/09/2023 Future with SSF General Plan Project AM Synchro 11 Report Fehr and Peers Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (vph) 44 48 455 78 97 611 Future Volume (vph) 44 48 455 78 97 611 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.2 4.2 4.2 Lane Util. Factor 1.00 0.91 0.95 Frpb, ped/bikes 0.98 0.99 1.00 Flpb, ped/bikes 1.00 1.00 1.00 Frt 0.93 0.98 1.00 Flt Protected 0.98 1.00 0.99 Satd. Flow (prot) 1501 4461 3168 Flt Permitted 0.98 1.00 0.77 Satd. Flow (perm) 1501 4461 2442 Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 Adj. Flow (vph) 45 49 469 80 100 630 RTOR Reduction (vph) 29 0 16 0 0 0 Lane Group Flow (vph) 65 0 533 0 0 730 Confl. Peds. (#/hr) 10 10 10 Heavy Vehicles (%) 13% 13% 13% 13% 13% 13% Turn Type Prot NA Perm NA Protected Phases 8 2 4 3 6 Permitted Phases 3 6 Actuated Green, G (s) 15.2 82.7 86.3 Effective Green, g (s) 15.2 82.7 86.3 Actuated g/C Ratio 0.11 0.59 0.62 Clearance Time (s) 4.2 Vehicle Extension (s) 2.0 Lane Grp Cap (vph) 162 2635 1505 v/s Ratio Prot c0.04 c0.12 v/s Ratio Perm c0.30 v/c Ratio 0.40 0.20 0.49 Uniform Delay, d1 58.1 13.3 14.7 Progression Factor 1.00 0.08 0.05 Incremental Delay, d2 0.6 0.0 0.0 Delay (s) 58.7 1.1 0.8 Level of Service E A A Approach Delay (s) 58.7 1.1 0.8 Approach LOS E A A Intersection Summary HCM 2000 Control Delay 4.9 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.44 Actuated Cycle Length (s) 140.0 Sum of lost time (s) 20.8 Intersection Capacity Utilization 63.3% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 3: S Spruce Ave & Mayfair Ave 06/09/2023 Future with SSF General Plan Project AM Synchro 11 Report Fehr and Peers Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (vph) 36 110 31 497 608 47 Future Volume (vph) 36 110 31 497 608 47 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.2 4.0 4.2 4.2 Lane Util. Factor 1.00 1.00 0.95 0.95 Frpb, ped/bikes 0.98 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 Frt 0.90 1.00 1.00 0.99 Flt Protected 0.99 0.95 1.00 1.00 Satd. Flow (prot) 1457 1597 3195 3161 Flt Permitted 0.99 0.95 1.00 1.00 Satd. Flow (perm) 1457 1597 3195 3161 Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 Adj. Flow (vph) 37 113 32 512 627 48 RTOR Reduction (vph) 8400030 Lane Group Flow (vph) 66 0 32 512 672 0 Confl. Peds. (#/hr) 10 Heavy Vehicles (%) 13% 13% 13% 13% 13% 13% Turn Type Prot Prot NA NA Protected Phases 4 5 2 3 6 8 Permitted Phases Actuated Green, G (s) 15.6 6.3 67.1 101.5 Effective Green, g (s) 15.6 6.3 67.1 101.5 Actuated g/C Ratio 0.11 0.04 0.48 0.72 Clearance Time (s) 4.2 4.0 4.2 Vehicle Extension (s) 2.0 2.0 2.0 Lane Grp Cap (vph) 162 71 1531 2291 v/s Ratio Prot c0.05 c0.02 c0.16 c0.21 v/s Ratio Perm v/c Ratio 0.41 0.45 0.33 0.29 Uniform Delay, d1 57.9 65.2 22.6 6.7 Progression Factor 1.00 1.00 1.00 0.09 Incremental Delay, d2 0.6 1.7 0.6 0.0 Delay (s) 58.5 66.8 23.2 0.7 Level of Service E E C A Approach Delay (s) 58.5 25.8 0.7 Approach LOS E C A Intersection Summary HCM 2000 Control Delay 17.0 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.35 Actuated Cycle Length (s) 140.0 Sum of lost time (s) 20.8 Intersection Capacity Utilization 44.0% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group HCM 6th Signalized Intersection Summary 4: S. Linden Ave & N Canal St 06/09/2023 Future with SSF General Plan Project AM Synchro 11 Report Fehr and Peers Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 116 0 138000638100409118 Future Volume (veh/h) 116 0 138 000638100409118 Initial Q (Qb), veh 0 0 0 000000000 Ped-Bike Adj(A_pbT) 0.99 0.99 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1707 1707 1707 1707 1707 1707 1707 1707 1707 0 1707 1707 Adj Flow Rate, veh/h 120 0 142000639300422122 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 13 13 13 13 13 13 13 13 13 0 13 13 Cap, veh/h 209 18 169 0 385 0 67 2038 0 0 821 237 Arrive On Green 0.23 0.00 0.23 0.00 0.00 0.00 0.65 0.65 0.00 0.00 0.65 0.65 Sat Flow, veh/h 553 81 751 0 1707 0 12 3236 0 0 1272 368 Grp Volume(v), veh/h 262 00000214185000544 Grp Sat Flow(s),veh/h/ln 1385000170701694 14760001639 Q Serve(g_s), s 9.5 0.0 0.0 0.0 0.0 0.0 0.0 3.2 0.0 0.0 0.0 10.9 Cycle Q Clear(g_c), s 11.1 0.0 0.0 0.0 0.0 0.0 3.1 3.2 0.0 0.0 0.0 10.9 Prop In Lane 0.46 0.54 0.00 0.00 0.03 0.00 0.00 0.22 Lane Grp Cap(c), veh/h 39700038501153 9520001058 V/C Ratio(X) 0.66 0.00 0.00 0.00 0.00 0.00 0.19 0.19 0.00 0.00 0.00 0.51 Avail Cap(c_a), veh/h 77100068901153 9520001058 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 0.00 0.00 0.00 1.00 1.00 0.00 0.00 0.00 1.00 Uniform Delay (d), s/veh 22.8 0.0 0.0 0.0 0.0 0.0 4.5 4.5 0.0 0.0 0.0 5.8 Incr Delay (d2), s/veh 0.7 0.0 0.0 0.0 0.0 0.0 0.4 0.5 0.0 0.0 0.0 1.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.4 0.0 0.0 0.0 0.0 0.0 1.0 0.8 0.0 0.0 0.0 3.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 23.5 0.0 0.0 0.0 0.0 0.0 4.8 4.9 0.0 0.0 0.0 7.6 LnGrp LOS C AAAAAAAAAAA Approach Vol, veh/h 262 0 399 544 Approach Delay, s/veh 23.5 0.0 4.9 7.6 Approach LOS C A A Timer - Assigned Phs 2468 Phs Duration (G+Y+Rc), s 44.0 18.0 44.0 18.0 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 40.0 31.0 40.0 25.0 Max Q Clear Time (g_c+I1), s 12.9 13.1 5.2 0.0 Green Ext Time (p_c), s 2.7 1.0 1.7 0.0 Intersection Summary HCM 6th Ctrl Delay 10.2 HCM 6th LOS B HCM 6th TWSC 5: S. Linden Ave & S Canal St 06/09/2023 Future with SSF General Plan Project AM Synchro 11 Report Fehr and Peers Intersection Int Delay, s/veh 8.3 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 110 127 87 277 475 72 Future Vol, veh/h 110 127 87 277 475 72 Conflicting Peds, #/hr 000000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 97 97 97 97 97 97 Heavy Vehicles, % 13 13 13 13 13 13 Mvmt Flow 113 131 90 286 490 74 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 956 490 564 0 - 0 Stage 1 490 ----- Stage 2 466 ----- Critical Hdwy 6.53 6.33 4.23 - - - Critical Hdwy Stg 1 5.53 ----- Critical Hdwy Stg 2 5.53 ----- Follow-up Hdwy 3.617 3.417 2.317 - - - Pot Cap-1 Maneuver 273 557 955 - - - Stage 1 594 ----- Stage 2 609 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 242 557 955 - - - Mov Cap-2 Maneuver 242 ----- Stage 1 527 ----- Stage 2 609 ----- Approach EB NB SB HCM Control Delay, s 36.7 2.2 0 HCM LOS E Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 955 - 347 - - HCM Lane V/C Ratio 0.094 - 0.704 - - HCM Control Delay (s) 9.2 0 36.7 - - HCM Lane LOS A A E - - HCM 95th %tile Q(veh) 0.3 - 5.1 - - HCM 6th Signalized Intersection Summary 6: Produce Ave./Airport Blvd. & San Mateo Ave./So. Airport Blvd.06/09/2023 Future with SSF General Plan Project AM Synchro 11 Report Fehr and Peers Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 218 610 134 349 342 332 1 91 1 353 918 388 Future Volume (veh/h) 218 610 134 349 342 332 1 91 1 353 918 388 Initial Q (Qb), veh 0 0 0 000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1441 1441 1441 1618 1618 1618 1796 1796 1796 1811 1811 1811 Adj Flow Rate, veh/h 225 629 0 399 299 0 1 94 0 364 946 0 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 31 31 31 19 19 19777666 Cap, veh/h 324 681 611 321 5 578 371 1342 Arrive On Green 0.24 0.24 0.00 0.07 0.07 0.00 0.00 0.17 0.00 0.22 0.39 0.00 Sat Flow, veh/h 1372 2881 1221 3083 1618 1372 1711 3413 1522 1725 3441 1535 Grp Volume(v), veh/h 225 629 0 399 299 0 1 94 0 364 946 0 Grp Sat Flow(s),veh/h/ln 1372 1441 1221 1541 1618 1372 1711 1706 1522 1725 1721 1535 Q Serve(g_s), s 15.7 22.4 0.0 13.3 19.3 0.0 0.1 2.5 0.0 22.0 24.3 0.0 Cycle Q Clear(g_c), s 15.7 22.4 0.0 13.3 19.3 0.0 0.1 2.5 0.0 22.0 24.3 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 324 681 611 321 5 578 371 1342 V/C Ratio(X) 0.69 0.92 0.65 0.93 0.19 0.16 0.98 0.70 Avail Cap(c_a), veh/h 332 697 611 321 179 588 371 1342 HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.84 0.84 0.00 0.88 0.88 0.00 1.00 1.00 0.00 0.71 0.71 0.00 Uniform Delay (d), s/veh 36.6 39.2 0.0 45.5 48.4 0.0 52.2 37.3 0.0 41.0 26.9 0.0 Incr Delay (d2), s/veh 4.2 15.2 0.0 2.2 30.5 0.0 6.6 0.0 0.0 34.1 2.2 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.6 9.2 0.0 5.7 11.1 0.0 0.0 1.0 0.0 12.6 10.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 40.8 54.4 0.0 47.7 78.9 0.0 58.8 37.3 0.0 75.1 29.2 0.0 LnGrp LOS D D D E E D E C Approach Vol, veh/h 854 698 95 1310 Approach Delay, s/veh 50.8 61.1 37.5 41.9 Approach LOS D E D D Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 4.3 45.9 29.4 27.5 22.7 25.4 Change Period (Y+Rc), s 4.0 4.9 4.6 4.9 * 4.9 4.6 Max Green Setting (Gmax), s 11.0 29.7 25.4 22.6 * 18 20.8 Max Q Clear Time (g_c+I1), s 2.1 26.3 24.4 24.0 4.5 21.3 Green Ext Time (p_c), s 0.0 2.1 0.4 0.0 0.2 0.0 Intersection Summary HCM 6th Ctrl Delay 48.9 HCM 6th LOS D Notes User approved volume balancing among the lanes for turning movement. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [NBR, EBR, WBR, SBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th Signalized Intersection Summary 7: Spruce Ave & Victory Ave 06/09/2023 Future with SSF General Plan Project AM Synchro 11 Report Fehr and Peers Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 0 0 125 0 9 0 536 159 124 648 0 Future Volume (veh/h) 0 0 0 125 0 9 0 536 159 124 648 0 Initial Q (Qb), veh 000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1707 1707 1707 1707 1707 1707 1707 1707 1707 Adj Flow Rate, veh/h 129 0 0 0 553 0 128 668 0 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 13 13 13 13 13 13 13 13 13 Cap, veh/h 198 0 2 2170 154 2590 0 Arrive On Green 0.12 0.00 0.00 0.00 0.67 0.00 0.09 0.80 0.00 Sat Flow, veh/h 1626 0 0 1626 3316 0 1626 3316 0 Grp Volume(v), veh/h 129 0 0 0 553 0 128 668 0 Grp Sat Flow(s),veh/h/ln 1626 0 0 1626 1615 0 1626 1615 0 Q Serve(g_s), s 7.6 0.0 0.0 0.0 6.8 0.0 7.7 5.2 0.0 Cycle Q Clear(g_c), s 7.6 0.0 0.0 0.0 6.8 0.0 7.7 5.2 0.0 Prop In Lane 1.00 0.00 1.00 0.00 1.00 0.00 Lane Grp Cap(c), veh/h 198 0 2 2170 154 2590 0 V/C Ratio(X) 0.65 0.00 0.00 0.25 0.83 0.26 0.00 Avail Cap(c_a), veh/h 496 0 138 2170 203 2590 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 0.00 1.00 0.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 41.9 0.0 0.0 0.0 6.5 0.0 44.5 2.5 0.0 Incr Delay (d2), s/veh 1.4 0.0 0.0 0.0 0.3 0.0 15.1 0.2 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.1 0.0 0.0 0.0 2.2 0.0 3.7 1.2 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 43.3 0.0 0.0 0.0 6.8 0.0 59.5 2.7 0.0 LnGrp LOS D A A A E A A Approach Vol, veh/h 129 553 796 Approach Delay, s/veh 43.3 6.8 11.9 Approach LOS D A B Timer - Assigned Phs 1 2 4 5 6 Phs Duration (G+Y+Rc), s13.0 71.4 15.6 0.0 84.4 Change Period (Y+Rc), s 3.5 * 4.2 3.5 3.5 * 4.2 Max Green Setting (Gmax), s12.5 * 46 30.5 8.5 * 50 Max Q Clear Time (g_c+I1), s9.7 8.8 9.6 0.0 7.2 Green Ext Time (p_c), s 0.0 4.3 0.4 0.0 5.5 Intersection Summary HCM 6th Ctrl Delay 12.7 HCM 6th LOS B Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [NBR, WBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th AWSC 8: S. Linden Ave & Victory Ave.06/09/2023 Future with SSF General Plan Project AM Synchro 11 Report Fehr and Peers Intersection Intersection Delay, s/veh 42 Intersection LOS E Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 91 12 154 23 22 29 53 247 20 43 489 68 Future Vol, veh/h 91 12 154 23 22 29 53 247 20 43 489 68 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Heavy Vehicles, % 13 13 13 13 13 13 13 13 13 13 13 13 Mvmt Flow 94 12 159 24 23 30 55 255 21 44 504 70 Number of Lanes 010010010010 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach RightNB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 16.5 12.2 18.5 69.2 HCM LOS C B C F Lane NBLn1 EBLn1WBLn1 SBLn1 Vol Left, % 17% 35% 31% 7% Vol Thru, % 77% 5% 30% 81% Vol Right, % 6% 60% 39% 11% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 320 257 74 600 LT Vol 53912343 Through Vol 247 12 22 489 RT Vol 20 154 29 68 Lane Flow Rate 330 265 76 619 Geometry Grp 1111 Degree of Util (X) 0.587 0.495 0.159 1.031 Departure Headway (Hd) 6.58 6.921 7.752 5.999 Convergence, Y/N Yes Yes Yes Yes Cap 551 525 465 612 Service Time 4.58 4.921 5.752 3.999 HCM Lane V/C Ratio 0.599 0.505 0.163 1.011 HCM Control Delay 18.5 16.5 12.2 69.2 HCM Lane LOS C C B F HCM 95th-tile Q 3.8 2.7 0.6 16.4 HCM 6th Signalized Intersection Summary 9: Dollar Ave & Southline & S. Linden Ave 06/09/2023 Future with SSF General Plan Project AM Synchro 11 Report Fehr and Peers Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 224 412 135 18 420 154 136 145 74 149 127 213 Future Volume (veh/h) 224 412 135 18 420 154 136 145 74 149 127 213 Initial Q (Qb), veh 0 00000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1693 1870 1693 1870 1693 1693 1693 1693 1870 Adj Flow Rate, veh/h 231 425 139 19 433 36 140 149 76 154 109 220 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 2 2 2 14 2 14 2 14 14 14 14 2 Cap, veh/h 290 795 257 72 650 260 255 273 139 235 131 264 Arrive On Green 0.16 0.30 0.30 0.04 0.18 0.18 0.14 0.26 0.26 0.15 0.26 0.26 Sat Flow, veh/h 1781 2639 855 1612 3554 1423 1781 1056 539 1612 501 1010 Grp Volume(v), veh/h 231 285 279 19 433 36 140 0 225 154 0 329 Grp Sat Flow(s),veh/h/ln1781 1777 1717 1612 1777 1423 1781 0 1595 1612 0 1511 Q Serve(g_s), s 8.0 8.6 8.7 0.7 7.3 1.4 4.7 0.0 7.8 5.8 0.0 13.2 Cycle Q Clear(g_c), s 8.0 8.6 8.7 0.7 7.3 1.4 4.7 0.0 7.8 5.8 0.0 13.2 Prop In Lane 1.00 0.50 1.00 1.00 1.00 0.34 1.00 0.67 Lane Grp Cap(c), veh/h 290 535 517 72 650 260 255 0 413 235 0 395 V/C Ratio(X) 0.80 0.53 0.54 0.26 0.67 0.14 0.55 0.00 0.55 0.65 0.00 0.83 Avail Cap(c_a), veh/h 861 1386 1339 251 1607 643 583 0 1094 628 0 1131 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh25.8 18.6 18.7 29.6 24.4 22.0 25.5 0.0 20.5 25.9 0.0 22.4 Incr Delay (d2), s/veh 4.9 0.3 0.3 1.9 0.4 0.1 0.7 0.0 0.4 1.2 0.0 1.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln3.6 3.3 3.2 0.3 3.0 0.4 1.9 0.0 2.8 2.2 0.0 4.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 30.7 19.0 19.0 31.5 24.8 22.1 26.2 0.0 20.9 27.0 0.0 24.1 LnGrp LOS C B B C C C C A C C A C Approach Vol, veh/h 795 488 365 483 Approach Delay, s/veh 22.4 24.9 23.0 25.1 Approach LOS C C C C Timer - Assigned Phs 12345678 Phs Duration (G+Y+Rc), s13.4 20.6 6.9 23.3 13.2 20.8 14.5 15.7 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s25.0 44.0 10.0 50.0 21.0 48.0 31.0 29.0 Max Q Clear Time (g_c+I1), s7.8 9.8 2.7 10.7 6.7 15.2 10.0 9.3 Green Ext Time (p_c), s 0.2 0.9 0.0 2.4 0.1 1.6 0.6 2.0 Intersection Summary HCM 6th Ctrl Delay 23.7 HCM 6th LOS C Notes User approved ignoring U-Turning movement. HCM 6th Signalized Intersection Summary 10: San Mateo Ave & S. Linden Ave 06/09/2023 Future with SSF General Plan Project AM Synchro 11 Report Fehr and Peers Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 245 350 242 453 400 235 Future Volume (veh/h) 245 350 242 453 400 235 Initial Q (Qb), veh 0 00000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1707 1707 1707 1707 1707 1707 Adj Flow Rate, veh/h 253 33 249 0 412 242 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 13 13 13 13 13 13 Cap, veh/h 323 287 360 487 1037 Arrive On Green 0.20 0.20 0.21 0.00 0.30 0.61 Sat Flow, veh/h 1626 1447 1707 1447 1626 1707 Grp Volume(v), veh/h 253 33 249 0 412 242 Grp Sat Flow(s),veh/h/ln1626 1447 1707 1447 1626 1707 Q Serve(g_s), s 6.1 0.8 5.6 0.0 9.8 2.7 Cycle Q Clear(g_c), s 6.1 0.8 5.6 0.0 9.8 2.7 Prop In Lane 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 323 287 360 487 1037 V/C Ratio(X) 0.78 0.11 0.69 0.85 0.23 Avail Cap(c_a), veh/h 1301 1158 1491 1301 1491 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh15.7 13.5 15.0 0.0 13.6 3.7 Incr Delay (d2), s/veh 1.6 0.1 0.9 0.0 1.6 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln2.0 0.0 1.9 0.0 3.2 0.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 17.3 13.6 15.9 0.0 15.1 3.7 LnGrp LOS B B B B A Approach Vol, veh/h 286 249 654 Approach Delay, s/veh 16.8 15.9 10.9 Approach LOS B B B Timer - Assigned Phs 2 4 5 6 Phs Duration (G+Y+Rc), s 29.0 12.2 16.3 12.7 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 36.0 33.0 33.0 36.0 Max Q Clear Time (g_c+I1), s 4.7 8.1 11.8 7.6 Green Ext Time (p_c), s 1.0 0.4 0.7 1.0 Intersection Summary HCM 6th Ctrl Delay 13.4 HCM 6th LOS B Notes Unsignalized Delay for [NBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th TWSC 11: San Mateo Ave & Tanforan Ave/Shaw Rd 06/09/2023 Future with SSF General Plan Project AM Synchro 11 Report Fehr and Peers Intersection Int Delay, s/veh 13 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 71 0 15 5 0 87 12 537 31 208 245 27 Future Vol, veh/h 71 0 15 5 0 87 12 537 31 208 245 27 Conflicting Peds, #/hr 000000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - --------50-- Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97 Heavy Vehicles, % 13 13 13 13 13 13 13 13 13 13 13 13 Mvmt Flow 73 0 15 5 0 90 12 554 32 214 253 28 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1334 1305 267 1297 1303 570 281 0 0 586 0 0 Stage 1 695 695 - 594 594 - - - - - - - Stage 2 639 610 - 703 709 - - - - - - - Critical Hdwy 7.23 6.63 6.33 7.23 6.63 6.33 4.23 - - 4.23 - - Critical Hdwy Stg 1 6.23 5.63 - 6.23 5.63 - - - - - - - Critical Hdwy Stg 2 6.23 5.63 - 6.23 5.63 - - - - - - - Follow-up Hdwy 3.617 4.117 3.417 3.617 4.117 3.417 2.317 - - 2.317 - - Pot Cap-1 Maneuver 124 152 746 132 153 501 1221 - - 937 - - Stage 1 415 427 - 473 476 - - - - - - - Stage 2 446 468 - 411 421 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 83 116 746 105 116 501 1221 - - 937 - - Mov Cap-2 Maneuver 83 116 - 105 116 - - - - - - - Stage 1 409 330 - 466 469 - - - - - - - Stage 2 361 461 - 311 325 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 144.4 16.2 0.2 4.3 HCM LOS F C Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1221 - - 98 416 937 - - HCM Lane V/C Ratio 0.01 - - 0.905 0.228 0.229 - - HCM Control Delay (s) 8 - - 144.4 16.2 10 - - HCM Lane LOS A - - F C A - - HCM 95th %tile Q(veh) 0 - - 5.2 0.9 0.9 - - HCM 6th Signalized Intersection Summary 12: San Mateo Ave & Utah Ave 06/09/2023 Future with SSF General Plan Project AM Synchro 11 Report Fehr and Peers Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 298 276 625 231 186 436 Future Volume (veh/h) 298 276 625 231 186 436 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 307 104 644 238 192 449 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, %222222 Cap, veh/h 364 324 1259 465 214 2401 Arrive On Green 0.20 0.20 0.50 0.50 0.12 0.68 Sat Flow, veh/h 1781 1585 2634 938 1781 3647 Grp Volume(v), veh/h 307 104 450 432 192 449 Grp Sat Flow(s),veh/h/ln 1781 1585 1777 1701 1781 1777 Q Serve(g_s), s 11.0 3.7 11.4 11.4 7.1 3.1 Cycle Q Clear(g_c), s 11.0 3.7 11.4 11.4 7.1 3.1 Prop In Lane 1.00 1.00 0.55 1.00 Lane Grp Cap(c), veh/h 364 324 880 843 214 2401 V/C Ratio(X) 0.84 0.32 0.51 0.51 0.90 0.19 Avail Cap(c_a), veh/h 722 643 880 843 214 2401 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 25.5 22.6 11.4 11.4 28.9 4.0 Incr Delay (d2), s/veh 2.1 0.2 2.1 2.2 34.2 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.6 1.3 4.4 4.2 4.9 0.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 27.6 22.8 13.5 13.6 63.1 4.2 LnGrp LOS C C BBEA Approach Vol, veh/h 411 882 641 Approach Delay, s/veh 26.4 13.5 21.8 Approach LOS C B C Timer - Assigned Phs 1 2 6 8 Phs Duration (G+Y+Rc), s 12.0 37.0 49.0 17.6 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 8.0 33.0 45.0 27.0 Max Q Clear Time (g_c+I1), s 9.1 13.4 5.1 13.0 Green Ext Time (p_c), s 0.0 3.8 2.1 0.6 Intersection Summary HCM 6th Ctrl Delay 19.0 HCM 6th LOS B HCM Signalized Intersection Capacity Analysis 1: S Spruce Ave & N Canal St 06/09/2023 Future with SSF General Plan Project PM Synchro 11 Report Fehr and Peers Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 21 88 51 46 56 78 97 709 33 69 516 38 Future Volume (vph) 21 88 51 46 56 78 97 709 33 69 516 38 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.2 4.2 4.0 4.2 4.2 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 Frpb, ped/bikes 1.00 0.99 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Frt 0.96 0.94 1.00 0.99 0.99 Flt Protected 0.99 0.99 0.95 1.00 0.99 Satd. Flow (prot) 1655 1599 1656 3283 3253 Flt Permitted 0.92 0.76 0.95 1.00 0.50 Satd. Flow (perm) 1532 1234 1656 3283 1633 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) 23 98 57 51 62 87 108 788 37 77 573 42 RTOR Reduction (vph) 0 12 0 0 200020030 Lane Group Flow (vph) 0 166 0 0 180 0 108 823 0 0 689 0 Confl. Peds. (#/hr) 10 10 10 10 10 Heavy Vehicles (%) 9% 9% 9% 9% 9% 9% 9% 9% 9% 9% 9% 9% Bus Blockages (#/hr)000000000002 Turn Type Perm NA Perm NA Prot NA Perm NA Protected Phases 3 3 5 2 4 8 6 Permitted Phases 3 3 6 Actuated Green, G (s) 26.5 26.5 7.0 105.1 42.6 Effective Green, g (s) 26.5 26.5 7.0 105.1 42.6 Actuated g/C Ratio 0.19 0.19 0.05 0.75 0.30 Clearance Time (s) 4.2 4.2 4.0 4.2 Vehicle Extension (s) 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 289 233 82 2464 496 v/s Ratio Prot c0.07 c0.25 v/s Ratio Perm 0.11 c0.15 c0.42 v/c Ratio 0.57 0.77 1.32 0.33 1.48dl Uniform Delay, d1 51.6 53.9 66.5 5.8 48.7 Progression Factor 1.00 1.00 1.54 0.19 1.00 Incremental Delay, d2 1.7 13.4 203.8 0.0 187.4 Delay (s) 53.3 67.3 306.0 1.1 236.1 Level of Service D E F A F Approach Delay (s) 53.3 67.3 36.4 236.1 Approach LOS D E D F Intersection Summary HCM 2000 Control Delay 110.0 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 0.88 Actuated Cycle Length (s) 140.0 Sum of lost time (s) 20.8 Intersection Capacity Utilization 71.7% ICU Level of Service C 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 2: S Spruce Ave & S Canal St 06/09/2023 Future with SSF General Plan Project PM Synchro 11 Report Fehr and Peers Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (vph) 44 116 723 14 41 572 Future Volume (vph) 44 116 723 14 41 572 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.2 4.2 4.2 Lane Util. Factor 1.00 0.91 0.95 Frpb, ped/bikes 0.98 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 Frt 0.90 1.00 1.00 Flt Protected 0.99 1.00 1.00 Satd. Flow (prot) 1515 4741 3299 Flt Permitted 0.99 1.00 0.83 Satd. Flow (perm) 1515 4741 2731 Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph) 49 129 803 16 46 636 RTOR Reduction (vph) 7001000 Lane Group Flow (vph) 108 0 818 0 0 682 Confl. Peds. (#/hr) 10 10 10 Heavy Vehicles (%) 9% 9% 9% 9% 9% 9% Turn Type Prot NA Perm NA Protected Phases 8 2 4 3 6 Permitted Phases 3 6 Actuated Green, G (s) 20.2 76.5 73.3 Effective Green, g (s) 20.2 76.5 73.3 Actuated g/C Ratio 0.14 0.55 0.52 Clearance Time (s) 4.2 Vehicle Extension (s) 2.0 Lane Grp Cap (vph) 218 2590 1429 v/s Ratio Prot c0.07 c0.17 v/s Ratio Perm c0.25 v/c Ratio 0.49 0.32 0.48 Uniform Delay, d1 55.2 17.4 21.2 Progression Factor 1.00 0.09 0.05 Incremental Delay, d2 0.6 0.0 0.0 Delay (s) 55.8 1.5 1.0 Level of Service E A A Approach Delay (s) 55.8 1.5 1.0 Approach LOS E A A Intersection Summary HCM 2000 Control Delay 7.1 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.46 Actuated Cycle Length (s) 140.0 Sum of lost time (s) 20.8 Intersection Capacity Utilization 63.8% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 3: S Spruce Ave & Mayfair Ave 06/09/2023 Future with SSF General Plan Project PM Synchro 11 Report Fehr and Peers Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (vph) 17 63 105 720 593 23 Future Volume (vph) 17 63 105 720 593 23 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.2 4.0 4.2 4.2 Lane Util. Factor 1.00 1.00 0.95 0.95 Frpb, ped/bikes 0.98 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 Frt 0.89 1.00 1.00 0.99 Flt Protected 0.99 0.95 1.00 1.00 Satd. Flow (prot) 1504 1656 3312 3293 Flt Permitted 0.99 0.95 1.00 1.00 Satd. Flow (perm) 1504 1656 3312 3293 Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph) 19 70 117 800 659 26 RTOR Reduction (vph) 5900020 Lane Group Flow (vph) 30 0 117 800 683 0 Confl. Peds. (#/hr) 10 Heavy Vehicles (%) 9% 9% 9% 9% 9% 9% Turn Type Prot Prot NA NA Protected Phases 4 5 2 3 6 8 Permitted Phases Actuated Green, G (s) 22.9 7.0 53.6 93.5 Effective Green, g (s) 22.9 7.0 53.6 93.5 Actuated g/C Ratio 0.16 0.05 0.38 0.67 Clearance Time (s) 4.2 4.0 4.2 Vehicle Extension (s) 2.0 2.0 2.0 Lane Grp Cap (vph) 246 82 1268 2199 v/s Ratio Prot c0.02 c0.07 c0.24 c0.21 v/s Ratio Perm v/c Ratio 0.12 1.43 0.63 0.31 Uniform Delay, d1 50.0 66.5 35.2 9.7 Progression Factor 1.00 1.00 1.00 0.05 Incremental Delay, d2 0.1 248.7 2.4 0.0 Delay (s) 50.1 315.2 37.5 0.5 Level of Service D F D A Approach Delay (s) 50.1 73.0 0.5 Approach LOS D E A Intersection Summary HCM 2000 Control Delay 42.4 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.47 Actuated Cycle Length (s) 140.0 Sum of lost time (s) 20.8 Intersection Capacity Utilization 42.7% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group HCM 6th Signalized Intersection Summary 4: S. Linden Ave & N Canal St 06/09/2023 Future with SSF General Plan Project PM Synchro 11 Report Fehr and Peers Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 120 0 3700012756900347116 Future Volume (veh/h) 120 0 3700012756900347116 Initial Q (Qb), veh 0 0 0 000000000 Ped-Bike Adj(A_pbT) 0.99 0.99 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1767 1767 1767 1767 1767 1767 1767 1767 1767 0 1767 1767 Adj Flow Rate, veh/h 133 0 4100014163200386129 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, %999999999099 Cap, veh/h 270 6 51 0 278 0 363 1596 0 0 889 297 Arrive On Green 0.16 0.00 0.16 0.00 0.00 0.00 0.70 0.70 0.00 0.00 0.70 0.70 Sat Flow, veh/h 1008 39 323 0 1767 0 392 2353 0 0 1266 423 Grp Volume(v), veh/h 174 00000360413000515 Grp Sat Flow(s),veh/h/ln 1370000176701138 15270001689 Q Serve(g_s), s 6.7 0.0 0.0 0.0 0.0 0.0 3.8 6.3 0.0 0.0 0.0 7.4 Cycle Q Clear(g_c), s 7.0 0.0 0.0 0.0 0.0 0.0 11.2 6.3 0.0 0.0 0.0 7.4 Prop In Lane 0.76 0.24 0.00 0.00 0.39 0.00 0.00 0.25 Lane Grp Cap(c), veh/h 327000278088710720001186 V/C Ratio(X) 0.53 0.00 0.00 0.00 0.00 0.00 0.41 0.39 0.00 0.00 0.00 0.43 Avail Cap(c_a), veh/h 853000775088710720001186 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 0.00 0.00 0.00 1.00 1.00 0.00 0.00 0.00 1.00 Uniform Delay (d), s/veh 23.1 0.0 0.0 0.0 0.0 0.0 4.0 3.5 0.0 0.0 0.0 3.6 Incr Delay (d2), s/veh 0.5 0.0 0.0 0.0 0.0 0.0 1.4 1.0 0.0 0.0 0.0 1.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.1 0.0 0.0 0.0 0.0 0.0 1.3 1.5 0.0 0.0 0.0 1.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 23.6 0.0 0.0 0.0 0.0 0.0 5.3 4.5 0.0 0.0 0.0 4.8 LnGrp LOS C AAAAAAAAAAA Approach Vol, veh/h 174 0 773 515 Approach Delay, s/veh 23.6 0.0 4.9 4.8 Approach LOS C A A Timer - Assigned Phs 2468 Phs Duration (G+Y+Rc), s 44.0 13.0 44.0 13.0 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 40.0 31.0 40.0 25.0 Max Q Clear Time (g_c+I1), s 9.4 9.0 13.2 0.0 Green Ext Time (p_c), s 2.6 0.6 4.1 0.0 Intersection Summary HCM 6th Ctrl Delay 7.1 HCM 6th LOS A HCM 6th TWSC 5: S. Linden Ave & S Canal St 06/09/2023 Future with SSF General Plan Project PM Synchro 11 Report Fehr and Peers Intersection Int Delay, s/veh 7.6 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 76 82 119 620 312 72 Future Vol, veh/h 76 82 119 620 312 72 Conflicting Peds, #/hr 000000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, %999999 Mvmt Flow 84 91 132 689 347 80 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1300 347 427 0 - 0 Stage 1 347 ----- Stage 2 953 ----- Critical Hdwy 6.49 6.29 4.19 - - - Critical Hdwy Stg 1 5.49 ----- Critical Hdwy Stg 2 5.49 ----- Follow-up Hdwy 3.581 3.381 2.281 - - - Pot Cap-1 Maneuver 172 680 1096 - - - Stage 1 700 ----- Stage 2 364 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 138 680 1096 - - - Mov Cap-2 Maneuver 138 ----- Stage 1 564 ----- Stage 2 364 ----- Approach EB NB SB HCM Control Delay, s 55 1.4 0 HCM LOS F Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1096 - 235 - - HCM Lane V/C Ratio 0.121 - 0.747 - - HCM Control Delay (s) 8.7 0 55 - - HCM Lane LOS A A F - - HCM 95th %tile Q(veh) 0.4 - 5.2 - - HCM 6th Signalized Intersection Summary 6: Produce Ave./Airport Blvd. & San Mateo Ave./So. Airport Blvd.06/09/2023 Future with SSF General Plan Project PM Synchro 11 Report Fehr and Peers Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 357 198 935 566 645 922 1 167 1 260 1105 183 Future Volume (veh/h) 357 198 935 566 645 922 1 167 1 260 1105 183 Initial Q (Qb), veh 0 0 0 000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1441 1441 1441 1618 1618 1618 1796 1796 1796 1811 1811 1811 Adj Flow Rate, veh/h 397 220 0 449 969 0 1 186 0 289 1228 0 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, % 31 31 31 19 19 19777666 Cap, veh/h 470 247 408 858 5 879 255 1410 Arrive On Green 0.17 0.17 0.00 0.26 0.26 0.00 0.00 0.26 0.00 0.15 0.41 0.00 Sat Flow, veh/h 2744 1441 1221 1541 3237 1372 1711 3413 1522 1725 3441 1535 Grp Volume(v), veh/h 397 220 0 449 969 0 1 186 0 289 1228 0 Grp Sat Flow(s),veh/h/ln 1372 1441 1221 1541 1618 1372 1711 1706 1522 1725 1721 1535 Q Serve(g_s), s 16.8 17.9 0.0 31.8 31.8 0.0 0.1 5.1 0.0 17.7 39.3 0.0 Cycle Q Clear(g_c), s 16.8 17.9 0.0 31.8 31.8 0.0 0.1 5.1 0.0 17.7 39.3 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 470 247 408 858 5 879 255 1410 V/C Ratio(X) 0.84 0.89 1.10 1.13 0.19 0.21 1.13 0.87 Avail Cap(c_a), veh/h 505 265 408 858 171 879 255 1410 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.69 0.69 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 48.2 48.6 0.0 44.1 44.1 0.0 59.7 35.0 0.0 51.1 32.5 0.0 Incr Delay (d2), s/veh 7.8 20.1 0.0 74.1 73.0 0.0 6.7 0.5 0.0 96.9 7.6 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 6.3 7.8 0.0 20.5 21.4 0.0 0.0 2.2 0.0 14.4 17.3 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 56.0 68.8 0.0 118.2 117.1 0.0 66.3 35.5 0.0 148.0 40.1 0.0 LnGrp LOS E E F F E D F D Approach Vol, veh/h 617 1418 187 1517 Approach Delay, s/veh 60.6 117.4 35.7 60.6 Approach LOS E F D E Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 4.4 54.1 25.2 22.6 35.8 36.4 Change Period (Y+Rc), s 4.0 4.9 4.6 4.9 * 4.9 4.6 Max Green Setting (Gmax), s 12.0 36.0 22.1 17.1 * 31 31.8 Max Q Clear Time (g_c+I1), s 2.1 41.3 19.9 19.7 7.1 33.8 Green Ext Time (p_c), s 0.0 0.0 0.6 0.0 0.7 0.0 Intersection Summary HCM 6th Ctrl Delay 80.9 HCM 6th LOS F Notes User approved volume balancing among the lanes for turning movement. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [NBR, EBR, WBR, SBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th Signalized Intersection Summary 7: Spruce Ave & Victory Ave 06/09/2023 Future with SSF General Plan Project PM Synchro 11 Report Fehr and Peers Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 0 0 271 0 111 0 730 138 14 640 0 Future Volume (veh/h) 0 0 0 271 0 111 0 730 138 14 640 0 Initial Q (Qb), veh 000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1767 1767 1767 1767 1767 1767 1767 1767 1767 Adj Flow Rate, veh/h 301 0 0 0 811 0 16 711 0 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, % 9 9 9 9 9 9 9 9 9 Cap, veh/h 386 0 2 1990 26 2208 0 Arrive On Green 0.23 0.00 0.00 0.00 0.60 0.00 0.02 0.66 0.00 Sat Flow, veh/h 1682 0 0 1682 3431 0 1682 3431 0 Grp Volume(v), veh/h 301 0 0 0 811 0 16 711 0 Grp Sat Flow(s),veh/h/ln 1682 0 0 1682 1672 0 1682 1672 0 Q Serve(g_s), s 11.8 0.0 0.0 0.0 9.1 0.0 0.7 6.4 0.0 Cycle Q Clear(g_c), s 11.8 0.0 0.0 0.0 9.1 0.0 0.7 6.4 0.0 Prop In Lane 1.00 0.00 1.00 0.00 1.00 0.00 Lane Grp Cap(c), veh/h 386 0 2 1990 26 2208 0 V/C Ratio(X) 0.78 0.00 0.00 0.41 0.62 0.32 0.00 Avail Cap(c_a), veh/h 685 0 204 1990 204 2208 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 0.00 1.00 0.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 25.3 0.0 0.0 0.0 7.6 0.0 34.3 5.1 0.0 Incr Delay (d2), s/veh 1.3 0.0 0.0 0.0 0.6 0.0 8.8 0.4 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.7 0.0 0.0 0.0 2.8 0.0 0.3 1.8 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 26.6 0.0 0.0 0.0 8.2 0.0 43.1 5.5 0.0 LnGrp LOS C A A A D A A Approach Vol, veh/h 301 811 727 Approach Delay, s/veh 26.6 8.2 6.3 Approach LOS C A A Timer - Assigned Phs 1 2 4 5 6 Phs Duration (G+Y+Rc), s4.6 45.9 19.6 0.0 50.4 Change Period (Y+Rc), s 3.5 * 4.2 3.5 3.5 * 4.2 Max Green Setting (Gmax), s8.5 * 22 28.5 8.5 * 22 Max Q Clear Time (g_c+I1), s2.7 11.1 13.8 0.0 8.4 Green Ext Time (p_c), s 0.0 4.2 1.1 0.0 4.1 Intersection Summary HCM 6th Ctrl Delay 10.5 HCM 6th LOS B Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [NBR, WBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th AWSC 8: S. Linden Ave & Victory Ave.06/09/2023 Future with SSF General Plan Project PM Synchro 11 Report Fehr and Peers Intersection Intersection Delay, s/veh150.5 Intersection LOS F Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 99 24 82 12 37 60 180 562 32 36 265 112 Future Vol, veh/h 99 24 82 12 37 60 180 562 32 36 265 112 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles, %999999999999 Mvmt Flow 110 27 91 13 41 67 200 624 36 40 294 124 Number of Lanes 010010010010 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach RightNB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 18.5 14.9 266.9 33.7 HCM LOS C B F D Lane NBLn1 EBLn1WBLn1 SBLn1 Vol Left, % 23% 48% 11% 9% Vol Thru, % 73% 12% 34% 64% Vol Right, % 4% 40% 55% 27% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 774 205 109 413 LT Vol 180 99 12 36 Through Vol 562 24 37 265 RT Vol 32 82 60 112 Lane Flow Rate 860 228 121 459 Geometry Grp 1111 Degree of Util (X) 1.534 0.462 0.256 0.807 Departure Headway (Hd) 6.421 8.422 8.875 7.166 Convergence, Y/N Yes Yes Yes Yes Cap 576 430 407 509 Service Time 4.421 6.422 6.875 5.166 HCM Lane V/C Ratio 1.493 0.53 0.297 0.902 HCM Control Delay 266.9 18.5 14.9 33.7 HCM Lane LOS F C B D HCM 95th-tile Q 44.6 2.4 1 7.7 HCM 6th Signalized Intersection Summary 9: Dollar Ave & Southline & S. Linden Ave 06/09/2023 Future with SSF General Plan Project PM Synchro 11 Report Fehr and Peers Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 257 405 133 48 555 193 161 243 39 218 139 238 Future Volume (veh/h) 257 405 133 48 555 193 161 243 39 218 139 238 Initial Q (Qb), veh 0 00000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1693 1870 1693 1870 1693 1693 1693 1693 1870 Adj Flow Rate, veh/h 279 440 145 55 603 88 175 276 44 248 134 259 Peak Hour Factor 0.92 0.92 0.92 0.88 0.92 0.88 0.92 0.88 0.88 0.88 0.88 0.92 Percent Heavy Veh, % 2 2 2 14 2 14 2 14 14 14 14 2 Cap, veh/h 327 844 276 136 789 316 211 333 53 284 150 291 Arrive On Green 0.18 0.32 0.32 0.08 0.22 0.22 0.12 0.23 0.23 0.18 0.29 0.29 Sat Flow, veh/h 1781 2633 860 1612 3554 1425 1781 1424 227 1612 516 997 Grp Volume(v), veh/h 279 296 289 55 603 88 175 0 320 248 0 393 Grp Sat Flow(s),veh/h/ln1781 1777 1716 1612 1777 1425 1781 0 1651 1612 0 1513 Q Serve(g_s), s 13.1 11.8 11.9 2.8 13.8 4.4 8.3 0.0 16.0 13.0 0.0 21.6 Cycle Q Clear(g_c), s 13.1 11.8 11.9 2.8 13.8 4.4 8.3 0.0 16.0 13.0 0.0 21.6 Prop In Lane 1.00 0.50 1.00 1.00 1.00 0.14 1.00 0.66 Lane Grp Cap(c), veh/h 327 570 550 136 789 316 211 0 387 284 0 441 V/C Ratio(X) 0.85 0.52 0.53 0.40 0.76 0.28 0.83 0.00 0.83 0.87 0.00 0.89 Avail Cap(c_a), veh/h 699 1291 1247 186 1599 641 329 0 552 502 0 698 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh34.3 24.0 24.1 37.6 31.6 28.0 37.3 0.0 31.5 34.8 0.0 29.4 Incr Delay (d2), s/veh 6.4 0.3 0.3 1.9 0.6 0.2 5.4 0.0 4.8 3.3 0.0 5.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln6.1 4.8 4.7 1.2 5.9 1.5 3.9 0.0 6.7 5.3 0.0 8.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 40.6 24.3 24.4 39.5 32.2 28.1 42.7 0.0 36.3 38.1 0.0 35.2 LnGrp LOS DCCDCCDADDAD Approach Vol, veh/h 864 746 495 641 Approach Delay, s/veh 29.6 32.3 38.6 36.4 Approach LOS C C D D Timer - Assigned Phs 12345678 Phs Duration (G+Y+Rc), s19.3 24.3 11.3 31.8 14.3 29.3 19.9 23.2 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s27.0 29.0 10.0 63.0 16.0 40.0 34.0 39.0 Max Q Clear Time (g_c+I1), s15.0 18.0 4.8 13.9 10.3 23.6 15.1 15.8 Green Ext Time (p_c), s 0.3 1.0 0.0 2.5 0.1 1.7 0.8 3.2 Intersection Summary HCM 6th Ctrl Delay 33.5 HCM 6th LOS C Notes User approved ignoring U-Turning movement. HCM 6th Signalized Intersection Summary 10: San Mateo Ave & S. Linden Ave 06/09/2023 Future with SSF General Plan Project PM Synchro 11 Report Fehr and Peers Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 378 449 347 398 397 265 Future Volume (veh/h) 378 449 347 398 397 265 Initial Q (Qb), veh 0 00000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1767 1767 1767 1767 1767 1767 Adj Flow Rate, veh/h 420 146 386 0 441 294 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, %999999 Cap, veh/h 471 419 457 488 1070 Arrive On Green 0.28 0.28 0.26 0.00 0.29 0.61 Sat Flow, veh/h 1682 1497 1767 1497 1682 1767 Grp Volume(v), veh/h 420 146 386 0 441 294 Grp Sat Flow(s),veh/h/ln1682 1497 1767 1497 1682 1767 Q Serve(g_s), s 16.8 5.4 14.5 0.0 17.7 5.5 Cycle Q Clear(g_c), s 16.8 5.4 14.5 0.0 17.7 5.5 Prop In Lane 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 471 419 457 488 1070 V/C Ratio(X) 0.89 0.35 0.85 0.90 0.27 Avail Cap(c_a), veh/h 793 706 908 793 1070 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh24.2 20.1 24.6 0.0 23.9 6.5 Incr Delay (d2), s/veh 3.9 0.2 1.7 0.0 5.6 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln6.7 0.0 6.0 0.0 7.4 1.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 28.1 20.3 26.3 0.0 29.6 6.6 LnGrp LOS C C C C A Approach Vol, veh/h 566 386 735 Approach Delay, s/veh 26.1 26.3 20.4 Approach LOS C C C Timer - Assigned Phs 2 4 5 6 Phs Duration (G+Y+Rc), s 46.4 23.6 24.3 22.1 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 36.0 33.0 33.0 36.0 Max Q Clear Time (g_c+I1), s 7.5 18.8 19.7 16.5 Green Ext Time (p_c), s 1.2 0.8 0.6 1.6 Intersection Summary HCM 6th Ctrl Delay 23.6 HCM 6th LOS C Notes Unsignalized Delay for [NBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th TWSC 11: San Mateo Ave & Tanforan Ave/Shaw Rd 06/09/2023 Future with SSF General Plan Project PM Synchro 11 Report Fehr and Peers Intersection Int Delay, s/veh 58.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 107 0 23 1 0 171 23 467 6 102 474 67 Future Vol, veh/h 107 0 23 1 0 171 23 467 6 102 474 67 Conflicting Peds, #/hr 000000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - --------50-- Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90 Heavy Vehicles, %999999999999 Mvmt Flow 119 0 26 1 0 190 26 519 7 113 527 74 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1460 1368 564 1378 1402 523 601 0 0 526 0 0 Stage 1 790 790 - 575 575 - - - - - - - Stage 2 670 578 - 803 827 - - - - - - - Critical Hdwy 7.19 6.59 6.29 7.19 6.59 6.29 4.19 - - 4.19 - - Critical Hdwy Stg 1 6.19 5.59 - 6.19 5.59 - - - - - - - Critical Hdwy Stg 2 6.19 5.59 - 6.19 5.59 - - - - - - - Follow-up Hdwy 3.581 4.081 3.381 3.581 4.081 3.381 2.281 - - 2.281 - - Pot Cap-1 Maneuver ~ 103 142 512 118 135 540 943 - - 1006 - - Stage 1 373 392 - 491 492 - - - - - - - Stage 2 435 490 - 367 376 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver ~ 59 121 512 99 115 540 943 - - 1006 - - Mov Cap-2 Maneuver ~ 59 121 - 99 115 - - - - - - - Stage 1 358 348 - 472 473 - - - - - - - Stage 2 271 471 - 310 334 - - - - - - - Approach EB WB NB SB HCM Control Delay, s$ 619.8 15.7 0.4 1.4 HCM LOS F C Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 943 - - 70 526 1006 - - HCM Lane V/C Ratio 0.027 - - 2.063 0.363 0.113 - - HCM Control Delay (s) 8.9 - -$ 619.8 15.7 9 - - HCM Lane LOS A - - F C A - - HCM 95th %tile Q(veh) 0.1 - - 13.4 1.6 0.4 - - Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th Signalized Intersection Summary 12: San Mateo Ave & Utah Ave 06/09/2023 Future with SSF General Plan Project PM Synchro 11 Report Fehr and Peers Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 333 425 808 199 82 554 Future Volume (veh/h) 333 425 808 199 82 554 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 362 271 878 216 89 602 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, %222222 Cap, veh/h 422 375 1469 361 126 2303 Arrive On Green 0.24 0.24 0.52 0.52 0.07 0.65 Sat Flow, veh/h 1781 1585 2921 695 1781 3647 Grp Volume(v), veh/h 362 271 552 542 89 602 Grp Sat Flow(s),veh/h/ln 1781 1585 1777 1745 1781 1777 Q Serve(g_s), s 13.5 10.9 15.0 15.0 3.4 5.0 Cycle Q Clear(g_c), s 13.5 10.9 15.0 15.0 3.4 5.0 Prop In Lane 1.00 1.00 0.40 1.00 Lane Grp Cap(c), veh/h 422 375 923 907 126 2303 V/C Ratio(X) 0.86 0.72 0.60 0.60 0.70 0.26 Avail Cap(c_a), veh/h 693 616 923 907 205 2303 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 25.4 24.4 11.6 11.6 31.5 5.2 Incr Delay (d2), s/veh 3.0 1.0 2.8 2.9 2.7 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.7 4.0 5.8 5.7 1.5 1.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 28.4 25.4 14.5 14.5 34.2 5.5 LnGrp LOS C C B B C A Approach Vol, veh/h 633 1094 691 Approach Delay, s/veh 27.1 14.5 9.2 Approach LOS C B A Timer - Assigned Phs 1 2 6 8 Phs Duration (G+Y+Rc), s 8.9 40.1 49.0 20.4 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 8.0 33.0 45.0 27.0 Max Q Clear Time (g_c+I1), s 5.4 17.0 7.0 15.5 Green Ext Time (p_c), s 0.0 4.6 3.0 0.9 Intersection Summary HCM 6th Ctrl Delay 16.3 HCM 6th LOS B HCM Signalized Intersection Capacity Analysis 1: S Spruce Ave & N Canal St 06/09/2023 Future with Lindenville Specific Plan Project AM Synchro 11 Report Fehr and Peers Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 37 61 140 99 71 25 29 357 114 117 483 34 Future Volume (vph) 37 61 140 99 71 25 29 357 114 117 483 34 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.2 4.2 4.0 4.2 4.2 4.2 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 0.99 1.00 0.99 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.92 0.98 1.00 0.96 1.00 0.99 Flt Protected 0.99 0.98 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1533 1603 1597 1606 1597 1660 Flt Permitted 0.93 0.55 0.95 1.00 0.10 1.00 Satd. Flow (perm) 1432 897 1597 1606 168 1660 Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Adj. Flow (vph) 38 63 144 102 73 26 30 368 118 121 498 35 RTOR Reduction (vph) 0 52 00500110020 Lane Group Flow (vph) 0 193 0 0 196 0 30 475 0 121 531 0 Confl. Peds. (#/hr) 10 10 10 10 10 Heavy Vehicles (%) 13% 13% 13% 13% 13% 13% 13% 13% 13% 13% 13% 13% Bus Blockages (#/hr)000000000002 Turn Type Perm NA Perm NA Prot NA Perm NA Protected Phases 3 3 5 2 4 6 Permitted Phases 3 3 6 Actuated Green, G (s) 22.6 22.6 3.2 69.0 40.0 40.0 Effective Green, g (s) 22.6 22.6 3.2 69.0 40.0 40.0 Actuated g/C Ratio 0.23 0.23 0.03 0.69 0.40 0.40 Clearance Time (s) 4.2 4.2 4.0 4.2 4.2 Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 323 202 51 1108 67 664 v/s Ratio Prot 0.02 c0.30 0.32 v/s Ratio Perm 0.13 c0.22 c0.72 v/c Ratio 0.60 0.97 0.59 0.43 1.81 0.80 Uniform Delay, d1 34.6 38.3 47.8 6.8 30.0 26.5 Progression Factor 1.00 1.00 1.45 0.33 1.00 1.00 Incremental Delay, d2 2.0 53.3 9.7 0.1 415.3 9.7 Delay (s) 36.6 91.6 78.8 2.3 445.3 36.2 Level of Service D F E A F D Approach Delay (s) 36.6 91.6 6.8 111.9 Approach LOS D F A F Intersection Summary HCM 2000 Control Delay 64.4 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 1.26 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 16.6 Intersection Capacity Utilization 72.2% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 3: S Spruce Ave & Mayfair Ave 06/09/2023 Future with Lindenville Specific Plan Project AM Synchro 11 Report Fehr and Peers Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 59 28 96 10 24 58 33 383 0 170 531 21 Future Volume (vph) 59 28 96 10 24 58 33 383 0 170 531 21 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.2 4.2 4.0 4.2 4.2 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 0.98 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Frt 0.93 0.91 1.00 1.00 1.00 Flt Protected 0.98 0.99 0.95 1.00 0.99 Satd. Flow (prot) 1528 1695 1597 1681 1695 Flt Permitted 0.86 0.95 0.95 1.00 0.78 Satd. Flow (perm) 1341 1611 1597 1681 1335 Peak-hour factor, PHF 0.97 0.92 0.97 0.92 0.92 0.92 0.97 0.97 0.92 0.92 0.97 0.97 Adj. Flow (vph) 61 30 99 11 26 63 34 395 0 185 547 22 RTOR Reduction (vph) 0 41 0 0 350000010 Lane Group Flow (vph) 0 149 0 0 65 0 34 395 0 0 753 0 Confl. Peds. (#/hr) 10 Heavy Vehicles (%) 13% 2% 13% 2% 2% 2% 13% 13% 2% 2% 13% 13% Turn Type Perm NA Perm NA Prot NA Perm NA Protected Phases 4 8! 5 2 3 6! Permitted Phases 4 8! 3 6! Actuated Green, G (s) 17.6 44.4 3.2 47.2 66.8 Effective Green, g (s) 17.6 44.4 3.2 47.2 66.8 Actuated g/C Ratio 0.18 0.44 0.03 0.47 0.67 Clearance Time (s) 4.2 4.2 4.0 4.2 Vehicle Extension (s) 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 236 715 51 793 891 v/s Ratio Prot 0.02 c0.23 v/s Ratio Perm c0.11 0.04 c0.56 v/c Ratio 0.63 0.09 0.67 0.50 0.85 Uniform Delay, d1 38.2 16.1 47.9 18.2 12.7 Progression Factor 1.00 1.00 1.00 1.00 0.31 Incremental Delay, d2 4.0 0.0 22.6 2.2 4.5 Delay (s) 42.2 16.1 70.5 20.5 8.4 Level of Service D B E C A Approach Delay (s) 42.2 16.1 24.4 8.4 Approach LOS D B C A Intersection Summary HCM 2000 Control Delay 17.9 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.84 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 16.6 Intersection Capacity Utilization 87.3% ICU Level of Service E Analysis Period (min) 15 ! Phase conflict between lane groups. c Critical Lane Group HCM 6th Signalized Intersection Summary 4: S. Linden Ave & N Canal St 06/09/2023 Future with Lindenville Specific Plan Project AM Synchro 11 Report Fehr and Peers Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 112 0 195000784690056870 Future Volume (veh/h) 112 0 195 0 0 0 78 469 0 0 568 70 Initial Q (Qb), veh 0 0 0 000000000 Ped-Bike Adj(A_pbT) 0.99 0.99 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1707 1707 1707 1707 1707 1707 1707 1707 1707 0 1707 1707 Adj Flow Rate, veh/h 115 0 201000804840058672 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 13 13 13 13 13 13 13 13 13 0 13 13 Cap, veh/h 194 21 227 0 436 0 209 1323 0 0 903 111 Arrive On Green 0.26 0.00 0.26 0.00 0.00 0.00 0.61 0.61 0.00 0.00 0.61 0.61 Sat Flow, veh/h 428 82 891 0 1707 0 210 2260 0 0 1490 183 Grp Volume(v), veh/h 316 00000264300000658 Grp Sat Flow(s),veh/h/ln 14010001707091614760001673 Q Serve(g_s), s 10.3 0.0 0.0 0.0 0.0 0.0 2.9 5.8 0.0 0.0 0.0 14.7 Cycle Q Clear(g_c), s 12.5 0.0 0.0 0.0 0.0 0.0 17.6 5.8 0.0 0.0 0.0 14.7 Prop In Lane 0.36 0.64 0.00 0.00 0.30 0.00 0.00 0.11 Lane Grp Cap(c), veh/h 44300043606378950001014 V/C Ratio(X) 0.71 0.00 0.00 0.00 0.00 0.00 0.41 0.34 0.00 0.00 0.00 0.65 Avail Cap(c_a), veh/h 49700050306378950001014 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 0.00 0.00 0.00 1.00 1.00 0.00 0.00 0.00 1.00 Uniform Delay (d), s/veh 20.6 0.0 0.0 0.0 0.0 0.0 6.4 5.6 0.0 0.0 0.0 7.4 Incr Delay (d2), s/veh 3.3 0.0 0.0 0.0 0.0 0.0 2.0 1.0 0.0 0.0 0.0 3.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.1 0.0 0.0 0.0 0.0 0.0 1.5 1.6 0.0 0.0 0.0 4.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 23.8 0.0 0.0 0.0 0.0 0.0 8.4 6.6 0.0 0.0 0.0 10.6 LnGrp LOS C AAAAAAAAAAB Approach Vol, veh/h 316 0 564 658 Approach Delay, s/veh 23.8 0.0 7.5 10.6 Approach LOS C A B Timer - Assigned Phs 2468 Phs Duration (G+Y+Rc), s 39.0 18.7 39.0 18.7 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 35.0 17.0 35.0 17.0 Max Q Clear Time (g_c+I1), s 16.7 14.5 19.6 0.0 Green Ext Time (p_c), s 3.2 0.3 2.5 0.0 Intersection Summary HCM 6th Ctrl Delay 12.2 HCM 6th LOS B HCM 6th Signalized Intersection Summary 6: Produce Ave./Airport Blvd. & San Mateo Ave./So. Airport Blvd.06/09/2023 Future with Lindenville Specific Plan Project AM Synchro 11 Report Fehr and Peers Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 209 565 76 352 252 386 1 57 57 349 941 390 Future Volume (veh/h) 209 565 76 352 252 386 1 57 57 349 941 390 Initial Q (Qb), veh 0 00000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1441 1441 1441 1618 1618 1618 1796 1796 1796 1811 1811 1811 Adj Flow Rate, veh/h 215 582 0 363 260 0 1 59 0 360 970 0 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 31 31 31 19 19 19 7 7 7 6 6 6 Cap, veh/h 300 630 588 309 5 714 406 1542 Arrive On Green 0.22 0.22 0.00 0.19 0.19 0.00 0.00 0.21 0.00 0.24 0.45 0.00 Sat Flow, veh/h 1372 2881 1221 3083 1618 1372 1711 3413 1522 1725 3441 1535 Grp Volume(v), veh/h 215 582 0 363 260 0 1 59 0 360 970 0 Grp Sat Flow(s),veh/h/ln1372 1441 1221 1541 1618 1372 1711 1706 1522 1725 1721 1535 Q Serve(g_s), s 18.9 25.7 0.0 14.0 20.1 0.0 0.1 1.8 0.0 26.2 28.2 0.0 Cycle Q Clear(g_c), s 18.9 25.7 0.0 14.0 20.1 0.0 0.1 1.8 0.0 26.2 28.2 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 300 630 588 309 5 714 406 1542 V/C Ratio(X) 0.72 0.92 0.62 0.84 0.19 0.08 0.89 0.63 Avail Cap(c_a), veh/h 312 656 792 416 145 714 406 1542 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.77 0.77 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 Uniform Delay (d), s/veh47.1 49.7 0.0 48.2 50.7 0.0 64.6 41.4 0.0 48.0 27.6 0.0 Incr Delay (d2), s/veh 4.8 14.8 0.0 1.1 11.1 0.0 6.7 0.0 0.0 19.9 2.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln6.9 10.5 0.0 5.5 9.2 0.0 0.0 0.8 0.0 13.4 11.8 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 51.9 64.5 0.0 49.3 61.8 0.0 71.3 41.4 0.0 67.9 29.5 0.0 LnGrp LOS D E D E E D E C Approach Vol, veh/h 797 623 60 1330 Approach Delay, s/veh 61.1 54.5 41.9 39.9 Approach LOS E D D D Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s4.4 63.2 33.0 35.5 32.1 29.4 Change Period (Y+Rc), s 4.0 4.9 4.6 4.9 * 4.9 4.6 Max Green Setting (Gmax), s11.0 37.9 29.6 29.7 * 19 33.4 Max Q Clear Time (g_c+I1), s2.1 30.2 27.7 28.2 3.8 22.1 Green Ext Time (p_c), s 0.0 4.2 0.7 0.2 0.1 2.7 Intersection Summary HCM 6th Ctrl Delay 49.2 HCM 6th LOS D Notes User approved volume balancing among the lanes for turning movement. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [NBR, EBR, WBR, SBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th Signalized Intersection Summary 7: Spruce Ave & Victory Ave 06/09/2023 Future with Lindenville Specific Plan Project AM Synchro 11 Report Fehr and Peers Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 0 0 179 0 12 0 430 147 123 607 0 Future Volume (veh/h) 0 0 0 179 0 12 0 430 147 123 607 0 Initial Q (Qb), veh 000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 0.99 1.00 1.00 0.99 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1707 1707 1707 1707 1707 1707 1707 1707 1707 Adj Flow Rate, veh/h 185 0 0 0 443 0 127 626 0 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 13 13 13 13 13 13 13 13 13 Cap, veh/h 262 0 2 1022 156 1258 0 Arrive On Green 0.16 0.00 0.00 0.00 0.60 0.00 0.10 0.74 0.00 Sat Flow, veh/h 1626 0 0 1626 1694 0 1626 1694 0 Grp Volume(v), veh/h 185 0 0 0 443 0 127 626 0 Grp Sat Flow(s),veh/h/ln 1626 0 0 1626 1694 0 1626 1694 0 Q Serve(g_s), s 8.6 0.0 0.0 0.0 11.2 0.0 6.1 12.1 0.0 Cycle Q Clear(g_c), s 8.6 0.0 0.0 0.0 11.2 0.0 6.1 12.1 0.0 Prop In Lane 1.00 0.00 1.00 0.00 1.00 0.00 Lane Grp Cap(c), veh/h 262 0 2 1022 156 1258 0 V/C Ratio(X) 0.71 0.00 0.00 0.43 0.82 0.50 0.00 Avail Cap(c_a), veh/h 569 0 81 1022 173 1258 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 0.00 1.00 0.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 31.8 0.0 0.0 0.0 8.5 0.0 35.5 4.2 0.0 Incr Delay (d2), s/veh 1.3 0.0 0.0 0.0 1.3 0.0 21.1 1.4 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.4 0.0 0.0 0.0 3.9 0.0 3.3 3.3 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 33.1 0.0 0.0 0.0 9.9 0.0 56.5 5.6 0.0 LnGrp LOS C A A A E A A Approach Vol, veh/h 185 443 753 Approach Delay, s/veh 33.1 9.9 14.2 Approach LOS C A B Timer - Assigned Phs 1 2 4 5 6 Phs Duration (G+Y+Rc), s11.2 52.5 16.4 0.0 63.6 Change Period (Y+Rc), s 3.5 * 4.2 3.5 3.5 * 4.2 Max Green Setting (Gmax), s8.5 * 32 28.0 4.0 * 37 Max Q Clear Time (g_c+I1), s8.1 13.2 10.6 0.0 14.1 Green Ext Time (p_c), s 0.0 2.7 0.6 0.0 4.5 Intersection Summary HCM 6th Ctrl Delay 15.3 HCM 6th LOS B Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [NBR, WBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th AWSC 8: S. Linden Ave & Victory Ave.06/09/2023 Future with Lindenville Specific Plan Project AM Synchro 11 Report Fehr and Peers Intersection Intersection Delay, s/veh82.1 Intersection LOS F Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 103 21 140 30 24 37 51 333 12 46 503 145 Future Vol, veh/h 103 21 140 30 24 37 51 333 12 46 503 145 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Heavy Vehicles, % 13 13 13 13 13 13 13 13 13 13 13 13 Mvmt Flow 106 22 144 31 25 38 53 343 12 47 519 149 Number of Lanes 010010010010 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach RightNB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 19.2 13.8 28.4 145.6 HCM LOS C B D F Lane NBLn1 EBLn1WBLn1 SBLn1 Vol Left, % 13% 39% 33% 7% Vol Thru, % 84% 8% 26% 72% Vol Right, % 3% 53% 41% 21% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 396 264 91 694 LT Vol 51 103 30 46 Through Vol 333 21 24 503 RT Vol 12 140 37 145 Lane Flow Rate 408 272 94 715 Geometry Grp 1111 Degree of Util (X) 0.751 0.536 0.205 1.245 Departure Headway (Hd) 7.082 7.68 8.604 6.264 Convergence, Y/N Yes Yes Yes Yes Cap 514 474 419 580 Service Time 5.082 5.68 6.604 4.335 HCM Lane V/C Ratio 0.794 0.574 0.224 1.233 HCM Control Delay 28.4 19.2 13.8 145.6 HCM Lane LOS D C B F HCM 95th-tile Q 6.4 3.1 0.8 27.2 HCM 6th Signalized Intersection Summary 9: Dollar Ave & Southline & S. Linden Ave 06/09/2023 Future with Lindenville Specific Plan Project AM Synchro 11 Report Fehr and Peers Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 241 369 142 27 425 185 153 146 87 202 216 215 Future Volume (veh/h) 241 369 142 27 425 185 153 146 87 202 216 215 Initial Q (Qb), veh 0 00000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1693 1870 1693 1870 1693 1693 1693 1693 1870 Adj Flow Rate, veh/h 248 380 146 28 438 146 158 151 90 208 201 222 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 2 2 2 14 2 14 2 14 14 14 14 2 Cap, veh/h 257 669 254 97 645 258 244 298 177 232 225 249 Arrive On Green 0.14 0.27 0.27 0.06 0.18 0.18 0.14 0.30 0.30 0.14 0.31 0.31 Sat Flow, veh/h 1781 2520 955 1612 3554 1422 1781 993 592 1612 735 812 Grp Volume(v), veh/h 248 266 260 28 438 146 158 0 241 208 0 423 Grp Sat Flow(s),veh/h/ln1781 1777 1698 1612 1777 1422 1781 0 1585 1612 0 1546 Q Serve(g_s), s 9.6 9.0 9.2 1.2 8.0 6.5 5.8 0.0 8.7 8.8 0.0 18.1 Cycle Q Clear(g_c), s 9.6 9.0 9.2 1.2 8.0 6.5 5.8 0.0 8.7 8.8 0.0 18.1 Prop In Lane 1.00 0.56 1.00 1.00 1.00 0.37 1.00 0.52 Lane Grp Cap(c), veh/h 257 472 451 97 645 258 244 0 475 232 0 474 V/C Ratio(X) 0.97 0.56 0.58 0.29 0.68 0.57 0.65 0.00 0.51 0.90 0.00 0.89 Avail Cap(c_a), veh/h 257 691 661 232 1383 553 257 0 617 232 0 602 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh29.5 22.0 22.1 31.2 26.5 25.9 28.3 0.0 20.1 29.2 0.0 23.0 Incr Delay (d2), s/veh 46.7 0.4 0.4 1.6 0.5 0.7 3.8 0.0 0.3 32.0 0.0 11.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln7.3 3.6 3.5 0.5 3.3 2.2 2.6 0.0 3.1 5.4 0.0 7.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 76.2 22.4 22.5 32.8 27.0 26.6 32.2 0.0 20.4 61.1 0.0 34.5 LnGrp LOS E C C C C C C A C E A C Approach Vol, veh/h 774 612 399 631 Approach Delay, s/veh 39.7 27.2 25.1 43.3 Approach LOS D C C D Timer - Assigned Phs 12345678 Phs Duration (G+Y+Rc), s14.0 24.8 8.2 22.4 13.5 25.3 14.0 16.6 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s10.0 27.0 10.0 27.0 10.0 27.0 10.0 27.0 Max Q Clear Time (g_c+I1), s10.8 10.7 3.2 11.2 7.8 20.1 11.6 10.0 Green Ext Time (p_c), s 0.0 0.8 0.0 1.9 0.0 1.2 0.0 2.2 Intersection Summary HCM 6th Ctrl Delay 35.0 HCM 6th LOS D Notes User approved ignoring U-Turning movement. HCM 6th Signalized Intersection Summary 10: San Mateo Ave & S. Linden Ave 06/09/2023 Future with Lindenville Specific Plan Project AM Synchro 11 Report Fehr and Peers Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 260 369 267 441 404 254 Future Volume (veh/h) 260 369 267 441 404 254 Initial Q (Qb), veh 0 00000 Ped-Bike Adj(A_pbT) 1.00 1.00 0.99 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1707 1707 1707 1707 1707 1707 Adj Flow Rate, veh/h 268 92 275 115 416 262 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 13 13 13 13 13 13 Cap, veh/h 338 301 371 312 481 1035 Arrive On Green 0.21 0.21 0.22 0.22 0.30 0.61 Sat Flow, veh/h 1626 1447 1707 1437 1626 1707 Grp Volume(v), veh/h 268 92 275 115 416 262 Grp Sat Flow(s),veh/h/ln1626 1447 1707 1437 1626 1707 Q Serve(g_s), s 6.7 2.3 6.5 2.9 10.4 3.1 Cycle Q Clear(g_c), s 6.7 2.3 6.5 2.9 10.4 3.1 Prop In Lane 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 338 301 371 312 481 1035 V/C Ratio(X) 0.79 0.31 0.74 0.37 0.86 0.25 Avail Cap(c_a), veh/h 567 504 595 501 680 1468 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh16.2 14.4 15.7 14.3 14.3 3.9 Incr Delay (d2), s/veh 1.6 0.2 1.1 0.3 6.2 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln2.3 0.0 2.3 0.9 4.1 0.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 17.8 14.6 16.8 14.6 20.5 4.0 LnGrp LOS BBBBCA Approach Vol, veh/h 360 390 678 Approach Delay, s/veh 17.0 16.2 14.1 Approach LOS B B B Timer - Assigned Phs 2 4 5 6 Phs Duration (G+Y+Rc), s 30.1 13.0 16.7 13.3 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 37.0 15.0 18.0 15.0 Max Q Clear Time (g_c+I1), s 5.1 8.7 12.4 8.5 Green Ext Time (p_c), s 1.1 0.4 0.4 0.8 Intersection Summary HCM 6th Ctrl Delay 15.4 HCM 6th LOS B HCM 6th Signalized Intersection Summary 11: San Mateo Ave & Tanforan Ave/Shaw Rd 06/09/2023 Future with Lindenville Specific Plan Project AM Synchro 11 Report Fehr and Peers Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 90 0 23 5 0 92 30 527 31 207 238 69 Future Volume (veh/h) 90 0 23 5 0 92 30 527 31 207 238 69 Initial Q (Qb), veh 0 00000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 0.88 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1707 1707 1707 1707 1707 1707 1707 1707 1707 1707 1707 1707 Adj Flow Rate, veh/h 93 0 24 5 0 95 31 543 32 213 245 71 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 13 13 13 13 13 13 13 13 13 13 13 13 Cap, veh/h 188 7 30 51 5 176 72 847 49 248 972 282 Arrive On Green 0.12 0.00 0.12 0.12 0.00 0.12 0.56 0.56 0.56 0.15 0.76 0.76 Sat Flow, veh/h 866 60 239 31 44 1420 45 1525 88 1626 1272 369 Grp Volume(v), veh/h 117 0 0 100 0 0 606 0 0 213 0 316 Grp Sat Flow(s),veh/h/ln1164 0 0 1495 0 0 1658 0 0 1626 0 1641 Q Serve(g_s), s 2.5 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 10.2 0.0 4.5 Cycle Q Clear(g_c), s 7.6 0.0 0.0 5.2 0.0 0.0 19.9 0.0 0.0 10.2 0.0 4.5 Prop In Lane 0.79 0.21 0.05 0.95 0.05 0.05 1.00 0.22 Lane Grp Cap(c), veh/h 225 0 0 232 0 0 967 0 0 248 0 1253 V/C Ratio(X) 0.52 0.00 0.00 0.43 0.00 0.00 0.63 0.00 0.00 0.86 0.00 0.25 Avail Cap(c_a), veh/h 334 0 0 378 0 0 967 0 0 274 0 1253 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00 0.86 0.00 0.86 Uniform Delay (d), s/veh33.9 0.0 0.0 33.0 0.0 0.0 12.3 0.0 0.0 33.1 0.0 2.8 Incr Delay (d2), s/veh 1.9 0.0 0.0 1.3 0.0 0.0 3.1 0.0 0.0 19.0 0.0 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln2.3 0.0 0.0 1.9 0.0 0.0 7.6 0.0 0.0 5.3 0.0 1.2 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 35.8 0.0 0.0 34.2 0.0 0.0 15.4 0.0 0.0 52.1 0.0 3.2 LnGrp LOS D A A C A A B A A D A A Approach Vol, veh/h 117 100 606 529 Approach Delay, s/veh 35.8 34.2 15.4 22.9 Approach LOS D C B C Timer - Assigned Phs 2 4 5 6 8 Phs Duration (G+Y+Rc), s 65.6 14.4 16.7 48.9 14.4 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 53.0 18.0 13.5 35.0 18.0 Max Q Clear Time (g_c+I1), s 6.5 7.2 12.2 21.9 9.6 Green Ext Time (p_c), s 2.3 0.3 0.1 3.7 0.3 Intersection Summary HCM 6th Ctrl Delay 21.5 HCM 6th LOS C HCM 6th Signalized Intersection Summary 12: San Mateo Ave & Utah Ave 06/09/2023 Future with Lindenville Specific Plan Project AM Synchro 11 Report Fehr and Peers Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 307 281 605 230 179 454 Future Volume (veh/h) 307 281 605 230 179 454 Initial Q (Qb), veh 0 00000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 316 217 624 237 185 468 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, %222222 Cap, veh/h 377 335 1131 429 230 2303 Arrive On Green 0.21 0.21 0.45 0.45 0.13 0.65 Sat Flow, veh/h 1781 1585 2613 956 1781 3647 Grp Volume(v), veh/h 316 217 440 421 185 468 Grp Sat Flow(s),veh/h/ln1781 1585 1777 1698 1781 1777 Q Serve(g_s), s 9.7 7.1 10.4 10.4 5.8 3.0 Cycle Q Clear(g_c), s 9.7 7.1 10.4 10.4 5.8 3.0 Prop In Lane 1.00 1.00 0.56 1.00 Lane Grp Cap(c), veh/h 377 335 798 762 230 2303 V/C Ratio(X) 0.84 0.65 0.55 0.55 0.80 0.20 Avail Cap(c_a), veh/h 468 417 798 762 281 2303 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh21.6 20.6 11.5 11.5 24.1 4.1 Incr Delay (d2), s/veh 8.9 1.2 2.7 2.9 10.6 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln4.6 2.5 4.0 3.9 2.9 0.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 30.4 21.7 14.3 14.4 34.8 4.3 LnGrp LOS C C B B C A Approach Vol, veh/h 533 861 653 Approach Delay, s/veh 26.9 14.3 12.9 Approach LOS C B B Timer - Assigned Phs 1 2 6 8 Phs Duration (G+Y+Rc), s11.4 29.6 41.0 16.1 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s9.0 24.0 37.0 15.0 Max Q Clear Time (g_c+I1), s7.8 12.4 5.0 11.7 Green Ext Time (p_c), s 0.0 3.1 2.2 0.4 Intersection Summary HCM 6th Ctrl Delay 17.1 HCM 6th LOS B HCM Signalized Intersection Capacity Analysis 1: S Spruce Ave & N Canal St 06/09/2023 Future with Lindenville Specific Plan Project PM Synchro 11 Report Fehr and Peers Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 27 88 41 102 70 29 129 528 149 57 496 26 Future Volume (vph) 27 88 41 102 70 29 129 528 149 57 496 26 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.2 4.2 4.0 4.2 4.2 4.2 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 0.99 1.00 0.99 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.96 0.98 1.00 0.97 1.00 0.99 Flt Protected 0.99 0.98 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1662 1655 1656 1669 1656 1726 Flt Permitted 0.91 0.59 0.95 1.00 0.09 1.00 Satd. Flow (perm) 1518 996 1656 1669 157 1726 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) 30 98 46 113 78 32 143 587 166 63 551 29 RTOR Reduction (vph)090040070010 Lane Group Flow (vph) 0 165 0 0 219 0 143 746 0 63 579 0 Confl. Peds. (#/hr) 10 10 10 10 10 Heavy Vehicles (%) 9% 9% 9% 9% 9% 9% 9% 9% 9% 9% 9% 9% Bus Blockages (#/hr)000000000002 Turn Type Perm NA Perm NA Prot NA Perm NA Protected Phases 3 3 5 2 4 8 6 Permitted Phases 3 3 6 Actuated Green, G (s) 28.8 28.8 9.0 107.8 44.4 44.4 Effective Green, g (s) 28.8 28.8 9.0 107.8 44.4 44.4 Actuated g/C Ratio 0.20 0.20 0.06 0.74 0.31 0.31 Clearance Time (s) 4.2 4.2 4.0 4.2 4.2 Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 301 197 102 1240 48 528 v/s Ratio Prot c0.09 c0.45 0.34 v/s Ratio Perm 0.11 c0.22 c0.40 v/c Ratio 0.55 1.11 1.40 0.60 1.31 1.10 Uniform Delay, d1 52.3 58.1 68.0 8.6 50.3 50.3 Progression Factor 1.00 1.00 1.33 0.39 1.00 1.00 Incremental Delay, d2 1.1 97.2 202.9 0.2 234.9 67.9 Delay (s) 53.4 155.3 293.3 3.6 285.2 118.2 Level of Service D F F A F F Approach Delay (s) 53.4 155.3 49.9 134.6 Approach LOS D F D F Intersection Summary HCM 2000 Control Delay 90.5 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 1.06 Actuated Cycle Length (s) 145.0 Sum of lost time (s) 20.8 Intersection Capacity Utilization 81.5% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 3: S Spruce Ave & Mayfair Ave 06/09/2023 Future with Lindenville Specific Plan Project PM Synchro 11 Report Fehr and Peers Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 22 6 65 8 45 190 112 594 0 85 522 32 Future Volume (vph) 22 6 65 8 45 190 112 594 0 85 522 32 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.2 4.2 4.0 4.2 4.2 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 0.96 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Frt 0.91 0.89 1.00 1.00 0.99 Flt Protected 0.99 1.00 0.95 1.00 0.99 Satd. Flow (prot) 1510 1663 1656 1743 1734 Flt Permitted 0.99 0.99 0.95 1.00 0.64 Satd. Flow (perm) 1510 1649 1656 1743 1109 Peak-hour factor, PHF 0.90 0.92 0.90 0.92 0.92 0.92 0.90 0.90 0.92 0.92 0.90 0.90 Adj. Flow (vph) 24 7 72 9 49 207 124 660 0 92 580 36 RTOR Reduction (vph) 0 58 0 0 890000010 Lane Group Flow (vph) 0 45 0 0 176 0 124 660 0 0 707 0 Confl. Peds. (#/hr) 10 Heavy Vehicles (%) 9% 2% 9% 2% 2% 2% 9% 9% 2% 2% 9% 9% Turn Type Split NA Perm NA Prot NA Perm NA Protected Phases 4 4 8! 5 2 3 6 8! Permitted Phases 8! 3 6 8! Actuated Green, G (s) 22.0 20.0 9.0 57.4 97.4 Effective Green, g (s) 22.0 20.0 9.0 57.4 97.4 Actuated g/C Ratio 0.15 0.14 0.06 0.40 0.67 Clearance Time (s) 4.2 4.2 4.0 4.2 Vehicle Extension (s) 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 229 227 102 689 744 v/s Ratio Prot c0.03 c0.07 c0.38 v/s Ratio Perm 0.11 c0.64 v/c Ratio 0.20 0.78 1.22 0.96 0.95 Uniform Delay, d1 53.8 60.3 68.0 42.6 21.6 Progression Factor 1.00 1.00 1.00 1.00 1.22 Incremental Delay, d2 0.2 14.0 158.1 25.4 3.2 Delay (s) 53.9 74.3 226.1 68.0 29.6 Level of Service D E F E C Approach Delay (s) 53.9 74.3 93.0 29.6 Approach LOS D E F C Intersection Summary HCM 2000 Control Delay 64.1 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 0.88 Actuated Cycle Length (s) 145.0 Sum of lost time (s) 20.8 Intersection Capacity Utilization 93.1% ICU Level of Service F Analysis Period (min) 15 ! Phase conflict between lane groups. c Critical Lane Group HCM 6th Signalized Intersection Summary 4: S. Linden Ave & N Canal St 06/09/2023 Future with Lindenville Specific Plan Project PM Synchro 11 Report Fehr and Peers Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 99 0 1190002056600052754 Future Volume (veh/h) 99 0 119 0 0 0 205 660 0 0 527 54 Initial Q (Qb), veh 0 0 0 000000000 Ped-Bike Adj(A_pbT) 0.99 0.99 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1767 1767 1767 1767 1767 1767 1767 1767 1767 0 1767 1767 Adj Flow Rate, veh/h 110 0 1320002287330058660 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, %999999999099 Cap, veh/h 211 18 158 0 357 0 351 1236 0 0 1023 105 Arrive On Green 0.20 0.00 0.20 0.00 0.00 0.00 0.65 0.65 0.00 0.00 0.65 0.65 Sat Flow, veh/h 561 91 782 0 1767 0 380 1983 0 0 1576 161 Grp Volume(v), veh/h 242 00000406555000646 Grp Sat Flow(s),veh/h/ln 14340001767075515270001737 Q Serve(g_s), s 7.3 0.0 0.0 0.0 0.0 0.0 16.1 10.8 0.0 0.0 0.0 11.2 Cycle Q Clear(g_c), s 8.7 0.0 0.0 0.0 0.0 0.0 27.3 10.8 0.0 0.0 0.0 11.2 Prop In Lane 0.45 0.55 0.00 0.00 0.56 0.00 0.00 0.09 Lane Grp Cap(c), veh/h 38700035705959920001128 V/C Ratio(X) 0.63 0.00 0.00 0.00 0.00 0.00 0.68 0.56 0.00 0.00 0.00 0.57 Avail Cap(c_a), veh/h 54700055705959920001128 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 0.00 0.00 0.00 1.00 1.00 0.00 0.00 0.00 1.00 Uniform Delay (d), s/veh 20.5 0.0 0.0 0.0 0.0 0.0 10.5 5.2 0.0 0.0 0.0 5.3 Incr Delay (d2), s/veh 0.6 0.0 0.0 0.0 0.0 0.0 6.2 2.3 0.0 0.0 0.0 2.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.7 0.0 0.0 0.0 0.0 0.0 4.4 2.9 0.0 0.0 0.0 3.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 21.2 0.0 0.0 0.0 0.0 0.0 16.8 7.5 0.0 0.0 0.0 7.4 LnGrp LOS C AAAAABAAAAA Approach Vol, veh/h 242 0 961 646 Approach Delay, s/veh 21.2 0.0 11.4 7.4 Approach LOS C B A Timer - Assigned Phs 2468 Phs Duration (G+Y+Rc), s 39.0 14.9 39.0 14.9 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 35.0 17.0 35.0 17.0 Max Q Clear Time (g_c+I1), s 13.2 10.7 29.3 0.0 Green Ext Time (p_c), s 3.2 0.5 2.7 0.0 Intersection Summary HCM 6th Ctrl Delay 11.3 HCM 6th LOS B HCM 6th Signalized Intersection Summary 6: Produce Ave./Airport Blvd. & San Mateo Ave./So. Airport Blvd.06/09/2023 Future with Lindenville Specific Plan Project PM Synchro 11 Report Fehr and Peers Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 409 199 832 571 606 950 13 120 7 255 1120 130 Future Volume (veh/h) 409 199 832 571 606 950 13 120 7 255 1120 130 Initial Q (Qb), veh 0 00000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1441 1441 1441 1618 1618 1618 1796 1796 1796 1811 1811 1811 Adj Flow Rate, veh/h 454 221 0 436 951 0 14 133 0 283 1244 0 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, % 31 31 31 19 19 19 7 7 7 6 6 6 Cap, veh/h 518 272 446 937 55 594 382 1270 Arrive On Green 0.19 0.19 0.00 0.29 0.29 0.00 0.03 0.17 0.00 0.22 0.37 0.00 Sat Flow, veh/h 2744 1441 1221 1541 3237 1372 1711 3413 1522 1725 3441 1535 Grp Volume(v), veh/h 454 221 0 436 951 0 14 133 0 283 1244 0 Grp Sat Flow(s),veh/h/ln1372 1441 1221 1541 1618 1372 1711 1706 1522 1725 1721 1535 Q Serve(g_s), s 24.1 22.1 0.0 42.0 43.4 0.0 1.2 5.0 0.0 22.9 53.6 0.0 Cycle Q Clear(g_c), s 24.1 22.1 0.0 42.0 43.4 0.0 1.2 5.0 0.0 22.9 53.6 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 518 272 446 937 55 594 382 1270 V/C Ratio(X) 0.88 0.81 0.98 1.02 0.25 0.22 0.74 0.98 Avail Cap(c_a), veh/h 812 426 446 937 125 594 382 1270 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.56 0.56 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 Uniform Delay (d), s/veh59.2 58.3 0.0 52.8 53.3 0.0 70.8 53.2 0.0 54.4 46.8 0.0 Incr Delay (d2), s/veh 2.5 1.8 0.0 36.7 33.3 0.0 0.9 0.9 0.0 12.2 20.9 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln8.6 8.2 0.0 20.9 22.1 0.0 0.5 2.2 0.0 11.2 26.3 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 61.7 60.1 0.0 89.5 86.6 0.0 71.7 54.1 0.0 66.6 67.6 0.0 LnGrp LOS E E F F E D E E Approach Vol, veh/h 675 1387 147 1527 Approach Delay, s/veh 61.2 87.5 55.8 67.4 Approach LOS E F E E Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s8.9 60.2 32.9 38.1 31.0 48.0 Change Period (Y+Rc), s 4.0 4.9 4.6 4.9 * 4.9 4.6 Max Green Setting (Gmax), s11.0 33.1 44.4 18.0 * 26 43.4 Max Q Clear Time (g_c+I1), s3.2 55.6 26.1 24.9 7.0 45.4 Green Ext Time (p_c), s 0.0 0.0 2.2 0.0 0.4 0.0 Intersection Summary HCM 6th Ctrl Delay 73.3 HCM 6th LOS E Notes User approved volume balancing among the lanes for turning movement. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [NBR, EBR, WBR, SBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th Signalized Intersection Summary 7: Spruce Ave & Victory Ave 06/09/2023 Future with Lindenville Specific Plan Project PM Synchro 11 Report Fehr and Peers Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 0 0 242 0 183 0 556 190 57 539 0 Future Volume (veh/h) 0 0 0 242 0 183 0 556 190 57 539 0 Initial Q (Qb), veh 000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 0.99 1.00 1.00 0.99 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1767 1767 1767 1767 1767 1767 1767 1767 1767 Adj Flow Rate, veh/h 269 0 0 0 618 0 63 599 0 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, % 9 9 9 9 9 9 9 9 9 Cap, veh/h 335 0 2 1103 79 1253 0 Arrive On Green 0.20 0.00 0.00 0.00 0.63 0.00 0.05 0.72 0.00 Sat Flow, veh/h 1682 0 0 1682 1752 0 1682 1752 0 Grp Volume(v), veh/h 269 0 0 0 618 0 63 599 0 Grp Sat Flow(s),veh/h/ln 1682 0 0 1682 1752 0 1682 1752 0 Q Serve(g_s), s 13.7 0.0 0.0 0.0 18.2 0.0 3.3 13.3 0.0 Cycle Q Clear(g_c), s 13.7 0.0 0.0 0.0 18.2 0.0 3.3 13.3 0.0 Prop In Lane 1.00 0.00 1.00 0.00 1.00 0.00 Lane Grp Cap(c), veh/h 335 0 2 1103 79 1253 0 V/C Ratio(X) 0.80 0.00 0.00 0.56 0.80 0.48 0.00 Avail Cap(c_a), veh/h 525 0 75 1103 88 1253 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 0.00 1.00 0.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 34.3 0.0 0.0 0.0 9.6 0.0 42.5 5.6 0.0 Incr Delay (d2), s/veh 2.2 0.0 0.0 0.0 2.1 0.0 31.7 1.3 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.8 0.0 0.0 0.0 6.7 0.0 2.1 4.3 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 36.5 0.0 0.0 0.0 11.6 0.0 74.2 6.9 0.0 LnGrp LOS D A A B E A A Approach Vol, veh/h 269 618 662 Approach Delay, s/veh 36.5 11.6 13.3 Approach LOS D B B Timer - Assigned Phs 1 2 4 5 6 Phs Duration (G+Y+Rc), s7.7 60.8 21.4 0.0 68.6 Change Period (Y+Rc), s 3.5 * 4.2 3.5 3.5 * 4.2 Max Green Setting (Gmax), s4.7 * 46 28.1 4.0 * 47 Max Q Clear Time (g_c+I1), s5.3 20.2 15.7 0.0 15.3 Green Ext Time (p_c), s 0.0 4.6 0.9 0.0 4.5 Intersection Summary HCM 6th Ctrl Delay 16.6 HCM 6th LOS B Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [NBR, WBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th AWSC 8: S. Linden Ave & Victory Ave.06/09/2023 Future with Lindenville Specific Plan Project PM Synchro 11 Report Fehr and Peers Intersection Intersection Delay, s/veh210.8 Intersection LOS F Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 134 31 82 19 21 79 162 621 40 44 317 173 Future Vol, veh/h 134 31 82 19 21 79 162 621 40 44 317 173 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles, %999999999999 Mvmt Flow 149 34 91 21 23 88 180 690 44 49 352 192 Number of Lanes 010010010010 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach RightNB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 25.4 17.7 364.8 102.1 HCM LOS D C F F Lane NBLn1 EBLn1WBLn1 SBLn1 Vol Left, % 20% 54% 16% 8% Vol Thru, % 75% 13% 18% 59% Vol Right, % 5% 33% 66% 32% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 823 247 119 534 LT Vol 162 134 19 44 Through Vol 621 31 21 317 RT Vol 40 82 79 173 Lane Flow Rate 914 274 132 593 Geometry Grp 1111 Degree of Util (X) 1.752 0.595 0.304 1.106 Departure Headway (Hd) 7.252 9.42510.279 7.961 Convergence, Y/N Yes Yes Yes Yes Cap 512 387 352 463 Service Time 5.252 7.425 8.279 5.961 HCM Lane V/C Ratio 1.785 0.708 0.375 1.281 HCM Control Delay 364.8 25.4 17.7 102.1 HCM Lane LOS F D C F HCM 95th-tile Q 52.8 3.7 1.3 17 HCM 6th Signalized Intersection Summary 9: Dollar Ave & Southline & S. Linden Ave 06/09/2023 Future with Lindenville Specific Plan Project PM Synchro 11 Report Fehr and Peers Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 278 406 154 58 550 251 161 293 42 232 130 246 Future Volume (veh/h) 278 406 154 58 550 251 161 293 42 232 130 246 Initial Q (Qb), veh 0 00000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1693 1870 1693 1870 1693 1693 1693 1693 1870 Adj Flow Rate, veh/h 302 441 167 66 598 244 175 333 48 264 124 267 Peak Hour Factor 0.92 0.92 0.92 0.88 0.92 0.88 0.92 0.88 0.88 0.88 0.88 0.92 Percent Heavy Veh, % 2 2 2 14 2 14 2 14 14 14 14 2 Cap, veh/h 306 755 283 147 777 311 210 369 53 277 148 318 Arrive On Green 0.17 0.30 0.30 0.09 0.22 0.22 0.12 0.26 0.26 0.17 0.31 0.31 Sat Flow, veh/h 1781 2528 949 1612 3554 1424 1781 1446 208 1612 478 1029 Grp Volume(v), veh/h 302 309 299 66 598 244 175 0 381 264 0 391 Grp Sat Flow(s),veh/h/ln1781 1777 1700 1612 1777 1424 1781 0 1655 1612 0 1507 Q Serve(g_s), s 14.8 12.9 13.1 3.4 13.8 14.1 8.4 0.0 19.5 14.2 0.0 21.2 Cycle Q Clear(g_c), s 14.8 12.9 13.1 3.4 13.8 14.1 8.4 0.0 19.5 14.2 0.0 21.2 Prop In Lane 1.00 0.56 1.00 1.00 1.00 0.13 1.00 0.68 Lane Grp Cap(c), veh/h 306 531 508 147 777 311 210 0 422 277 0 466 V/C Ratio(X) 0.99 0.58 0.59 0.45 0.77 0.78 0.83 0.00 0.90 0.95 0.00 0.84 Avail Cap(c_a), veh/h 306 650 622 184 1097 440 265 0 511 277 0 500 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh36.1 26.0 26.1 37.6 32.1 32.2 37.7 0.0 31.5 35.9 0.0 28.2 Incr Delay (d2), s/veh 48.1 0.4 0.4 2.1 1.2 3.6 13.6 0.0 15.5 41.4 0.0 10.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln10.4 5.3 5.2 1.4 6.0 5.1 4.4 0.0 9.3 8.7 0.0 8.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 84.3 26.4 26.5 39.8 33.3 35.9 51.3 0.0 47.0 77.3 0.0 38.8 LnGrp LOS F C C D C D D A D E A D Approach Vol, veh/h 910 908 556 655 Approach Delay, s/veh 45.6 34.5 48.3 54.3 Approach LOS D C D D Timer - Assigned Phs 12345678 Phs Duration (G+Y+Rc), s19.0 26.3 12.0 30.1 14.3 31.0 19.0 23.1 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s15.0 27.0 10.0 32.0 13.0 29.0 15.0 27.0 Max Q Clear Time (g_c+I1), s16.2 21.5 5.4 15.1 10.4 23.2 16.8 16.1 Green Ext Time (p_c), s 0.0 0.8 0.0 2.3 0.1 1.0 0.0 2.7 Intersection Summary HCM 6th Ctrl Delay 44.7 HCM 6th LOS D Notes User approved ignoring U-Turning movement. HCM 6th Signalized Intersection Summary 10: San Mateo Ave & S. Linden Ave 06/09/2023 Future with Lindenville Specific Plan Project PM Synchro 11 Report Fehr and Peers Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 378 455 405 427 414 266 Future Volume (veh/h) 378 455 405 427 414 266 Initial Q (Qb), veh 0 00000 Ped-Bike Adj(A_pbT) 1.00 1.00 0.99 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1767 1767 1767 1767 1767 1767 Adj Flow Rate, veh/h 420 139 450 138 460 296 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, %999999 Cap, veh/h 453 403 486 409 515 1114 Arrive On Green 0.27 0.27 0.28 0.28 0.31 0.63 Sat Flow, veh/h 1682 1497 1767 1489 1682 1767 Grp Volume(v), veh/h 420 139 450 138 460 296 Grp Sat Flow(s),veh/h/ln1682 1497 1767 1489 1682 1767 Q Serve(g_s), s 19.4 6.0 19.8 5.9 20.9 5.9 Cycle Q Clear(g_c), s 19.4 6.0 19.8 5.9 20.9 5.9 Prop In Lane 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 453 403 486 409 515 1114 V/C Ratio(X) 0.93 0.34 0.93 0.34 0.89 0.27 Avail Cap(c_a), veh/h 463 412 486 409 515 1114 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.89 0.89 0.66 0.66 0.87 0.87 Uniform Delay (d), s/veh28.5 23.5 28.2 23.2 26.5 6.5 Incr Delay (d2), s/veh 22.3 0.2 19.4 1.5 15.6 0.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln10.3 5.4 10.7 2.2 10.3 2.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 50.8 23.7 47.6 24.6 42.1 7.1 LnGrp LOS DCDCDA Approach Vol, veh/h 559 588 756 Approach Delay, s/veh 44.0 42.2 28.4 Approach LOS D D C Timer - Assigned Phs 2 4 5 6 Phs Duration (G+Y+Rc), s 54.5 25.5 28.5 26.0 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 50.0 22.0 24.0 22.0 Max Q Clear Time (g_c+I1), s 7.9 21.4 22.9 21.8 Green Ext Time (p_c), s 1.3 0.1 0.1 0.1 Intersection Summary HCM 6th Ctrl Delay 37.3 HCM 6th LOS D HCM 6th Signalized Intersection Summary 11: San Mateo Ave & Tanforan Ave/Shaw Rd 06/09/2023 Future with Lindenville Specific Plan Project PM Synchro 11 Report Fehr and Peers Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 141 0 57 1 0 172 30 520 6 103 451 90 Future Volume (veh/h) 141 0 57 1 0 172 30 520 6 103 451 90 Initial Q (Qb), veh 0 00000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 0.88 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1767 1767 1767 1767 1767 1767 1767 1767 1767 1767 1767 1767 Adj Flow Rate, veh/h 157 0 63 1 0 191 33 578 7 114 501 100 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, %999999999999 Cap, veh/h 252 12 70 52 2 362 77 788 9 143 902 180 Arrive On Green 0.24 0.00 0.24 0.24 0.00 0.24 0.48 0.48 0.48 0.08 0.63 0.63 Sat Flow, veh/h 680 50 293 2 6 1506 47 1636 19 1682 1430 285 Grp Volume(v), veh/h 220 0 0 192 0 0 618 0 0 114 0 601 Grp Sat Flow(s),veh/h/ln1023 0 0 1514 0 0 1702 0 0 1682 0 1715 Q Serve(g_s), s 6.8 0.0 0.0 0.0 0.0 0.0 4.4 0.0 0.0 4.7 0.0 13.9 Cycle Q Clear(g_c), s 14.7 0.0 0.0 7.8 0.0 0.0 20.0 0.0 0.0 4.7 0.0 13.9 Prop In Lane 0.71 0.29 0.01 0.99 0.05 0.01 1.00 0.17 Lane Grp Cap(c), veh/h 334 0 0 416 0 0 875 0 0 143 0 1082 V/C Ratio(X) 0.66 0.00 0.00 0.46 0.00 0.00 0.71 0.00 0.00 0.80 0.00 0.56 Avail Cap(c_a), veh/h 352 0 0 441 0 0 875 0 0 156 0 1082 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00 0.70 0.00 0.70 Uniform Delay (d), s/veh25.8 0.0 0.0 23.2 0.0 0.0 14.5 0.0 0.0 31.5 0.0 7.3 Incr Delay (d2), s/veh 4.2 0.0 0.0 0.8 0.0 0.0 4.8 0.0 0.0 17.1 0.0 1.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln3.7 0.0 0.0 2.7 0.0 0.0 8.2 0.0 0.0 2.5 0.0 4.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 30.0 0.0 0.0 24.0 0.0 0.0 19.3 0.0 0.0 48.5 0.0 8.8 LnGrp LOS C A A C A A B A A D A A Approach Vol, veh/h 220 192 618 715 Approach Delay, s/veh 30.0 24.0 19.3 15.1 Approach LOS C C B B Timer - Assigned Phs 2 4 5 6 8 Phs Duration (G+Y+Rc), s 48.7 21.3 10.4 38.2 21.3 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 43.0 18.0 6.5 32.0 18.0 Max Q Clear Time (g_c+I1), s 15.9 9.8 6.7 22.0 16.7 Green Ext Time (p_c), s 4.8 0.7 0.0 3.2 0.2 Intersection Summary HCM 6th Ctrl Delay 19.4 HCM 6th LOS B HCM 6th Signalized Intersection Summary 12: San Mateo Ave & Utah Ave 06/09/2023 Future with Lindenville Specific Plan Project PM Synchro 11 Report Fehr and Peers Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 322 411 850 188 80 551 Future Volume (veh/h) 322 411 850 188 80 551 Initial Q (Qb), veh 0 00000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 350 375 924 204 87 599 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, %222222 Cap, veh/h 481 428 1282 283 139 2100 Arrive On Green 0.27 0.27 0.44 0.44 0.08 0.59 Sat Flow, veh/h 1781 1585 2988 638 1781 3647 Grp Volume(v), veh/h 350 375 567 561 87 599 Grp Sat Flow(s),veh/h/ln1781 1585 1777 1755 1781 1777 Q Serve(g_s), s 10.3 13.0 15.0 15.1 2.7 4.8 Cycle Q Clear(g_c), s 10.3 13.0 15.0 15.1 2.7 4.8 Prop In Lane 1.00 1.00 0.36 1.00 Lane Grp Cap(c), veh/h 481 428 787 778 139 2100 V/C Ratio(X) 0.73 0.88 0.72 0.72 0.62 0.29 Avail Cap(c_a), veh/h 557 496 787 778 186 2100 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh19.1 20.1 13.1 13.1 25.7 5.8 Incr Delay (d2), s/veh 3.1 13.2 5.6 5.7 1.7 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln4.2 5.9 6.2 6.2 1.1 1.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 22.1 33.3 18.7 18.9 27.4 6.1 LnGrp LOS C C B B C A Approach Vol, veh/h 725 1128 686 Approach Delay, s/veh 27.9 18.8 8.8 Approach LOS C B A Timer - Assigned Phs 1 2 6 8 Phs Duration (G+Y+Rc), s8.5 29.5 38.0 19.5 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s6.0 24.0 34.0 18.0 Max Q Clear Time (g_c+I1), s4.7 17.1 6.8 15.0 Green Ext Time (p_c), s 0.0 3.0 2.9 0.5 Intersection Summary HCM 6th Ctrl Delay 18.7 HCM 6th LOS B