TRAFFIC IMPACT ANALYSIS FOR. Prepared For: Din/Cal 3, Inc Richmond Avenue, Suite 200 Houston, Texas Prepared By:

TRAFFIC IMPACT ANALYSIS FOR STERLING 5 th STREET APARTMENTS PROJECT Davis, CA Prepared For: Din/Cal 3, Inc. 3411 Richmond Avenue, Suite 200 Houston, Texas 77046 Prepared By: KD Anderson & Associates, Inc. 3853 Taylor Road, Suite G Loomis, California 95650 (916) 660-1555 August 10, 2016 2320-04 Sterling 5 th St Apartments- Davis.rpt Transportation Engineers

STERLING 5 th STREET APARTMENTS PROJECT TRAFFIC IMPACT ANALYSIS TABLE OF CONTENTS EXECUTIVE SUMMARY... i INTRODUCTION... 1 Study Purpose and Objectives... 1 Project Description... 1 EXISTING SETTING... 4 Study Area... 4 Roadways... 4 Intersections... 4 Level of Service Analysis... 6 Existing Traffic Conditions... 8 Non-Automobile Transportation... 14 PROJECT IMPACTS... 16 Project Characteristics... 16 Existing Plus Project Level of Service Impacts... 23 Site Access Analysis... 25 Pedestrian Access & Circulation / Impacts... 25 Bicycle Circulation / Impacts... 26 Transit Impacts... 26 Queuing Analysis... 27 Effect on Post Office Circulation... 30 EXISTING PLUS APPROVED PROJECTS (EPAP) IMPACTS... 31 Approved Projects... 31 Existing Plus Approved Projects (EPAP) Conditions... 31 EPAP Plus Project... 32 CUMULATIVE 2035 IMPACTS... 36 Background Information... 36 Scenario #1 Cumulative 2035 Traffic Conditions with Embassy Suites... 36 Scenario #1 Cumulative 2035 w/embassy Suites Plus Project Traffic Conditions... 40 Scenario #2 Cumulative 2035 Traffic Conditions w/embassy Suites, MRIC and Nishi Projects... 40 Scenario #2 Cumulative 2035 w/mric and Nishi Projects Plus Project Traffic Conditions... 40 ALTERNATIVES ANALYSIS... 43 Project Alternatives... 43 Trip Generation... 44 IMPACT SUMMARY / MITIGATION MEASURES... 47 REFERENCES... 50 APPENDIX... 51

STERLING 5 th STREET APARTMENTS PROJECT TRAFFIC IMPACT ANALYSIS EXECUTIVE SUMMARY Project Description. This study evaluates the traffic impacts associated with the proposed Sterling 5 th Street Apartment Project in Davis. The project will be located along 5 th Street east of Pole Line Road in the vacant Families First site just east of the main post office. The project consists of a 244- unit apartment complex that would be developed as two separate sites and includes 203 units and 727 beds for UC Davis students and 41 units with 74 bedrooms identified for affordable housing. The combined project would have a total of 591 on-site parking spaces. The market-rate portion of the project is expected to cater to University of California Davis (UCD) students. Access to the site will be along 5 th Street, at the existing Families First driveway. The project is expected to generate approximately 1,454 new daily trips. 94 new trips are projected during the a.m. peak hour and 156 new trips will be generated in the p.m. peak hour. Existing Setting. Levels of Service were evaluated for nine (9) intersections in the area of the proposed project. The analysis considered both a.m. and p.m. traffic for analysis. The existing intersections operate at acceptable levels of service, at LOS C or better. This satisfies the City s LOS E minimum. - However, current resident complaints regarding Rancho Yolo access at the Pole Line Road / Diameter Drive intersection could be addressed by restriping Pole Line Road to reduce the crossing distance for exiting motorists making left turns onto southbound Pole Line Road. This change is recommended. Existing Plus Project Specific Impacts. The existing operating level of service will be maintained with the addition of project traffic. All locations operate at LOS C or better. Thus, the project s traffic impact is not significant based on this LOS criteria and no mitigation is required. Pedestrians, automobiles and bicycles will mix at the trail crossing on the project driveway, as was the case when Families First was in operation on this site. While review of the current landscaping plan indicates that potential conflicts will be resolved by providing adequate sight distance for all transportation modes, this issue will need to be reviewed when the final landscape plan is prepared. The project impact is not significant with the development of sight distance satisfying City requirements. Pedestrian access to the westbound Unitrans bus stop is about 300 west of the project. The closest crossing is at the 5 th Street / Pole Line Road intersection about 350 from the west side of the site. It is possible that residents may cross 5 th Street mid-block to reach the bus stop because of the out of direction travel. The following mitigation should be undertaken to facilitate pedestrian travel across 5 th Street: Traffic Impact Analysis for Sterling 5 th Street Apartments, Davis, CA (8/10/2016) Page i

- A mid-block pedestrian crossing should be constructed along the project frontage to facilitate pedestrian crossings of 5 th Street. The crossing should include a signed and marked crosswalk, center refuge island and a pedestrian actuated rectangular rapid flashing beacon (RRFB) to alert approaching motorists of impending pedestrian traffic. Standard City of Davis conditions of approval will require payment of existing MPFP fees as mitigation for city-wide impacts. Existing Plus Approved Projects (EPAP) Setting. All intersections will continue to operate at acceptable levels of service, at LOS C or better. EPAP Plus Project Specific Impacts. The addition of the project will maintain acceptable levels of service at the study intersections, at LOS C or better. The project s impacts are not significant and no additional mitigation is required. Cumulative Conditions Scenario #1 - Cumulative Year 2035 Conditions without Project. The analysis of Cumulative 2035 impacts is intended to consider the impact of this project within the context of future conditions in the City of Davis. The Cumulative 2035 Traffic Conditions assumes the project site remains undeveloped and the approved Embassy Suites / Conference Center project is incorporated. Cumulative 2035 traffic volumes along the study roadways were developed by Fehr and Peers using the Davis Travel Demand Model. All intersections and roadway segments except the 2 nd Street / Cantrill Drive intersection will operate at LOS E or better. This is consistent with the City of Davis LOS thresholds. The 2 nd Street / Cantrill Drive intersection will operate at LOS F with a delay of 79 seconds and will meet the peak hour signal warrant in the p.m. peak hour. The following recommendation is made: - Install a traffic signal at the 2nd Street / Cantrill Drive intersection. This will result in a LOS B condition (10.6 seconds) in the p.m. peak hour. Scenario #1 - Cumulative Year 2035 Conditions with Project. The addition of the project will maintain acceptable levels of service at all study intersections except 2 nd Street at Cantrill Drive, with each intersection operating at LOS E or better. The 2 nd Street / Cantrill Drive intersection will continue to operate at LOS F, with a delay of 81 seconds, and meet the peak hour signal warrant. The project will add 1.06% additional traffic to the intersection which is above the 1% significance threshold set by the City for unsignalized intersections. This is considered a significant impact. All roadway segments will continue to operate with acceptable City thresholds, at LOS E or better. The project should pay their fair share of the 2 nd Street / Cantrill Drive traffic signal identified under No Project conditions. The fair share is defined as the project traffic divided by the difference between future and existing plus approved projects volumes. The fair share project contribution is 3.3%, and the intersection will operate at an LOS B condition (10.7 seconds) in the p.m. peak hour. Traffic Impact Analysis for Sterling 5 th Street Apartments, Davis, CA (8/10/2016) Page ii

Scenario #2 - Cumulative Year 2035 Conditions with MRIC and Nishi Projects. Under the Cumulative 2035 with MRIC and Nishi scenario all roadway segments will operate at LOS E or better. Cumulative Year 2035 Conditions with MRIC and Nishi Projects plus Project. Under the Cumulative 2035 with MRIC and Nishi Projects plus Project scenario all roadway segments except one will continue to operate at LOS E or better and satisfy the minimum standard. The Pole Line Road segment between 5 th Street and Cowell Blvd will decline to LOS F. The MRIC DEIR concluded that no improvements were available to provide the minimum LOS E standard. This is considered significant and unavoidable. Traffic Impact Analysis for Sterling 5 th Street Apartments, Davis, CA (8/10/2016) Page iii

STERLING 5 th STREET APARTMENTS PROJECT TRAFFIC IMPACT ANALYSIS INTRODUCTION Study Purpose and Objectives This study evaluates the traffic impacts associated with the proposed Sterling 5 th Street Apartment Project in Davis. The project is located along 5 th Street east of Pole Line Road in the vacant Families First site just east of the main post office (Figure 1). The project consists of a 244-unit apartment complex that would be developed as two separate sites and includes 203 units and 727 beds for UC Davis students and 41 units with 74 bedrooms identified for affordable housing (Figure 2). The market-rate portion of the project is expected to cater to University of California Davis (UCD) students. Access to the site will be along 5 th Street, at the existing driveway. The study parameters are consistent with City of Davis guidelines. The study addresses the following traffic scenarios: 1. Existing A.M. and P.M. Peak Hour Traffic Conditions; 2. Existing Plus Project A.M. and P.M. Peak Hour Traffic Conditions; 3. Existing Plus Approved Projects (EPAP) A.M. and P.M. Peak Hour Conditions; 4. EPAP Plus Project A.M. and P.M. Peak Hour Conditions; 5. Cumulative Year 2035 Conditions with Embassy Suites without Project; 6. Cumulative Year 2035 Conditions with Embassy Suites Plus Project; 7. Cumulative Year 2035 Conditions with Embassy Suites, Nishi and MRIC Projects; and 8. Cumulative Year 2035 with Embassy Suites, Nishi and MRIC Projects Plus Project. The objective of this study is to identify what effects the projects will have on the area roadway network and local intersections. Project Description The Sterling 5 th Street project is an apartment complex consisting of two sites, a market-rate apartment project that is focused primarily on providing housing for University of California Davis (UCD) students and a separate affordable apartment project. The two projects will provide 244 apartment units, of which 203 will be student related housing. The remaining 41 units will be affordable multifamily residential. The unit types will vary, with the student housing consisting of 1, 2, 4 and 5 bedroom units while the multifamily units will be 1, 2 or 3 bedrooms. The student housing component will have a total of 727 beds. Access to the project will include a primary access driveway along 5 th Street about midway along the project frontage. A secondary driveway for emergency vehicle access only will also be provided. A 6-story (7 parking levels) parking structure on the south side of the site will be constructed as part of the project. A total of 550 parking spaces will be available for students in the parking structure and in surface spaces near the leasing office. 41 parking spaces will be provided for the affordable apartments in a surface lot on the affordable housing site. Traffic Impact Analysis for Page 1 Sterling 5 th Street Apartments, Davis, CA (August 10, 2016)

PROJECT LOCATION KD Anderson & Associates, Inc. Transportation Engineers 2320-04 RA 8/10/2016 VICINITY MAP figure 1

PROPOSED PEDESTRIAN CROSSING MARKET RATE STUDENT HOUSING AFFORDABLE HOUSING KD Anderson & Associates, Inc. SITE PLAN Transportation Engineers 2320-04 RA 8/10/2016 Figure 2

EXISTING SETTING Study Area This study addresses traffic conditions on the adjacent roadways that will be used to access the site and a review of the site plan. The text that follows describes these facilities. Roadways 5 th Street. 5 th Street is identified as a major arterial west of Pole Line Road and a minor arterial east of Pole Line Road. Between Pole Line Road and Cantrill Drive the road consists of two lanes in each direction with a center turn lane or landscaped median. Just west of the Cantrill Drive roundabout the road narrows to single lanes in each direction and continues as a two-lane roadway east to Alhambra Drive. There is a raised median on 5 th Street with a left turn pocket for access to the project site s existing driveway. There is a two-way left turn lane west of the driveway which turns into a raised median as it approaches the intersection at Pole Line Road. Bike lanes are present in both directions and parking is prohibited. A multi-purpose trail runs parallel to both sides of 5 th Street eastwards from Pole Line Road to Alhambra Drive. West of the project site between Pole Line Road and L Street, 5 th Street contains two lanes in each direction. No bike lanes are currently provided on this section. The multi-purpose path continues along the south side of 5 th Street. In 2014 the City reconfigured 5 th Street between A Street and L Street from four lanes to three lanes. This included a through lane in each direction and dedicated left turn lanes at signalized intersections west of G Street, and a two-way-left-turn-lane at unsignalized intersections east of G Street. The project provided for Class II bike lanes on both sides from A Street to L Street. October 2011 traffic counts show traffic along 5 th Street east of the post office to be about 10,330 average daily traffic (ADT) and daily count data collected in May 2012 shows traffic volumes west of the post office to be about 11,400 ADT. The posted speed along 5 th Street is 30 mph, east of L Street. The posted speed limit on Fifth Street west of L Street is 25 mph. The main post office is located in the southeast quadrant of the Pole Line Road / 5 th Street intersection with public ingress along 5 th Street and right turn only egress along Pole Line Road. The post office 5 th Street driveway is located about 300 west of the proposed project access main driveway. The center turn lane along 5 th Street is available for westbound left turning traffic to queue to enter the post office. Intersections The quality of traffic flow is often governed by the operation of the local intersections. For this study nine intersections were identified for evaluation. The study locations include: The Pole Line Road / East 8 th Street intersection is located north of the project site. The intersection is signalized with protected left turns along Pole Line Road and permitted left turns Traffic Impact Analysis for Page 4 Sterling 5 th Street Apartments, Davis, CA (August 10, 2016)

along East 8 th Street. The approaches along Pole Line Road include dedicated left and right turn lanes and a single through lane. The approaches along East 8 th Street include a through-left lane and a dedicated right turn lane. Bicycle lanes are present along each approach along with marked crosswalks. The E. 8 th Street / Diameter Drive (Rancho Yolo) intersection is located north of the project site. The intersection is a tee intersection and is stop controlled on the Diameter Drive approach. All approaches have a single through travel lane. Bike lanes and sidewalk are present along E. 8 th Street only and there are no marked crosswalks at the intersection. The Pole Line Road / Diameter Drive (Rancho Yolo) intersection is located north of the project site. The intersection is a tee intersection and is stop controlled on the Diameter Drive approach. Northbound Pole Line Road includes a through lane and a separate right turn lane, The southbound Pole Line Road approach includes a through lane and a left turn lane that is striped as a Two-Way-Left-Turn-Lane (TWLTL) to serve various driveways along the west side of Pole Line Road. Diameter Drive is a single lane approach. Bike lanes are present along Pole Line Road. Sidewalk is present along Pole Line Road only, and there are no marked crosswalks at the intersection. The Russell Blvd / Howard Way / College Park intersection is an 8-phase signal controlled intersection west of the site. This intersection provides access into the north side of the UC Davis campus; additional access to the campus can be made via the Russell Blvd / Anderson Road/ LaRue Road intersection further west. The intersection consists of four legs. The Russell Blvd approaches include a dedicated left turn lane, a through lane and a through-right lane. The College Park approach includes left, through and right turn lanes. The Howard Way approach includes a left turn lane and a through-right lane. Sidewalk is present along the north side of Russell Blvd and College Park while a multi-use path parallels Russell Blvd on the south side of the road. A multi-use path is available along the west side of Howard Way while a sidewalk is present on the east side leading to the campus. Bike lanes are not present along Russell Blvd, however, the multi-use path on the south side of the street provides east-west travel. As noted above, a multi-use path is also available on the west side of Howard Way, as is a bike lane for southbound travel only. There are no bike facilities along College Park. The 5 th Street / L Street intersection is located west of the project site. The intersection is signalized with protected left turns along each approach. The westbound 5 th Street approach includes a dedicated left turn lane, one through lane and a right turn lane while the eastbound approach includes a dedicated left turn lane and a through-right lane. A westbound bike lane begins about 100 east of the intersection and continues west along 5 th Street while an eastbound bike lane terminates at L Street; a bike path is present along the south side of 5 th Street between L Street and Pole Line Road. Marked crosswalks are present along each approach. The Pole Line Road / 5 th Street intersection is located west of the project site. The intersection is signalized with protected left turns along each approach. The 5 th Street approaches include dedicated left turn lanes, two through lanes and a free right turn lane while the Pole Line Road approaches include dedicated left turn lanes, single through lanes and free right turn lanes. Bicycle lanes are present along each approach along with marked crosswalks. Traffic Impact Analysis for Page 5 Sterling 5 th Street Apartments, Davis, CA (August 10, 2016)

The 5 th Street / Cantrill Drive intersection is located east of the project site. The intersection is a tee intersection and consists of a single lane roundabout. Bicycle lanes are present on each of the approaches but terminate prior to entering the roundabout. The bicycle lanes resume after departing the roundabout. Marked crosswalks are present along each approach. The 2 nd Street / Cantrill Drive intersection is located southeast of the project site. The intersection is a tee intersection and consists of stop control along Cantrill Drive. Eastbound 2 nd Street includes a dedicated left turn lane and a through lane while the westbound approach includes a through lane and a dedicated right turn lane. Southbound Cantrill Drive includes left and right turn lanes. Bike lanes are present along all roadways and a marked crosswalk is present across Cantrill Drive. The City has indicated that all-way stop control including a flashing beacon will be installed at Second Street / Cantrill Drive intersection in 2016. The intersection, therefore, was analyzed under an all-way stop condition. The Cowell Blvd / Pole Line Road / Lillard Drive intersection is a signal controlled intersection southwest of the project site on the south side of I-80. The intersection is a four leg intersection. The westbound Lillard Drive approach includes a dedicated left turn lane, two through lanes and a free right turn lane while eastbound Pole Line Road includes a dedicated left turn lane, one through lane and an exclusive right turn lane. Cowell Blvd includes dedicated left and right turn lanes and a single through lane. Pedestrian access is provided with crosswalks across all approaches. Bicycle lanes exist along all approaches. Other signalized intersections exist along 5 th Street between A Street and L Street west of the project. These intersections were not studied as part of this analysis because the City s allowable LOS F standard in the Core Area of the City (refer to Significance Thresholds). Because LOS F is accepted at these locations, any Level of Service or change in Level of Service at these locations resulting from the project impact would not be significant. Level of Service Analysis Methodology. Level of Service Analysis has been employed to provide a basis for describing existing traffic conditions and for evaluating the significance of project traffic impacts. Level of Service measures the quality of traffic flow and is represented by letter designations from "A" to "F", with a grade of "A" referring to the best conditions, and "F" representing the worst conditions. Table 1 presents typical Level of Service characteristics. Local agencies adopt minimum Level of Service standards for their facilities. The City of Davis identifies LOS E as the acceptable Level of Service within the City during the peak hour while LOS F is acceptable for the Core Area. The 2010 Highway Capacity Manual was used to provide a basis for describing existing traffic conditions and for evaluating the significance of project traffic impacts. Unsignalized intersections were analyzed using the methodology documented in the 2010 Highway Capacity Manual. This method considers gap acceptance and the average delay of motorists on minor streets and in main line turn lanes to calculate the weighted average total Traffic Impact Analysis for Page 6 Sterling 5 th Street Apartments, Davis, CA (August 10, 2016)

delay for each controlled movement and for the intersection as a whole. The intersection levels of service presented in this analysis are based on the weighted average total delay per vehicle for the intersection as a whole based on the delay thresholds shown in Table 1. TABLE 1 LEVEL OF SERVICE DEFINITIONS Level of Service Signalized Intersection Unsignalized Intersection Roadway (Daily) "A" Uncongested operations, all queues Little or no delay. Completely free flow. clear in a single-signal cycle. Delay < 10 sec/veh Delay < 10.0 sec "B" "C" Uncongested operations, all queues clear in a single cycle. Delay > 10.0 sec and < 20.0 sec Light congestion, occasional backups on critical approaches. Delay > 20.0 sec and < 35.0 sec "D" Significant congestion of critical approaches but intersection functional. Cars required to wait through more than one cycle during short peaks. No long queues formed. Delay > 35.0 sec and < 55.0 sec "E" Severe congestion with some long standing queues on critical approaches. Blockage of intersection may occur if traffic signal does not provide for protected turning movements. Traffic queue may block nearby intersection(s) upstream of critical approach(es). Delay > 55.0 sec and < 80.0 sec "F" Total breakdown, stop-and-go operation. Delay > 80.0 sec Short traffic delays. Delay > 10 sec/veh and < 15 sec/veh Average traffic delays. Delay > 15 sec/veh and < 25 sec/veh Long traffic delays. Delay > 25 sec/veh and < 35 sec/veh Very long traffic delays, failure, extreme congestion. Delay > 35 sec/veh and < 50 sec/veh Intersection blocked by external causes. Delay > 50 sec/veh Sources: 2010 Highway Capacity Manual, Transportation Research Board (TRB). Free flow, presence of other vehicles noticeable. Ability to maneuver and select operating speed affected. Unstable flow, speeds and ability to maneuver restricted. At or near capacity, flow quite unstable. Forced flow, breakdown. Significance Thresholds. Intersections. Significant traffic impacts at intersections within the City of Davis jurisdiction are defined when the addition of proposed project traffic causes any of the following: a) For signalized intersections outside the Core Area, causes overall intersection operations to deteriorate from an acceptable level (LOS E or better in the AM or PM peak hour) to an unacceptable level (LOS F in the AM or PM peak hour); b) For signalized intersections outside the Core Area, exacerbate unacceptable (LOS F) operations by increasing an intersection s average delay by five seconds or more; Traffic Impact Analysis for Page 7 Sterling 5 th Street Apartments, Davis, CA (August 10, 2016)

c) For unsignalized intersections outside the Core Area, causes the worst-case movement (or average of all movements for all-way stop-controlled intersections) to deteriorate from an acceptable level (LOS E or better in the AM or PM peak hour) to an unacceptable level (LOS F in the AM or PM peak hour) and meet the California Manual on Uniform Traffic Control Devices (MUTCD) peak hour signal warrant; d) For unsignalized intersections outside the Core Area that operate unacceptably (LOS F in the AM or PM peak hour) and meet MUTCD s peak hour signal warrant without the project, exacerbate operations by increasing the overall intersection s volume by more than one percent; or e) For unsignalized intersections that operate unacceptably, but do not meet MUTCD s peak hour signal warrant without the project, add sufficient volume to meet the MUTCD peak hour signal warrant. Roadway Segments. Significant traffic impacts on roadway segments within the City of Davis are defined when the addition of proposed project traffic causes any of the following: a) The operating level of a roadway segment deteriorates from LOS E (or better) to LOS F; or b) The traffic volume on a roadway segment already operating at LOS F, without the project, increases by more than five percent. Existing Traffic Conditions A.m. and p.m. traffic counts data was assembled for this analysis. Traffic counts were conducted during the week of October 13, 2014 for the following intersections: Cowell Blvd / Pole Line Road / Lillard Avenue 5 th Street / L Street 5 th Street / Pole Line Road 2 nd Street / Cantrill Drive Traffic counts for the 5 th Street / Cantrill Drive intersection were conducted twice, during the weeks of May 26, 2015 and April 4, 2016. The 2015 counts had higher volumes along the eastbound and westbound approaches, by about 45 vehicles in each direction during the p.m. peak hour. The northbound approach had about 15 additional trips during the 2016 p.m. peak hour count. The 2015 counts were used for this analysis as it had higher overall traffic volumes entering the intersection. Traffic Impact Analysis for Page 8 Sterling 5 th Street Apartments, Davis, CA (August 10, 2016)

Traffic counts were conducted during the week of April 18, 2016 at the following intersections: Pole Line Road / Diameter Drive E. 8 th Street / Diameter Drive Russell Blvd / Howard Way / College Park Traffic counts for the Pole Line Road / 8 th Street intersection were derived from the traffic counts conducted for The Cannery project. Figure 3 displays the existing traffic volumes and lane configurations. All counts were conducted after the City s 5 th Street Lane Reconfiguration project was completed. This project, completed in late July, 2014, reconfigured 5 th Street between B Street and L Street from four lanes to three lanes while adding bike lanes. Intersection Levels of Service. The Level of Service for signalized and unsignalized intersections is based on and measured in terms of the length of control delay occurring during the peak fifteen-minute analysis period within the peak hour. Table 2 summarizes current Levels of Service at the study area intersections during the a.m. and p.m. peak hour. As shown, all intersections currently operate at LOS C or better which satisfies minimum City standards. While all study intersections operate with Level of Service that satisfy the City s minimum LOS Goal, residents of the Rancho Yolo community have expressed concern regarding the quality of access to their senior community via the Pole Line Road / Diameter Drive intersection, specifically the left turn exiting movement. While this residential community has alternative access via a low volume connection to E. 8 th Street, the issues associated with the intersection on Pole Line Road have been investigated and a potential improvement has been identified. Pole Line Road is a relatively wide street in this area. The current intersection geometry includes a northbound through lane, a separate northbound right turn lane and a bicycle lane. The distance from curb to the center TWLT lane is about 34 feet, which is greater than the distance on other two lane streets with TWLT lanes, like Anderson Road. The right turn lane also continues across the intersection as a second northbound through lane north of the intersection which merges into a single lane about 120 feet north of Diameter Road. The width of Pole Line Road may inhibit drivers from initiating turns. Drivers exiting Diameter Drive must observe traffic moving at the 30 mph speed limit in two northbound lanes, and although the outside northbound lane is identified as a mandatory right turn, an inattentive motorist could continue through the intersection. The gap in traffic required to cross northbound Pole Line Road is also a second longer than needed on a typical two lane street. Thus, the corner sight distance normally required at 30 mph (i.e., 330 feet) increases to roughly 375 feet looking from the area near the curb. While the distance to the Pole Line Road / 5 th Street intersection is about 475 feet, motorists using the eastbound right turn lane at that intersection would become visible at a point roughly 400 feet from Diameter Drive. As a result Rancho Yolo residents may become uncertain as the wait to determine if they can safely enter Pole Line Road. Traffic Impact Analysis for Page 9 Sterling 5 th Street Apartments, Davis, CA (August 10, 2016)

Measures to improve the operation of this location were evaluated. Traffic controls such as an all-way stop or traffic signal were considered but rejected due to the relative traffic volume on each approach and the short distance to 5 th Street. Because the volume on Diameter Drive is low, current traffic volumes do not reach the level that satisfy CAMUTCD warrants for a traffic signal nor do current volume satisfy CAMUTCD guidelines for an all-way stop. Either treatment would likely result in excessive northbound queues that extend back to the 5 th Street intersection during peak hours. A revised intersection layout that would reduce the crossing distance across northbound Pole Line Road was evaluated. The intersection could be re-striped to better clarify the limits of the mandatory right turn lane. The northbound bike lane could also be moved to the standard location between the through and right turn lane per current CAMUTCD practice. The second through lane north of the intersection would be eliminated. The suggested layout is presented in Figure 4. This treatment would result in a shorter crossing distance for Rancho Yolo residents exiting their community. The distance from the TWLT lane to the limit of the new bike lane would be approximately 18 feet, or roughly 16 feet less than the current situation. The gap in traffic needed to cross Pole Line Road would be reduced resulting in an increased number of opportunities to cross and better sight distance at the intersection. Location TABLE 2 EXISTING PEAK HOUR LEVELS OF SERVICE AT INTERSECTIONS Control AM Peak Hour PM Peak Hour Peak Hour Average Average Warrants LOS Delay (secs) LOS Delay (secs) Met? 1. Pole Line Road / 8 th Street Signal B 12 B 14 N/A 2. E. 8 th St / Diameter Dr (Rancho Yolo) Northbound Approach Westbound left turn NB Stop A A 10 0 B A 10 0 No 3. Pole Line Rd / Diameter Dr Southbound left turn Westbound Approach WB Stop 4. Russell Blvd/Howard Way College Park Signal B 18 B 19 N/A 5. 5 th Street / L Street Signal B 16 B 20 N/A 6. 5 th Street / Pole Line Road Signal C 20 C 27 N/A 7. 5 th Street /Project Access Northbound approach NB Stop --- --- --- --- N/A Westbound left turn --- --- --- --- 8. 5 th Street / Cantrill Dr Roundabout A 7 A 8 N/A 9.2 nd Street / Cantrill Dr AWS B 11 C 20 No 10. Cowell Blvd / Pole Line Rd / Lillard Dr Signal B 19 C 20 N/A N/A is Not Applicable A B 8 14 A C 9 16 No Traffic Impact Analysis for Page 10 Sterling 5 th Street Apartments, Davis, CA (August 10, 2016)

Traffic Signal Warrants. Traffic volumes at the four unsignalized intersections were evaluated to determine whether the CAMUTCD peak hour traffic signal warrant was met. This warrant, which analyzes peak hour delays and peak hour volumes, is frequently the first warrant that is satisfied when determining if an intersection should be signalized. None of the study intersections carry volumes that meet the peak hour warrant, and it is unlikely that any other warrant would be met under existing traffic conditions. Other warrants include an 8-hour vehicular warrant, a 4-hour vehicular warrant, a pedestrian volume warrant, school crossing warrant, coordinated signal system warrant, crash experience warrant and a roadway network warrant. A cursory review of the vehicle, pedestrian and bicycle volumes indicated that these warrants did not require full evaluation. Traffic Impact Analysis for Page 11 Sterling 5 th Street Apartments, Davis, CA (August 10, 2016)

PROJECT LOCATION 1 2 8 3 7 5 6 9 4 XX (XX) R1-1 Legend AM Peak Hour Volume PM Peak Hour Volume Stop Sign Signalized Intersection Roundabout 10 1 2 3 R1-1 4 5 105 (110) 393 (347) 9 (22) (116) 49 (114) 44 (167) 110 Pole Line Rd / 8 th St 6 7 8 9 R1-1 10 130 (99) 315 (273) 162 (158) 22 (21) 104 (65) 42 (40) (138) 103 (430) 205 (61) 23 68 (200) 177 (143) 95 (101) (128) 85 (25) 11 125 (91) 0 (0) (15) 14 (0) 2 Diameter Dr/ 8 th St R1-1 340 (444) 615 (618) 4 (11) 9 (13) 16 (18) (591) 296 (18) 8 Pole Line Rd / Diameter Dr 248 (328) 6 (4) 17 (16) 1 (0) 13 (19) (4) 4 (6) 7 (746) 435 (71) 197 Howard Way/ College Park/ Russell Blvd R1-1 24 (23) 85 (107) 9 (13) 387 (588) 194 (79) 2 (2) (186) 42 (1) 0 (173) 30 74 (114) 237 (369) 67 (60) 165 (120) 50 (45) (76) 35 (326) 148 (120) 65 165 (155) 82 (100) 13 (3) L St/ 5 th St 45 (66) 356 (353) 56 (61) (95) 59 (203) 74 (115) 36 17 (6) 199 (182) 178 (154) (87) 27 (223) 89 (197) 109 (42) 8 (178) 175 (332) 235 (190) 111 Pole Line Rd / 5 th St (0) 0 (571) 362 (0) 0 5 th St / Access (348) 196 (97) 110 (122) 75 (17) 8 Cantrill Dr/ 5 th St (27) 12 (440) 246 R1-1 Cantrill Dr/ 2 nd St (180) 113 (198) 156 (157) 184 (170) 117 (141) 49 (189) 130 Pole Line Rd / Cowell Blvd KD Anderson & Associates, Inc. Transportation Engineers 2320-04 RA 8/10/2016 EXISTING TRAFFIC VOLUMES AND LANE CONFIGURATIONS figure 3

KD Anderson & Associates, Inc. Transportation Engineers 2320-04 RA 8/10/2016 PROPOSED RESTRIPING figure 4

Non-Automobile Transportation Public Transit. Unitrans and Yolo Bus provide public fixed-route transit service in Davis. The facilities serving the area of the proposed project include: 1. Unitrans. This is operated by the Associated Students of the University of California Davis (ASUCD). The A route operates along 5 th Street past the project site in both directions along 5 th Street. The route begins at The Silo terminal on the UCD campus and proceeds through downtown Davis to L Street where it then continues along 5 th Street past the project site, into Mace Ranch and to South Davis where it turns and heads back to the UCD campus. The route operates in the midweek on about 30 minute headways, departing The Silo between 7:00 a.m. to 8:00 p.m. and then on an hourly schedule Monday through Thursday until 10:10 p.m. The A line does not currently operate weekend service. The site is approximately a 15-minute ride to the UCD campus based on the scheduled weekday route information. The Z line operates from the Memorial Union and proceeds through downtown along 3 rd Street where it continues onto 5 th Street via L Street. The route then loops around Mace Ranch via Alhambra Drive, Mace Blvd, 2 nd Street and Pena Drive to 5 th Street where it heads back to the Memorial Union. The route operates in the midweek on ½ hour headways, departing the Memorial Union between 7:15 a.m. and 5:55 p.m. The site is approximately a 15-minute ride to the UCD campus based on the scheduled weekday route information. The O Line operates only on weekends. The route begins at The Silo Terminal and proceeds through downtown Davis to 5 th Street. The route passes the project site and heads to Target where it turns around and loops west to State Route 113 and then back to the Silo Terminal. The route operates on hourly headways from about 9:00 a.m. to 6:10 p.m. 2. Yolo Bus. Yolo Bus does not provide service in the vicinity of the project. Unitrans Utilization. Unitrans staff provided information regarding their operations. Buses generally have 36 to 40 seats. With standees Unitrans considers the design capacity of their buses to be 60 passengers for planning purposes. Given the variance in day to day ridership there may be more than 60 passengers on a bus, and Unitrans can get up to 100 passengers on a bus in what is termed a crush load. The A line serves about 85 90 passengers during the peak periods. All runs departing the Silo Terminal are single bus runs except two morning runs, departing at 8:00 and 9:00 a.m. Unitrans typically schedules two buses during these two peak morning runs which correspond to the 8:50 a.m. and 9:50 a.m. arrival times at the Silo Terminal. For these two runs the first bus starts the inbound direction at El Cemonte Avenue with the second bus starting the inbound run at the 5 th Street / Cantrill Drive intersection at the scheduled time (8:33 and 9:33). The first bus serves all the stops from El Cemonte Avenue to Pena Drive and then goes out of service at Cantrill Drive and heads directly to the Silo Terminal. The second bus, which started at Cantrill Traffic Impact Analysis for Page 14 Sterling 5 th Street Apartments, Davis, CA (August 10, 2016)

Drive makes all of the scheduled inbound stops on the way to the Silo Terminal. Both buses arrive at the terminal at approximately the same time and with approximately equal passenger loads. While Unitrans operates the route in this manner there are days where only a single bus operates on the A line for all runs. This may be due to operating constraints, including out of service buses, lack of personnel, etc. Unitrans has indicated that they typically operate two buses 19 days a month with a single bus operated one day a month. When a single bus is operated for these two runs it results in a crush load. Afternoon ridership does not experience the same peaks as occur in the morning. The heaviest times are typically the 16:10 and 18:10 departures from the Silo Terminal. Data provided by Unitrans shows that the 18:10 departure is the only outbound bus that has an average ridership over 60; however, the ridership is inconsistent. Unitrans has indicated that with the operating constraints they are often forced to accept some level of crowding above their stated standard. Due to the schedule and the operation from the Memorial Union Terminal the Z line has average ridership in the peak hour of about 20 passengers. Bicycle and Pedestrian Facilities. Bicycle and pedestrian facilities are available throughout the City of Davis. The City has developed an extensive bicycle system connecting with the networks on the UCD campus and in Yolo County. On-street and off-street facilities are available in the project area with marked bike lanes along 5 th Street. Bike lanes are not present along 5 th Street between Pole Line Road and L Street; however, a bike path exists along the south side of roadway. At L Street, westbound bicyclists using the path can choose to use the bike lanes along 5 th Street or the bike lanes along 3 rd Street heading toward the campus. Eastbound bicyclists traveling along 5 th Street at L Street can exit the roadway and continue along the bike path to Pole Line Road where they can re-enter 5 th Street in a marked bike lane. The City of Davis is currently considering a project to extend the Complete Streets concept on 5 th Street from L Street to Pole Line Road. A through lane would be removed in each direction and bike lanes added. The existing travel lanes would be retained through the Pole Line Road intersection. This project, while not yet funded, would complete the Class 2 bicycle lane network between A Street and Alhambra Drive. Bicycle and pedestrian traffic was observed at two nearby apartment complexes commonly rented by UC Davis students (i.e., Greystone Apartments and The U Apartments) to determine alternative transportation mode use. Both apartments were observed April 13, 2016 to identify the number and directional distribution of both bicyclists and pedestrians. Traffic Impact Analysis for Page 15 Sterling 5 th Street Apartments, Davis, CA (August 10, 2016)

PROJECT IMPACTS Project Characteristics The development of this project will attract additional traffic to the project site. The amount of additional traffic on a particular section of the street network is dependent upon two factors: I. Trip Generation, the number of new vehicular trips generated by the project, and II. Trip Distribution and Assignment, the specific routes that the new traffic takes. Vehicular Trip Generation. Trip generation is determined by identifying the type and size of land use being developed, and recognized sources of trip generation data may then be used to calculate the total number of trip ends. The trip generation of the proposed project was computed using two sources as well as student housing data that was collected in Davis. For the affordable multifamily residential component, peak hour rates were obtained from rates published in Trip Generation (Institute of Transportation Engineers, 9th Edition, 2013). Daily trip generation rates from the City of Davis traffic model were used for this use. Student Housing. Trip generation rates for student apartments were based on new data collected for this study. Because no ITE rates are available for student housing, two similar off-campus student housing sites were surveyed to determine peak hour motor vehicle trip generation rates. The two sites studied included: Greystone Apartments located east of the project site on 5 th Street just west of the 5 th Street / Cantrill Drive intersection, and University Village Apartments located on Cantrill Drive between 2 nd Street and 5 th Street. Peak hour traffic volumes for both apartment complexes were surveyed during the week of May 26, 2015. Peak hour vehicular trip generation rates were developed from this data based on the trips recorded and the number of beds available in each complex. The number of beds was used as the independent variable because these apartments are rented by the bed. The rates used for this analysis were an average of the results from the two sites studied. For this analysis the project s daily traffic volume forecast was based on the City of Davis traffic model rate for apartments. Table 3 displays the resulting daily, a.m. and p.m. peak hour trip generation for the project. The proposed project is expected to generate 1,454 daily trips with 94 a.m. and 156 p.m. peak hour trips. Estimates have also been made for development based on the underlying light industrial land use designation. That development could yield 311 daily trips, with 45 trips originating in the a.m. peak hour and 44 trips generated in the p.m. peak hour. Vehicle Trip Distribution. The distribution of project vehicular traffic was determined based on review of the existing traffic counts at the surrounding intersections and review of the traffic counts made at the two existing student housing driveways, as well as existing and future travel Traffic Impact Analysis for Page 16 Sterling 5 th Street Apartments, Davis, CA (August 10, 2016)

patterns in the area. Table 4 displays the trip distribution assumptions used for the proposed projects. Vehicle Trip Assignment. Traffic generated by the project was assigned to the study area street system based on the projected distribution percentages. Figure 5 displays the project generated traffic alone assuming access as proposed. Figure 6 displays the resulting sum of existing a.m. and p.m. peak hour volumes and project trips at the study intersections for the Existing plus Project condition. Land Use University Related Housing Multifamily Residential Amount TABLE 3 PROJECT VEHICLE TRIP GENERATION Daily Trip Generation Rate AM Peak Hour PM Peak Hour Daily Trips AM Peak Hour PM Peak Hour Proposed Project 727 Beds 5.961* 0.10** 0.18** 1,210 73 131 (203 units) 41 Units 5.961* 0.51 0.62 244 21 25 Net New Trips 1,454 94 156 In Out In Out In Out In Out University Related Housing 20% 80% 63% 37% 15 58 83 48 Multifamily Residential 20% 80% 65% 35% 4 17 16 9 Land Use Amount Daily Total New Trips - Directional 19 75 99 57 Underlying Zoning Trip Generation Rate AM Peak Hour PM Peak Hour Daily Trips AM Peak Hour PM Peak Hour Light Industrial 6 acres 51.80 7.51 7.26 311 45 44 * City traffic model traffic daily trip generation rate ** Rates developed from observation of two student housing sites Rates from ITE Trip Generation Note - numbers may not match due to rounding Traffic Impact Analysis for Page 17 Sterling 5 th Street Apartments, Davis, CA (August 10, 2016)

TABLE 4 PROJECT VEHICLE TRIP DISTRIBUTION Route % of Total Trips Student Housing Multifamily AM PM AM PM West on 5 th Street 50% 20% 10% 10% West on L Street (to 3 rd Street) 20% 25% 10% 10% North on Pole Line Road 5% 10% 15% 15% East on 5 th Street 10% 10% 20% 15% East on 2 nd Street 10% 10% 20% 15% West on Cowell Blvd 5% 5% 20% 20% East on Cowell Blvd 0% 5% 0% 5% South to Oakshade Town Center 0% 15% 5% 10% Total 100% 100% 100% 100% Traffic Impact Analysis for Page 18 Sterling 5 th Street Apartments, Davis, CA (August 10, 2016)

PROJECT LOCATION 1 2 8 3 7 5 6 9 4 XX (XX) R1-1 Legend AM Peak Hour Volume PM Peak Hour Volume Stop Sign Signalized Intersection Roundabout 10 1 2 3 R1-1 4 5 0 (0) 1 (11) 0 (0) (0) 0 (0) 0 (0) 0 0 (0) 0 (0) 0 (0) (0) 0 (6) 5 (0) 0 (0) 0 (0) 0 (0) 0 (0) 0 0 (0) 0 (0) R1-1 1 (11) 0 (0) 0 (0) 0 (0) (6) 5 (0) 0 0 (0) 0 (0) 0 (0) (0) 0 (0) 0 (14) 5 (0) 0 0 (0) 19 (8) 6 (2) 0 (0) (0) 0 (0) 0 (4) 2 0 (0) 0 (0) 0 (0) (0) 0 (18) 8 (0) 0 0 (0) 31 (11) 13 (13) (0) 0 (0) 0 (22) 3 Pole Line Rd / 8 th St 6 7 8 9 R1-1 10 0 (0) 0 (0) 1 (11) 5 (6) 44 (23) 7 (15) Diameter Dr/ 8 th St 0 (0) 5 (21) Pole Line Rd /Diameter Dr 2 (11) 0 (0) Howard Way/ College Park/ Russell Blvd R1-1 0 (0) 9 (6) 2 (11) 0 (0) 0 (5) 0 (0) 0 (0) L St/ 5 th St 0 (0) 0 (0) 0 (0) (0) 0 (41) 11 (0) 0 (0) 0 (0) 0 (0) 0 (26) 1 (0) 0 (78) 14 (45) 56 (12) 18 R1-1 (6) 9 (6) 9 (11) 2 (0) 0 (0) 0 (0) 0 R1-1 (3) 0 (0) 0 (4) 6 (21) 2 (0) 0 (0) 0 Pole Line Rd / 5 th St 5 th St / Access Cantrill Dr/ 5 th St Cantrill Dr/ 2 nd St Pole Line Rd / Cowell Blvd KD Anderson & Associates, Inc. Transportation Engineers 2320-04 RA 8/10/2016 PROJECT ONLY TRAFFIC VOLUMES AND LANE CONFIGURATIONS figure 5

PROJECT LOCATION 1 2 8 3 5 6 7 9 4 XX (XX) R1-1 Legend AM Peak Hour Volume PM Peak Hour Volume Stop Sign Signalized Intersection Roundabout 10 1 2 3 R1-1 4 5 105 (110) 394 (358) 9 (22) (116) 49 (114) 44 (167) 110 Pole Line Rd / 8 th St Diameter Dr/ 8 th St Pole Line Rd / Diameter Dr Howard Way/ College Park/ Russell Blvd 6 7 8 9 R1-1 10 130 (99) 315 (273) 163 (169) (87) 27 (265) 100 (197) 109 22 (21) 104 (65) 42 (40) (138) 103 (436) 210 (61) 23 73 (206) 221 (166) 102 (116) (42) 8 (178) 175 (332) 235 (216) 113 (128) 85 (25) 11 (571) 362 (78) 14 (15) 14 (0) 2 125 (91) 0 (0) 340 (444) 5 (21) (45) 56 (12) 18 R1-1 R1-1 616 (629) 4 (11) (354) 205 (103) 119 250 (339) 6 (4) 67 (60) 165 (120) 50 (45) (76) 35 (344) 156 (120) 65 L St/ 5 th St 45 (66) 387 (364) 69 (74) (95) 59 (203) 74 (137) 39 Pole Line Rd / 5 th St 5 th St / Access Cantrill Dr/ 5 th St Cantrill Dr/ 2 nd St Pole Line Rd / Cowell Blvd (597) 301 (18) 8 (133) 77 (17) 8 9 (13) 16 (18) 17 (16) 1 (0) 13 (19) (4) 4 (6) 7 (760) 440 (71) 197 R1-1 24 (23) 94 (113) (27) 12 (440) 246 R1-1 9 (13) 406 (596) 200 (81) 2 (2) (186) 42 (1) 0 (177) 32 76 (125) 237 (369) 165 (160) 82 (100) 13 (3) (183) 113 (198) 156 (161) 190 17 (6) 199 (182) 178 (154) (191) 119 (141) 49 (189) 130 KD Anderson & Associates, Inc. Transportation Engineers 2320-04 RA 8/10/2016 EXISTING PLUS PROJECT TRAFFIC VOLUMES AND LANE CONFIGURATIONS figure 6

Trips Made by Alternative Transportation Modes. The number of pedestrian and bicycle trips that would be generated by the proposed project, as well as the number of transit riders has been estimated based on observation of similar activity at the two adjoining student apartment projects. Because access to Greystone Apartments and University Village Apartments is focused on the immediately fronting streets, it was possible to monitor the number of pedestrians and bicyclists entering and exiting each complex during peak hours. Because the 5 th Street Unitrans stops are adjoining these apartments it was also possible to monitor transit use. Bicycle and pedestrian traffic was monitored during the typical weekday commute periods (i.e., 7:00 a.m. to 9:00 p.m.) on April 13, 2016, and this count data can be found in the appendix. Bicycle and transit/pedestrian rates for the multifamily portion of the project were those identified in the Cannery Project DEIR. Table 5 summarizes the trip generation estimates for alternative transportation modes. The observed data yielded average rates of 0.080 transit / pedestrian trips per bed in the a.m. peak hour and 0.068 trips per bed in the p.m. peak hour for student housing. The student housing component of the project is projected to generate 58 transit / pedestrian trips in the a.m. peak hour (5 inbound and 53 outbound) and 49 transit / pedestrian trips in the p.m. peak hour (29 inbound and 20 outbound) while the multifamily component is projected to generate 3 transit / pedestrian trips in both a.m. and p.m. peak hours. Close observation of the pedestrian activity at each existing apartment complex revealed the relationship between observed pedestrians and Unitrans transit rides. Nearly 100% of the pedestrians observed traveling to or from the existing apartments went to/from the Unitrans stops on 5 th Street. Thus, as noted in Table 5, during good weather the student housing is expected to result in 55 transit riders in the a.m. peak hour and 46 riders in the p.m. peak hour. Similarly, average bicycle trip rates for the two complexes are 0.048 trips per bed in the a.m. peak hour and 0.049 trips per bed in the p.m. peak hour. Thus, the project is projected to generate 35 bicycle trips in the a.m. peak hour (2 inbound and 33 outbound) and 36 bicycle trips in the p.m. peak hour (21 inbound and 15 outbound). Rates used for the multi-family housing were based on the trip rates identified in the Cannery DEIR and equaled 6.4% for transit and pedestrians and 15.1% for bicyclists. This will generate 3 transit / pedestrian peak hour trips and 6 bicycle peak hour trips. Traffic Impact Analysis for Page 21 Sterling 5 th Street Apartments, Davis, CA (August 10, 2016)

TABLE 5 PROJECT TRIP GENERATION FOR ALTERNATIVE MODES Land Use Amount Trip Generation Rate AM Peak Hour PM Peak Hour Transit / Pedestrian Trips AM Peak Hour Trips PM Peak Hour University Related Housing 727 beds 0.080 0.068 58 49 Multi-Family Housing 41 units 0.064 0.064 3 3 In Out In Out In Out In Out University Related Housing 8% 92% 60% 40% 5 53 29 20 Multi-Family Housing 8% 92% 60% 40% 0 3 2 1 Bicycle Trips University Related Housing 727 beds 0.048 0.049 35 36 Multi-Family Housing 41 units 0.151 0.151 6 6 Total Bicycle Riders 41 42 In Out In Out In Out In Out University Related Housing 7% 93% 59% 41% 2 33 21 15 Multi-Family Housing 7% 93% 59% 41% 0 6 4 2 Transit Riders University Related Housing 727 beds 3 52 29 18 Multi-Family Housing 41 units 0 2 1 1 Note - numbers may not match due to rounding Total Transit Riders 3 54 30 19 This information can be used to roughly suggest the peak hour modal split for university related student housing in this area of Davis. Assuming that some of the vehicular trip generation included a passenger (i.e., 1.25 persons per vehicle) then a total of 182 person trips would result from the project s student residences in the a.m. peak hour and 247 person trips would occur in the p.m. peak hour. Automobile travel would represent 50% to 66% of the peak hour person trips. Bicycle trips would represent 19% to 14% of the total and transit would be 30% to 19% of the total at those times. Traffic Impact Analysis for Page 22 Sterling 5 th Street Apartments, Davis, CA (August 10, 2016)

Travel Mode TABLE 6 UNIVERSITY RELATED STUDENT HOUSING MODAL CHOICE AM Peak Hour Percent of Person Trips Total PM Peak Hour Percent of Person Trips Total Motor Vehicle (1.25 person per vehicle) 91 50% 164 66% Bicycle 35 19% 36 14% Transit 55 30% 47 19% Pedestrian (Not Transit related) 2 1% 2 <1% 183 100% 249 100% Existing Plus Project Level of Service Impacts Intersection Levels of Service. Table 7 displays the a.m. and p.m. peak period level of service at each study intersection with the proposed project. As shown, all intersections will continue to operate within the City s level of service threshold, at LOS C or better. None of the unsignalized study intersections will carry traffic volumes that meet the peak hour signal warrant. Thus, the project s traffic impacts are not significant from the standpoint of City LOS policy. The project will add traffic through the Pole Line Road / Diameter Drive intersection that provides access to Rancho Yolo. However, the through traffic volume added on Pole Line Road is relatively low (i.e., 19 vehicles per hour) and the Level of Service at the intersection remains LOS C. While no mitigation is required to address the specific impacts of the project, the City may want to evaluate it further and consider the improvements identified previously to address existing conditions. Traffic Impact Analysis for Page 23 Sterling 5 th Street Apartments, Davis, CA (August 10, 2016)

Location TABLE 7 EXISTING PLUS PROJECT PEAK HOUR INTERSECTION LEVELS OF SERVICE Control Existing Existing Plus Project AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour Average Average Average Average LOS Delay (secs) LOS Delay (secs) LOS Delay (secs) LOS Delay (secs) 1. Pole Line Blvd/8 th Street Signal B 12 B 14 B 12 B 15 N/A 2. E. 8 th St / Diameter Drive Northbound Approach Westbound left turn 3. Pole Line Rd / Diameter Drive Southbound left turn Westbound Approach 4. Russell Blvd/Howard Way College Park NB Stop WB Stop A A A B 10 0 8 14 B A A C 10 0 9 16 A A 10 0 B A 10 0 Peak Hour Warrant Met? Signal B 18 B 19 B 18 B 20 N/A 5. 5 th St / L Street Signal B 16 B 20 B 17 B 20 N/A 6. 5 th St / Pole Line Road Signal C 20 C 27 C 21 C 30 No 7. 5 th Street /Project Access Northbound Approach Westbound left turn NB Stop --- --- --- --- 8. 5 th St / Cantrill Drive Roundabout A 7 A 8 A 7 A 8 N/A 9. 2 nd St / Cantrill Drive AWS B 11 C 20 B 11 C 20 No 10. Cowell Blvd / Pole Line Road / Lillard Drive --- --- --- --- Signal B 19 C 20 B 19 C 21 N/A A B B A 8 14 14 8 A C C A 9 17 24 9 No No No Traffic Impact Analysis for Page 24 Sterling 5 th Street Apartments, Davis, CA (August 10, 2016)

Site Access Analysis This report section provides additional details regarding the operation of the site access on 5 th Street. Circulation Layout. The project is located along 5 th Street east of Pole Line Road, adjacent to the U.S. Post Office. The access to the site will utilize the existing driveway location of the former Families First site. The driveway is roughly 300 east of the existing Post Office driveway. An emergency vehicle access (EVA) entry will also be provided between the multifamily residential parking and the entrance to the parking structure on the south side of the project site. An on-site circulation system will be created to connect 5 th Street with the project s parking supply. A 6-story, 7-level garage will be constructed along the south side of the site for the student apartments. The interior roadway network wraps around the student site and provides access to both the student site and the affordable multifamily site. For the student site it traverses the north and east sides of the site, accessing the parking structure about roughly opposite of the project driveway but on the south side of the site. Upon entering the site a motorist will make an immediate 90 left turn to follow the route to the parking structure. The exit route involves a 90 right turn on the approach to 5 th Street. For the multifamily affordable site, a motorist will make a 90 right turn upon entering the site and head to the west. The exit route will include an eastbound approach to the driveway and a 90 left turn on the approach to 5 th Street. Two outbound lanes will be provided at the driveway, and the lanes will be configured for right turning and left turning vehicles. Pedestrian Access & Circulation / Impacts The project site is located along a minor arterial roadway and many facilities are available for alternative transportation modes. A multi-use pathway is already available along both sides of 5 th Street from L Street to Alhambra Drive on the south side and from Pole Line Road to Alhambra Drive on the north side. Bikes lanes exist along the project frontage on 5 th Street. A Unitrans bus line follows 5 th Street, and the closest bus stop is about 300 west of the project driveway. Unitrans has stops in both directions at the Post Office 5 th Street driveway. Pedestrian connections link the site with adjoining Unitrans stops on both sides of 5 th Street. The nearest marked crosswalk across 5 th Street is at the signalized Pole Line Road / 5 th Street intersection. Project residents boarding the westbound bus can cross 5 th Street at Pole Line Road and then walk east back to the bus stop which is about 250 from the intersection. However, it is reasonable to expect that some residents may elect to cross 5 th Street at a mid-block location, rather than walking to the Pole Line Road signal. The possibility of mid-block pedestrian activity is a potential safety impact that should be mitigated. A range of pedestrian crossing enhancements were considered and evaluated based on traffic volumes, crossing distances, etc. A full pedestrian traffic signal and high intensity activated crosswalk pedestrian beacon, or HAWK, were considered but judged to be Traffic Impact Analysis for Page 25 Sterling 5 th Street Apartments, Davis, CA (August 10, 2016)

inappropriate based on their effects on the flow of traffic on 5 th Street. A crosswalk with a pedestrian island and a rectangular rapid flashing beacon (RRFB) was identified as a mitigation, alerting motorists of pedestrian activity. This RRFB would be similar to the Russell Boulevard and California Avenue intersection. Based on discussion with Unitrans staff the eastbound bus stop would be relocated from its current stop in front of the post office to a location further east. This will allow it to continue to serve the post office as well as being closer to the project site. With these improvements, the project s impact on pedestrian safety would be mitigated. Bicycle Circulation / Impacts Bicyclists can currently use the bike lanes along 5 th Street or the multi-use two-way pathway along 5 th Street. As noted earlier, bike lanes do not exist along 5 th Street between Pole Line Road and L Street; however, the City is considering removing a through lane in each direction to add bike lanes which will complete the bike lane corridor between A Street and Alhambra Drive. The routes used by project residents have been identified. As noted earlier, approximately 41-42 bicyclists are anticipated during peak hours. It is expected that many project residents will use the 5 th Street bike path adjacent to the project upon leaving the site and continue along the path to L Street. At the 5 th Street / L Street intersection they can enter the westbound bike lane along 5 th Street using a two-stage turn following the traffic signal indications or they can continue to ride south along the pathway on the east side of L Street to 4 th Street. At 4 th Street the bicyclists can cross L Street to ride along either 4 th Street or within the southbound L Street bike lanes and then proceed to 3 rd Street. Both routes provide a path to the university with 3 rd Street having bike lanes. Should bike lanes be installed between L Street and Pole Line Road, bicyclists will have an opportunity to enter the westbound bike lane via the proposed RRFB and continue to the UCD campus via a direct route on 5 th Street. This would provide bicyclists an alternative to the multi-use path and further improve bicycle connections. The project will introduce vehicular traffic across the 5 th Street multi-use path and across the eastbound bike lane, as was the case when Families First was in operation. Driveways across trails are not unusual, and potential vehicle/pedestrian/bicycle conflicts are typically minimized by providing adequate sight distance for all users and by providing a crossing surface that is commensurate with automobile and motor vehicle traffic. The current landscaping plan suggests that sight distance will be adequate, and this issue will need to be addressed as the final landscaping plan is completed. Transit Impacts Unitrans Service. As noted earlier there are two Unitrans routes that pass the project site during weekdays: the A line and the Z line Traffic Impact Analysis for Page 26 Sterling 5 th Street Apartments, Davis, CA (August 10, 2016)

The A line provides service to the Silo Terminal. According to Unitrans staff the A line is preferred by more riders presumably because the Silo and Shield stops are closer to more UCD classrooms. The A line schedule is also better aligned with most class start and stop times. Because of this, the A line has higher ridership than the Z line. The project could be expected to generate 54 new outbound Unitrans riders in the a.m. peak hour and 30 new inbound riders in the p.m. peak hour. The project s contribution to current routes has been estimated based on current ridership information and proportioning the project trips to the four Unitrans bus trips during these peak hours, as noted in Table 8. Line Scheduled Departure Times TABLE 8 PROJECT TRANSIT RIDERSHIP Project Boarders A 7:30 15 Z 7:45 7 Current Average Ridership A 8:00 29 81 110 Z 8:15 3 A 16:10 13 Z 16:25 3 A 16:40 11 Z 16:55 3 Total The project would increase transit use during peak periods. Under average conditions the 8:00 A line run is projected to have an average ridership of 110 passengers with the project. The later 9:00 run is projected to have an average ridership of 97 passengers. These demands are within the capacity of two Unitrans busses, but the demands in both periods will result in crush loads if Unitrans is unable to operate two buses. Schedules permitting, riders have the option to take the less crowded Z line. Including these two periods the number of runs exceeding the design load capacity will increase from three runs which it exceeds under current conditions to 11 runs on an average weekday with the project. Projected daily ridership data is provided in the appendix. Queuing Analysis A queuing analysis was undertaken for each of the stop controlled study intersections (i.e., 8 th Street / Diameter Drive, Pole Line Road / Diameter Drive, 2 nd Street / Cantrill Drive, 5 th Street/project access) where turn pockets are present in order to confirm that the available vehicle storage will be adequate. A 95% confidence level was assumed, meaning that the forecast queue length should be exceeded only 5% of the time. For side street stop controlled Traffic Impact Analysis for Page 27 Sterling 5 th Street Apartments, Davis, CA (August 10, 2016)

intersections the lengths of peak period queues were identified and compared to available left lane storage to determine whether spillover from turn lanes would affect the adjoining travel lanes or extend through adjacent intersections. For all-way stop controlled intersections the longest queue on each approach was identified. Queue lengths were calculated using Synchro software as a byproduct of LOS analysis. Table 9 presents the projected queue lengths under each of the study scenarios. The analysis shows that the 95 th percentile queue in each location is generally one car or less (i.e., <25 feet) at the side-street stop controlled intersections through 2035 plus Project conditions. The queues at the 2 nd Street / Cantrill Drive intersection are projected to be up to 193 feet along the eastbound approach and 128 feet on the westbound approach under the existing conditions and the all-way stop. These queues will increase by up to 7 feet through the EPAP plus Project conditions. By the 2035 No Project condition the projected queues are expected to lengthen to 683 feet along the eastbound approach and 290 feet along the westbound approach. The southbound Cantrill Drive approach is projected to lengthen to about 63 feet. Under 2035 plus Project conditions the longest queues are projected to lengthen by up to 10 feet. Traffic Impact Analysis for Page 28 Sterling 5 th Street Apartments, Davis, CA (August 10, 2016)

Location TABLE 9 PROJECTED 95 th PERCENTILE QUEUE LENGTHS Storage Length (feet) Existing Existing + Project AM/PM 95 th Percentile Queue Length (feet) EPAP EPAP + Project Year 2035 Year 2035+Project 2. 8 th Street / Diameter Drive N/A <25 / <25 <25 / <25 <25 / <25 <25 / <25 <25 / <25 <25 / <25 3. Pole Line Road / Diameter Drive Southbound Left 100 <25 / <25 <25 / <25 <25 / <25 <25 / <25 25 / <25 25 / <25 7. 5 th Street / Project Access Northbound Left Northbound Right Westbound Left 9. 2 nd Street / Cantrill Drive Southbound Eastbound Westbound (---) is value not reported 60 60 100 N/A N/A N/A --- / --- --- / --- --- / --- <25 / 28 45 / 193 53 / 128 <25 / <25 <25 / <25 <25 / <25 <25 / 28 48 / 195 53 / 128 --- / --- --- / --- --- / --- <25 / 28 45 / 195 53 / 128 <25 / <25 <25 / <25 <25 / <25 <25 / 30 48 / 200 53 / 130 --- / --- --- / --- --- / --- 63 / 45 125 / 683 165 / 290 <25/ <25 <25 / <25 < 25 / <25 68 / 48 128 / 693 168 / 295 Traffic Impact Analysis for Page 29 Sterling 5 th Street Apartments, Davis, CA (August 10, 2016)

Effect on Post Office Circulation This analysis considers the relative effect of project s traffic on the use of the Post Office driveway, and alternatively, the effects of the Post Office traffic on the proposed site access driveway. Project Traffic Effects. The project will incrementally increase the volume of traffic on 5 th Street in the area of the Post Office driveway. Project traffic would have no effect on the flow of eastbound right turns into the Post Office. The project s eastbound traffic may incrementally lengthen delays for westbound left turns but the overall effect would be minimal. Post Office Traffic Effects. The TWLTL along 5 th Street provides storage for westbound vehicles making left turns to enter the Post Office. The distance between the two driveways is about 300 feet, and this area could accommodate about 12 waiting vehicles before blocking the project driveway. The City s average daily volume database suggests that there are approximately 2,500 daily trips to the post office. About 70% of the traffic comes from the west while about 30% comes from the east. Under current conditions traffic turning right or left into the Post Office can sometimes be delayed with queues forming along 5 th Street due to the Post Office parking layout. The parking lot has oneway public traffic flow entering from 5 th Street and exiting onto Pole Line Road. When cars are backing out of a parking stall near the driveway all inbound traffic flow can be stopped until that vehicle can begin to move forward. At this time a queue may develop along 5 th Street in both directions. Right turning vehicles would have the right-of-way over left turning vehicles, and a westbound queue can occur in the left turn lane until the driveway clears. Anecdotal evidence from City of Davis staff indicates that queuing occurs infrequently but is most noticeable when special circumstances occur (i.e., tax return filing days, Christmas season, etc.) and traffic at the post office is particularly heavy. However, there are several existing factors which help alleviate the westbound queuing issue. The traffic signal at the adjacent 5 th Street / Pole Line Road intersection essentially meters eastbound traffic leaving the intersection and provides gaps in the flow of traffic in the eastbound direction. Westbound U-turns are allowed at the intersection, and when a westbound queue starts to develop motorists have the option of passing the driveway and making a U-turn to gain quicker access to a right turn at the post office. As a result, it is unlikely that the queue of westbound traffic would approach the project driveway. Effects of New Pedestrian Crossing. The suggested pedestrian crossing treatment on 5 th Street will reduce the length of storage available for westbound left turns waiting to turn into the Post Office. The crossing and islands themselves will occupy roughly 40 feet and would be located in the area west of the driveway. The final location would need to consider the ability to maintain access to the existing apartment driveway on the north side of the street. The existing 300 foot TWLTL area could be allocated with 175 feet for the westbound left turn lane approaching the Post Office, 40 feet for the pedestrian crossing and 80 feet for the eastbound left turn. While this treatment would reduce the storage length available for peak post office traffic the resulting storage will accommodate 7 waiting vehicles. This would be adequate for the reported demands. Traffic Impact Analysis for Page 30 Sterling 5 th Street Apartments, Davis, CA (August 10, 2016)

EXISTING PLUS APPROVED PROJECTS (EPAP) IMPACTS Approved Projects The analysis of the near term cumulative condition is intended to consider the impact of this project within the context of the Existing Plus Approved Projects (EPAP) conditions, (i.e. including projects that are approved or are reasonably foreseeable in the near term). City of Davis staff was contacted to identify any approved or pending projects within the project vicinity. Six projects were identified including the following: 1) The Villages at Willow Creek - The project is located in South Davis in the southeast quadrant of Cowell Blvd and Drummond Avenue. It consists of 35 medium density single-family residential units with four units having an accessory dwelling unit; 2) The Cannery The project is located in the old Hunts Cannery along the north side of Covell Blvd, west of J Street. It includes up to 547 residential dwelling units, 40 accessory dwelling units and up to 171,270 square feet of mixed-use commercial, office and high density residential uses; 3) Chiles Ranch The project is located along E. 8 th Street east of Pole Line Road and includes a total of 107 homes plus 21 accessory dwelling units. Of the 107 homes, 30 are attached units and 77 are detached; 4) Del Rio Live-Work The project is located in the northwest quadrant of the Pena Drive/ Del Rio Place intersection. It includes 16 office spaces on the ground floor with 16 living units on the second and third floors; and 5) Life in 3D The project is an expansion of the existing Trokanski Dance Studio located on Del Rio Place. The project includes a 174 seat live theater, dance and rehearsal rooms totaling about 3,300 square feet, a 1,400 square foot restaurant, a visual arts studio totaling about 1,500 square feet, an 1,800± square foot yoga studio and a 1,700± square foot wellness center. 6) Creekside Apartments The project is located at 2990 5 th Street. It is a high density affordable apartment project with 90 multi-family residential units. The resident population will include extremely low income, very low income and lower income households. Forty percent of the units will be prioritized for individuals who are disabled and / or currently homeless. Existing Plus Approved Projects (EPAP) Conditions Available trip generation and distribution information was obtained for the first three projects from their respective traffic studies, and new trip generation and distribution assumptions were developed for the last three projects. The resulting trips were assigned to the study intersections, and total Existing Plus Approved Projects (EPAP) volumes are presented in Figure 7. Traffic Impact Analysis for Page 31 Sterling 5 th Street Apartments, Davis, CA (August 10, 2016)

Intersection Levels of Service. The identified EPAP volumes were used to recalculate operating Levels of Service at the study intersections. No improvements to the study area intersections were assumed to occur with completion of all of the EPAP projects. Table 10 displays the a.m. and p.m. peak hour Levels of Service at each study intersection in the EPAP setting. All intersections will continue to operate within acceptable City thresholds, operating at LOS C or better. A peak hour warrant analysis was conducted, and none of the unsignalized intersections meet the peak hour warrant. EPAP Plus Project Impacts Intersection Levels of Service. Project trips were superimposed onto the EPAP condition, and Figure 8 displays the resulting a.m. and p.m. peak hour volumes at the study intersections under EPAP plus Project conditions. Table 10 displays the a.m. and p.m. peak period Level of Service at each study intersection with the proposed project. All intersections will continue to operate within the City s level of service threshold, at LOS C or better. None of the unsignalized study intersections will meet the peak hour signal warrant. Traffic Impact Analysis for Page 32 Sterling 5 th Street Apartments, Davis, CA (August 10, 2016)

Location TABLE 10 EPAP PLUS PROJECT PEAK HOUR LEVELS OF SERVICE AT INTERSECTIONS Control Existing Plus Approved Projects EPAP Plus Project AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour Average Average Average Average LOS Delay (secs) LOS Delay (secs) LOS Delay (secs) LOS Delay (secs) 1. Pole Line Blvd/8 th Street Signal B 13 B 16 B 13 B 16 N/A 2. E. 8 th St / Diameter Drive Northbound Approach Westbound left turn 3. Pole Line Rd / Diameter Dr Southbound left turn Westbound Approach 4. Russell Blvd/Howard Way College Park NB Stop WB Stop B A A C 11 0 8 14 B A A C 11 0 9 17 B A 11 0 B A 11 0 Peak Hour Warrant Met? Signal B 18 B 20 B 19 B 20 N/A 5. 5 th Street / L Street Signal B 17 C 20 B 17 C 21 N/A 6. 5 th Street / Pole Line Road Signal C 22 C 30 C 23 C 34 N/A 7. 5 th Street /Project Access Northbound Approach Westbound left turn NB Stop --- --- --- --- 8. 5 th Street / Cantrill Drive Roundabout A 7 A 8 A 7 A 9 N/A 9. 2 nd Street / Cantrill Drive AWS B 11 C 20 B 11 C 21 No 10. Cowell Blvd/Pole Line Rd /Lillard Dr Signal C 21 C 23 C 21 C 24 N/A --- --- --- --- A B B A 8 16 14 8 A C C A 9 18 22 9 No No No Traffic Impact Analysis for Page 33 Sterling 5 th Street Apartments, Davis, CA (August 10, 2016)

PROJECT LOCATION 1 2 8 3 5 6 7 9 4 XX (XX) R1-1 Legend AM Peak Hour Volume PM Peak Hour Volume Stop Sign Signalized Intersection Roundabout 10 1 2 3 R1-1 4 5 105 (110) 428 (385) 15 (34) (116) 49 (149) 56 (169) 111 Pole Line Rd / 8 th St Diameter Dr/ 8 th St Pole Line Rd / Diameter Dr Howard Way/ College Park/ Russell Blvd 6 7 8 9 R1-1 10 137 (103) 338 (298) 176 (173) (94) 29 (234) 96 (200) 110 32 (30) 142 (86) 56 (50) (140) 104 (467) 237 (79) 27 79 (216) 188 (152) 99 (112) (42) 8 (180) 178 (366) 260 (202) 115 (193) 107 (25) 11 (609) 387 (0) 0 (15) 14 (0) 2 187 (131) 0 (0) 366 (480) 0 (0) R1-1 659 (662) 4 (11) (384) 218 (99) 113 9 (13) 16 (18) 270 (359) 6 (4) 67 (60) 169 (124) 50 (45) (76) 35 (345) 157 (120) 65 L St/ 5 th St 45 (66) 375 (367) 58 (62) (95) 59 (207) 78 (117) 37 Pole Line Rd / 5 th St 5 th St / Access Cantrill Dr/ 5 th St Cantrill Dr/ 2 nd St Pole Line Rd / Cowell Blvd (648) 333 (18) 8 (127) 79 (17) 8 17 (16) 1 (0) 13 (19) (4) 4 (6) 7 (763) 453 (71) 197 R1-1 24 (23) 88 (109) (27) 12 (441) 247 R1-1 9 (13) 402 (606) 201 (79) 2 (2) (186) 42 (1) 0 (177) 31 78 (119) 238 (370) 173 (166) 85 (102) 13 (3) (197) 118 (202) 157 (179) 214 17 (6) 202 (185) 179 (155) (204) 138 (145) 50 (190) 130 KD Anderson & Associates, Inc. Transportation Engineers 2320-04 RA 8/10/2016 EXISTING PLUS APPROVED PROJECTS (EPAP) TRAFFIC VOLUMES AND LANE CONFIGURATIONS figure 7

PROJECT LOCATION 1 2 8 3 5 6 7 9 4 XX (XX) R1-1 Legend AM Peak Hour Volume PM Peak Hour Volume Stop Sign Signalized Intersection Roundabout 10 1 2 3 R1-1 4 5 105 (110) 429 (396) 15 (34) (116) 49 (149) 56 (169) 111 Pole Line Rd / 8 th St Diameter Dr/ 8 th St Pole Line Rd / Diameter Dr Howard Way/ College Park/ Russell Blvd 6 7 8 9 R1-1 10 137 (103) 338 (298) 177 (184) (94) 29 (275) 107 (200) 110 32 (30) 142 (86) 56 (50) (140) 104 (473) 242 (79) 27 84 (222) 232 (175) 106 (127) (42) 8 (180) 178 (366) 260 (228) 116 (193) 107 (25) 11 (609) 387 (78) 14 (15) 14 (0) 2 187 (131) 0 (0) 366 (480) 5 (21) (45) 56 (12) 18 R1-1 R1-1 660 (673) 4 (11) (390) 227 (105) 122 9 (13) 16 (18) 272 (370) 6 (4) 67 (60) 169 (124) 50 (45) (76) 35 (364) 165 (120) 65 L St/ 5 th St 45 (66) 406 (378) 71 (75) (95) 59 (207) 78 (139) 40 Pole Line Rd / 5 th St 5 th St / Access Cantrill Dr/ 5 th St Cantrill Dr/ 2 nd St Pole Line Rd / Cowell Blvd (654) 338 (18) 8 (138) 81 (17) 8 17 (16) 1 (0) 13 (19) (4) 4 (6) 7 (777) 458 (71) 197 R1-1 24 (23) 97 (115) (27) 12 (441) 247 R1-1 9 (13) 421 (614) 207 (81) 2 (2) (186) 42 (1) 0 (181) 33 80 (130) 238 (370) 173 (171) 85 (102) 13 (3) (200) 118 (202) 157 (183) 220 17 (6) 202 (185) 179 (155) (225) 140 (145) 50 (190) 130 KD Anderson & Associates, Inc. Transportation Engineers 2320-04 RA 8/10/2016 EPAP PLUS PROJECT TRAFFIC VOLUMES AND LANE CONFIGURATIONS figure 8

CUMULATIVE YEAR 2035 IMPACTS Background Information The analysis of Cumulative Year 2035 impacts is intended to consider the impact of this project within the context of future conditions under the City of Davis General Plan while also providing information regarding other reasonably foreseeable development proposals. Cumulative 2035 traffic volumes presented herein are based on information provided by Fehr & Peers Associates derived from the work performed for Embassy Suites, Nishi and Mace Ranch Innovation Center Draft EIR (MRIC DEIR). Analysis Scenarios. Two background scenarios were considered. The first scenario assumes buildout of the City of Davis General Plan without the three Measure R projects assessed in the MRIC DEIR, but with the approved Embassy Suites Hotel / Conference Center project. This scenario is addressed based on peak hour Level of Service at the study intersections and based on roadway segment analysis introduced in the MRIC DEIR. The second scenario includes the Embassy Suites Hotel / Conference Center project and adds traffic generated by the MRIC project and the Nishi project. This scenario addresses impacts based only on roadway segment Level of Service following the approach taken in the MRIC DEIR. The Cumulative Year 2035 base traffic conditions assume the project site s current land use designations (LI) are removed and the site remains undeveloped. The plus Project condition adds both elements of the Sterling Apartments project. Scenario #1 - Cumulative 2035 Traffic Conditions with Embassy Suites Approach. Peak hour intersection turning movement volumes were projected for the No Project Cumulative 2035 scenario. The volumes were developed by Fehr and Peers using the Davis Travel Demand Model as provided in their June 30, 2016 memorandum to KD Anderson. These volumes were then manually adjusted to delete traffic associated with the underlying Industrial land use on the project site, as was noted in Table 3. Figure 9 presents the Cumulative 2035 traffic volumes and lane configurations at the study intersections for the condition that assumed no site development (i.e., Cumulative No Project condition). Intersection Levels of Service. Table 11 displays the a.m. and p.m. peak hour Levels of Service at each study intersection in the Cumulative 2035 No Project condition. As shown, future growth in Davis will increase the volume of traffic on the study roadways. All intersections, except the 2 nd Street / Cantrill Drive intersection will continue to operate at a Level of Service that satisfies the City s minimum LOS standard, (i.e., at LOS E or better). The 2 nd Street / Cantrill Drive intersection will decline to an LOS F condition in the p.m. peak hour. Traffic Signal Warrants. The volume of traffic at the 2 nd Street / Cantrill Drive intersection will meet the peak hour signal warrant. Traffic Impact Analysis for Page 36 Sterling 5 th Street Apartments, Davis, CA (August 10, 2016)

PROJECT LOCATION 1 2 8 3 5 6 7 9 4 XX (XX) R1-1 Legend AM Peak Hour Volume PM Peak Hour Volume Stop Sign Signalized Intersection Roundabout 10 1 2 3 R1-1 4 5 80 (150) 474 (398) 20 (30) (120) 50 (230) 50 (180) 120 Pole Line Rd / 8 th St Diameter Dr/ 8 th St Pole Line Rd / Diameter Dr Howard Way/ College Park/ Russell Blvd 6 7 8 9 R1-1 10 180 (120) 360 (320) 184 (168) (130) 30 (277) 183 (240) 180 50 (30) 250 (90) 50 (40) (140) 110 (489) 233 (60) 50 69 (193) 228 (261) 118 (101) (50) 10 (360) 250 (370) 260 (187) 111 (250) 110 (30) 20 (590) 470 (20) 40 (10) 10 280 (110) 20 (20) R1-1 415 (560) 684 (618) 10 (30) (445) 288 (95) 158 20 (20) 60 (40) 303 (348) 80 (100) 110 (80) 170 (120) 80 (50) (190) 40 (418) 276 (130) 100 L St/ 5 th St 50 (80) 509 (675) 89 (77) (100) 60 (230) 80 (170) 80 Pole Line Rd / 5 th St 5 th St / Access Cantrill Dr/ 5 th St Cantrill Dr/ 2 nd St Pole Line Rd / Cowell Blvd (633) 319 (40) 10 (218) 93 (20) 10 20 (20) 10 (10) 20 (20) (10) 10 (990) 720 (110) 280 R1-1 80 (130) 178 (145) (60) 60 (600) 350 R1-1 10 (20) 620 (840) 320 (110) (250) 60 (10) 0 (330) 50 93 (208) 350 (450) 160 (240) 200 (170) 20 (10) (280) 220 (170) 150 (171) 218 50 (40) 230 (210) 320 (190) (287) 131 (200) 180 (410) 140 KD Anderson & Associates, Inc. Transportation Engineers 2320-04 RA 8/10/2016 2035 NO PROJECT TRAFFIC VOLUMES AND LANE CONFIGURATIONS figure 9

Location TABLE 11 SCENARIO #1 - CUMULATIVE YEAR 2035 PEAK HOUR INTERSECTION LEVELS OF SERVICE Control Cumulative No Project Cumulative Plus Project Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour Signal Average Average Average Average Warrant LOS Delay (secs) LOS Delay (secs) LOS Delay (secs) LOS Delay (secs) Met? 1. Pole Line Road / 8 th Street Signal B 16 B 18 B 16 B 19 N/A 2. E. 8 th Street / Diameter Drive Northbound Approach Westbound left turn 3. Pole Line Rd / Diameter Dr Southbound left turn Westbound approach 4. Russell Blvd/Howard Way College Park NB Stop WB Stop B A A C 12 8 8 18 B A A C 11 8 9 19 Signal D 53 D 41 E 55 D 43 N/A 5. 5 th Street / L Street Signal B 19 D 47 B 20 D 48 N/A 6. 5 th Street / Pole Line Road Signal C 32 E 74 C 33 E 78 N/A 7. 5 th Street /Project Access Northbound Approach Westbound left turn NB Stop --- --- --- --- 8. 5 th Street / Cantrill Drive Roundabout A 10 B 12 B 10 B 12 N/A 9. 2 nd Street / Cantrill Drive AWS C 20 F 79 C 20 F 81 Yes 10. Cowell Blvd/Pole Line Rd / Lillard Dr Signal E 56 D 45 E 57 D 51 N/A * meets p.m. peak hour - Cumulative and Cumulative plus Project Highlighted values exceed the LOS E standard. --- --- --- --- B A A C C A 12 8 8 18 16 9 B A A C C A 11 8 9 20 23 9 No No No Traffic Impact Analysis for Page 38 Sterling 5 th Street Apartments, Davis, CA (August 10, 2016)

Roadway Levels of Service. Roadway Level of Service was analyzed under the Cumulative Year 2035 conditions. The approach was consistent with that identified in the MRIC DEIR. Roadway segment Level of Service was identified using LOS thresholds for peak hour volumes developed by Fehr & Peers for the MRIC DEIR based on City of Davis roadway characteristics and the roadway capacity methodology presented in the 2010 Highway Capacity Manual. This approach defines peak hour capacities based on roadway features including number of lanes, design speed, intersection spacing, horizontal and vertical curvature, and other factors. Table 12 presents the Level of Service thresholds employed for the roadway segment analysis. TABLE 12 ROADWAY SEGMENT LOS DEFINITIONS LOS Peak Hour Volume Not to Exceed (vph) Functional Classification C D E 4-Lane Major Arterial 3,170 4,400 4,770 2-Lane Major Arterial 1,370 1,650 1,780 2-Lane Minor Arterial 1,030 1,450 1,750 Collector 660 920 1,110 Local 360 510 610 Source: Mace Ranch Innovation Center DEIR Table 13 presents the projected roadway segment traffic volumes and Levels of Service during the a.m. and p.m. peak hours for the Cumulative Year 2035 No Project scenario. All roadway segments will operate at or above the City LOS E threshold. The segment of Pole Line Road south of 5 th Street will operate at LOS E while the remaining segments will operate at LOS D or better. TABLE 13 SCENARIO #1 - CUMULATIVE YEAR 2035 ROADWAY SEGMENT LEVELS OF SERVICE Roadway Location Facility Classification Peak Hour Volume / Level of Service Cumulative No Project Cumulative Plus Project AM PM AM PM Pole Line Rd South of 5 th Street 2-Lane Major Arterial 1,310 / C 1,690 / E 1,319 / C 1,731 / E North of 5 th Street 2-Lane Minor Arterial 1,090 / D 1,310 / D 1,096 / D 1,327 / D 5 th Street West of Pole Line Road 4-Lane Major Arterial 1,060 / C 1,400 / C 1,115 / C 1,464 / C East of Pole Line Road 4-Lane Minor Arterial 920 / C* 1,220 / D* 942 / C* 1,254 / D* East of Cantrill Drive 2-Lane Minor Arterial 690 / C 920 / C 701 / C 937 / C Cantrill Dr South of 5 th Street Collector 350 / C 440 / C 361 / C 457 / C * 2-lane segment entering roundabout at 5 th Street / Cantrill Drive Traffic Impact Analysis for Page 39 Sterling 5 th Street Apartments, Davis, CA (8/10/2016)

Scenario #1 - Cumulative Year 2035 with Embassy Suites Plus Project Traffic Conditions The impacts of the project under Year 2035 conditions were identified by superimposing project trips onto the Cumulative No Project volumes. Figure 10 displays the Cumulative Year 2035 plus Project volumes and lane configurations at each study intersection, Intersection Levels of Service. Table 11 displays the resulting a.m. and p.m. peak hour Levels of Service at each study intersection with the project. The project will add traffic to study area intersections and all intersections except the 2 nd Street / Cantrill Drive intersection will continue to operate within the City s minimum Level of Service E standard. The 2 nd Street / Cantrill Drive intersection will continue to operate at LOS F. Traffic Signal Warrants. The 2 nd Street / Cantrill Drive intersection will continue to meet the peak hour signal warrant. Roadway Levels of Service. Table 13 presents the roadway segment volumes during the a.m. and p.m. peak hours for the Cumulative Year 2035 plus Project scenario. All roadway segments will operate with Level of Service that satisfies the City LOS E minimum. Scenario #2 - Cumulative Year 2035 Traffic Conditions with Embassy Suites, MRIC and Nishi Projects The second cumulative scenario consists of Scenario #1 assumptions plus the MRIC project and the Nishi project. The analysis for this scenario was consistent with the approach taken in the MRIC DEIR and evaluated the roadway segment Level of Service impacts. Roadway Segment Level of Service. Table 14 displays the Scenario #2 daily traffic volumes along the various study roadway segments. All study area roadway segments will operate at LOS E or better and satisfy the City s minimum standard. Scenario #2 - Cumulative 2035 with MRIC and Nishi Projects plus Project Traffic Conditions Project traffic was added to the Scenario #2 Cumulative Year 2035 plus Embassy Suites, MRIC and Nishi Projects scenario to analyze roadway segment Levels of Service under Plus Project conditions. Roadway Segment Levels of Service. Table 14 displays the daily traffic volumes. All roadway segments except Pole Line Road south of 5 th Street will continue to operate above the City s LOS threshold, at LOS E or better. The No Project condition is within 20 vph of the LOS F threshold, and with the project Pole Line Road between 5 th Street and Cowell Blvd (Pole Line Road Overcrossing) will decline to LOS F. The project s contribution on this segment constitutes 37% of the additional cumulative trips over Scenario 1, but represents only 2.3% of the total trips. The condition of this segment was disclosed in the MRIC DEIR, and that document Traffic Impact Analysis for Page 40 Sterling 5 th Street Apartments, Davis, CA (8/10/2016)

concluded that no mitigation measure was available that would improve conditions on this roadway segment to the point that the City s LOS E standard could be met. This is considered a significant impact. Roadway TABLE 14 SCENARIO #2 - CUMULATIVE PLUS EMBASSY SUITES, MRIC AND NISHI ROADWAY SEGMENT LEVELS OF SERVICE Location Facility Classification Cumulative with Embassy Suites, MRCI and Nishi No Project Plus Project AM PM AM PM Pole Line Road South of 5 th Street 2-Lane Major Arterial 1,330 / C 1,760 / E 1,339 / C 1,801 / F North of 5 th Street 2-Lane Minor Arterial 1,100 / D 1,330 / D 1,106 / D 1,347 / D 5 th Street West of Pole Line Road 4-Lane Major Arterial 1,030 / C 1,390 / C 1,085 / C 1,454 / C East of Pole Line Road 4-Lane Minor Arterial 920 / C* 1,220 / D* 942 / C* 1,254 / D* East of Cantrill Drive 2-Lane Minor Arterial 740 / C 920 / C 751 / C 937 / C Cantrill Drive South of 5 th Street Collector 330 / C 420 / C 341 / C 437 / C Highlighted values exceed the LOS E standard. * 2-lane segment entering roundabout at 5 th Street / Cantrill Drive Traffic Impact Analysis for Page 41 Sterling 5 th Street Apartments, Davis, CA (8/10/2016)

PROJECT LOCATION 1 2 8 3 5 6 7 9 4 XX (XX) R1-1 Legend AM Peak Hour Volume PM Peak Hour Volume Stop Sign Signalized Intersection Roundabout 10 1 2 3 R1-1 4 5 80 (150) 475 (409) 20 (30) (120) 50 (230) 50 (180) 120 50 (30) 250 (90) 50 (40) (140) 110 (495) 238 (60) 50 Pole Line Rd / 8 th St Diameter Dr/ 8 th St Pole Line Rd /Diameter Dr Howard Way/ College Park/ Russell Blvd 6 7 8 9 R1-1 10 180 (120) 360 (320) 185 (179) (130) 30 (318) 194 (240) 180 74 (199) 272 (284) 125 (116) (50) 10 (360) 250 (370) 260 (213) 113 (250) 110 (30) 20 (590) 470 (78) 14 (20) 40 (10) 10 280 (110) 20 (20) 415 (560) 5 (21) (45) 56 (12) 18 R1-1 R1-1 685 (629) 10 (30) (451) 297 (101) 167 (639) 324 (40) 10 20 (20) 60 (40) 305 (359) 80 (100) 110 (80) 170 (120) 80 (50) (190) 40 (436) 284 (130) 100 L St/ 5 th St 50 (80) 540 (686) 102 (90) (100) 60 (230) 80 (192) 83 Pole Line Rd / 5 th St 5 th St / Access Cantrill Dr/ 5 th St Cantrill Dr/ 2 nd St Pole Line Rd / Cowell Blvd (229) 95 (20) 10 20 (20) 10 (10) 20 (20) (10) 10 (1004) 725 (110) 280 R1-1 80 (130) 187 (151) (60) 60 (600) 350 R1-1 10 (20) 639 (848) 326 (112) (250) 60 (10) 0 (334) 52 95 (219) 350 (450) 160 (245) 200 (170) 20 (10) (283) 220 (170) 150 (175) 224 50 (40) 230 (210) 320 (190) (308) 133 (200) 180 (410) 140 KD Anderson & Associates, Inc. Transportation Engineers 2320-04 RA 8/10/2016 2035 PLUS PROJECT TRAFFIC VOLUMES AND LANE CONFIGURATIONS figure 10

ALTERNATIVES ANALYSIS Project Alternatives Seven (7) alternatives to the project were developed based on City of Davis staff and City Council input, input from the public during the NOP review period and the technical analysis that was performed to identify the environmental effects of the proposed project. The seven alternatives include: 1) Re-Use of Existing Buildings. The site remains in its current condition and the 55,000 square feet of buildings are occupied by a new tenant similar to a low-density residential treatment facility, a similar non-profit institution or a group of institutions. 2) Existing Zoning Non-Residential Redevelopment Alternative. The site would be redeveloped under current zoning but at a more intense level. The existing zoning allows hospitals, churches and public/quasi-public uses by right and offices are conditionally allowed. The existing General Plan establishes a maximum floor to area ratio (FAR) of 0.50 for the site equaling up to 130,680 square feet of development. This alternative assumes 130,680 sf of Office. 3) Conventional Apartment Alternative. The site would be redeveloped at a residential intensity similar to the proposed project but with conventional apartments. The density of this alternative would result in 203 market-rate units and 68 affordable units for a total of 271 apartment units. 4) Reduced Density Student Apartment Alternative. The project would be developed with 150 student apartment units and 39 affordable apartment units, for a total of 189 units. 5) Aggressive Transportation and Parking Demand Management Alternative. The project would be developed with the same number of student and affordable housing units as the proposed project, but with fewer parking spaces and enhanced measure to promote use of alternative transportation modes. The alternative seeks to reduce car use by limiting the site to: no more than 50 resident permit parking spaces 50 short term visitor spaces On-Site Car-sharing services 6) Off-Site City Alternative (3820 Chiles Road). The project would be relocated to south Davis and would consist of 220 market-rate apartments and 77 affordable apartment units for a total of 297 units. This site is located about two miles from the UC Davis campus, about twice as far as the proposed location. Traffic Impact Analysis for Page 43 Sterling 5 th Street Apartments, Davis, CA (8/10/2016)

7) Off-Site Woodland Alternative. This alternative would relocate the project outside the city to Woodland. The unnamed site would be similar in size to the proposed project (i.e., Student Housing). Trip Generation. The relative difference in impacts associated with each alternative has been assessed based on the trip generation associated with each alternative. The projected daily, a.m. peak hour and p.m. peak hour trip generation for each alternative is provided in Table 15. The land use categories used to select trip generation rates were based on the description of each alternative and consideration of similar land uses available in Trip Generation. Under Alternative 1, Nursing Home was used as the comparative land use for the residential treatment facility. ITE describes Nursing Home as a facility that provides care for persons who are unable to care for themselves. Examples of such facilities include rest homes and chronic care and convalescent homes. This use would generate 418 daily trips with 30 trips in the a.m. peak hour and 41 trips in the p.m. peak hour. The traffic impacts of this alternative would be similar to or less than those associated with the project. The cumulative impact to Pole Line Road under Scenario #2 (Year 2035 with Embassy Suites, Nishi and MRIC plus Project) would not occur with this alternative. Alternative 2 allows for a variety of uses. For this analysis Office land use was used as it presents the highest peak hour trips for the identified possible uses. This alternative would generate 1,441 daily trips with 204 and 195 trips generated in the a.m. and p.m. peak hours. Because this alternative generates more peak hour traffic than the proposed project, its impacts would be similar but potentially greater. Alternative 3 Conventional Apartments employs standard rates for apartments and results in 1,615 daily, 138 a.m. and 168 p.m. peak hour trips. These forecasts are very similar to those associated with the proposed project, and the impacts of this alternative would be similar to, but potentially greater than those associated with the proposed project. Alternative 4 Reduced Student Housing uses the same rates as assumed for the proposed project. This alternative generates 1,126 daily, 73 a.m. and 119 p.m. peak hour trips. The impacts of this project would be similar to or slightly less than those associated with the proposed project, but the cumulative impact to Pole Line Road would remain. For Alternative 5 Aggressive Transportation and Parking Demand Alternative a literature search was conducted for quantitative data showing the effects of reducing the number of parking spaces in apartment complexes. No quantitative information is available, although qualitative studies forecast a reduction in vehicular traffic when the number of spaces is reduced. It is reasonable to conclude that the effects of parking reduction would be sensitive to factors such as the availability of on-street parking, student demographics, the frequency of transit service, bicycle and pedestrian access, etc. It is possible that those students most needing a vehicle for regular peak period travel would be granted a parking space. Traffic Impact Analysis for Page 44 Sterling 5 th Street Apartments, Davis, CA (8/10/2016)

For this analysis it has been assumed that peak hour trips by students will be in proportion to available parking. The parking supply available for students and visitors under this alternative (i.e., 100 spaces) represents roughly 18% of the total with the proposed project. This factor was applied to student residences but conventional rates were applied to the affordable housing component. This alternative would therefore generate 463 daily trips, with 36 trips in the a.m. peak hour and 47 trips in the p.m. peak hour. The impacts of this project would be similar to or less than those associated with the proposed project. The cumulative impact to Pole Line Road south of 5 th Street would be eliminated. Conversely, this alternative could create demand for off-site parking as residents look for onstreet parking. This alternative would create substantially more transit riders than the proposed project. Based on the identified modal split and assuming diversion of automobile drivers to bicycle and transit in current proportions, the alternative could result in twice as many transit riders in the morning peak hour and three times as many riders in the p.m. peak hour. It is likely that expanded transit service featuring more vehicles would be needed on the routes serving the site. Alternative 6 Off-site Alternative within the City would generate trips based on conventional; apartment rates. A total of 1,770 daily, 151 a.m. and 184 p.m. peak hour trips would occur. While the trip generation forecasts are similar to those associated with the proposed project, because the alternative is located elsewhere in Davis, different streets and intersections would be used to reach the alternative. Alternative 7 Woodland Alternative would be similar to the proposed project, but the trip generation would differ based on the relative availability of alternative transportation modes. While student housing in Davis may obtain a high degree of bicycle use and transit ridership, the share devoted to these modes would be much less in Woodland. Assuming 100% automobile travel, this alternative would generate 1,454 daily trips, with 166 trips in the a.m. peak hour and 221 trips in the p.m. peak hour. However, this alternative would make use of different streets and intersections to reach the site. Traffic Impact Analysis for Page 45 Sterling 5 th Street Apartments, Davis, CA (8/10/2016)

Alternative Land Use (ITE Code) TABLE 15 TRIP GENERATION 7 ALTERNATIVES ASSESSMENT Amount Trip Generation Rate per unit AM PM Daily Peak Hour Peak Hour Daily Trips AM Peak Hour PM Peak Hour Proposed Project - - - - - 1,454 94 156 Alt. # 1 Re-Use of Existing Buildings Nursing Home 55.00 ksf 7.60 0.55 0.74 418 30 41 (Residential Treatment Facility) LU 620 Alt. # 2 Existing Zoning Non -Residential Office (LU 710) 130.68 ksf 11.03 1.56 1.49 1,441 204 195 Alt. # 3 Apartments LU 220 203 du 5.961* 0.51 0.62 1,210 104 126 Conventional Apartments Apartments LU 220 68 du 5.961* 0.51 0.62 405 34 42 Alt. # 4 Reduced Student Housing Density Alt. # 5 Aggressive Transportation & Parking Demand Management Alt. # 6 Off-Site City Alt. # 7 Off-Site Woodland University Related Housing 1,615 138 168 150 du 5.961* 0.10 0.18 894 53 95 Apartments LU 220 39 du 5.961* 0.51 0.62 232 20 24 1,126 73 119 University Related 727 Beds 1.08 0.02 0.03 219 15 22 Housing (203 units) Apartments LU 220 41 Units 5.961* 0.51 0.62 244 21 25 463 36 47 Apartments LU 220 220 du 5.961* 0.51 0.62 1,311 112 136 Apartments LU 220 77 du 5.961* 0.51 0.62 459 39 48 University Related Housing 727 Beds (203 units) 1,770 151 184 5.961* 0.20 0.27 1,210 145 196 Apartments LU 220 41 Units 5.961* 0.51 0.62 244 21 25 1,454 166 221 Traffic Impact Analysis for Page 46 Sterling 5 th Street Apartments, Davis, CA (9/1/2016)

IMPACT SUMMARY / MITIGATION MEASURES The preceding analysis has identified project impacts that may occur without mitigation. The text that follows identifies a strategy for mitigating the impacts of the proposed project. Recommendations are identified for facilities that require mitigation but are not a result of the proposed project. If the project causes a significant impact, mitigations are identified for the facility. Existing Conditions Recommendations. No recommendations for improvements for existing conditions have been made to address Level of Service deficiencies at study intersections since all operate at acceptable Levels of Service, at LOS C or better. This satisfies the City s LOS E minimum. - However, current resident complaints regarding Rancho Yolo access at the Pole Line Road / Diameter Drive intersection could be addressed by restriping Pole Line Road to reduce the crossing distance for exiting motorists making left turns onto southbound Pole Line Road. A preliminary layout of improvements can be found in the appendix. This change is recommended. Existing Plus Project Conditions Adequate operating level of service will be maintained with the addition of project traffic, and the City s minimum Level of Service standard will be met. Thus, the project s traffic impact is not significant based on this LOS criteria and no mitigation is required. Confirm Sight Distance at Trail Crossing. Pedestrian/Vehicle/Bicycle conflicts could occur at the site access. This is a potential safety impact that can be mitigated by providing adequate sight distance for all transportation modes at this location. While the site plan indicates that sight distance should be adequate, this issue will need to be reviewed when the final landscape plan is prepared. The project impact is not significant with the development of sight distance satisfying City requirements. 5 th Street Pedestrian Crossing. Residents may cross 5 th Street mid-block to reach the westbound Unitrans bus stop, and this is a potential safety impact. The following mitigation should be undertaken to facilitate pedestrian travel across 5 th Street: - A mid-block pedestrian crossing should be constructed along the project frontage to facilitate pedestrian crossings of 5 th Street. The crossing should include a signed and marked crosswalk, center refuge island, and a pedestrian actuated rectangular rapid flashing beacon (RRFB) to alert approaching motorists of impending pedestrian traffic. Standard City of Davis conditions of approval will require payment of existing MPFP fees as mitigation for city-wide impacts. Traffic Impact Analysis for Page 47 Sterling 5 th Street Apartments, Davis, CA (8/10/2016)

Existing Plus Approved Projects (EPAP) Conditions Recommendations. No recommendations are made as all intersections will continue to operate at acceptable levels of service, at LOS C or better, which satisfies the City s LOS E minimum. EPAP Plus Project Conditions The addition of the project s trips will result in acceptable levels of service at all study intersections, with each intersection operating at LOS C or better. Since the LOS E standard will be satisfied, the project s impacts are not significant, and no additional mitigation is required. Cumulative Conditions Scenario #1 - Cumulative Year 2035 Conditions with Embassy Suites without Project All intersections and roadway segments except the 2 nd Street / Cantrill Drive intersection will operate at LOS E or better. This is consistent with the City of Davis minimum LOS E threshold. The 2 nd Street / Cantrill Drive intersection will operate at LOS F with a delay of 79 seconds and will meet the peak hour signal warrant in the p.m. peak hour. The following recommendation is made: Install a traffic signal at the 2nd Street / Cantrill Drive intersection. This will result in an LOS B condition (10.6 seconds) in the p.m. peak hour. Scenario #1 - Cumulative Year 2035 Conditions with Embassy Suites plus Project The addition of the project s trips will maintain acceptable Levels of Service at all study intersections except 2 nd Street at Cantrill Drive, with each intersection operating at LOS E or better. The 2 nd Street / Cantrill Drive intersection will continue to operate at LOS F, with a delay of 81 seconds, and meet the peak hour signal warrant. The project will add 1.06% additional traffic to the intersection which is above the 1% significance threshold set by the City for unsignalized intersections. This is considered a significant impact. All roadway segments will continue to operate with acceptable City thresholds, at LOS E or better. The project should pay their fair share of the 2 nd Street / Cantrill Drive traffic signal identified under No Project conditions. The fair share is defined as the project traffic divided by the difference between future and existing plus approved projects volumes. The fair share project contribution is 3.3%, and the intersection will operate at an LOS B condition (10.7 seconds) in the p.m. peak hour. Scenario #2 - Cumulative Year 2035 Conditions with Embassy Suites, MRIC and Nishi Projects Under the Cumulative Year 2035 with the MRIC and Nishi Projects scenario all roadway segments will operate at LOS E or better and satisfy the minimum LOS E standard. No improvements are needed. Traffic Impact Analysis for Page 48 Sterling 5 th Street Apartments, Davis, CA (8/10/2016)

Scenario #2 - Cumulative Year 2035 Conditions with Embassy Suites, MRIC and Nishi Projects plus Project Under the Cumulative Year 2035 with Embassy Suites, MRIC and Nishi Projects plus Project scenario all roadway segments except one will continue to operate at LOS E or better and satisfy the minimum standard. The Pole Line Road segment between 5 th Street and Cowell Blvd will decline to LOS F. The MRIC DEIR concluded that no physical improvements were available to provide the minimum LOS E standard. This is considered a significant and unavoidable impact. Traffic Impact Analysis for Page 49 Sterling 5 th Street Apartments, Davis, CA (8/10/2016)

REFERENCES 1. ITE Trip Generation, 9 th Edition, 2013 2. California Manual of Uniform Traffic Control Devices, November, 2014 3. Transportation Research Board, Special Report 209, Highway Capacity Manual, 2010 4. City of Davis General Plan, Transportation Element, December 10, 2013. 5. Mace Ranch Innovation Center Draft Environmental Impact Report, Raney Planning and Management, August 2015 6. Telephone and E-mail correspondence, Roxanne Namazi and Eric Lee, City of Davis, May, June 2015 through August 2016 7. E-mail correspondence, Anthony Palmere, Unitrans, April through June, 2016 8. City of Davis, Public Draft Environmental Impact Report for the Cannery Project, February 2013 Traffic Impact Analysis for Page 50 Sterling 5 th Street Apartments, Davis, CA (8/10/2016)

APPENDIX Traffic Impact Analysis for Page 51 Sterling 5 th Street Apartments, Davis, CA (8/10/2016)

City of Davis All Vehicles on Unshifted Peds & Bikes on Bank 1 ALL TRAFFIC DATA (916) 771-8700 orders@atdtraffic.com File Name : Date : Nothing on Bank 2 Unshifted Count = All Vehicles Cantrill Drive 2nd Street 2nd Street Southbound Westbound Northbound Eastbound START TIME LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL Total Uturn Total 07:00 15 0 1 0 16 0 30 17 0 47 0 0 0 0 0 1 30 0 0 31 94 0 07:15 21 0 3 0 24 0 48 17 0 65 0 0 0 0 0 3 33 0 0 36 125 0 07:30 17 0 2 0 19 0 38 26 0 64 0 0 0 0 0 1 36 0 0 37 120 0 07:45 28 0 8 0 36 0 50 16 0 66 0 0 0 0 0 2 45 0 0 47 149 0 Total 81 0 14 0 95 0 166 76 0 242 0 0 0 0 0 7 144 0 0 151 488 0 08:00 29 0 5 0 34 0 41 11 0 52 0 0 0 0 0 4 58 0 0 62 148 0 08:15 21 0 3 0 24 0 57 22 0 79 0 0 0 0 0 2 64 0 0 66 169 0 08:30 11 0 7 0 18 0 69 16 0 85 0 0 0 0 0 1 60 0 0 61 164 0 08:45 24 0 9 0 33 0 70 25 0 95 0 0 0 0 0 5 64 0 0 69 197 0 Total 85 0 24 0 109 0 237 74 0 311 0 0 0 0 0 12 246 0 0 258 678 0 2320-03 14-7680-010 Cantrill Drive-2nd Street.ppd 10/15/2014 16:00 20 0 7 0 27 0 72 24 0 96 0 0 0 0 0 3 96 0 0 99 222 0 16:15 22 0 5 0 27 0 77 27 1 105 0 0 0 0 0 4 81 0 0 85 217 1 16:30 33 0 5 0 38 0 82 25 0 107 0 0 0 0 0 3 106 0 0 109 254 0 16:45 23 0 8 0 31 0 87 29 0 116 0 0 0 0 0 7 100 0 0 107 254 0 Total 98 0 25 0 123 0 318 105 1 424 0 0 0 0 0 17 383 0 0 400 947 1 17:00 21 0 5 0 26 0 105 32 0 137 0 0 0 0 0 9 122 0 0 131 294 0 17:15 30 0 5 0 35 0 95 28 0 123 0 0 0 0 0 8 112 0 1 121 279 1 17:30 23 0 6 0 29 0 70 21 0 91 0 0 0 0 0 6 80 0 0 86 206 0 17:45 20 0 13 0 33 0 83 27 0 110 0 0 0 0 0 4 82 0 0 86 229 0 Total 94 0 29 0 123 0 353 108 0 461 0 0 0 0 0 27 396 0 1 424 1008 1 Grand Total 358 0 92 0 450 0 1074 363 1 1438 0 0 0 0 0 63 1169 0 1 1233 3121 2 Apprch % 79.6% 0.0% 20.4% 0.0% 0.0% 74.7% 25.2% 0.1% 0.0% 0.0% 0.0% 0.0% 5.1% 94.8% 0.0% 0.1% Total % 11.5% 0.0% 2.9% 0.0% 14.4% 0.0% 34.4% 11.6% 0.0% 46.1% 0.0% 0.0% 0.0% 0.0% 0.0% 2.0% 37.5% 0.0% 0.0% 39.5% 100.0% AM PEAK Cantrill Drive 2nd Street 2nd Street HOUR Southbound Westbound Northbound Eastbound START TIME LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL Total Peak Hour Analysis From 08:00 to 09:00 Peak Hour For Entire Intersection Begins at 08:00 08:00 29 0 5 0 34 0 41 11 0 52 0 0 0 0 0 4 58 0 0 62 148 08:15 21 0 3 0 24 0 57 22 0 79 0 0 0 0 0 2 64 0 0 66 169 08:30 11 0 7 0 18 0 69 16 0 85 0 0 0 0 0 1 60 0 0 61 164 08:45 24 0 9 0 33 0 70 25 0 95 0 0 0 0 0 5 64 0 0 69 197 Total Volume 85 0 24 0 109 0 237 74 0 311 0 0 0 0 0 12 246 0 0 258 678 % App Total 78.0% 0.0% 22.0% 0.0% 0.0% 76.2% 23.8% 0.0% 0.0% 0.0% 0.0% 0.0% 4.7% 95.3% 0.0% 0.0% PHF.733.000.667.000.801.000.846.740.000.818.000.000.000.000.000.600.961.000.000.935.860 PM PEAK HOUR Cantrill Drive Southbound 2nd Street Westbound Northbound 2nd Street Eastbound START TIME LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL Total Peak Hour Analysis From 16:30 to 17:30 Peak Hour For Entire Intersection Begins at 16:30 16:30 33 0 5 0 38 0 82 25 0 107 0 0 0 0 0 3 106 0 0 109 254 16:45 23 0 8 0 31 0 87 29 0 116 0 0 0 0 0 7 100 0 0 107 254 17:00 21 0 5 0 26 0 105 32 0 137 0 0 0 0 0 9 122 0 0 131 294 17:15 30 0 5 0 35 0 95 28 0 123 0 0 0 0 0 8 112 0 1 121 279 Total Volume 107 0 23 0 130 0 369 114 0 483 0 0 0 0 0 27 440 0 1 468 1081 % App Total 82.3% 0.0% 17.7% 0.0% 0.0% 76.4% 23.6% 0.0% 0.0% 0.0% 0.0% 0.0% 5.8% 94.0% 0.0% 0.2% PHF.811.000.719.000.855.000.879.891.000.881.000.000.000.000.000.750.902.000.250.893.919

City of Davis All Vehicles on Unshifted Peds & Bikes on Bank 1 Nothing on Bank 2 ALL TRAFFIC DATA (916) 771-8700 orders@atdtraffic.com File Name : Date : Unshifted Count = All Vehicles Cowell Boulevard Lillard Drive Cowell Boulevard Pole Line Road Southbound Westbound Northbound Eastbound START TIME LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL Total Uturn Total 07:00 0 9 23 0 32 10 8 1 0 19 16 2 7 0 25 9 12 21 0 42 118 0 07:15 0 12 45 0 57 22 48 1 0 71 24 4 11 0 39 10 4 29 0 43 210 0 07:30 0 13 30 1 44 24 33 3 0 60 27 10 19 0 56 26 19 36 1 82 242 2 07:45 2 19 38 0 59 52 39 2 0 93 26 10 25 0 61 22 20 38 0 80 293 0 Total 2 53 136 1 192 108 128 7 0 243 93 26 62 0 181 67 55 124 1 247 863 2 08:00 3 21 45 0 69 29 40 3 0 72 29 10 36 0 75 27 29 42 0 98 314 0 08:15 4 15 44 0 63 59 68 4 0 131 28 9 54 0 91 29 53 51 0 133 418 0 08:30 3 24 39 0 66 51 43 5 0 99 28 15 22 0 65 36 47 56 0 139 369 0 08:45 3 22 37 0 62 39 48 5 0 92 32 15 18 0 65 21 27 35 0 83 302 0 Total 13 82 165 0 260 178 199 17 0 394 117 49 130 0 296 113 156 184 0 453 1403 0 2320-03 14-7680-037 Cowell Boulevard-Pole Line Road.ppd 10/16/2014 16:00 2 23 46 0 71 29 29 2 0 60 52 25 38 0 115 45 37 39 1 122 368 1 16:15 3 20 30 0 53 20 47 1 0 68 52 34 31 0 117 41 43 39 1 124 362 1 16:30 1 21 31 0 53 35 40 2 0 77 41 33 49 0 123 46 43 44 0 133 386 0 16:45 2 28 42 0 72 42 57 3 0 102 42 41 41 0 124 37 53 35 1 126 424 1 Total 8 92 149 0 249 126 173 8 0 307 187 133 159 0 479 169 176 157 3 505 1540 3 17:00 0 30 40 0 70 39 45 0 0 84 49 34 47 0 130 53 55 48 1 157 441 1 17:15 0 21 42 0 63 38 40 1 0 79 38 33 52 0 123 44 47 30 1 122 387 1 17:30 5 26 41 1 73 15 41 1 0 57 46 17 38 0 101 51 42 44 1 138 369 2 17:45 3 27 37 0 67 34 46 2 0 82 49 32 41 0 122 38 41 36 0 115 386 0 Total 8 104 160 1 273 126 172 4 0 302 182 116 178 0 476 186 185 158 3 532 1583 4 Grand Total 31 331 610 2 974 538 672 36 0 1246 579 324 529 0 1432 535 572 623 7 1737 5389 9 Apprch % 3.2% 34.0% 62.6% 0.2% 43.2% 53.9% 2.9% 0.0% 40.4% 22.6% 36.9% 0.0% 30.8% 32.9% 35.9% 0.4% Total % 0.6% 6.1% 11.3% 0.0% 18.1% 10.0% 12.5% 0.7% 0.0% 23.1% 10.7% 6.0% 9.8% 0.0% 26.6% 9.9% 10.6% 11.6% 0.1% 32.2% 100.0% AM PEAK Cowell Boulevard Lillard Drive Cowell Boulevard Pole Line Road HOUR Southbound Westbound Northbound Eastbound START TIME LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL Total Peak Hour Analysis From 08:00 to 09:00 Peak Hour For Entire Intersection Begins at 08:00 08:00 3 21 45 0 69 29 40 3 0 72 29 10 36 0 75 27 29 42 0 98 314 08:15 4 15 44 0 63 59 68 4 0 131 28 9 54 0 91 29 53 51 0 133 418 08:30 3 24 39 0 66 51 43 5 0 99 28 15 22 0 65 36 47 56 0 139 369 08:45 3 22 37 0 62 39 48 5 0 92 32 15 18 0 65 21 27 35 0 83 302 Total Volume 13 82 165 0 260 178 199 17 0 394 117 49 130 0 296 113 156 184 0 453 1403 % App Total 5.0% 31.5% 63.5% 0.0% 45.2% 50.5% 4.3% 0.0% 39.5% 16.6% 43.9% 0.0% 24.9% 34.4% 40.6% 0.0% PHF.813.854.917.000.942.754.732.850.000.752.914.817.602.000.813.785.736.821.000.815.839 PM PEAK HOUR Cowell Boulevard Southbound Lillard Drive Westbound Cowell Boulevard Northbound Pole Line Road Eastbound START TIME LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL Total Peak Hour Analysis From 16:30 to 17:30 Peak Hour For Entire Intersection Begins at 16:30 16:30 1 21 31 0 53 35 40 2 0 77 41 33 49 0 123 46 43 44 0 133 386 16:45 2 28 42 0 72 42 57 3 0 102 42 41 41 0 124 37 53 35 1 126 424 17:00 0 30 40 0 70 39 45 0 0 84 49 34 47 0 130 53 55 48 1 157 441 17:15 0 21 42 0 63 38 40 1 0 79 38 33 52 0 123 44 47 30 1 122 387 Total Volume 3 100 155 0 258 154 182 6 0 342 170 141 189 0 500 180 198 157 3 538 1638 % App Total 1.2% 38.8% 60.1% 0.0% 45.0% 53.2% 1.8% 0.0% 34.0% 28.2% 37.8% 0.0% 33.5% 36.8% 29.2% 0.6% PHF.375.833.923.000.896.917.798.500.000.838.867.860.909.000.962.849.900.818.750.857.929

City of Davis All Vehicles on Unshifted Peds & Bikes on Bank 1 Nothing on Bank 2 ALL TRAFFIC DATA (916) 771-8700 orders@atdtraffic.com File Name : Date : Unshifted Count = All Vehicles Pole Line Road 5th Street Pole Line Road 5th Street Southbound Westbound Northbound Eastbound START TIME LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL Total Uturn Total 07:00 27 35 12 0 74 12 22 17 0 51 11 21 23 1 56 6 14 3 0 23 204 1 07:15 21 50 18 0 89 9 23 15 0 47 44 45 16 1 106 7 6 8 0 21 263 1 07:30 36 60 21 0 117 13 36 23 0 72 49 53 13 2 117 7 11 14 1 33 339 3 07:45 42 62 30 0 134 13 34 28 0 75 39 48 28 1 116 7 21 25 0 53 378 1 Total 126 207 81 0 414 47 115 83 0 245 143 167 80 5 395 27 52 50 1 130 1184 6 08:00 50 63 21 0 134 28 50 14 0 92 36 47 30 4 117 6 25 24 0 55 398 4 08:15 31 92 37 0 160 30 49 15 0 94 60 76 23 1 160 6 21 28 0 55 469 1 08:30 39 98 42 0 179 24 44 11 0 79 40 64 30 2 136 7 22 32 1 62 456 3 08:45 22 70 31 0 123 17 44 14 0 75 42 50 30 1 123 10 19 15 1 45 366 2 Total 142 323 131 0 596 99 187 54 0 340 178 237 113 8 536 29 87 99 2 217 1689 10 2320-03 14-7680-044 Pole Line Road-5th Street.ppd 10/16/2014 16:00 26 72 24 0 122 16 31 44 0 91 51 76 41 11 179 25 50 37 0 112 504 11 16:15 45 64 27 0 136 19 37 33 0 89 42 84 52 9 187 16 54 48 0 118 530 9 16:30 45 73 31 0 149 21 32 55 0 108 39 79 37 16 171 20 50 43 0 113 541 16 16:45 30 60 14 0 104 23 39 50 0 112 53 86 48 11 198 24 72 46 1 143 557 12 Total 146 269 96 0 511 79 139 182 0 400 185 325 178 47 735 85 226 174 1 486 2132 48 17:00 38 76 27 0 141 38 35 62 0 135 44 83 53 6 186 26 47 60 0 133 595 6 17:15 21 69 25 0 115 20 47 51 0 118 51 64 38 9 162 30 48 33 0 111 506 9 17:30 20 78 25 0 123 29 42 43 0 114 36 79 37 1 153 23 34 49 0 106 496 1 17:45 28 69 28 0 125 26 31 27 0 84 38 78 36 2 154 13 23 27 0 63 426 2 Total 107 292 105 0 504 113 155 183 0 451 169 304 164 18 655 92 152 169 0 413 2023 18 Grand Total 521 1091 413 0 2025 338 596 502 0 1436 675 1033 535 78 2321 233 517 492 4 1246 7028 82 Apprch % 25.7% 53.9% 20.4% 0.0% 23.5% 41.5% 35.0% 0.0% 29.1% 44.5% 23.1% 3.4% 18.7% 41.5% 39.5% 0.3% Total % 7.4% 15.5% 5.9% 0.0% 28.8% 4.8% 8.5% 7.1% 0.0% 20.4% 9.6% 14.7% 7.6% 1.1% 33.0% 3.3% 7.4% 7.0% 0.1% 17.7% 100.0% AM PEAK Pole Line Road 5th Street Pole Line Road 5th Street HOUR Southbound Westbound Northbound Eastbound START TIME LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL Total Peak Hour Analysis From 07:45 to 08:45 Peak Hour For Entire Intersection Begins at 07:45 07:45 42 62 30 0 134 13 34 28 0 75 39 48 28 1 116 7 21 25 0 53 378 08:00 50 63 21 0 134 28 50 14 0 92 36 47 30 4 117 6 25 24 0 55 398 08:15 31 92 37 0 160 30 49 15 0 94 60 76 23 1 160 6 21 28 0 55 469 08:30 39 98 42 0 179 24 44 11 0 79 40 64 30 2 136 7 22 32 1 62 456 Total Volume 162 315 130 0 607 95 177 68 0 340 175 235 111 8 529 26 89 109 1 225 1701 % App Total 26.7% 51.9% 21.4% 0.0% 27.9% 52.1% 20.0% 0.0% 33.1% 44.4% 21.0% 1.5% 11.6% 39.6% 48.4% 0.4% PHF.810.804.774.000.848.792.885.607.000.904.729.773.925.500.827.929.890.852.250.907.907 PM PEAK HOUR Pole Line Road Southbound 5th Street Westbound Pole Line Road Northbound 5th Street Eastbound START TIME LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL Total Peak Hour Analysis From 16:15 to 17:15 Peak Hour For Entire Intersection Begins at 16:15 16:15 45 64 27 0 136 19 37 33 0 89 42 84 52 9 187 16 54 48 0 118 530 16:30 45 73 31 0 149 21 32 55 0 108 39 79 37 16 171 20 50 43 0 113 541 16:45 30 60 14 0 104 23 39 50 0 112 53 86 48 11 198 24 72 46 1 143 557 17:00 38 76 27 0 141 38 35 62 0 135 44 83 53 6 186 26 47 60 0 133 595 Total Volume 158 273 99 0 530 101 143 200 0 444 178 332 190 42 742 86 223 197 1 507 2223 % App Total 29.8% 51.5% 18.7% 0.0% 22.7% 32.2% 45.0% 0.0% 24.0% 44.7% 25.6% 5.7% 17.0% 44.0% 38.9% 0.2% PHF.878.898.798.000.889.664.917.806.000.822.840.965.896.656.937.827.774.821.250.886.934

City of Davis All Vehicles on Unshifted Peds & Bikes on Bank 1 Nothing on Bank 2 ALL TRAFFIC DATA (916) 771-8700 orders@atdtraffic.com File Name : Date : Unshifted Count = All Vehicles L Street 5th Street L Street 5th Street Southbound Westbound Northbound Eastbound START TIME LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL Total Uturn Total 07:00 4 20 5 0 29 4 26 2 0 32 3 12 11 0 26 3 11 5 0 19 106 0 07:15 5 20 13 0 38 6 60 19 0 85 7 9 1 0 17 3 12 5 0 20 160 0 07:30 7 26 15 0 48 6 71 20 0 97 7 14 7 0 28 7 20 9 0 36 209 0 07:45 16 29 20 0 65 10 62 10 0 82 13 13 7 0 33 6 33 19 0 58 238 0 Total 32 95 53 0 180 26 219 51 0 296 30 48 26 0 104 19 76 38 0 133 713 0 08:00 16 37 20 0 73 9 80 12 0 101 9 20 7 0 36 13 36 17 0 66 276 0 08:15 19 41 14 0 74 17 83 19 0 119 12 16 8 0 36 7 42 15 0 64 293 0 08:30 10 42 19 0 71 14 107 8 0 129 20 18 11 0 49 6 41 15 0 62 311 0 08:45 5 45 14 0 64 16 86 6 0 108 18 20 10 0 48 9 29 18 0 56 276 0 Total 50 165 67 0 282 56 356 45 0 457 59 74 36 0 169 35 148 65 0 248 1156 0 2320-03 14-7680-045 L Street-5th Street.ppd 10/16/2014 16:00 10 19 12 0 41 17 75 22 0 114 27 41 36 0 104 16 64 24 0 104 363 0 16:15 11 32 19 0 62 15 77 17 0 109 18 42 26 0 86 16 78 30 0 124 381 0 16:30 8 37 14 0 59 21 79 17 0 117 21 43 30 0 94 20 77 25 0 122 392 0 16:45 13 35 23 0 71 13 92 18 0 123 18 52 25 0 95 20 89 35 0 144 433 0 Total 42 123 68 0 233 66 323 74 0 463 84 178 117 0 379 72 308 114 0 494 1569 0 17:00 8 28 8 0 44 10 90 16 0 116 26 58 31 0 115 18 84 28 0 130 405 0 17:15 16 20 15 0 51 17 92 15 0 124 30 50 29 0 109 18 76 32 0 126 410 0 17:30 16 26 13 0 55 19 77 20 0 116 28 39 16 0 83 26 62 19 0 107 361 0 17:45 4 30 14 0 48 14 76 11 0 101 25 42 20 0 87 18 33 15 0 66 302 0 Total 44 104 50 0 198 60 335 62 0 457 109 189 96 0 394 80 255 94 0 429 1478 0 Grand Total 168 487 238 0 893 208 1233 232 0 1673 282 489 275 0 1046 206 787 311 0 1304 4916 0 Apprch % 18.8% 54.5% 26.7% 0.0% 12.4% 73.7% 13.9% 0.0% 27.0% 46.7% 26.3% 0.0% 15.8% 60.4% 23.8% 0.0% Total % 3.4% 9.9% 4.8% 0.0% 18.2% 4.2% 25.1% 4.7% 0.0% 34.0% 5.7% 9.9% 5.6% 0.0% 21.3% 4.2% 16.0% 6.3% 0.0% 26.5% 100.0% AM PEAK L Street 5th Street L Street 5th Street HOUR Southbound Westbound Northbound Eastbound START TIME LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL Total Peak Hour Analysis From 08:00 to 09:00 Peak Hour For Entire Intersection Begins at 08:00 08:00 16 37 20 0 73 9 80 12 0 101 9 20 7 0 36 13 36 17 0 66 276 08:15 19 41 14 0 74 17 83 19 0 119 12 16 8 0 36 7 42 15 0 64 293 08:30 10 42 19 0 71 14 107 8 0 129 20 18 11 0 49 6 41 15 0 62 311 08:45 5 45 14 0 64 16 86 6 0 108 18 20 10 0 48 9 29 18 0 56 276 Total Volume 50 165 67 0 282 56 356 45 0 457 59 74 36 0 169 35 148 65 0 248 1156 % App Total 17.7% 58.5% 23.8% 0.0% 12.3% 77.9% 9.8% 0.0% 34.9% 43.8% 21.3% 0.0% 14.1% 59.7% 26.2% 0.0% PHF.658.917.838.000.953.824.832.592.000.886.738.925.818.000.862.673.881.903.000.939.929 PM PEAK HOUR L Street Southbound 5th Street Westbound L Street Northbound 5th Street Eastbound START TIME LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL Total Peak Hour Analysis From 16:30 to 17:30 Peak Hour For Entire Intersection Begins at 16:30 16:30 8 37 14 0 59 21 79 17 0 117 21 43 30 0 94 20 77 25 0 122 392 16:45 13 35 23 0 71 13 92 18 0 123 18 52 25 0 95 20 89 35 0 144 433 17:00 8 28 8 0 44 10 90 16 0 116 26 58 31 0 115 18 84 28 0 130 405 17:15 16 20 15 0 51 17 92 15 0 124 30 50 29 0 109 18 76 32 0 126 410 Total Volume 45 120 60 0 225 61 353 66 0 480 95 203 115 0 413 76 326 120 0 522 1640 % App Total 20.0% 53.3% 26.7% 0.0% 12.7% 73.5% 13.8% 0.0% 23.0% 49.2% 27.8% 0.0% 14.6% 62.5% 23.0% 0.0% PHF.703.811.652.000.792.726.959.917.000.968.792.875.927.000.898.950.916.857.000.906.947

EASTBOUND APPROACH LANES N. Diameter Dr PM 15 0 0 Midday 0 0 AM 14 0 0 2 WESTBOUND APPROACH LANES AM 0 0 0 Midday PM 0 0 0 N. Diameter Dr 0 0 0 Intersection Turning Movement Prepared by: KD Anderson Associates, Inc. TMC Summary of N. Diameter Dr/E. 8th Street Project #: 2320-03 SOUTHBOUND APPROACH LANES N E. 8th Street E. 8th Street PM Midday AM AM Midday PM 0 0 0 0 0 0 128 0 85 125 0 91 25 0 11 0 0 0 001 TURNING MOVEMENT COUNT N. Diameter Dr/E. 8th Street (Intersection Name) NORTHBOUND APPROACH LANES WEDNESDAY Day COUNT PERIODS am 7:00 AM - noon 11:00 AM - pm 4:00 PM - 3/30/16 Date 9:00 AM 2:00 PM 6:00 PM AM PEAK HOUR NOON PEAK HOUR PM PEAK HOUR 800 AM 0 AM 430 PM

Intersection Turning Movement Prepared by: N-S STREET: N. Diameter Dr DATE: 3/30/16 LOCATION: Davis E-W STREET: E. 8th Street DAY: WEDNESDAY PROJECT# 2320-03 NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND LANES: NL NT NR SL ST SR EL ET ER WL WT WR TOTAL 6:00 AM 6:15 AM 6:30 AM 6:45 AM 7:00 AM 0 0 8 0 0 9 17 7:15 AM 2 0 8 2 1 16 29 7:30 AM 4 1 4 1 0 14 24 7:45 AM 3 0 6 0 0 22 31 8:00 AM 2 0 19 2 0 27 50 8:15 AM 4 0 28 2 0 25 59 8:30 AM 5 1 19 2 0 43 70 8:45 AM 3 1 19 5 0 30 58 9:00 AM 9:15 AM 9:30 AM 9:45 AM 10:00 AM 10:15 AM 10:30 AM 10:45 AM TOTAL NL NT NR SL ST SR EL ET ER WL WT WR TOTAL VOLUMES = 23 0 3 0 0 0 0 111 14 1 186 0 338 nb a nb d sb a sb d eb a eb d wb a nb d 26 0 0 15 125 114 187 209 AM Peak Hr Begins at: 800 AM PEAK VOLUMES = 14 0 2 0 0 0 0 85 11 0 125 0 237 PEAK HR. FACTOR: 0.667 0.000 0.800 0.727 0.846 CONTROL:

Intersection Turning Movement Prepared by: N-S STREET: N. Diameter Dr DATE: 3/30/16 LOCATION: Davis E-W STREET: E. 8th Street DAY: WEDNESDAY PROJECT# 2320-03 NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND LANES: NL NT NR SL ST SR EL ET ER WL WT WR TOTAL 2:00 PM 2:15 PM 2:30 PM 2:45 PM 3:00 PM 3:15 PM 3:30 PM 3:45 PM 4:00 PM 3 1 28 4 0 23 59 4:15 PM 2 2 33 4 1 20 62 4:30 PM 3 0 28 9 0 28 68 4:45 PM 4 0 29 6 0 20 59 5:00 PM 4 0 36 4 0 22 66 5:15 PM 4 0 35 6 0 21 66 5:30 PM 4 0 34 3 1 15 57 5:45 PM 2 0 31 3 0 26 62 6:00 PM 6:15 PM 6:30 PM 6:45 PM TOTAL NL NT NR SL ST SR EL ET ER WL WT WR TOTAL VOLUMES = 26 0 3 0 0 0 0 254 39 2 175 0 499 nb a nb d sb a sb d eb a eb d wb a nb d 29 0 0 41 293 257 177 201 PM Peak Hr Begins at: 430 PM PEAK VOLUMES = 15 0 0 0 0 0 0 128 25 0 91 0 259 PEAK HR. FACTOR: 0.938 0.000 0.933 0.813 0.952 CONTROL:

EASTBOUND APPROACH LANES Pole Line Rd PM 0 591 18 Midday 0 0 AM 0 296 0 8 WESTBOUND APPROACH LANES AM 0 615 4 Midday PM 0 0 0 Pole Line Rd 0 618 11 Intersection Turning Movement Prepared by: KD Anderson Associates, Inc. TMC Summary of Pole Line Rd/S. Diameter Dr Project #: 2320-0 SOUTHBOUND APPROACH LANES N S. Diameter Dr S. Diameter Dr PM Midday AM AM Midday PM 0 0 0 9 0 13 0 0 0 0 0 0 0 0 0 16 0 18 001 TURNING MOVEMENT COUNT Pole Line Rd / S. Diameter Dr (Intersection Name) Day TUESDAY 3/29/16 Date NORTHBOUND APPROACH LANES COUNT PERIODS am 7:00 AM - noon 11:00 AM - pm 4:00 PM - 9:00 AM 2:00 PM 6:00 PM AM PEAK HOUR NOON PEAK HOUR PM PEAK HOUR 745 AM 0 AM 430 PM

Intersection Turning Movement Prepared by: N-S STREET: Pole Line Rd DATE: 3/29/16 LOCATION: Davis E-W STREET: S. Diameter Dr DAY: TUESDAY PROJECT# 2320-0 NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND LANES: NL NT NR SL ST SR EL ET ER WL WT WR TOTAL 6:00 AM 6:15 AM 6:30 AM 6:45 AM 7:00 AM 23 0 0 59 1 3 86 7:15 AM 53 1 1 75 1 2 133 7:30 AM 67 1 0 112 4 3 187 7:45 AM 69 3 1 155 3 2 233 8:00 AM 64 3 0 140 3 1 211 8:15 AM 84 0 0 135 4 5 228 8:30 AM 79 2 3 185 6 1 276 8:45 AM 63 2 0 113 7 3 188 9:00 AM 9:15 AM 9:30 AM 9:45 AM 10:00 AM 10:15 AM 10:30 AM 10:45 AM TOTAL NL NT NR SL ST SR EL ET ER WL WT WR TOTAL VOLUMES = 0 502 12 5 974 0 0 0 0 29 0 20 1542 nb a nb d sb a sb d eb a eb d wb a nb d 514 522 979 1003 0 17 49 0 AM Peak Hr Begins at: 745 AM PEAK VOLUMES = 0 296 8 4 615 0 0 0 0 16 0 9 948 PEAK HR. FACTOR: 0.905 0.823 0.000 0.694 0.859 CONTROL:

Intersection Turning Movement Prepared by: N-S STREET: Pole Line Rd DATE: 3/29/16 LOCATION: Davis E-W STREET: S. Diameter Dr DAY: TUESDAY PROJECT# 2320-0 NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND LANES: NL NT NR SL ST SR EL ET ER WL WT WR TOTAL 2:00 PM 2:15 PM 2:30 PM 2:45 PM 3:00 PM 3:15 PM 3:30 PM 3:45 PM 4:00 PM 139 5 4 175 6 7 336 4:15 PM 114 11 3 141 7 2 278 4:30 PM 141 7 3 125 3 5 284 4:45 PM 147 5 6 147 8 1 314 5:00 PM 144 4 1 166 1 4 320 5:15 PM 159 2 1 180 6 3 351 5:30 PM 128 6 4 132 2 1 273 5:45 PM 129 3 1 146 4 3 286 6:00 PM 6:15 PM 6:30 PM 6:45 PM TOTAL NL NT NR SL ST SR EL ET ER WL WT WR TOTAL VOLUMES = 0 1101 43 23 1212 0 0 0 0 37 0 26 2442 nb a nb d sb a sb d eb a eb d wb a nb d 1144 1127 1235 1249 0 66 63 0 PM Peak Hr Begins at: 430 PM PEAK VOLUMES = 0 591 18 11 618 0 0 0 0 18 0 13 1269 PEAK HR. FACTOR: 0.946 0.869 0.000 0.861 0.904 CONTROL:

EASTBOUND APPROACH LANES Cantrill Dr PM 136 0 17 Midday 0 0 AM 81 0 0 4 WESTBOUND APPROACH LANES AM 0 0 0 Midday PM 0 0 0 Cantrill Dr 0 0 0 Intersection Turning Movement Prepared by: KD Anderson Associates, Inc. TMC Summary of Cantrill Dr/5th Street Project #: 2320-03 SOUTHBOUND APPROACH LANES N 5th Street 5th Street PM Midday AM AM Midday PM 0 0 0 0 0 0 274 0 201 259 0 279 124 0 103 12 0 9 001 TURNING MOVEMENT COUNT Cantrill Dr / 5th Street (Intersection Name) Day TUESDAY 4/5/16 Date NORTHBOUND APPROACH LANES COUNT PERIODS am 7:00 AM - noon 11:00 AM - pm 4:00 PM - 9:00 AM 2:00 PM 6:00 PM AM PEAK HOUR NOON PEAK HOUR PM PEAK HOUR 800 AM 0 AM 430 PM

Intersection Turning Movement Prepared by: N-S STREET: Cantrill Dr DATE: 4/5/16 LOCATION: Davis E-W STREET: 5th Street DAY: TUESDAY PROJECT# 2320-03 NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND LANES: NL NT NR SL ST SR EL ET ER WL WT WR TOTAL 6:00 AM 6:15 AM 6:30 AM 6:45 AM 7:00 AM 13 1 23 20 2 23 82 7:15 AM 11 2 21 22 1 40 97 7:30 AM 28 0 23 16 1 67 135 7:45 AM 17 0 51 27 1 51 147 8:00 AM 14 0 57 27 2 59 159 8:15 AM 14 0 37 23 4 83 161 8:30 AM 29 2 48 31 2 68 180 8:45 AM 24 2 59 22 4 49 160 9:00 AM 9:15 AM 9:30 AM 9:45 AM 10:00 AM 10:15 AM 10:30 AM 10:45 AM TOTAL NL NT NR SL ST SR EL ET ER WL WT WR TOTAL VOLUMES = 150 0 7 0 0 0 0 319 188 17 440 0 1121 nb a nb d sb a sb d eb a eb d wb a nb d 157 0 0 205 507 326 457 590 AM Peak Hr Begins at: 800 AM PEAK VOLUMES = 81 0 4 0 0 0 0 201 103 12 259 0 660 PEAK HR. FACTOR: 0.685 0.000 0.905 0.779 0.917 CONTROL:

Intersection Turning Movement Prepared by: N-S STREET: Cantrill Dr DATE: 4/5/16 LOCATION: Davis E-W STREET: 5th Street DAY: TUESDAY PROJECT# 2320-03 NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND LANES: NL NT NR SL ST SR EL ET ER WL WT WR TOTAL 2:00 PM 2:15 PM 2:30 PM 2:45 PM 3:00 PM 3:15 PM 3:30 PM 3:45 PM 4:00 PM 30 0 66 35 3 57 191 4:15 PM 28 3 71 34 2 63 201 4:30 PM 31 5 55 41 1 72 205 4:45 PM 25 6 54 25 4 67 181 5:00 PM 44 2 90 21 1 74 232 5:15 PM 36 4 75 37 3 66 221 5:30 PM 31 2 47 23 2 67 172 5:45 PM 27 5 55 29 6 74 196 6:00 PM 6:15 PM 6:30 PM 6:45 PM TOTAL NL NT NR SL ST SR EL ET ER WL WT WR TOTAL VOLUMES = 252 0 27 0 0 0 0 513 245 22 540 0 1599 nb a nb d sb a sb d eb a eb d wb a nb d 279 0 0 267 758 540 562 792 PM Peak Hr Begins at: 430 PM PEAK VOLUMES = 136 0 17 0 0 0 0 274 124 9 279 0 839 PEAK HR. FACTOR: 0.832 0.000 0.888 0.960 0.904 CONTROL:

HCM 2010 Signalized Intersection Summary Exist AM 1: Pole Line Rd & 8th St 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 49 44 110 42 104 22 103 205 23 9 393 105 Future Volume (veh/h) 49 44 110 42 104 22 103 205 23 9 393 105 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 0.99 0.95 0.99 0.91 1.00 0.96 1.00 0.94 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 53 48 90 48 118 18 126 250 21 10 423 85 Adj No. of Lanes 0 1 1 0 1 1 1 1 1 1 1 1 Peak Hour Factor 0.92 0.92 0.92 0.88 0.88 0.88 0.82 0.82 0.82 0.93 0.93 0.93 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 285 211 324 194 306 311 161 839 687 19 689 550 Arrive On Green 0.22 0.22 0.22 0.22 0.22 0.22 0.09 0.45 0.45 0.01 0.37 0.37 Sat Flow, veh/h 637 977 1499 321 1417 1442 1774 1863 1525 1774 1863 1487 Grp Volume(v), veh/h 101 0 90 166 0 18 126 250 21 10 423 85 Grp Sat Flow(s),veh/h/ln 1614 0 1499 1737 0 1442 1774 1863 1525 1774 1863 1487 Q Serve(g_s), s 0.0 0.0 1.9 0.2 0.0 0.4 2.6 3.2 0.3 0.2 6.9 1.4 Cycle Q Clear(g_c), s 1.7 0.0 1.9 2.9 0.0 0.4 2.6 3.2 0.3 0.2 6.9 1.4 Prop In Lane 0.52 1.00 0.29 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 496 0 324 500 0 311 161 839 687 19 689 550 V/C Ratio(X) 0.20 0.00 0.28 0.33 0.00 0.06 0.78 0.30 0.03 0.53 0.61 0.15 Avail Cap(c_a), veh/h 1458 0 1292 1581 0 1243 335 1355 1109 191 1204 962 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 12.1 0.0 12.1 12.5 0.0 11.6 16.5 6.5 5.7 18.3 9.5 7.8 Incr Delay (d2), s/veh 0.2 0.0 0.5 0.4 0.0 0.1 7.9 0.2 0.0 21.6 0.9 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.9 0.0 0.8 1.5 0.0 0.2 1.6 1.6 0.1 0.2 3.6 0.6 LnGrp Delay(d),s/veh 12.3 0.0 12.6 12.9 0.0 11.6 24.4 6.7 5.7 39.8 10.4 7.9 LnGrp LOS B B B B C A A D B A Approach Vol, veh/h 191 184 397 518 Approach Delay, s/veh 12.4 12.8 12.3 10.6 Approach LOS B B B B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 4.4 20.7 12.0 7.4 17.7 12.0 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 4.0 27.0 32.0 7.0 24.0 32.0 Max Q Clear Time (g_c+i1), s 2.2 5.2 3.9 4.6 8.9 4.9 Green Ext Time (p_c), s 0.0 4.7 2.0 0.1 4.1 2.0 Intersection Summary HCM 2010 Ctrl Delay 11.7 HCM 2010 LOS B Page 1

HCM 2010 TWSC Exist AM 2: Rancho Yolo & 8th St 8/1/2016 Intersection Int Delay, s/veh 0.7 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 85 11 0 125 14 2 Future Vol, veh/h 85 11 0 125 14 2 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 100 13 0 147 16 2 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 113 0 253 106 Stage 1 - - - - 106 - Stage 2 - - - - 147 - Critical Hdwy - - 4.12-6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218-3.518 3.318 Pot Cap-1 Maneuver - - 1476-736 948 Stage 1 - - - - 918 - Stage 2 - - - - 880 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1476-736 948 Mov Cap-2 Maneuver - - - - 736 - Stage 1 - - - - 918 - Stage 2 - - - - 880 - Approach EB WB NB HCM Control Delay, s 0 0 9.9 HCM LOS A Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 757 - - 1476 - HCM Lane V/C Ratio 0.025 - - - - HCM Control Delay (s) 9.9 - - 0 - HCM Lane LOS A - - A - HCM 95th %tile Q(veh) 0.1 - - 0 - Page 2

HCM 2010 TWSC Exist AM 3: Pole Line Rd & Rancho Yolo 8/1/2016 Intersection Int Delay, s/veh 0.4 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 16 9 296 8 4 615 Future Vol, veh/h 16 9 296 8 4 615 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - 205 75 - Veh in Median Storage, # 0-0 - - 0 Grade, % 0-0 - - 0 Peak Hour Factor 86 86 86 86 86 86 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 19 10 344 9 5 715 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1068 344 0 0 344 0 Stage 1 344 - - - - - Stage 2 724 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 245 699 - - 1215 - Stage 1 718 - - - - - Stage 2 480 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 244 699 - - 1215 - Mov Cap-2 Maneuver 366 - - - - - Stage 1 718 - - - - - Stage 2 478 - - - - - Approach WB NB SB HCM Control Delay, s 13.7 0 0.1 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 442 1215 - HCM Lane V/C Ratio - - 0.066 0.004 - HCM Control Delay (s) - - 13.7 8 - HCM Lane LOS - - B A - HCM 95th %tile Q(veh) - - 0.2 0 - Page 3

HCM 2010 Signalized Intersection Summary Exist AM 4: Howard Way /College Park & Russell Blvd 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 11 435 197 196 387 9 42 0 30 13 1 17 Future Volume (veh/h) 11 435 197 196 387 9 42 0 30 13 1 17 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.89 1.00 0.94 1.00 0.93 1.00 0.84 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1863 Adj Flow Rate, veh/h 14 558 253 251 496 12 54 0 38 17 1 22 Adj No. of Lanes 1 2 0 1 2 0 1 1 0 1 1 1 Peak Hour Factor 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 154 808 365 314 1569 38 127 0 163 120 198 141 Arrive On Green 0.09 0.35 0.35 0.18 0.44 0.44 0.07 0.00 0.11 0.07 0.11 0.11 Sat Flow, veh/h 1774 2278 1029 1774 3525 85 1774 0 1474 1774 1863 1332 Grp Volume(v), veh/h 14 433 378 251 249 259 54 0 38 17 1 22 Grp Sat Flow(s),veh/h/ln 1774 1770 1537 1774 1770 1841 1774 0 1474 1774 1863 1332 Q Serve(g_s), s 0.4 12.1 12.2 7.8 5.2 5.3 1.7 0.0 1.4 0.5 0.0 0.9 Cycle Q Clear(g_c), s 0.4 12.1 12.2 7.8 5.2 5.3 1.7 0.0 1.4 0.5 0.0 0.9 Prop In Lane 1.00 0.67 1.00 0.05 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 154 628 545 314 787 819 127 0 163 120 198 141 V/C Ratio(X) 0.09 0.69 0.69 0.80 0.32 0.32 0.43 0.00 0.23 0.14 0.01 0.16 Avail Cap(c_a), veh/h 184 778 676 491 787 819 645 0 403 184 198 141 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 1.00 1.00 Uniform Delay (d), s/veh 24.3 15.9 16.0 22.8 10.4 10.4 25.7 0.0 23.5 25.4 23.1 23.5 Incr Delay (d2), s/veh 0.3 1.9 2.3 5.1 0.2 0.2 2.3 0.0 0.7 0.5 0.0 0.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.2 6.2 5.5 4.3 2.6 2.7 0.9 0.0 0.6 0.3 0.0 0.3 LnGrp Delay(d),s/veh 24.5 17.8 18.2 27.9 10.6 10.6 27.9 0.0 24.2 25.9 23.1 24.0 LnGrp LOS C B B C B B C C C C C Approach Vol, veh/h 825 759 92 40 Approach Delay, s/veh 18.1 16.3 26.4 24.8 Approach LOS B B C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 14.2 25.1 8.1 10.3 9.0 30.3 7.9 10.6 Change Period (Y+Rc), s 4.0 4.6 4.0 * 4.2 4.0 4.6 4.0 * 4.2 Max Green Setting (Gmax), s 16.0 25.4 21.0 * 5.8 6.0 25.4 6.0 * 16 Max Q Clear Time (g_c+i1), s 9.8 14.2 3.7 2.9 2.4 7.3 2.5 3.4 Green Ext Time (p_c), s 0.4 6.0 0.1 0.0 0.0 8.4 0.0 0.1 Intersection Summary HCM 2010 Ctrl Delay 17.9 HCM 2010 LOS B Notes Page 4

HCM 2010 Signalized Intersection Summary Exist AM 4: Howard Way /College Park & Russell Blvd 8/1/2016 User approved pedestrian interval to be less than phase max green. * HCM 2010 computational engine requires equal clearance times for the phases crossing the barrier. Page 5

HCM 2010 Signalized Intersection Summary Exist AM 5: L St & Russell Blvd/5th St 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 35 148 65 56 356 45 59 74 36 50 165 67 Future Volume (veh/h) 35 148 65 56 356 45 59 74 36 50 165 67 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.97 1.00 0.90 1.00 0.98 1.00 0.81 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 37 157 52 63 400 39 69 86 32 53 174 53 Adj No. of Lanes 1 1 0 1 1 1 1 1 1 1 1 1 Peak Hour Factor 0.94 0.94 0.94 0.89 0.89 0.89 0.86 0.86 0.86 0.95 0.95 0.95 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 59 420 139 88 619 475 94 381 316 78 365 250 Arrive On Green 0.03 0.32 0.32 0.05 0.33 0.33 0.05 0.20 0.20 0.04 0.20 0.20 Sat Flow, veh/h 1774 1327 440 1774 1863 1430 1774 1863 1547 1774 1863 1278 Grp Volume(v), veh/h 37 0 209 63 400 39 69 86 32 53 174 53 Grp Sat Flow(s),veh/h/ln1774 0 1767 1774 1863 1430 1774 1863 1547 1774 1863 1278 Q Serve(g_s), s 0.9 0.0 3.8 1.5 7.6 0.8 1.6 1.6 0.7 1.2 3.4 1.4 Cycle Q Clear(g_c), s 0.9 0.0 3.8 1.5 7.6 0.8 1.6 1.6 0.7 1.2 3.4 1.4 Prop In Lane 1.00 0.25 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 59 0 559 88 619 475 94 381 316 78 365 250 V/C Ratio(X) 0.62 0.00 0.37 0.71 0.65 0.08 0.74 0.23 0.10 0.68 0.48 0.21 Avail Cap(c_a), veh/h 214 0 1192 256 1301 999 385 1571 1305 214 1391 954 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 19.8 0.0 11.0 19.4 11.8 9.5 19.4 13.8 13.4 19.6 14.8 14.0 Incr Delay (d2), s/veh 10.2 0.0 0.4 10.2 1.1 0.1 10.6 0.3 0.1 9.8 1.0 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/ln0.6 0.0 1.9 0.9 4.1 0.3 1.0 0.8 0.3 0.8 1.8 0.5 LnGrp Delay(d),s/veh 30.0 0.0 11.4 29.6 12.9 9.6 30.0 14.1 13.6 29.4 15.8 14.4 LnGrp LOS C B C B A C B B C B B Approach Vol, veh/h 246 502 187 280 Approach Delay, s/veh 14.2 14.7 19.8 18.1 Approach LOS B B B B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s5.8 12.5 6.1 17.1 6.2 12.1 5.4 17.8 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), 5.0s 35.0 6.0 28.0 9.0 31.0 5.0 29.0 Max Q Clear Time (g_c+i1), 3.2s 3.6 3.5 5.8 3.6 5.4 2.9 9.6 Green Ext Time (p_c), s 0.0 2.0 0.0 4.2 0.1 1.9 0.0 4.0 Intersection Summary HCM 2010 Ctrl Delay 16.2 HCM 2010 LOS B Page 6

HCM 2010 Signalized Intersection Summary Exist AM 6: Pole Line Rd & 5th St 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 27 89 109 95 177 68 183 235 111 162 315 130 Future Volume (veh/h) 27 89 109 95 177 68 183 235 111 162 315 130 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1900 1900 1900 1863 1863 1863 Adj Flow Rate, veh/h 30 98 0 106 197 0 220 283 0 191 371 0 Adj No. of Lanes 1 2 1 1 2 1 1 1 1 1 1 1 Peak Hour Factor 0.91 0.91 0.91 0.90 0.90 0.90 0.83 0.83 0.83 0.85 0.85 0.85 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 48 479 214 136 653 292 279 633 538 243 589 501 Arrive On Green 0.03 0.14 0.00 0.08 0.18 0.00 0.15 0.33 0.00 0.14 0.32 0.00 Sat Flow, veh/h 1774 3539 1583 1774 3539 1583 1810 1900 1615 1774 1863 1583 Grp Volume(v), veh/h 30 98 0 106 197 0 220 283 0 191 371 0 Grp Sat Flow(s),veh/h/ln1774 1770 1583 1774 1770 1583 1810 1900 1615 1774 1863 1583 Q Serve(g_s), s 0.8 1.2 0.0 3.0 2.4 0.0 5.9 5.9 0.0 5.2 8.6 0.0 Cycle Q Clear(g_c), s 0.8 1.2 0.0 3.0 2.4 0.0 5.9 5.9 0.0 5.2 8.6 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 48 479 214 136 653 292 279 633 538 243 589 501 V/C Ratio(X) 0.62 0.20 0.00 0.78 0.30 0.00 0.79 0.45 0.00 0.78 0.63 0.00 Avail Cap(c_a), veh/h 176 2109 943 211 2179 975 431 1208 1026 388 1147 975 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 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 24.2 19.4 0.0 22.8 17.7 0.0 20.5 13.2 0.0 21.0 14.7 0.0 Incr Delay (d2), s/veh 12.3 0.2 0.0 9.5 0.3 0.0 5.3 0.5 0.0 5.5 1.1 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/ln0.6 0.6 0.0 1.8 1.2 0.0 3.3 3.2 0.0 2.9 4.5 0.0 LnGrp Delay(d),s/veh 36.5 19.6 0.0 32.3 18.0 0.0 25.8 13.6 0.0 26.5 15.8 0.0 LnGrp LOS D B C B C B C B Approach Vol, veh/h 128 303 503 562 Approach Delay, s/veh 23.5 23.0 19.0 19.4 Approach LOS C C B B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s10.9 20.8 7.8 10.8 11.8 19.9 5.4 13.3 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), 11.0s 32.0 6.0 30.0 12.0 31.0 5.0 31.0 Max Q Clear Time (g_c+i1), 7.2s 7.9 5.0 3.2 7.9 10.6 2.8 4.4 Green Ext Time (p_c), s 0.2 4.4 0.0 1.9 0.2 4.2 0.0 1.9 Intersection Summary HCM 2010 Ctrl Delay 20.4 HCM 2010 LOS C Page 7

HCM 2010 Roundabout Exist AM 8: Cantrill Dr & 5th St 8/1/2016 Intersection Intersection Delay, s/veh 6.5 Intersection LOS A Approach EB WB NB Entry Lanes 1 1 1 Conflicting Circle Lanes 1 1 1 Adj Approach Flow, veh/h 387 302 107 Demand Flow Rate, veh/h 395 308 109 Vehicles Circulating, veh/h 7 99 253 Vehicles Exiting, veh/h 400 263 149 Follow-Up Headway, s 3.186 3.186 3.186 Ped Vol Crossing Leg, #/h 0 0 0 Ped Cap Adj 1.000 1.000 1.000 Approach Delay, s/veh 6.8 6.6 5.4 Approach LOS A A A Lane Left Left Left Designated Moves TR LT LR Assumed Moves TR LT LR RT Channelized Lane Util 1.000 1.000 1.000 Critical Headway, s 5.193 5.193 5.193 Entry Flow, veh/h 395 308 109 Cap Entry Lane, veh/h 1122 1023 877 Entry HV Adj Factor 0.980 0.981 0.982 Flow Entry, veh/h 387 302 107 Cap Entry, veh/h 1099 1004 861 V/C Ratio 0.352 0.301 0.124 Control Delay, s/veh 6.8 6.6 5.4 LOS A A A 95th %tile Queue, veh 2 1 0 Page 8

HCM 2010 AWSC Exist AM 9: 2nd St & Cantrill Dr 8/1/2016 Intersection Intersection Delay, s/veh10.9 Intersection LOS B Movement EBU EBL EBT WBU WBT WBR SBU SBL SBR Lane Configurations Traffic Vol, veh/h 0 12 246 0 237 74 0 85 24 Future Vol, veh/h 0 12 246 0 237 74 0 85 24 Peak Hour Factor 0.92 0.94 0.94 0.92 0.82 0.82 0.92 0.80 0.80 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 13 262 0 289 90 0 106 30 Number of Lanes 0 1 1 0 1 1 0 1 1 Approach EB WB SB Opposing Approach WB EB Opposing Lanes 2 2 0 Conflicting Approach Left SB WB Conflicting Lanes Left 2 0 2 Conflicting Approach Right SB EB Conflicting Lanes Right 0 2 2 HCM Control Delay 11.3 10.8 10.3 HCM LOS B B B Lane EBLn1 EBLn2WBLn1WBLn2 SBLn1 SBLn2 Vol Left, % 100% 0% 0% 0% 100% 0% Vol Thru, % 0% 100% 100% 0% 0% 0% Vol Right, % 0% 0% 0% 100% 0% 100% Sign Control Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 12 246 237 74 85 24 LT Vol 12 0 0 0 85 0 Through Vol 0 246 237 0 0 0 RT Vol 0 0 0 74 0 24 Lane Flow Rate 13 262 289 90 106 30 Geometry Grp 7 7 7 7 7 7 Degree of Util (X) 0.021 0.386 0.419 0.113 0.193 0.045 Departure Headway (Hd) 5.818 5.314 5.221 4.516 6.555 5.344 Convergence, Y/N Yes Yes Yes Yes Yes Yes Cap 612 673 685 789 544 663 Service Time 3.58 3.076 2.978 2.273 4.342 3.13 HCM Lane V/C Ratio 0.021 0.389 0.422 0.114 0.195 0.045 HCM Control Delay 8.7 11.4 11.7 7.9 10.9 8.4 HCM Lane LOS A B B A B A HCM 95th-tile Q 0.1 1.8 2.1 0.4 0.7 0.1 Page 9

HCM 2010 Signalized Intersection Summary Exist AM 10: Cowell Blvd & Pole Line Rd/Lillard Ave 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 113 156 184 178 199 17 117 49 130 13 82 165 Future Volume (veh/h) 113 156 184 178 199 17 117 49 130 13 82 165 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1881 1881 1881 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 138 190 0 237 265 0 144 60 0 14 87 0 Adj No. of Lanes 1 1 1 1 2 1 1 1 1 1 1 1 Peak Hour Factor 0.82 0.82 0.82 0.75 0.75 0.75 0.81 0.81 0.81 0.94 0.94 0.94 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 182 451 384 299 1087 486 185 399 339 25 232 197 Arrive On Green 0.10 0.24 0.00 0.17 0.31 0.00 0.10 0.21 0.00 0.01 0.12 0.00 Sat Flow, veh/h 1792 1881 1599 1774 3539 1583 1774 1863 1583 1774 1863 1583 Grp Volume(v), veh/h 138 190 0 237 265 0 144 60 0 14 87 0 Grp Sat Flow(s),veh/h/ln1792 1881 1599 1774 1770 1583 1774 1863 1583 1774 1863 1583 Q Serve(g_s), s 3.3 3.8 0.0 5.7 2.5 0.0 3.5 1.2 0.0 0.3 1.9 0.0 Cycle Q Clear(g_c), s 3.3 3.8 0.0 5.7 2.5 0.0 3.5 1.2 0.0 0.3 1.9 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 182 451 384 299 1087 486 185 399 339 25 232 197 V/C Ratio(X) 0.76 0.42 0.00 0.79 0.24 0.00 0.78 0.15 0.00 0.55 0.38 0.00 Avail Cap(c_a), veh/h 488 1195 1015 442 2167 969 282 1309 1113 161 1183 1005 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 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 19.3 14.2 0.0 17.6 11.4 0.0 19.3 14.1 0.0 21.6 17.7 0.0 Incr Delay (d2), s/veh 6.4 0.6 0.0 5.8 0.1 0.0 7.5 0.2 0.0 17.4 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/ln1.9 2.0 0.0 3.3 1.2 0.0 2.1 0.6 0.0 0.3 1.0 0.0 LnGrp Delay(d),s/veh 25.7 14.8 0.0 23.4 11.6 0.0 26.7 14.2 0.0 39.0 18.7 0.0 LnGrp LOS C B C B C B D B Approach Vol, veh/h 328 502 204 101 Approach Delay, s/veh 19.4 17.2 23.1 21.5 Approach LOS B B C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s4.6 13.4 11.4 14.6 8.6 9.5 8.5 17.5 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), 4.0s 31.0 11.0 28.0 7.0 28.0 12.0 27.0 Max Q Clear Time (g_c+i1), 2.3s 3.2 7.7 5.8 5.5 3.9 5.3 4.5 Green Ext Time (p_c), s 0.0 0.8 0.2 3.0 0.1 0.7 0.2 3.0 Intersection Summary HCM 2010 Ctrl Delay 19.3 HCM 2010 LOS B Page 10

HCM 2010 Signalized Intersection Summary Exist PM 1: Pole Line Rd & 8th St 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 116 114 167 40 65 21 138 430 61 22 347 110 Future Volume (veh/h) 116 114 167 40 65 21 138 430 61 22 347 110 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 0.99 0.92 0.99 0.94 1.00 0.96 1.00 0.94 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 130 128 141 45 74 18 157 489 52 24 381 90 Adj No. of Lanes 0 1 1 0 1 1 1 1 1 1 1 1 Peak Hour Factor 0.89 0.89 0.89 0.88 0.88 0.88 0.88 0.88 0.88 0.91 0.91 0.91 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 310 258 413 242 348 425 200 808 657 41 640 510 Arrive On Green 0.28 0.28 0.28 0.28 0.28 0.28 0.11 0.43 0.43 0.02 0.34 0.34 Sat Flow, veh/h 679 906 1453 473 1223 1496 1774 1863 1515 1774 1863 1483 Grp Volume(v), veh/h 258 0 141 119 0 18 157 489 52 24 381 90 Grp Sat Flow(s),veh/h/ln 1585 0 1453 1696 0 1496 1774 1863 1515 1774 1863 1483 Q Serve(g_s), s 3.9 0.0 3.6 0.0 0.0 0.4 4.0 9.3 0.9 0.6 7.8 2.0 Cycle Q Clear(g_c), s 6.2 0.0 3.6 2.3 0.0 0.4 4.0 9.3 0.9 0.6 7.8 2.0 Prop In Lane 0.50 1.00 0.38 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 568 0 413 589 0 425 200 808 657 41 640 510 V/C Ratio(X) 0.45 0.00 0.34 0.20 0.00 0.04 0.78 0.61 0.08 0.59 0.60 0.18 Avail Cap(c_a), veh/h 1189 0 1004 1226 0 1033 268 1086 883 153 965 768 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 13.9 0.0 13.1 12.7 0.0 12.0 20.0 10.1 7.7 22.4 12.5 10.6 Incr Delay (d2), s/veh 0.6 0.0 0.5 0.2 0.0 0.0 10.3 0.7 0.1 12.8 0.9 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.9 0.0 1.5 1.2 0.0 0.2 2.5 4.9 0.4 0.4 4.2 0.8 LnGrp Delay(d),s/veh 14.5 0.0 13.6 12.8 0.0 12.0 30.3 10.8 7.7 35.3 13.4 10.8 LnGrp LOS B B B B C B A D B B Approach Vol, veh/h 399 137 698 495 Approach Delay, s/veh 14.2 12.7 15.0 14.0 Approach LOS B B B B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 5.1 24.1 17.2 9.2 19.9 17.2 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 4.0 27.0 32.0 7.0 24.0 32.0 Max Q Clear Time (g_c+i1), s 2.6 11.3 8.2 6.0 9.8 4.3 Green Ext Time (p_c), s 0.0 5.5 2.9 0.0 5.3 3.0 Intersection Summary HCM 2010 Ctrl Delay 14.3 HCM 2010 LOS B Page 1

HCM 2010 TWSC Exist PM 2: Rancho Yolo & 8th St 8/1/2016 Intersection Int Delay, s/veh 0.6 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 128 25 0 91 15 0 Future Vol, veh/h 128 25 0 91 15 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 139 27 0 99 16 0 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 166 0 252 153 Stage 1 - - - - 153 - Stage 2 - - - - 99 - Critical Hdwy - - 4.12-6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218-3.518 3.318 Pot Cap-1 Maneuver - - 1412-737 893 Stage 1 - - - - 875 - Stage 2 - - - - 925 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1412-737 893 Mov Cap-2 Maneuver - - - - 737 - Stage 1 - - - - 875 - Stage 2 - - - - 925 - Approach EB WB NB HCM Control Delay, s 0 0 10 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 737 - - 1412 - HCM Lane V/C Ratio 0.022 - - - - HCM Control Delay (s) 10 - - 0 - HCM Lane LOS B - - A - HCM 95th %tile Q(veh) 0.1 - - 0 - Page 2

HCM 2010 TWSC Exist PM 3: Pole Line Rd & Rancho Yolo 8/1/2016 Intersection Int Delay, s/veh 0.5 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 18 13 591 18 11 618 Future Vol, veh/h 18 13 591 18 11 618 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - 200 75 - Veh in Median Storage, # 0-0 - - 0 Grade, % 0-0 - - 0 Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 20 14 657 20 12 687 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1368 657 0 0 657 0 Stage 1 657 - - - - - Stage 2 711 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 162 465 - - 931 - Stage 1 516 - - - - - Stage 2 487 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 160 465 - - 931 - Mov Cap-2 Maneuver 300 - - - - - Stage 1 516 - - - - - Stage 2 481 - - - - - Approach WB NB SB HCM Control Delay, s 16.3 0 0.2 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 352 931 - HCM Lane V/C Ratio - - 0.098 0.013 - HCM Control Delay (s) - - 16.3 8.9 - HCM Lane LOS - - C A - HCM 95th %tile Q(veh) - - 0.3 0 - Page 3

HCM 2010 Signalized Intersection Summary Exist PM 4: Howard Way/College Park & Russell Blvd 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 10 746 71 81 588 13 186 1 173 19 0 16 Future Volume (veh/h) 10 746 71 81 588 13 186 1 173 19 0 16 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.91 1.00 0.92 1.00 0.93 1.00 0.93 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1863 Adj Flow Rate, veh/h 11 811 77 88 639 14 202 1 188 21 0 17 Adj No. of Lanes 1 2 0 1 2 0 1 1 0 1 1 1 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 150 1192 113 150 1302 29 266 1 264 147 211 167 Arrive On Green 0.08 0.37 0.37 0.08 0.37 0.37 0.15 0.18 0.18 0.08 0.00 0.11 Sat Flow, veh/h 1774 3235 307 1774 3534 77 1774 8 1464 1774 1863 1479 Grp Volume(v), veh/h 11 444 444 88 320 333 202 0 189 21 0 17 Grp Sat Flow(s),veh/h/ln 1774 1770 1773 1774 1770 1841 1774 0 1471 1774 1863 1479 Q Serve(g_s), s 0.3 12.5 12.5 2.8 8.2 8.3 6.5 0.0 7.1 0.7 0.0 0.6 Cycle Q Clear(g_c), s 0.3 12.5 12.5 2.8 8.2 8.3 6.5 0.0 7.1 0.7 0.0 0.6 Prop In Lane 1.00 0.17 1.00 0.04 1.00 0.99 1.00 1.00 Lane Grp Cap(c), veh/h 150 652 653 150 652 678 266 0 266 147 211 167 V/C Ratio(X) 0.07 0.68 0.68 0.59 0.49 0.49 0.76 0.00 0.71 0.14 0.00 0.10 Avail Cap(c_a), veh/h 180 759 761 479 759 790 629 0 393 180 211 167 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/veh 25.0 15.8 15.8 26.1 14.4 14.4 24.1 0.0 22.8 25.2 0.0 23.6 Incr Delay (d2), s/veh 0.2 2.0 2.0 3.6 0.6 0.6 4.4 0.0 3.5 0.4 0.0 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.2 6.4 6.4 1.5 4.1 4.3 3.5 0.0 3.1 0.3 0.0 0.3 LnGrp Delay(d),s/veh 25.2 17.8 17.8 29.7 15.0 15.0 28.5 0.0 26.3 25.6 0.0 23.8 LnGrp LOS C B B C B B C C C C Approach Vol, veh/h 899 741 391 38 Approach Delay, s/veh 17.9 16.7 27.5 24.8 Approach LOS B B C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 9.0 26.4 12.9 10.9 9.0 26.4 8.9 14.9 Change Period (Y+Rc), s 4.0 4.6 4.0 * 4.2 4.0 4.6 4.0 * 4.2 Max Green Setting (Gmax), s 16.0 25.4 21.0 * 5.8 6.0 25.4 6.0 * 16 Max Q Clear Time (g_c+i1), s 4.8 14.5 8.5 2.6 2.3 10.3 2.7 9.1 Green Ext Time (p_c), s 0.1 6.9 0.4 0.3 0.0 8.8 0.0 0.6 Intersection Summary HCM 2010 Ctrl Delay 19.4 HCM 2010 LOS B Notes Page 4

HCM 2010 Signalized Intersection Summary Exist PM 4: Howard Way/College Park & Russell Blvd 8/1/2016 User approved pedestrian interval to be less than phase max green. * HCM 2010 computational engine requires equal clearance times for the phases crossing the barrier. Page 5

HCM 2010 Signalized Intersection Summary Exist PM 5: L St & Russell Blvd/5th St 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 76 326 120 61 353 66 95 203 115 45 120 60 Future Volume (veh/h) 76 326 120 61 353 66 95 203 115 45 120 60 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.94 1.00 0.94 1.00 0.92 1.00 0.92 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 84 358 99 63 364 50 106 226 96 57 152 57 Adj No. of Lanes 1 1 0 1 1 1 1 1 1 1 1 1 Peak Hour Factor 0.91 0.91 0.91 0.97 0.97 0.97 0.90 0.90 0.90 0.79 0.79 0.79 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 107 519 144 81 672 536 137 438 341 76 374 294 Arrive On Green 0.06 0.38 0.38 0.05 0.36 0.36 0.08 0.24 0.24 0.04 0.20 0.20 Sat Flow, veh/h 1774 1383 383 1774 1863 1485 1774 1863 1451 1774 1863 1461 Grp Volume(v), veh/h 84 0 457 63 364 50 106 226 96 57 152 57 Grp Sat Flow(s),veh/h/ln1774 0 1766 1774 1863 1485 1774 1863 1451 1774 1863 1461 Q Serve(g_s), s 2.5 0.0 11.6 1.9 8.3 1.2 3.1 5.6 2.9 1.7 3.8 1.7 Cycle Q Clear(g_c), s 2.5 0.0 11.6 1.9 8.3 1.2 3.1 5.6 2.9 1.7 3.8 1.7 Prop In Lane 1.00 0.22 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 107 0 663 81 672 536 137 438 341 76 374 294 V/C Ratio(X) 0.79 0.00 0.69 0.78 0.54 0.09 0.78 0.52 0.28 0.75 0.41 0.19 Avail Cap(c_a), veh/h 200 0 997 167 1016 810 267 1227 956 134 1087 852 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 24.6 0.0 14.0 25.1 13.5 11.2 24.1 17.7 16.6 25.2 18.5 17.7 Incr Delay (d2), s/veh 11.9 0.0 1.3 14.8 0.7 0.1 9.0 0.9 0.4 13.7 0.7 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln1.6 0.0 5.8 1.2 4.4 0.5 1.9 3.0 1.2 1.1 2.0 0.7 LnGrp Delay(d),s/veh 36.5 0.0 15.3 39.9 14.2 11.3 33.1 18.6 17.1 38.9 19.2 18.0 LnGrp LOS D B D B B C B B D B B Approach Vol, veh/h 541 477 428 266 Approach Delay, s/veh 18.6 17.3 21.9 23.1 Approach LOS B B C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s6.3 16.5 6.4 23.9 8.1 14.7 7.2 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), 4.0s 35.0 5.0 30.0 8.0 31.0 6.0 29.0 Max Q Clear Time (g_c+i1), 3.7s 7.6 3.9 13.6 5.1 5.8 4.5 10.3 Green Ext Time (p_c), s 0.0 3.0 0.0 5.3 0.1 3.0 0.0 5.7 Intersection Summary HCM 2010 Ctrl Delay 19.7 HCM 2010 LOS B Page 6

HCM 2010 Signalized Intersection Summary Exist PM 6: Pole Line Rd & 5th St 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 87 223 197 101 143 200 220 332 190 158 273 99 Future Volume (veh/h) 87 223 197 101 143 200 220 332 190 158 273 99 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1900 1900 1900 1863 1863 1863 Adj Flow Rate, veh/h 96 245 0 112 159 0 265 400 0 186 321 0 Adj No. of Lanes 1 2 1 1 2 1 1 1 1 1 1 1 Peak Hour Factor 0.91 0.91 0.91 0.90 0.90 0.90 0.83 0.83 0.83 0.85 0.85 0.85 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 125 666 298 142 700 313 318 656 557 233 561 477 Arrive On Green 0.07 0.19 0.00 0.08 0.20 0.00 0.18 0.35 0.00 0.13 0.30 0.00 Sat Flow, veh/h 1774 3539 1583 1774 3539 1583 1810 1900 1615 1774 1863 1583 Grp Volume(v), veh/h 96 245 0 112 159 0 265 400 0 186 321 0 Grp Sat Flow(s),veh/h/ln1774 1770 1583 1774 1770 1583 1810 1900 1615 1774 1863 1583 Q Serve(g_s), s 3.3 3.8 0.0 3.9 2.4 0.0 8.9 10.9 0.0 6.4 9.1 0.0 Cycle Q Clear(g_c), s 3.3 3.8 0.0 3.9 2.4 0.0 8.9 10.9 0.0 6.4 9.1 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 125 666 298 142 700 313 318 656 557 233 561 477 V/C Ratio(X) 0.77 0.37 0.00 0.79 0.23 0.00 0.83 0.61 0.00 0.80 0.57 0.00 Avail Cap(c_a), veh/h 312 1695 758 142 1356 607 404 940 799 368 892 758 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 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 28.6 22.2 0.0 28.3 21.1 0.0 24.9 17.0 0.0 26.4 18.5 0.0 Incr Delay (d2), s/veh 9.6 0.3 0.0 25.4 0.2 0.0 11.3 0.9 0.0 6.3 0.9 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/ln2.0 1.9 0.0 2.9 1.2 0.0 5.4 5.8 0.0 3.5 4.8 0.0 LnGrp Delay(d),s/veh 38.2 22.5 0.0 53.7 21.3 0.0 36.3 17.9 0.0 32.7 19.4 0.0 LnGrp LOS D C D C D B C B Approach Vol, veh/h 341 271 665 507 Approach Delay, s/veh 26.9 34.7 25.2 24.3 Approach LOS C C C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s12.2 25.6 9.0 15.8 15.0 22.9 8.4 16.4 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), 13.0s 31.0 5.0 30.0 14.0 30.0 11.0 24.0 Max Q Clear Time (g_c+i1), 8.4s 12.9 5.9 5.8 10.9 11.1 5.3 4.4 Green Ext Time (p_c), s 0.2 4.5 0.0 2.6 0.2 4.6 0.1 2.5 Intersection Summary HCM 2010 Ctrl Delay 26.7 HCM 2010 LOS C Page 7

HCM 2010 Roundabout Exist PM 8: Cantrill Dr & 5th St 8/1/2016 Intersection Intersection Delay, s/veh 7.8 Intersection LOS A Approach EB WB NB Entry Lanes 1 1 1 Conflicting Circle Lanes 1 1 1 Adj Approach Flow, veh/h 483 361 151 Demand Flow Rate, veh/h 493 368 154 Vehicles Circulating, veh/h 4 136 386 Vehicles Exiting, veh/h 500 404 111 Follow-Up Headway, s 3.186 3.186 3.186 Ped Vol Crossing Leg, #/h 0 0 0 Ped Cap Adj 1.000 1.000 1.000 Approach Delay, s/veh 8.0 7.8 7.0 Approach LOS A A A Lane Left Left Left Designated Moves TR LT LR Assumed Moves TR LT LR RT Channelized Lane Util 1.000 1.000 1.000 Critical Headway, s 5.193 5.193 5.193 Entry Flow, veh/h 493 368 154 Cap Entry Lane, veh/h 1125 986 768 Entry HV Adj Factor 0.981 0.981 0.981 Flow Entry, veh/h 483 361 151 Cap Entry, veh/h 1104 967 753 V/C Ratio 0.438 0.373 0.200 Control Delay, s/veh 8.0 7.8 7.0 LOS A A A 95th %tile Queue, veh 2 2 1 Page 8

HCM 2010 AWSC Exist PM 9: 2nd St & Cantrill Dr 8/1/2016 Intersection Intersection Delay, s/veh20.1 Intersection LOS C Movement EBU EBL EBT WBU WBT WBR SBU SBL SBR Lane Configurations Traffic Vol, veh/h 0 27 440 0 369 114 0 107 23 Future Vol, veh/h 0 27 440 0 369 114 0 107 23 Peak Hour Factor 0.92 0.89 0.89 0.92 0.88 0.88 0.92 0.86 0.86 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 30 494 0 419 130 0 124 27 Number of Lanes 0 1 1 0 1 1 0 1 1 Approach EB WB SB Opposing Approach WB EB Opposing Lanes 2 2 0 Conflicting Approach Left SB WB Conflicting Lanes Left 2 0 2 Conflicting Approach Right SB EB Conflicting Lanes Right 0 2 2 HCM Control Delay 25.7 16.8 12.5 HCM LOS D C B Lane EBLn1 EBLn2WBLn1WBLn2 SBLn1 SBLn2 Vol Left, % 100% 0% 0% 0% 100% 0% Vol Thru, % 0% 100% 100% 0% 0% 0% Vol Right, % 0% 0% 0% 100% 0% 100% Sign Control Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 27 440 369 114 107 23 LT Vol 27 0 0 0 107 0 Through Vol 0 440 369 0 0 0 RT Vol 0 0 0 114 0 23 Lane Flow Rate 30 494 419 130 124 27 Geometry Grp 7 7 7 7 7 7 Degree of Util (X) 0.053 0.79 0.668 0.181 0.264 0.048 Departure Headway (Hd) 6.258 5.752 5.735 5.026 7.633 6.41 Convergence, Y/N Yes Yes Yes Yes Yes Yes Cap 572 628 629 714 470 558 Service Time 3.994 3.488 3.47 2.761 5.381 4.157 HCM Lane V/C Ratio 0.052 0.787 0.666 0.182 0.264 0.048 HCM Control Delay 9.3 26.7 19.3 8.9 13.1 9.5 HCM Lane LOS A D C A B A HCM 95th-tile Q 0.2 7.7 5.1 0.7 1.1 0.2 Page 9

HCM 2010 Signalized Intersection Summary Exist PM 10: Cowell Blvd & Pole Line Rd/Lillard Ave 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 180 198 157 154 182 6 170 141 189 3 100 155 Future Volume (veh/h) 180 198 157 154 182 6 170 141 189 3 100 155 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1881 1881 1881 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 209 230 0 183 217 0 177 147 0 3 111 0 Adj No. of Lanes 1 1 1 1 2 1 1 1 1 1 1 1 Peak Hour Factor 0.86 0.86 0.86 0.84 0.84 0.84 0.96 0.96 0.96 0.90 0.90 0.90 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 266 470 400 234 826 369 227 496 421 6 264 224 Arrive On Green 0.15 0.25 0.00 0.13 0.23 0.00 0.13 0.27 0.00 0.00 0.14 0.00 Sat Flow, veh/h 1792 1881 1599 1774 3539 1583 1774 1863 1583 1774 1863 1583 Grp Volume(v), veh/h 209 230 0 183 217 0 177 147 0 3 111 0 Grp Sat Flow(s),veh/h/ln1792 1881 1599 1774 1770 1583 1774 1863 1583 1774 1863 1583 Q Serve(g_s), s 5.2 4.8 0.0 4.6 2.3 0.0 4.4 2.9 0.0 0.1 2.5 0.0 Cycle Q Clear(g_c), s 5.2 4.8 0.0 4.6 2.3 0.0 4.4 2.9 0.0 0.1 2.5 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 266 470 400 234 826 369 227 496 421 6 264 224 V/C Ratio(X) 0.79 0.49 0.00 0.78 0.26 0.00 0.78 0.30 0.00 0.52 0.42 0.00 Avail Cap(c_a), veh/h 391 1148 976 348 2083 932 348 1340 1139 155 1137 967 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 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 18.8 14.7 0.0 19.3 14.4 0.0 19.4 13.4 0.0 22.8 18.0 0.0 Incr Delay (d2), s/veh 6.3 0.8 0.0 6.7 0.2 0.0 6.1 0.3 0.0 56.9 1.1 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/ln3.0 2.6 0.0 2.7 1.1 0.0 2.5 1.5 0.0 0.1 1.3 0.0 LnGrp Delay(d),s/veh 25.1 15.5 0.0 25.9 14.5 0.0 25.5 13.7 0.0 79.7 19.0 0.0 LnGrp LOS C B C B C B E B Approach Vol, veh/h 439 400 324 114 Approach Delay, s/veh 20.1 19.7 20.2 20.6 Approach LOS C B C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s4.2 16.2 10.0 15.5 9.9 10.5 10.8 14.7 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), 4.0s 33.0 9.0 28.0 9.0 28.0 10.0 27.0 Max Q Clear Time (g_c+i1), 2.1s 4.9 6.6 6.8 6.4 4.5 7.2 4.3 Green Ext Time (p_c), s 0.0 1.5 0.1 2.9 0.1 1.4 0.2 2.9 Intersection Summary HCM 2010 Ctrl Delay 20.0 HCM 2010 LOS C Page 10

HCM 2010 Signalized Intersection Summary Exist plus Project AM 1: Pole Line Rd & 8th St 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 49 44 110 42 104 22 103 210 23 9 394 105 Future Volume (veh/h) 49 44 110 42 104 22 103 210 23 9 394 105 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 0.99 0.95 0.99 0.91 1.00 0.96 1.00 0.94 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 53 48 90 48 118 18 126 256 21 10 424 85 Adj No. of Lanes 0 1 1 0 1 1 1 1 1 1 1 1 Peak Hour Factor 0.92 0.92 0.92 0.88 0.88 0.88 0.82 0.82 0.82 0.93 0.93 0.93 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 285 211 323 194 306 311 161 840 688 19 691 551 Arrive On Green 0.22 0.22 0.22 0.22 0.22 0.22 0.09 0.45 0.45 0.01 0.37 0.37 Sat Flow, veh/h 638 977 1499 321 1417 1442 1774 1863 1525 1774 1863 1488 Grp Volume(v), veh/h 101 0 90 166 0 18 126 256 21 10 424 85 Grp Sat Flow(s),veh/h/ln 1614 0 1499 1737 0 1442 1774 1863 1525 1774 1863 1488 Q Serve(g_s), s 0.0 0.0 1.9 0.2 0.0 0.4 2.6 3.3 0.3 0.2 6.9 1.4 Cycle Q Clear(g_c), s 1.7 0.0 1.9 2.9 0.0 0.4 2.6 3.3 0.3 0.2 6.9 1.4 Prop In Lane 0.52 1.00 0.29 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 496 0 323 499 0 311 161 840 688 19 691 551 V/C Ratio(X) 0.20 0.00 0.28 0.33 0.00 0.06 0.78 0.30 0.03 0.53 0.61 0.15 Avail Cap(c_a), veh/h 1455 0 1289 1578 0 1241 334 1352 1107 191 1202 960 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 12.1 0.0 12.2 12.6 0.0 11.6 16.5 6.5 5.7 18.3 9.5 7.8 Incr Delay (d2), s/veh 0.2 0.0 0.5 0.4 0.0 0.1 7.9 0.2 0.0 21.6 0.9 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.9 0.0 0.8 1.5 0.0 0.2 1.6 1.7 0.1 0.2 3.7 0.6 LnGrp Delay(d),s/veh 12.3 0.0 12.6 12.9 0.0 11.7 24.5 6.7 5.7 39.9 10.4 7.9 LnGrp LOS B B B B C A A D B A Approach Vol, veh/h 191 184 403 519 Approach Delay, s/veh 12.5 12.8 12.2 10.6 Approach LOS B B B B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 4.4 20.8 12.0 7.4 17.8 12.0 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 4.0 27.0 32.0 7.0 24.0 32.0 Max Q Clear Time (g_c+i1), s 2.2 5.3 3.9 4.6 8.9 4.9 Green Ext Time (p_c), s 0.0 4.7 2.0 0.1 4.1 2.0 Intersection Summary HCM 2010 Ctrl Delay 11.7 HCM 2010 LOS B Page 1

HCM 2010 TWSC Exist plus Project AM 2: Rancho Yolo & 8th St 8/1/2016 Intersection Int Delay, s/veh 0.7 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 85 11 0 125 14 2 Future Vol, veh/h 85 11 0 125 14 2 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 100 13 0 147 16 2 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 113 0 253 106 Stage 1 - - - - 106 - Stage 2 - - - - 147 - Critical Hdwy - - 4.12-6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218-3.518 3.318 Pot Cap-1 Maneuver - - 1476-736 948 Stage 1 - - - - 918 - Stage 2 - - - - 880 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1476-736 948 Mov Cap-2 Maneuver - - - - 736 - Stage 1 - - - - 918 - Stage 2 - - - - 880 - Approach EB WB NB HCM Control Delay, s 0 0 9.9 HCM LOS A Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 757 - - 1476 - HCM Lane V/C Ratio 0.025 - - - - HCM Control Delay (s) 9.9 - - 0 - HCM Lane LOS A - - A - HCM 95th %tile Q(veh) 0.1 - - 0 - Page 2

HCM 2010 TWSC Exist plus Project AM 3: Pole Line Rd & Rancho Yolo 8/1/2016 Intersection Int Delay, s/veh 0.4 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 16 9 301 8 4 616 Future Vol, veh/h 16 9 301 8 4 616 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - 205 75 - Veh in Median Storage, # 0-0 - - 0 Grade, % 0-0 - - 0 Peak Hour Factor 86 86 86 86 86 86 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 19 10 350 9 5 716 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1076 350 0 0 350 0 Stage 1 350 - - - - - Stage 2 726 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 243 693 - - 1209 - Stage 1 713 - - - - - Stage 2 479 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 242 693 - - 1209 - Mov Cap-2 Maneuver 364 - - - - - Stage 1 713 - - - - - Stage 2 477 - - - - - Approach WB NB SB HCM Control Delay, s 13.8 0 0.1 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 439 1209 - HCM Lane V/C Ratio - - 0.066 0.004 - HCM Control Delay (s) - - 13.8 8 - HCM Lane LOS - - B A - HCM 95th %tile Q(veh) - - 0.2 0 - Page 3

HCM 2010 Signalized Intersection Summary Exist plus Project AM 4: Howard Way /College Park & Russell Blvd 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 13 440 197 202 404 9 42 0 32 13 1 17 Future Volume (veh/h) 13 440 197 202 404 9 42 0 32 13 1 17 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.89 1.00 0.94 1.00 0.93 1.00 0.84 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1863 Adj Flow Rate, veh/h 17 564 253 259 518 12 54 0 41 17 1 22 Adj No. of Lanes 1 2 0 1 2 0 1 1 0 1 1 1 Peak Hour Factor 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 153 806 360 321 1580 37 128 0 163 119 197 141 Arrive On Green 0.09 0.35 0.35 0.18 0.45 0.45 0.07 0.00 0.11 0.07 0.11 0.11 Sat Flow, veh/h 1774 2286 1022 1774 3530 82 1774 0 1474 1774 1863 1330 Grp Volume(v), veh/h 17 436 381 259 259 271 54 0 41 17 1 22 Grp Sat Flow(s),veh/h/ln 1774 1770 1538 1774 1770 1842 1774 0 1474 1774 1863 1330 Q Serve(g_s), s 0.5 12.3 12.4 8.1 5.5 5.5 1.7 0.0 1.5 0.5 0.0 0.9 Cycle Q Clear(g_c), s 0.5 12.3 12.4 8.1 5.5 5.5 1.7 0.0 1.5 0.5 0.0 0.9 Prop In Lane 1.00 0.66 1.00 0.04 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 153 624 542 321 792 824 128 0 163 119 197 141 V/C Ratio(X) 0.11 0.70 0.70 0.81 0.33 0.33 0.42 0.00 0.25 0.14 0.01 0.16 Avail Cap(c_a), veh/h 183 773 672 488 792 824 641 0 400 183 197 141 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 1.00 1.00 Uniform Delay (d), s/veh 24.5 16.2 16.2 22.8 10.4 10.4 25.8 0.0 23.7 25.5 23.3 23.6 Incr Delay (d2), s/veh 0.3 2.1 2.5 5.8 0.2 0.2 2.2 0.0 0.8 0.5 0.0 0.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.3 6.3 5.6 4.5 2.7 2.8 0.9 0.0 0.6 0.3 0.0 0.3 LnGrp Delay(d),s/veh 24.8 18.3 18.7 28.6 10.6 10.6 28.0 0.0 24.5 26.1 23.3 24.2 LnGrp LOS C B B C B B C C C C C Approach Vol, veh/h 834 789 95 40 Approach Delay, s/veh 18.6 16.5 26.5 25.0 Approach LOS B B C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 14.5 25.1 8.2 10.3 9.0 30.6 7.9 10.6 Change Period (Y+Rc), s 4.0 4.6 4.0 * 4.2 4.0 4.6 4.0 * 4.2 Max Green Setting (Gmax), s 16.0 25.4 21.0 * 5.8 6.0 25.4 6.0 * 16 Max Q Clear Time (g_c+i1), s 10.1 14.4 3.7 2.9 2.5 7.5 2.5 3.5 Green Ext Time (p_c), s 0.4 5.9 0.1 0.1 0.0 8.5 0.0 0.1 Intersection Summary HCM 2010 Ctrl Delay 18.2 HCM 2010 LOS B Notes Page 4

HCM 2010 Signalized Intersection Summary Exist plus Project AM 4: Howard Way /College Park & Russell Blvd 8/1/2016 User approved pedestrian interval to be less than phase max green. * HCM 2010 computational engine requires equal clearance times for the phases crossing the barrier. Page 5

HCM 2010 Signalized Intersection Summary Exist plus Project AM 5: L St & Russell Blvd/5th St 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 35 156 65 69 387 45 59 74 39 50 165 67 Future Volume (veh/h) 35 156 65 69 387 45 59 74 39 50 165 67 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.97 1.00 0.91 1.00 0.98 1.00 0.80 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 37 166 52 78 435 39 69 86 35 53 174 53 Adj No. of Lanes 1 1 0 1 1 1 1 1 1 1 1 1 Peak Hour Factor 0.94 0.94 0.94 0.89 0.89 0.89 0.86 0.86 0.86 0.95 0.95 0.95 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 59 439 138 100 650 501 93 376 312 77 360 246 Arrive On Green 0.03 0.33 0.33 0.06 0.35 0.35 0.05 0.20 0.20 0.04 0.19 0.19 Sat Flow, veh/h 1774 1348 422 1774 1863 1435 1774 1863 1547 1774 1863 1274 Grp Volume(v), veh/h 37 0 218 78 435 39 69 86 35 53 174 53 Grp Sat Flow(s),veh/h/ln1774 0 1771 1774 1863 1435 1774 1863 1547 1774 1863 1274 Q Serve(g_s), s 0.9 0.0 4.1 1.9 8.5 0.8 1.6 1.7 0.8 1.3 3.6 1.5 Cycle Q Clear(g_c), s 0.9 0.0 4.1 1.9 8.5 0.8 1.6 1.7 0.8 1.3 3.6 1.5 Prop In Lane 1.00 0.24 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 59 0 577 100 650 501 93 376 312 77 360 246 V/C Ratio(X) 0.63 0.00 0.38 0.78 0.67 0.08 0.74 0.23 0.11 0.68 0.48 0.22 Avail Cap(c_a), veh/h 206 0 1154 248 1257 969 372 1517 1260 206 1344 919 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 20.5 0.0 11.1 20.0 11.9 9.4 20.1 14.4 14.0 20.3 15.4 14.6 Incr Delay (d2), s/veh 10.5 0.0 0.4 12.2 1.2 0.1 11.2 0.3 0.2 10.2 1.0 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/ln0.6 0.0 2.0 1.3 4.6 0.3 1.1 0.9 0.3 0.8 1.9 0.6 LnGrp Delay(d),s/veh 31.0 0.0 11.5 32.3 13.1 9.4 31.2 14.7 14.2 30.4 16.4 15.0 LnGrp LOS C B C B A C B B C B B Approach Vol, veh/h 255 552 190 280 Approach Delay, s/veh 14.4 15.5 20.6 18.8 Approach LOS B B C B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s5.9 12.7 6.4 18.0 6.2 12.3 5.4 19.0 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), 5.0s 35.0 6.0 28.0 9.0 31.0 5.0 29.0 Max Q Clear Time (g_c+i1), 3.3s 3.7 3.9 6.1 3.6 5.6 2.9 10.5 Green Ext Time (p_c), s 0.0 2.0 0.0 4.6 0.1 1.9 0.0 4.3 Intersection Summary HCM 2010 Ctrl Delay 16.8 HCM 2010 LOS B Page 6

HCM 2010 Signalized Intersection Summary Exist plus Project AM 6: Pole Line Rd & 5th St 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 27 100 109 102 221 73 183 235 113 163 315 130 Future Volume (veh/h) 27 100 109 102 221 73 183 235 113 163 315 130 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1900 1900 1900 1863 1863 1863 Adj Flow Rate, veh/h 30 110 0 113 246 0 220 283 0 192 371 0 Adj No. of Lanes 1 2 1 1 2 1 1 1 1 1 1 1 Peak Hour Factor 0.91 0.91 0.91 0.90 0.90 0.90 0.83 0.83 0.83 0.85 0.85 0.85 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 48 510 228 145 703 314 278 624 531 244 582 495 Arrive On Green 0.03 0.14 0.00 0.08 0.20 0.00 0.15 0.33 0.00 0.14 0.31 0.00 Sat Flow, veh/h 1774 3539 1583 1774 3539 1583 1810 1900 1615 1774 1863 1583 Grp Volume(v), veh/h 30 110 0 113 246 0 220 283 0 192 371 0 Grp Sat Flow(s),veh/h/ln1774 1770 1583 1774 1770 1583 1810 1900 1615 1774 1863 1583 Q Serve(g_s), s 0.9 1.4 0.0 3.2 3.1 0.0 6.1 6.1 0.0 5.4 8.9 0.0 Cycle Q Clear(g_c), s 0.9 1.4 0.0 3.2 3.1 0.0 6.1 6.1 0.0 5.4 8.9 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 48 510 228 145 703 314 278 624 531 244 582 495 V/C Ratio(X) 0.62 0.22 0.00 0.78 0.35 0.00 0.79 0.45 0.00 0.79 0.64 0.00 Avail Cap(c_a), veh/h 171 2046 915 205 2114 946 418 1171 996 376 1113 946 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 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 25.0 19.6 0.0 23.4 17.9 0.0 21.2 13.7 0.0 21.7 15.3 0.0 Incr Delay (d2), s/veh 12.6 0.2 0.0 11.8 0.3 0.0 6.0 0.5 0.0 6.0 1.2 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/ln0.6 0.7 0.0 2.0 1.5 0.0 3.5 3.2 0.0 3.1 4.7 0.0 LnGrp Delay(d),s/veh 37.5 19.8 0.0 35.2 18.2 0.0 27.1 14.3 0.0 27.7 16.5 0.0 LnGrp LOS D B D B C B C B Approach Vol, veh/h 140 359 503 563 Approach Delay, s/veh 23.6 23.5 19.9 20.3 Approach LOS C C B C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s11.1 21.1 8.2 11.5 12.0 20.2 5.4 14.3 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), 11.0s 32.0 6.0 30.0 12.0 31.0 5.0 31.0 Max Q Clear Time (g_c+i1), 7.4s 8.1 5.2 3.4 8.1 10.9 2.9 5.1 Green Ext Time (p_c), s 0.2 4.4 0.0 2.4 0.2 4.2 0.0 2.3 Intersection Summary HCM 2010 Ctrl Delay 21.2 HCM 2010 LOS C Page 7

HCM 2010 TWSC Exist plus Project AM 7: Project Access & 5th St 8/1/2016 Intersection Int Delay, s/veh 1.3 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 362 14 5 340 56 18 Future Vol, veh/h 362 14 5 340 56 18 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 130-0 40 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 393 15 5 370 61 20 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 409 0 597 204 Stage 1 - - - - 401 - Stage 2 - - - - 196 - Critical Hdwy - - 4.14-6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy - - 2.22-3.52 3.32 Pot Cap-1 Maneuver - - 1146-434 803 Stage 1 - - - - 645 - Stage 2 - - - - 818 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1146-432 803 Mov Cap-2 Maneuver - - - - 432 - Stage 1 - - - - 645 - Stage 2 - - - - 814 - Approach EB WB NB HCM Control Delay, s 0 0.1 13.5 HCM LOS B Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) 432 803 - - 1146 - HCM Lane V/C Ratio 0.141 0.024 - - 0.005 - HCM Control Delay (s) 14.7 9.6 - - 8.2 - HCM Lane LOS B A - - A - HCM 95th %tile Q(veh) 0.5 0.1 - - 0 - Page 8

HCM 2010 Roundabout Exist plus Project AM 8: Cantrill Dr & 5th St 8/1/2016 Intersection Intersection Delay, s/veh 6.7 Intersection LOS A Approach EB WB NB Entry Lanes 1 1 1 Conflicting Circle Lanes 1 1 1 Adj Approach Flow, veh/h 410 305 110 Demand Flow Rate, veh/h 418 311 112 Vehicles Circulating, veh/h 7 102 264 Vehicles Exiting, veh/h 406 274 161 Follow-Up Headway, s 3.186 3.186 3.186 Ped Vol Crossing Leg, #/h 0 0 0 Ped Cap Adj 1.000 1.000 1.000 Approach Delay, s/veh 7.1 6.7 5.5 Approach LOS A A A Lane Left Left Left Designated Moves TR LT LR Assumed Moves TR LT LR RT Channelized Lane Util 1.000 1.000 1.000 Critical Headway, s 5.193 5.193 5.193 Entry Flow, veh/h 418 311 112 Cap Entry Lane, veh/h 1122 1020 868 Entry HV Adj Factor 0.980 0.981 0.982 Flow Entry, veh/h 410 305 110 Cap Entry, veh/h 1100 1001 852 V/C Ratio 0.373 0.305 0.129 Control Delay, s/veh 7.1 6.7 5.5 LOS A A A 95th %tile Queue, veh 2 1 0 Page 9

HCM 2010 AWSC Exist plus Project AM 9: 2nd St & Cantrill Dr 8/1/2016 Intersection Intersection Delay, s/veh 11 Intersection LOS B Movement EBU EBL EBT WBU WBT WBR SBU SBL SBR Lane Configurations Traffic Vol, veh/h 0 12 246 0 237 76 0 94 24 Future Vol, veh/h 0 12 246 0 237 76 0 94 24 Peak Hour Factor 0.92 0.94 0.94 0.92 0.82 0.82 0.92 0.80 0.80 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 13 262 0 289 93 0 118 30 Number of Lanes 0 1 1 0 1 1 0 1 1 Approach EB WB SB Opposing Approach WB EB Opposing Lanes 2 2 0 Conflicting Approach Left SB WB Conflicting Lanes Left 2 0 2 Conflicting Approach Right SB EB Conflicting Lanes Right 0 2 2 HCM Control Delay 11.5 10.9 10.6 HCM LOS B B B Lane EBLn1 EBLn2WBLn1WBLn2 SBLn1 SBLn2 Vol Left, % 100% 0% 0% 0% 100% 0% Vol Thru, % 0% 100% 100% 0% 0% 0% Vol Right, % 0% 0% 0% 100% 0% 100% Sign Control Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 12 246 237 76 94 24 LT Vol 12 0 0 0 94 0 Through Vol 0 246 237 0 0 0 RT Vol 0 0 0 76 0 24 Lane Flow Rate 13 262 289 93 118 30 Geometry Grp 7 7 7 7 7 7 Degree of Util (X) 0.021 0.39 0.423 0.117 0.214 0.045 Departure Headway (Hd) 5.864 5.36 5.265 4.56 6.566 5.356 Convergence, Y/N Yes Yes Yes Yes Yes Yes Cap 607 667 679 780 543 661 Service Time 3.633 3.129 3.027 2.321 4.359 3.148 HCM Lane V/C Ratio 0.021 0.393 0.426 0.119 0.217 0.045 HCM Control Delay 8.8 11.6 11.9 7.9 11.2 8.4 HCM Lane LOS A B B A B A HCM 95th-tile Q 0.1 1.9 2.1 0.4 0.8 0.1 Page 10

HCM 2010 Signalized Intersection Summary Exist plus Project AM 10: Cowell Blvd & Pole Line Rd/Lillard Ave 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 113 156 190 178 199 17 119 49 130 13 82 165 Future Volume (veh/h) 113 156 190 178 199 17 119 49 130 13 82 165 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1881 1881 1881 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 138 190 0 237 265 0 147 60 0 14 87 0 Adj No. of Lanes 1 1 1 1 2 1 1 1 1 1 1 1 Peak Hour Factor 0.82 0.82 0.82 0.75 0.75 0.75 0.81 0.81 0.81 0.94 0.94 0.94 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 182 450 383 299 1086 486 188 403 342 25 231 197 Arrive On Green 0.10 0.24 0.00 0.17 0.31 0.00 0.11 0.22 0.00 0.01 0.12 0.00 Sat Flow, veh/h 1792 1881 1599 1774 3539 1583 1774 1863 1583 1774 1863 1583 Grp Volume(v), veh/h 138 190 0 237 265 0 147 60 0 14 87 0 Grp Sat Flow(s),veh/h/ln1792 1881 1599 1774 1770 1583 1774 1863 1583 1774 1863 1583 Q Serve(g_s), s 3.3 3.8 0.0 5.7 2.5 0.0 3.6 1.2 0.0 0.3 1.9 0.0 Cycle Q Clear(g_c), s 3.3 3.8 0.0 5.7 2.5 0.0 3.6 1.2 0.0 0.3 1.9 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 182 450 383 299 1086 486 188 403 342 25 231 197 V/C Ratio(X) 0.76 0.42 0.00 0.79 0.24 0.00 0.78 0.15 0.00 0.55 0.38 0.00 Avail Cap(c_a), veh/h 486 1190 1012 441 2159 966 281 1305 1109 160 1178 1002 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 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 19.4 14.2 0.0 17.7 11.5 0.0 19.3 14.1 0.0 21.7 17.8 0.0 Incr Delay (d2), s/veh 6.4 0.6 0.0 5.9 0.1 0.0 8.0 0.2 0.0 17.4 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/ln2.0 2.0 0.0 3.3 1.2 0.0 2.2 0.6 0.0 0.3 1.0 0.0 LnGrp Delay(d),s/veh 25.7 14.9 0.0 23.6 11.6 0.0 27.2 14.2 0.0 39.1 18.8 0.0 LnGrp LOS C B C B C B D B Approach Vol, veh/h 328 502 207 101 Approach Delay, s/veh 19.4 17.3 23.5 21.6 Approach LOS B B C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s4.6 13.6 11.5 14.6 8.7 9.5 8.5 17.6 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), 4.0s 31.0 11.0 28.0 7.0 28.0 12.0 27.0 Max Q Clear Time (g_c+i1), 2.3s 3.2 7.7 5.8 5.6 3.9 5.3 4.5 Green Ext Time (p_c), s 0.0 0.8 0.2 3.0 0.1 0.7 0.2 3.0 Intersection Summary HCM 2010 Ctrl Delay 19.4 HCM 2010 LOS B Page 11

HCM 2010 Signalized Intersection Summary Exist plus Project PM 1: Pole Line Rd & 8th St 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 116 114 167 40 65 21 138 436 61 22 358 110 Future Volume (veh/h) 116 114 167 40 65 21 138 436 61 22 358 110 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 0.99 0.92 0.99 0.94 1.00 0.96 1.00 0.94 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 130 128 141 45 74 18 157 495 52 24 393 90 Adj No. of Lanes 0 1 1 0 1 1 1 1 1 1 1 1 Peak Hour Factor 0.89 0.89 0.89 0.88 0.88 0.88 0.88 0.88 0.88 0.91 0.91 0.91 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 308 256 412 240 346 424 200 815 663 41 648 516 Arrive On Green 0.28 0.28 0.28 0.28 0.28 0.28 0.11 0.44 0.44 0.02 0.35 0.35 Sat Flow, veh/h 680 904 1453 474 1222 1496 1774 1863 1516 1774 1863 1483 Grp Volume(v), veh/h 258 0 141 119 0 18 157 495 52 24 393 90 Grp Sat Flow(s),veh/h/ln 1585 0 1453 1696 0 1496 1774 1863 1516 1774 1863 1483 Q Serve(g_s), s 3.9 0.0 3.6 0.0 0.0 0.4 4.0 9.5 0.9 0.6 8.2 2.0 Cycle Q Clear(g_c), s 6.2 0.0 3.6 2.3 0.0 0.4 4.0 9.5 0.9 0.6 8.2 2.0 Prop In Lane 0.50 1.00 0.38 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 564 0 412 586 0 424 200 815 663 41 648 516 V/C Ratio(X) 0.46 0.00 0.34 0.20 0.00 0.04 0.78 0.61 0.08 0.59 0.61 0.17 Avail Cap(c_a), veh/h 1176 0 993 1213 0 1022 265 1074 874 152 955 760 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 14.1 0.0 13.3 12.9 0.0 12.2 20.2 10.1 7.7 22.7 12.6 10.6 Incr Delay (d2), s/veh 0.6 0.0 0.5 0.2 0.0 0.0 10.6 0.7 0.0 12.9 0.9 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.9 0.0 1.5 1.2 0.0 0.2 2.6 5.0 0.4 0.4 4.3 0.8 LnGrp Delay(d),s/veh 14.7 0.0 13.8 13.0 0.0 12.2 30.8 10.8 7.7 35.6 13.6 10.8 LnGrp LOS B B B B C B A D B B Approach Vol, veh/h 399 137 704 507 Approach Delay, s/veh 14.4 12.9 15.1 14.1 Approach LOS B B B B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 5.1 24.5 17.3 9.3 20.3 17.3 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 4.0 27.0 32.0 7.0 24.0 32.0 Max Q Clear Time (g_c+i1), s 2.6 11.5 8.2 6.0 10.2 4.3 Green Ext Time (p_c), s 0.0 5.6 2.9 0.0 5.3 3.0 Intersection Summary HCM 2010 Ctrl Delay 14.5 HCM 2010 LOS B Page 1

HCM 2010 TWSC Exist plus Project PM 2: Rancho Yolo & 8th St 8/1/2016 Intersection Int Delay, s/veh 0.6 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 128 25 0 91 15 0 Future Vol, veh/h 128 25 0 91 15 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 139 27 0 99 16 0 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 166 0 252 153 Stage 1 - - - - 153 - Stage 2 - - - - 99 - Critical Hdwy - - 4.12-6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218-3.518 3.318 Pot Cap-1 Maneuver - - 1412-737 893 Stage 1 - - - - 875 - Stage 2 - - - - 925 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1412-737 893 Mov Cap-2 Maneuver - - - - 737 - Stage 1 - - - - 875 - Stage 2 - - - - 925 - Approach EB WB NB HCM Control Delay, s 0 0 10 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 737 - - 1412 - HCM Lane V/C Ratio 0.022 - - - - HCM Control Delay (s) 10 - - 0 - HCM Lane LOS B - - A - HCM 95th %tile Q(veh) 0.1 - - 0 - Page 2

HCM 2010 TWSC Exist plus Project PM 3: Pole Line Rd & Rancho Yolo 8/1/2016 Intersection Int Delay, s/veh 0.5 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 18 13 597 18 11 629 Future Vol, veh/h 18 13 597 18 11 629 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - 200 75 - Veh in Median Storage, # 0-0 - - 0 Grade, % 0-0 - - 0 Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 20 14 663 20 12 699 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1386 663 0 0 663 0 Stage 1 663 - - - - - Stage 2 723 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 158 461 - - 926 - Stage 1 512 - - - - - Stage 2 481 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 156 461 - - 926 - Mov Cap-2 Maneuver 296 - - - - - Stage 1 512 - - - - - Stage 2 475 - - - - - Approach WB NB SB HCM Control Delay, s 16.5 0 0.2 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 348 926 - HCM Lane V/C Ratio - - 0.099 0.013 - HCM Control Delay (s) - - 16.5 8.9 - HCM Lane LOS - - C A - HCM 95th %tile Q(veh) - - 0.3 0 - Page 3

HCM 2010 Signalized Intersection Summary Exist plus Project PM 4: Howard Way/College Park & Russell Blvd 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 13 758 71 83 595 13 186 1 177 19 0 16 Future Volume (veh/h) 13 758 71 83 595 13 186 1 177 19 0 16 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.91 1.00 0.92 1.00 0.93 1.00 0.93 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1863 Adj Flow Rate, veh/h 14 824 77 90 647 14 202 1 192 21 0 17 Adj No. of Lanes 1 2 0 1 2 0 1 1 0 1 1 1 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 149 1196 112 150 1307 28 266 1 267 146 213 170 Arrive On Green 0.08 0.37 0.37 0.08 0.37 0.37 0.15 0.18 0.18 0.08 0.00 0.11 Sat Flow, veh/h 1774 3241 303 1774 3535 76 1774 8 1465 1774 1863 1480 Grp Volume(v), veh/h 14 450 451 90 324 337 202 0 193 21 0 17 Grp Sat Flow(s),veh/h/ln 1774 1770 1774 1774 1770 1842 1774 0 1472 1774 1863 1480 Q Serve(g_s), s 0.4 12.8 12.8 2.9 8.4 8.4 6.5 0.0 7.4 0.7 0.0 0.6 Cycle Q Clear(g_c), s 0.4 12.8 12.8 2.9 8.4 8.4 6.5 0.0 7.4 0.7 0.0 0.6 Prop In Lane 1.00 0.17 1.00 0.04 1.00 0.99 1.00 1.00 Lane Grp Cap(c), veh/h 149 653 655 150 654 681 266 0 268 146 213 170 V/C Ratio(X) 0.09 0.69 0.69 0.60 0.49 0.50 0.76 0.00 0.72 0.14 0.00 0.10 Avail Cap(c_a), veh/h 179 754 756 476 754 785 625 0 390 179 213 170 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/veh 25.2 15.9 15.9 26.3 14.5 14.5 24.3 0.0 22.9 25.4 0.0 23.6 Incr Delay (d2), s/veh 0.3 2.2 2.2 3.8 0.6 0.6 4.4 0.0 3.6 0.4 0.0 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.2 6.6 6.7 1.6 4.2 4.3 3.5 0.0 3.3 0.3 0.0 0.3 LnGrp Delay(d),s/veh 25.5 18.1 18.1 30.1 15.1 15.1 28.7 0.0 26.6 25.9 0.0 23.9 LnGrp LOS C B B C B B C C C C Approach Vol, veh/h 915 751 395 38 Approach Delay, s/veh 18.2 16.9 27.7 25.0 Approach LOS B B C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 9.1 26.6 12.9 11.0 9.0 26.7 8.9 15.1 Change Period (Y+Rc), s 4.0 4.6 4.0 * 4.2 4.0 4.6 4.0 * 4.2 Max Green Setting (Gmax), s 16.0 25.4 21.0 * 5.8 6.0 25.4 6.0 * 16 Max Q Clear Time (g_c+i1), s 4.9 14.8 8.5 2.6 2.4 10.4 2.7 9.4 Green Ext Time (p_c), s 0.1 6.9 0.4 0.3 0.0 8.8 0.0 0.6 Intersection Summary HCM 2010 Ctrl Delay 19.6 HCM 2010 LOS B Notes Page 4

HCM 2010 Signalized Intersection Summary Exist plus Project PM 4: Howard Way/College Park & Russell Blvd 8/1/2016 User approved pedestrian interval to be less than phase max green. * HCM 2010 computational engine requires equal clearance times for the phases crossing the barrier. Page 5

HCM 2010 Signalized Intersection Summary Exist plus Project PM 5: L St & Russell Blvd/5th St 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 76 344 120 74 364 66 95 203 137 45 120 60 Future Volume (veh/h) 76 344 120 74 364 66 95 203 137 45 120 60 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.94 1.00 0.94 1.00 0.92 1.00 0.92 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 84 378 99 76 375 50 106 226 120 57 152 57 Adj No. of Lanes 1 1 0 1 1 1 1 1 1 1 1 1 Peak Hour Factor 0.91 0.91 0.91 0.97 0.97 0.97 0.90 0.90 0.90 0.79 0.79 0.79 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 107 533 140 96 696 556 137 435 339 75 370 290 Arrive On Green 0.06 0.38 0.38 0.05 0.37 0.37 0.08 0.23 0.23 0.04 0.20 0.20 Sat Flow, veh/h 1774 1403 367 1774 1863 1487 1774 1863 1451 1774 1863 1460 Grp Volume(v), veh/h 84 0 477 76 375 50 106 226 120 57 152 57 Grp Sat Flow(s),veh/h/ln1774 0 1770 1774 1863 1487 1774 1863 1451 1774 1863 1460 Q Serve(g_s), s 2.6 0.0 12.6 2.3 8.7 1.2 3.2 5.8 3.8 1.8 3.9 1.8 Cycle Q Clear(g_c), s 2.6 0.0 12.6 2.3 8.7 1.2 3.2 5.8 3.8 1.8 3.9 1.8 Prop In Lane 1.00 0.21 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 107 0 672 96 696 556 137 435 339 75 370 290 V/C Ratio(X) 0.78 0.00 0.71 0.79 0.54 0.09 0.78 0.52 0.35 0.76 0.41 0.20 Avail Cap(c_a), veh/h 193 0 964 161 980 783 258 1183 921 129 1048 821 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 25.5 0.0 14.5 25.7 13.5 11.2 25.0 18.4 17.7 26.1 19.3 18.4 Incr Delay (d2), s/veh 11.8 0.0 1.4 13.4 0.7 0.1 9.0 1.0 0.6 14.5 0.7 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln1.6 0.0 6.4 1.5 4.6 0.5 1.9 3.1 1.6 1.2 2.1 0.7 LnGrp Delay(d),s/veh 37.3 0.0 15.9 39.1 14.2 11.3 34.0 19.4 18.3 40.6 20.0 18.7 LnGrp LOS D B D B B C B B D B B Approach Vol, veh/h 561 501 452 266 Approach Delay, s/veh 19.1 17.7 22.5 24.1 Approach LOS B B C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s6.3 16.9 7.0 24.9 8.2 14.9 7.3 24.6 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), 4.0s 35.0 5.0 30.0 8.0 31.0 6.0 29.0 Max Q Clear Time (g_c+i1), 3.8s 7.8 4.3 14.6 5.2 5.9 4.6 10.7 Green Ext Time (p_c), s 0.0 3.1 0.0 5.4 0.1 3.1 0.0 5.8 Intersection Summary HCM 2010 Ctrl Delay 20.3 HCM 2010 LOS C Page 6

HCM 2010 Signalized Intersection Summary Exist plus Project PM 6: Pole Line Rd & 5th St 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 87 264 197 116 166 206 220 332 216 169 273 99 Future Volume (veh/h) 87 264 197 116 166 206 220 332 216 169 273 99 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1900 1900 1900 1863 1863 1863 Adj Flow Rate, veh/h 96 290 0 129 184 0 265 400 0 199 321 0 Adj No. of Lanes 1 2 1 1 2 1 1 1 1 1 1 1 Peak Hour Factor 0.91 0.91 0.91 0.90 0.90 0.90 0.83 0.83 0.83 0.85 0.85 0.85 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 125 712 319 138 739 331 316 633 538 246 554 471 Arrive On Green 0.07 0.20 0.00 0.08 0.21 0.00 0.17 0.33 0.00 0.14 0.30 0.00 Sat Flow, veh/h 1774 3539 1583 1774 3539 1583 1810 1900 1615 1774 1863 1583 Grp Volume(v), veh/h 96 290 0 129 184 0 265 400 0 199 321 0 Grp Sat Flow(s),veh/h/ln1774 1770 1583 1774 1770 1583 1810 1900 1615 1774 1863 1583 Q Serve(g_s), s 3.4 4.6 0.0 4.7 2.8 0.0 9.1 11.4 0.0 7.0 9.4 0.0 Cycle Q Clear(g_c), s 3.4 4.6 0.0 4.7 2.8 0.0 9.1 11.4 0.0 7.0 9.4 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 125 712 319 138 739 331 316 633 538 246 554 471 V/C Ratio(X) 0.77 0.41 0.00 0.94 0.25 0.00 0.84 0.63 0.00 0.81 0.58 0.00 Avail Cap(c_a), veh/h 303 1651 738 138 1321 591 394 916 778 359 869 738 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 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 29.4 22.3 0.0 29.5 21.2 0.0 25.7 18.1 0.0 26.9 19.2 0.0 Incr Delay (d2), s/veh 9.6 0.4 0.0 57.2 0.2 0.0 12.3 1.0 0.0 8.4 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/ln2.0 2.3 0.0 4.4 1.4 0.0 5.6 6.2 0.0 4.0 5.0 0.0 LnGrp Delay(d),s/veh 39.0 22.7 0.0 86.7 21.4 0.0 37.9 19.2 0.0 35.3 20.1 0.0 LnGrp LOS D C F C D B D C Approach Vol, veh/h 386 313 665 520 Approach Delay, s/veh 26.8 48.3 26.6 25.9 Approach LOS C D C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s12.9 25.4 9.0 16.9 15.2 23.1 8.5 17.4 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), 13.0s 31.0 5.0 30.0 14.0 30.0 11.0 24.0 Max Q Clear Time (g_c+i1), 9.0s 13.4 6.7 6.6 11.1 11.4 5.4 4.8 Green Ext Time (p_c), s 0.2 4.5 0.0 3.1 0.2 4.6 0.1 2.9 Intersection Summary HCM 2010 Ctrl Delay 30.1 HCM 2010 LOS C Page 7

HCM 2010 TWSC Exist plus Project PM 7: Project Access & 5th St 8/1/2016 Intersection Int Delay, s/veh 1.3 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 571 78 21 444 45 12 Future Vol, veh/h 571 78 21 444 45 12 Conflicting Peds, #/hr 0 5 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 130-0 40 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 621 85 23 483 49 13 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 710 0 955 358 Stage 1 - - - - 668 - Stage 2 - - - - 287 - Critical Hdwy - - 4.14-7.54 6.94 Critical Hdwy Stg 1 - - - - 6.54 - Critical Hdwy Stg 2 - - - - 6.54 - Follow-up Hdwy - - 2.22-3.52 3.32 Pot Cap-1 Maneuver - - 885-213 638 Stage 1 - - - - 414 - Stage 2 - - - - 696 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 885-208 635 Mov Cap-2 Maneuver - - - - 208 - Stage 1 - - - - 414 - Stage 2 - - - - 678 - Approach EB WB NB HCM Control Delay, s 0 0.4 24 HCM LOS C Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) 208 635 - - 885 - HCM Lane V/C Ratio 0.235 0.021 - - 0.026 - HCM Control Delay (s) 27.5 10.8 - - 9.2 - HCM Lane LOS D B - - A - HCM 95th %tile Q(veh) 0.9 0.1 - - 0.1 - Page 8

HCM 2010 Roundabout Exist plus Project PM 8: Cantrill Dr & 5th St 8/1/2016 Intersection Intersection Delay, s/veh 8.0 Intersection LOS A Approach EB WB NB Entry Lanes 1 1 1 Conflicting Circle Lanes 1 1 1 Adj Approach Flow, veh/h 497 372 163 Demand Flow Rate, veh/h 507 379 166 Vehicles Circulating, veh/h 4 148 393 Vehicles Exiting, veh/h 523 411 118 Follow-Up Headway, s 3.186 3.186 3.186 Ped Vol Crossing Leg, #/h 0 0 0 Ped Cap Adj 1.000 1.000 1.000 Approach Delay, s/veh 8.2 8.1 7.2 Approach LOS A A A Lane Left Left Left Designated Moves TR LT LR Assumed Moves TR LT LR RT Channelized Lane Util 1.000 1.000 1.000 Critical Headway, s 5.193 5.193 5.193 Entry Flow, veh/h 507 379 166 Cap Entry Lane, veh/h 1125 974 763 Entry HV Adj Factor 0.981 0.981 0.982 Flow Entry, veh/h 497 372 163 Cap Entry, veh/h 1104 956 749 V/C Ratio 0.450 0.389 0.218 Control Delay, s/veh 8.2 8.1 7.2 LOS A A A 95th %tile Queue, veh 2 2 1 Page 9

HCM 2010 AWSC Exist plus Project PM 9: 2nd St & Cantrill Dr 8/1/2016 Intersection Intersection Delay, s/veh20.4 Intersection LOS C Movement EBU EBL EBT WBU WBT WBR SBU SBL SBR Lane Configurations Traffic Vol, veh/h 0 27 440 0 369 125 0 113 23 Future Vol, veh/h 0 27 440 0 369 125 0 113 23 Peak Hour Factor 0.92 0.89 0.89 0.92 0.88 0.88 0.92 0.86 0.86 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 30 494 0 419 142 0 131 27 Number of Lanes 0 1 1 0 1 1 0 1 1 Approach EB WB SB Opposing Approach WB EB Opposing Lanes 2 2 0 Conflicting Approach Left SB WB Conflicting Lanes Left 2 0 2 Conflicting Approach Right SB EB Conflicting Lanes Right 0 2 2 HCM Control Delay 26.5 16.9 12.7 HCM LOS D C B Lane EBLn1 EBLn2WBLn1WBLn2 SBLn1 SBLn2 Vol Left, % 100% 0% 0% 0% 100% 0% Vol Thru, % 0% 100% 100% 0% 0% 0% Vol Right, % 0% 0% 0% 100% 0% 100% Sign Control Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 27 440 369 125 113 23 LT Vol 27 0 0 0 113 0 Through Vol 0 440 369 0 0 0 RT Vol 0 0 0 125 0 23 Lane Flow Rate 30 494 419 142 131 27 Geometry Grp 7 7 7 7 7 7 Degree of Util (X) 0.053 0.797 0.673 0.2 0.28 0.048 Departure Headway (Hd) 6.312 5.806 5.776 5.067 7.661 6.436 Convergence, Y/N Yes Yes Yes Yes Yes Yes Cap 567 623 625 707 469 555 Service Time 4.052 3.545 3.515 2.805 5.41 4.185 HCM Lane V/C Ratio 0.053 0.793 0.67 0.201 0.279 0.049 HCM Control Delay 9.4 27.5 19.6 9.1 13.4 9.5 HCM Lane LOS A D C A B A HCM 95th-tile Q 0.2 7.8 5.1 0.7 1.1 0.2 Page 10

HCM 2010 Signalized Intersection Summary Exist plus Project PM 10: Cowell Blvd & Pole Line Rd/Lillard Ave 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 183 198 161 154 182 6 191 141 189 3 100 160 Future Volume (veh/h) 183 198 161 154 182 6 191 141 189 3 100 160 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1881 1881 1881 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 213 230 0 183 217 0 199 147 0 3 111 0 Adj No. of Lanes 1 1 1 1 2 1 1 1 1 1 1 1 Peak Hour Factor 0.86 0.86 0.86 0.84 0.84 0.84 0.96 0.96 0.96 0.90 0.90 0.90 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 270 465 395 233 807 361 252 518 441 6 260 221 Arrive On Green 0.15 0.25 0.00 0.13 0.23 0.00 0.14 0.28 0.00 0.00 0.14 0.00 Sat Flow, veh/h 1792 1881 1599 1774 3539 1583 1774 1863 1583 1774 1863 1583 Grp Volume(v), veh/h 213 230 0 183 217 0 199 147 0 3 111 0 Grp Sat Flow(s),veh/h/ln1792 1881 1599 1774 1770 1583 1774 1863 1583 1774 1863 1583 Q Serve(g_s), s 5.4 4.9 0.0 4.7 2.4 0.0 5.1 2.9 0.0 0.1 2.6 0.0 Cycle Q Clear(g_c), s 5.4 4.9 0.0 4.7 2.4 0.0 5.1 2.9 0.0 0.1 2.6 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 270 465 395 233 807 361 252 518 441 6 260 221 V/C Ratio(X) 0.79 0.49 0.00 0.78 0.27 0.00 0.79 0.28 0.00 0.52 0.43 0.00 Avail Cap(c_a), veh/h 381 1119 951 339 2030 908 339 1306 1110 151 1108 942 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 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 19.3 15.2 0.0 19.8 14.9 0.0 19.5 13.3 0.0 23.4 18.5 0.0 Incr Delay (d2), s/veh 7.2 0.8 0.0 7.3 0.2 0.0 8.7 0.3 0.0 56.9 1.1 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/ln3.2 2.7 0.0 2.8 1.2 0.0 3.1 1.5 0.0 0.1 1.4 0.0 LnGrp Delay(d),s/veh 26.5 16.0 0.0 27.1 15.1 0.0 28.3 13.6 0.0 80.4 19.6 0.0 LnGrp LOS C B C B C B F B Approach Vol, veh/h 443 400 346 114 Approach Delay, s/veh 21.1 20.6 22.0 21.2 Approach LOS C C C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s4.2 17.1 10.2 15.6 10.7 10.6 11.1 14.7 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), 4.0s 33.0 9.0 28.0 9.0 28.0 10.0 27.0 Max Q Clear Time (g_c+i1), 2.1s 4.9 6.7 6.9 7.1 4.6 7.4 4.4 Green Ext Time (p_c), s 0.0 1.5 0.1 2.9 0.1 1.4 0.2 2.9 Intersection Summary HCM 2010 Ctrl Delay 21.2 HCM 2010 LOS C Page 11

HCM 2010 Signalized Intersection Summary EPAP AM 1: Pole Line Rd & 8th St 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 49 56 111 56 142 32 104 237 27 15 428 105 Future Volume (veh/h) 49 56 111 56 142 32 104 237 27 15 428 105 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 0.99 0.95 0.99 0.92 1.00 0.96 1.00 0.94 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 53 61 91 64 161 29 127 289 26 16 460 85 Adj No. of Lanes 0 1 1 0 1 1 1 1 1 1 1 1 Peak Hour Factor 0.92 0.92 0.92 0.88 0.88 0.88 0.82 0.82 0.82 0.93 0.93 0.93 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 269 263 371 193 343 359 163 838 686 29 697 557 Arrive On Green 0.25 0.25 0.25 0.25 0.25 0.25 0.09 0.45 0.45 0.02 0.37 0.37 Sat Flow, veh/h 578 1065 1505 334 1393 1456 1774 1863 1525 1774 1863 1488 Grp Volume(v), veh/h 114 0 91 225 0 29 127 289 26 16 460 85 Grp Sat Flow(s),veh/h/ln 1643 0 1505 1727 0 1456 1774 1863 1525 1774 1863 1488 Q Serve(g_s), s 0.0 0.0 2.0 1.4 0.0 0.6 2.9 4.2 0.4 0.4 8.6 1.6 Cycle Q Clear(g_c), s 2.0 0.0 2.0 4.5 0.0 0.6 2.9 4.2 0.4 0.4 8.6 1.6 Prop In Lane 0.46 1.00 0.28 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 531 0 371 537 0 359 163 838 686 29 697 557 V/C Ratio(X) 0.21 0.00 0.25 0.42 0.00 0.08 0.78 0.35 0.04 0.56 0.66 0.15 Avail Cap(c_a), veh/h 1307 0 1154 1405 0 1116 298 1205 987 170 1071 856 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 12.6 0.0 12.6 13.5 0.0 12.1 18.5 7.5 6.4 20.4 10.9 8.7 Incr Delay (d2), s/veh 0.2 0.0 0.3 0.5 0.0 0.1 7.8 0.2 0.0 15.7 1.1 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.1 0.0 0.9 2.3 0.0 0.3 1.8 2.2 0.2 0.3 4.6 0.7 LnGrp Delay(d),s/veh 12.8 0.0 12.9 14.0 0.0 12.2 26.3 7.7 6.5 36.1 11.9 8.8 LnGrp LOS B B B B C A A D B A Approach Vol, veh/h 205 254 442 561 Approach Delay, s/veh 12.9 13.8 13.0 12.1 Approach LOS B B B B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 4.7 22.8 14.3 7.8 19.6 14.3 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 4.0 27.0 32.0 7.0 24.0 32.0 Max Q Clear Time (g_c+i1), s 2.4 6.2 4.0 4.9 10.6 6.5 Green Ext Time (p_c), s 0.0 5.2 2.6 0.1 4.3 2.5 Intersection Summary HCM 2010 Ctrl Delay 12.8 HCM 2010 LOS B Page 1

HCM 2010 TWSC EPAP AM 2: Rancho Yolo & 8th St 8/1/2016 Intersection Int Delay, s/veh 0.5 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 107 11 0 187 14 2 Future Vol, veh/h 107 11 0 187 14 2 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 126 13 0 220 16 2 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 139 0 352 132 Stage 1 - - - - 132 - Stage 2 - - - - 220 - Critical Hdwy - - 4.12-6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218-3.518 3.318 Pot Cap-1 Maneuver - - 1445-646 917 Stage 1 - - - - 894 - Stage 2 - - - - 817 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1445-646 917 Mov Cap-2 Maneuver - - - - 646 - Stage 1 - - - - 894 - Stage 2 - - - - 817 - Approach EB WB NB HCM Control Delay, s 0 0 10.5 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 671 - - 1445 - HCM Lane V/C Ratio 0.028 - - - - HCM Control Delay (s) 10.5 - - 0 - HCM Lane LOS B - - A - HCM 95th %tile Q(veh) 0.1 - - 0 - Page 2

HCM 2010 TWSC EPAP AM 3: Pole Line Rd & Rancho Yolo 8/1/2016 Intersection Int Delay, s/veh 0.3 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 16 9 333 8 4 659 Future Vol, veh/h 16 9 333 8 4 659 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - 205 75 - Veh in Median Storage, # 0-0 - - 0 Grade, % 0-0 - - 0 Peak Hour Factor 86 86 86 86 86 86 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 19 10 387 9 5 766 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1163 387 0 0 387 0 Stage 1 387 - - - - - Stage 2 776 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 215 661 - - 1171 - Stage 1 686 - - - - - Stage 2 454 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 214 661 - - 1171 - Mov Cap-2 Maneuver 340 - - - - - Stage 1 686 - - - - - Stage 2 452 - - - - - Approach WB NB SB HCM Control Delay, s 14.4 0 0 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 412 1171 - HCM Lane V/C Ratio - - 0.071 0.004 - HCM Control Delay (s) - - 14.4 8.1 - HCM Lane LOS - - B A - HCM 95th %tile Q(veh) - - 0.2 0 - Page 3

HCM 2010 Signalized Intersection Summary EPAP AM 4: Howard Way /College Park & Russell Blvd 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 11 453 197 203 402 9 42 0 31 13 1 17 Future Volume (veh/h) 11 453 197 203 402 9 42 0 31 13 1 17 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.89 1.00 0.94 1.00 0.93 1.00 0.84 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1863 Adj Flow Rate, veh/h 14 581 253 260 515 12 54 0 40 17 1 22 Adj No. of Lanes 1 2 0 1 2 0 1 1 0 1 1 1 Peak Hour Factor 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 152 817 355 322 1586 37 127 0 162 119 197 140 Arrive On Green 0.09 0.35 0.35 0.18 0.45 0.45 0.07 0.00 0.11 0.07 0.11 0.11 Sat Flow, veh/h 1774 2311 1004 1774 3529 82 1774 0 1474 1774 1863 1330 Grp Volume(v), veh/h 14 445 389 260 258 269 54 0 40 17 1 22 Grp Sat Flow(s),veh/h/ln 1774 1770 1545 1774 1770 1842 1774 0 1474 1774 1863 1330 Q Serve(g_s), s 0.4 12.7 12.7 8.2 5.5 5.5 1.7 0.0 1.4 0.5 0.0 0.9 Cycle Q Clear(g_c), s 0.4 12.7 12.7 8.2 5.5 5.5 1.7 0.0 1.4 0.5 0.0 0.9 Prop In Lane 1.00 0.65 1.00 0.04 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 152 626 546 322 795 827 127 0 162 119 197 140 V/C Ratio(X) 0.09 0.71 0.71 0.81 0.32 0.33 0.43 0.00 0.25 0.14 0.01 0.16 Avail Cap(c_a), veh/h 182 770 672 487 795 827 639 0 399 182 197 140 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 1.00 1.00 Uniform Delay (d), s/veh 24.6 16.3 16.3 22.9 10.4 10.4 25.9 0.0 23.7 25.6 23.3 23.7 Incr Delay (d2), s/veh 0.3 2.3 2.7 5.9 0.2 0.2 2.3 0.0 0.8 0.5 0.0 0.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.2 6.6 5.8 4.5 2.7 2.8 0.9 0.0 0.6 0.3 0.0 0.3 LnGrp Delay(d),s/veh 24.8 18.6 19.0 28.8 10.6 10.6 28.2 0.0 24.5 26.2 23.4 24.2 LnGrp LOS C B B C B B C C C C C Approach Vol, veh/h 848 787 94 40 Approach Delay, s/veh 18.9 16.6 26.6 25.0 Approach LOS B B C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 14.6 25.2 8.2 10.4 9.0 30.8 7.9 10.6 Change Period (Y+Rc), s 4.0 4.6 4.0 * 4.2 4.0 4.6 4.0 * 4.2 Max Green Setting (Gmax), s 16.0 25.4 21.0 * 5.8 6.0 25.4 6.0 * 16 Max Q Clear Time (g_c+i1), s 10.2 14.7 3.7 2.9 2.4 7.5 2.5 3.4 Green Ext Time (p_c), s 0.4 5.7 0.1 0.0 0.0 8.6 0.0 0.1 Intersection Summary HCM 2010 Ctrl Delay 18.4 HCM 2010 LOS B Notes Page 4

HCM 2010 Signalized Intersection Summary EPAP AM 4: Howard Way /College Park & Russell Blvd 8/1/2016 User approved pedestrian interval to be less than phase max green. * HCM 2010 computational engine requires equal clearance times for the phases crossing the barrier. Page 5

HCM 2010 Signalized Intersection Summary EPAP AM 5: L St & Russell Blvd/5th St 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 35 157 65 58 375 45 59 78 37 50 169 67 Future Volume (veh/h) 35 157 65 58 375 45 59 78 37 50 169 67 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.97 1.00 0.91 1.00 0.98 1.00 0.81 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 37 167 52 65 421 39 69 91 33 53 178 53 Adj No. of Lanes 1 1 0 1 1 1 1 1 1 1 1 1 Peak Hour Factor 0.94 0.94 0.94 0.89 0.89 0.89 0.86 0.86 0.86 0.95 0.95 0.95 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 59 439 137 89 638 491 93 383 318 78 366 252 Arrive On Green 0.03 0.33 0.33 0.05 0.34 0.34 0.05 0.21 0.21 0.04 0.20 0.20 Sat Flow, veh/h 1774 1351 421 1774 1863 1433 1774 1863 1547 1774 1863 1279 Grp Volume(v), veh/h 37 0 219 65 421 39 69 91 33 53 178 53 Grp Sat Flow(s),veh/h/ln1774 0 1771 1774 1863 1433 1774 1863 1547 1774 1863 1279 Q Serve(g_s), s 0.9 0.0 4.1 1.5 8.2 0.8 1.6 1.7 0.7 1.3 3.6 1.5 Cycle Q Clear(g_c), s 0.9 0.0 4.1 1.5 8.2 0.8 1.6 1.7 0.7 1.3 3.6 1.5 Prop In Lane 1.00 0.24 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 59 0 576 89 638 491 93 383 318 78 366 252 V/C Ratio(X) 0.63 0.00 0.38 0.73 0.66 0.08 0.74 0.24 0.10 0.68 0.49 0.21 Avail Cap(c_a), veh/h 208 0 1163 250 1267 975 374 1529 1270 208 1354 930 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 20.3 0.0 11.1 20.0 11.9 9.5 19.9 14.2 13.8 20.1 15.2 14.3 Incr Delay (d2), s/veh 10.4 0.0 0.4 10.7 1.2 0.1 11.0 0.3 0.1 10.1 1.0 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/ln0.6 0.0 2.0 1.0 4.4 0.3 1.1 0.9 0.3 0.8 1.9 0.5 LnGrp Delay(d),s/veh 30.8 0.0 11.5 30.6 13.1 9.5 30.9 14.5 13.9 30.2 16.2 14.8 LnGrp LOS C B C B A C B B C B B Approach Vol, veh/h 256 525 193 284 Approach Delay, s/veh 14.3 15.0 20.3 18.5 Approach LOS B B C B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s5.9 12.8 6.1 17.9 6.2 12.4 5.4 18.6 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), 5.0s 35.0 6.0 28.0 9.0 31.0 5.0 29.0 Max Q Clear Time (g_c+i1), 3.3s 3.7 3.5 6.1 3.6 5.6 2.9 10.2 Green Ext Time (p_c), s 0.0 2.1 0.0 4.5 0.1 2.0 0.0 4.2 Intersection Summary HCM 2010 Ctrl Delay 16.5 HCM 2010 LOS B Page 6

HCM 2010 Signalized Intersection Summary EPAP AM 6: Pole Line Rd & 5th St 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 29 96 110 99 188 79 186 260 115 176 338 137 Future Volume (veh/h) 29 96 110 99 188 79 186 260 115 176 338 137 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1900 1900 1900 1863 1863 1863 Adj Flow Rate, veh/h 32 105 0 110 209 0 224 313 0 207 398 0 Adj No. of Lanes 1 2 1 1 2 1 1 1 1 1 1 1 Peak Hour Factor 0.91 0.91 0.91 0.90 0.90 0.90 0.83 0.83 0.83 0.85 0.85 0.85 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 50 481 215 141 661 296 281 639 543 260 610 518 Arrive On Green 0.03 0.14 0.00 0.08 0.19 0.00 0.16 0.34 0.00 0.15 0.33 0.00 Sat Flow, veh/h 1774 3539 1583 1774 3539 1583 1810 1900 1615 1774 1863 1583 Grp Volume(v), veh/h 32 105 0 110 209 0 224 313 0 207 398 0 Grp Sat Flow(s),veh/h/ln1774 1770 1583 1774 1770 1583 1810 1900 1615 1774 1863 1583 Q Serve(g_s), s 0.9 1.4 0.0 3.2 2.7 0.0 6.3 6.9 0.0 6.0 9.7 0.0 Cycle Q Clear(g_c), s 0.9 1.4 0.0 3.2 2.7 0.0 6.3 6.9 0.0 6.0 9.7 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 50 481 215 141 661 296 281 639 543 260 610 518 V/C Ratio(X) 0.64 0.22 0.00 0.78 0.32 0.00 0.80 0.49 0.00 0.80 0.65 0.00 Avail Cap(c_a), veh/h 168 2005 897 201 2072 927 410 1148 976 369 1090 927 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 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 25.5 20.4 0.0 23.9 18.6 0.0 21.6 14.0 0.0 21.8 15.2 0.0 Incr Delay (d2), s/veh 12.5 0.2 0.0 11.8 0.3 0.0 6.8 0.6 0.0 7.8 1.2 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/ln0.6 0.7 0.0 2.0 1.3 0.0 3.6 3.7 0.0 3.5 5.2 0.0 LnGrp Delay(d),s/veh 38.0 20.6 0.0 35.8 18.9 0.0 28.3 14.6 0.0 29.7 16.4 0.0 LnGrp LOS D C D B C B C B Approach Vol, veh/h 137 319 537 605 Approach Delay, s/veh 24.7 24.7 20.3 21.0 Approach LOS C C C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s11.8 21.8 8.2 11.2 12.2 21.3 5.5 13.9 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), 11.0s 32.0 6.0 30.0 12.0 31.0 5.0 31.0 Max Q Clear Time (g_c+i1), 8.0s 8.9 5.2 3.4 8.3 11.7 2.9 4.7 Green Ext Time (p_c), s 0.2 4.8 0.0 2.1 0.2 4.6 0.0 2.0 Intersection Summary HCM 2010 Ctrl Delay 21.8 HCM 2010 LOS C Page 7

HCM 2010 Roundabout EPAP AM 8: Cantrill Dr & 5th St 8/1/2016 Intersection Intersection Delay, s/veh 6.9 Intersection LOS A Approach EB WB NB Entry Lanes 1 1 1 Conflicting Circle Lanes 1 1 1 Adj Approach Flow, veh/h 419 328 113 Demand Flow Rate, veh/h 428 334 115 Vehicles Circulating, veh/h 7 105 282 Vehicles Exiting, veh/h 432 292 153 Follow-Up Headway, s 3.186 3.186 3.186 Ped Vol Crossing Leg, #/h 0 0 0 Ped Cap Adj 1.000 1.000 1.000 Approach Delay, s/veh 7.2 7.0 5.6 Approach LOS A A A Lane Left Left Left Designated Moves TR LT LR Assumed Moves TR LT LR RT Channelized Lane Util 1.000 1.000 1.000 Critical Headway, s 5.193 5.193 5.193 Entry Flow, veh/h 428 334 115 Cap Entry Lane, veh/h 1122 1017 852 Entry HV Adj Factor 0.980 0.981 0.983 Flow Entry, veh/h 419 328 113 Cap Entry, veh/h 1100 998 837 V/C Ratio 0.381 0.328 0.135 Control Delay, s/veh 7.2 7.0 5.6 LOS A A A 95th %tile Queue, veh 2 1 0 Page 8

HCM 2010 AWSC EPAP AM 9: 2nd St & Cantrill Dr 8/1/2016 Intersection Intersection Delay, s/veh10.9 Intersection LOS B Movement EBU EBL EBT WBU WBT WBR SBU SBL SBR Lane Configurations Traffic Vol, veh/h 0 12 247 0 238 78 0 88 24 Future Vol, veh/h 0 12 247 0 238 78 0 88 24 Peak Hour Factor 0.92 0.94 0.94 0.92 0.82 0.82 0.92 0.80 0.80 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 13 263 0 290 95 0 110 30 Number of Lanes 0 1 1 0 1 1 0 1 1 Approach EB WB SB Opposing Approach WB EB Opposing Lanes 2 2 0 Conflicting Approach Left SB WB Conflicting Lanes Left 2 0 2 Conflicting Approach Right SB EB Conflicting Lanes Right 0 2 2 HCM Control Delay 11.4 10.8 10.4 HCM LOS B B B Lane EBLn1 EBLn2WBLn1WBLn2 SBLn1 SBLn2 Vol Left, % 100% 0% 0% 0% 100% 0% Vol Thru, % 0% 100% 100% 0% 0% 0% Vol Right, % 0% 0% 0% 100% 0% 100% Sign Control Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 12 247 238 78 88 24 LT Vol 12 0 0 0 88 0 Through Vol 0 247 238 0 0 0 RT Vol 0 0 0 78 0 24 Lane Flow Rate 13 263 290 95 110 30 Geometry Grp 7 7 7 7 7 7 Degree of Util (X) 0.021 0.389 0.422 0.12 0.201 0.045 Departure Headway (Hd) 5.84 5.336 5.239 4.534 6.572 5.361 Convergence, Y/N Yes Yes Yes Yes Yes Yes Cap 610 670 685 786 542 661 Service Time 3.606 3.102 2.998 2.292 4.36 3.148 HCM Lane V/C Ratio 0.021 0.393 0.423 0.121 0.203 0.045 HCM Control Delay 8.7 11.5 11.8 7.9 11 8.4 HCM Lane LOS A B B A B A HCM 95th-tile Q 0.1 1.8 2.1 0.4 0.7 0.1 Page 9

HCM 2010 Signalized Intersection Summary EPAP AM 10: Cowell Blvd & Pole Line Rd/Lillard Ave 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 118 157 214 179 202 17 138 50 130 13 85 173 Future Volume (veh/h) 118 157 214 179 202 17 138 50 130 13 85 173 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1881 1881 1881 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 144 191 0 239 269 0 170 62 0 14 90 0 Adj No. of Lanes 1 1 1 1 2 1 1 1 1 1 1 1 Peak Hour Factor 0.82 0.82 0.82 0.75 0.75 0.75 0.81 0.81 0.81 0.94 0.94 0.94 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 189 445 378 300 1061 475 216 431 366 25 231 196 Arrive On Green 0.11 0.24 0.00 0.17 0.30 0.00 0.12 0.23 0.00 0.01 0.12 0.00 Sat Flow, veh/h 1792 1881 1599 1774 3539 1583 1774 1863 1583 1774 1863 1583 Grp Volume(v), veh/h 144 191 0 239 269 0 170 62 0 14 90 0 Grp Sat Flow(s),veh/h/ln1792 1881 1599 1774 1770 1583 1774 1863 1583 1774 1863 1583 Q Serve(g_s), s 3.6 4.0 0.0 5.9 2.6 0.0 4.3 1.2 0.0 0.4 2.0 0.0 Cycle Q Clear(g_c), s 3.6 4.0 0.0 5.9 2.6 0.0 4.3 1.2 0.0 0.4 2.0 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 189 445 378 300 1061 475 216 431 366 25 231 196 V/C Ratio(X) 0.76 0.43 0.00 0.80 0.25 0.00 0.79 0.14 0.00 0.55 0.39 0.00 Avail Cap(c_a), veh/h 469 1148 976 425 2083 932 271 1259 1070 155 1137 966 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 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 20.0 14.9 0.0 18.3 12.2 0.0 19.6 14.0 0.0 22.5 18.5 0.0 Incr Delay (d2), s/veh 6.2 0.7 0.0 6.8 0.1 0.0 11.5 0.2 0.0 17.6 1.1 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/ln2.1 2.1 0.0 3.4 1.3 0.0 2.8 0.6 0.0 0.3 1.1 0.0 LnGrp Delay(d),s/veh 26.1 15.5 0.0 25.2 12.3 0.0 31.1 14.2 0.0 40.0 19.6 0.0 LnGrp LOS C B C B C B D B Approach Vol, veh/h 335 508 232 104 Approach Delay, s/veh 20.1 18.3 26.6 22.3 Approach LOS C B C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s4.7 14.6 11.8 14.8 9.6 9.7 8.8 17.8 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), 4.0s 31.0 11.0 28.0 7.0 28.0 12.0 27.0 Max Q Clear Time (g_c+i1), 2.4s 3.2 7.9 6.0 6.3 4.0 5.6 4.6 Green Ext Time (p_c), s 0.0 0.8 0.2 3.0 0.0 0.8 0.2 3.0 Intersection Summary HCM 2010 Ctrl Delay 20.8 HCM 2010 LOS C Page 10

HCM 2010 Signalized Intersection Summary EPAP PM 1: Pole Line Rd & 8th St 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 116 149 169 50 86 30 140 467 79 34 385 110 Future Volume (veh/h) 116 149 169 50 86 30 140 467 79 34 385 110 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 0.99 0.92 0.99 0.95 1.00 0.96 1.00 0.94 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 130 167 143 57 98 28 159 531 73 37 423 90 Adj No. of Lanes 0 1 1 0 1 1 1 1 1 1 1 1 Peak Hour Factor 0.89 0.89 0.89 0.88 0.88 0.88 0.88 0.88 0.88 0.91 0.91 0.91 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 283 301 436 237 362 448 202 805 655 57 654 521 Arrive On Green 0.30 0.30 0.30 0.30 0.30 0.30 0.11 0.43 0.43 0.03 0.35 0.35 Sat Flow, veh/h 604 1008 1458 467 1212 1499 1774 1863 1515 1774 1863 1484 Grp Volume(v), veh/h 297 0 143 155 0 28 159 531 73 37 423 90 Grp Sat Flow(s),veh/h/ln 1612 0 1458 1679 0 1499 1774 1863 1515 1774 1863 1484 Q Serve(g_s), s 4.4 0.0 3.9 0.0 0.0 0.7 4.4 11.5 1.5 1.0 9.7 2.1 Cycle Q Clear(g_c), s 7.7 0.0 3.9 3.2 0.0 0.7 4.4 11.5 1.5 1.0 9.7 2.1 Prop In Lane 0.44 1.00 0.37 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 584 0 436 599 0 448 202 805 655 57 654 521 V/C Ratio(X) 0.51 0.00 0.33 0.26 0.00 0.06 0.79 0.66 0.11 0.65 0.65 0.17 Avail Cap(c_a), veh/h 1099 0 920 1114 0 946 245 992 807 140 882 702 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 15.0 0.0 13.8 13.6 0.0 12.7 21.9 11.4 8.6 24.3 13.8 11.4 Incr Delay (d2), s/veh 0.7 0.0 0.4 0.2 0.0 0.1 13.2 1.2 0.1 11.9 1.1 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.7 0.0 1.6 1.7 0.0 0.3 2.9 6.0 0.6 0.7 5.1 0.9 LnGrp Delay(d),s/veh 15.7 0.0 14.3 13.8 0.0 12.8 35.1 12.6 8.7 36.1 14.9 11.5 LnGrp LOS B B B B D B A D B B Approach Vol, veh/h 440 183 763 550 Approach Delay, s/veh 15.2 13.7 16.9 15.8 Approach LOS B B B B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 5.6 25.9 19.2 9.8 21.8 19.2 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 4.0 27.0 32.0 7.0 24.0 32.0 Max Q Clear Time (g_c+i1), s 3.0 13.5 9.7 6.4 11.7 5.2 Green Ext Time (p_c), s 0.0 5.7 3.5 0.0 5.4 3.6 Intersection Summary HCM 2010 Ctrl Delay 15.9 HCM 2010 LOS B Page 1

HCM 2010 TWSC EPAP PM 2: Rancho Yolo & 8th St 8/1/2016 Intersection Int Delay, s/veh 0.4 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 193 25 0 131 15 0 Future Vol, veh/h 193 25 0 131 15 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 210 27 0 142 16 0 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 237 0 365 223 Stage 1 - - - - 223 - Stage 2 - - - - 142 - Critical Hdwy - - 4.12-6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218-3.518 3.318 Pot Cap-1 Maneuver - - 1330-635 817 Stage 1 - - - - 814 - Stage 2 - - - - 885 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1330-635 817 Mov Cap-2 Maneuver - - - - 635 - Stage 1 - - - - 814 - Stage 2 - - - - 885 - Approach EB WB NB HCM Control Delay, s 0 0 10.8 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 635 - - 1330 - HCM Lane V/C Ratio 0.026 - - - - HCM Control Delay (s) 10.8 - - 0 - HCM Lane LOS B - - A - HCM 95th %tile Q(veh) 0.1 - - 0 - Page 2

HCM 2010 TWSC EPAP PM 3: Pole Line Rd & Rancho Yolo 8/1/2016 Intersection Int Delay, s/veh 0.4 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 18 13 648 18 11 662 Future Vol, veh/h 18 13 648 18 11 662 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - 200 75 - Veh in Median Storage, # 0-0 - - 0 Grade, % 0-0 - - 0 Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 20 14 720 20 12 736 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1480 720 0 0 720 0 Stage 1 720 - - - - - Stage 2 760 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 138 428 - - 882 - Stage 1 482 - - - - - Stage 2 462 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 136 428 - - 882 - Mov Cap-2 Maneuver 276 - - - - - Stage 1 482 - - - - - Stage 2 456 - - - - - Approach WB NB SB HCM Control Delay, s 17.4 0 0.1 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 324 882 - HCM Lane V/C Ratio - - 0.106 0.014 - HCM Control Delay (s) - - 17.4 9.1 - HCM Lane LOS - - C A - HCM 95th %tile Q(veh) - - 0.4 0 - Page 3

HCM 2010 Signalized Intersection Summary EPAP PM 4: Howard Way/College Park & Russell Blvd 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 10 763 71 81 606 13 186 1 177 19 0 16 Future Volume (veh/h) 10 763 71 81 606 13 186 1 177 19 0 16 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.91 1.00 0.92 1.00 0.93 1.00 0.93 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1863 Adj Flow Rate, veh/h 11 829 77 88 659 14 202 1 192 21 0 17 Adj No. of Lanes 1 2 0 1 2 0 1 1 0 1 1 1 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 149 1200 111 149 1309 28 266 1 267 146 213 170 Arrive On Green 0.08 0.37 0.37 0.08 0.37 0.37 0.15 0.18 0.18 0.08 0.00 0.11 Sat Flow, veh/h 1774 3243 301 1774 3537 75 1774 8 1465 1774 1863 1480 Grp Volume(v), veh/h 11 452 454 88 330 343 202 0 193 21 0 17 Grp Sat Flow(s),veh/h/ln 1774 1770 1775 1774 1770 1842 1774 0 1472 1774 1863 1480 Q Serve(g_s), s 0.3 12.9 12.9 2.9 8.6 8.6 6.5 0.0 7.4 0.7 0.0 0.6 Cycle Q Clear(g_c), s 0.3 12.9 12.9 2.9 8.6 8.6 6.5 0.0 7.4 0.7 0.0 0.6 Prop In Lane 1.00 0.17 1.00 0.04 1.00 0.99 1.00 1.00 Lane Grp Cap(c), veh/h 149 655 657 149 655 682 266 0 268 146 213 170 V/C Ratio(X) 0.07 0.69 0.69 0.59 0.50 0.50 0.76 0.00 0.72 0.14 0.00 0.10 Avail Cap(c_a), veh/h 178 754 756 476 754 784 625 0 390 178 213 170 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/veh 25.2 15.9 15.9 26.3 14.5 14.5 24.3 0.0 23.0 25.4 0.0 23.7 Incr Delay (d2), s/veh 0.2 2.3 2.3 3.7 0.6 0.6 4.4 0.0 3.6 0.4 0.0 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.2 6.7 6.7 1.5 4.2 4.4 3.5 0.0 3.3 0.3 0.0 0.3 LnGrp Delay(d),s/veh 25.4 18.2 18.2 30.1 15.1 15.1 28.8 0.0 26.6 25.9 0.0 23.9 LnGrp LOS C B B C B B C C C C Approach Vol, veh/h 917 761 395 38 Approach Delay, s/veh 18.2 16.9 27.7 25.0 Approach LOS B B C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 9.0 26.7 12.9 11.0 9.0 26.7 8.9 15.1 Change Period (Y+Rc), s 4.0 4.6 4.0 * 4.2 4.0 4.6 4.0 * 4.2 Max Green Setting (Gmax), s 16.0 25.4 21.0 * 5.8 6.0 25.4 6.0 * 16 Max Q Clear Time (g_c+i1), s 4.9 14.9 8.5 2.6 2.3 10.6 2.7 9.4 Green Ext Time (p_c), s 0.1 6.9 0.4 0.3 0.0 8.8 0.0 0.6 Intersection Summary HCM 2010 Ctrl Delay 19.6 HCM 2010 LOS B Notes Page 4

HCM 2010 Signalized Intersection Summary EPAP PM 4: Howard Way/College Park & Russell Blvd 8/1/2016 User approved pedestrian interval to be less than phase max green. * HCM 2010 computational engine requires equal clearance times for the phases crossing the barrier. Page 5

HCM 2010 Signalized Intersection Summary EPAP PM 5: L St & Russell Blvd/5th St 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 76 345 120 62 367 66 95 207 117 45 124 60 Future Volume (veh/h) 76 345 120 62 367 66 95 207 117 45 124 60 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.94 1.00 0.94 1.00 0.92 1.00 0.92 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 84 379 99 64 378 50 106 230 98 57 157 57 Adj No. of Lanes 1 1 0 1 1 1 1 1 1 1 1 1 Peak Hour Factor 0.91 0.91 0.91 0.97 0.97 0.97 0.90 0.90 0.90 0.79 0.79 0.79 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 107 537 140 81 685 546 137 439 342 75 375 294 Arrive On Green 0.06 0.38 0.38 0.05 0.37 0.37 0.08 0.24 0.24 0.04 0.20 0.20 Sat Flow, veh/h 1774 1404 367 1774 1863 1486 1774 1863 1452 1774 1863 1461 Grp Volume(v), veh/h 84 0 478 64 378 50 106 230 98 57 157 57 Grp Sat Flow(s),veh/h/ln1774 0 1770 1774 1863 1486 1774 1863 1452 1774 1863 1461 Q Serve(g_s), s 2.5 0.0 12.4 1.9 8.8 1.2 3.2 5.9 3.0 1.7 4.0 1.8 Cycle Q Clear(g_c), s 2.5 0.0 12.4 1.9 8.8 1.2 3.2 5.9 3.0 1.7 4.0 1.8 Prop In Lane 1.00 0.21 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 107 0 677 81 685 546 137 439 342 75 375 294 V/C Ratio(X) 0.79 0.00 0.71 0.79 0.55 0.09 0.78 0.52 0.29 0.76 0.42 0.19 Avail Cap(c_a), veh/h 196 0 975 163 992 792 261 1197 933 130 1061 832 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 25.2 0.0 14.2 25.7 13.7 11.3 24.7 18.1 17.1 25.8 19.0 18.1 Incr Delay (d2), s/veh 11.8 0.0 1.4 15.7 0.7 0.1 9.0 1.0 0.5 14.2 0.7 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln1.6 0.0 6.2 1.3 4.6 0.5 1.9 3.1 1.2 1.1 2.1 0.7 LnGrp Delay(d),s/veh 37.1 0.0 15.6 41.4 14.4 11.3 33.7 19.1 17.5 40.0 19.7 18.4 LnGrp LOS D B D B B C B B D B B Approach Vol, veh/h 562 492 434 271 Approach Delay, s/veh 18.8 17.6 22.3 23.7 Approach LOS B B C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s6.3 16.8 6.5 24.8 8.2 15.0 7.3 24.0 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), 4.0s 35.0 5.0 30.0 8.0 31.0 6.0 29.0 Max Q Clear Time (g_c+i1), 3.7s 7.9 3.9 14.4 5.2 6.0 4.5 10.8 Green Ext Time (p_c), s 0.0 3.1 0.0 5.4 0.1 3.1 0.0 5.9 Intersection Summary HCM 2010 Ctrl Delay 20.1 HCM 2010 LOS C Page 6

HCM 2010 Signalized Intersection Summary EPAP PM 6: Pole Line Rd & 5th St 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 94 234 200 112 152 216 222 366 202 173 298 103 Future Volume (veh/h) 94 234 200 112 152 216 222 366 202 173 298 103 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1900 1900 1900 1863 1863 1863 Adj Flow Rate, veh/h 103 257 0 124 169 0 267 441 0 204 351 0 Adj No. of Lanes 1 2 1 1 2 1 1 1 1 1 1 1 Peak Hour Factor 0.91 0.91 0.91 0.90 0.90 0.90 0.83 0.83 0.83 0.85 0.85 0.85 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 134 670 300 137 676 303 318 656 558 251 581 494 Arrive On Green 0.08 0.19 0.00 0.08 0.19 0.00 0.18 0.35 0.00 0.14 0.31 0.00 Sat Flow, veh/h 1774 3539 1583 1774 3539 1583 1810 1900 1615 1774 1863 1583 Grp Volume(v), veh/h 103 257 0 124 169 0 267 441 0 204 351 0 Grp Sat Flow(s),veh/h/ln1774 1770 1583 1774 1770 1583 1810 1900 1615 1774 1863 1583 Q Serve(g_s), s 3.7 4.1 0.0 4.5 2.6 0.0 9.3 12.8 0.0 7.2 10.4 0.0 Cycle Q Clear(g_c), s 3.7 4.1 0.0 4.5 2.6 0.0 9.3 12.8 0.0 7.2 10.4 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 134 670 300 137 676 303 318 656 558 251 581 494 V/C Ratio(X) 0.77 0.38 0.00 0.91 0.25 0.00 0.84 0.67 0.00 0.81 0.60 0.00 Avail Cap(c_a), veh/h 300 1635 731 137 1308 585 390 907 771 355 860 731 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 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 29.5 23.0 0.0 29.7 22.3 0.0 25.9 18.1 0.0 27.0 19.0 0.0 Incr Delay (d2), s/veh 9.0 0.4 0.0 50.2 0.2 0.0 12.8 1.2 0.0 9.2 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/ln2.1 2.0 0.0 4.1 1.3 0.0 5.7 7.0 0.0 4.2 5.4 0.0 LnGrp Delay(d),s/veh 38.5 23.4 0.0 80.0 22.5 0.0 38.7 19.3 0.0 36.3 20.0 0.0 LnGrp LOS D C E C D B D B Approach Vol, veh/h 360 293 708 555 Approach Delay, s/veh 27.7 46.8 26.6 26.0 Approach LOS C D C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s13.2 26.4 9.0 16.3 15.4 24.2 8.9 16.4 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), 13.0s 31.0 5.0 30.0 14.0 30.0 11.0 24.0 Max Q Clear Time (g_c+i1), 9.2s 14.8 6.5 6.1 11.3 12.4 5.7 4.6 Green Ext Time (p_c), s 0.2 4.8 0.0 2.8 0.2 5.0 0.1 2.6 Intersection Summary HCM 2010 Ctrl Delay 29.7 HCM 2010 LOS C Page 7

HCM 2010 Roundabout EPAP PM 8: Cantrill Dr & 5th St 8/1/2016 Intersection Intersection Delay, s/veh 8.3 Intersection LOS A Approach EB WB NB Entry Lanes 1 1 1 Conflicting Circle Lanes 1 1 1 Adj Approach Flow, veh/h 525 394 156 Demand Flow Rate, veh/h 535 402 159 Vehicles Circulating, veh/h 4 141 425 Vehicles Exiting, veh/h 539 443 114 Follow-Up Headway, s 3.186 3.186 3.186 Ped Vol Crossing Leg, #/h 0 0 0 Ped Cap Adj 1.000 1.000 1.000 Approach Delay, s/veh 8.6 8.4 7.4 Approach LOS A A A Lane Left Left Left Designated Moves TR LT LR Assumed Moves TR LT LR RT Channelized Lane Util 1.000 1.000 1.000 Critical Headway, s 5.193 5.193 5.193 Entry Flow, veh/h 535 402 159 Cap Entry Lane, veh/h 1125 981 739 Entry HV Adj Factor 0.981 0.981 0.981 Flow Entry, veh/h 525 394 156 Cap Entry, veh/h 1104 962 725 V/C Ratio 0.475 0.410 0.215 Control Delay, s/veh 8.6 8.4 7.4 LOS A A A 95th %tile Queue, veh 3 2 1 Page 8

HCM 2010 AWSC EPAP PM 9: 2nd St & Cantrill Dr 8/1/2016 Intersection Intersection Delay, s/veh20.3 Intersection LOS C Movement EBU EBL EBT WBU WBT WBR SBU SBL SBR Lane Configurations Traffic Vol, veh/h 0 27 441 0 370 119 0 109 23 Future Vol, veh/h 0 27 441 0 370 119 0 109 23 Peak Hour Factor 0.92 0.89 0.89 0.92 0.88 0.88 0.92 0.86 0.86 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 30 496 0 420 135 0 127 27 Number of Lanes 0 1 1 0 1 1 0 1 1 Approach EB WB SB Opposing Approach WB EB Opposing Lanes 2 2 0 Conflicting Approach Left SB WB Conflicting Lanes Left 2 0 2 Conflicting Approach Right SB EB Conflicting Lanes Right 0 2 2 HCM Control Delay 26.2 16.9 12.6 HCM LOS D C B Lane EBLn1 EBLn2WBLn1WBLn2 SBLn1 SBLn2 Vol Left, % 100% 0% 0% 0% 100% 0% Vol Thru, % 0% 100% 100% 0% 0% 0% Vol Right, % 0% 0% 0% 100% 0% 100% Sign Control Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 27 441 370 119 109 23 LT Vol 27 0 0 0 109 0 Through Vol 0 441 370 0 0 0 RT Vol 0 0 0 119 0 23 Lane Flow Rate 30 496 420 135 127 27 Geometry Grp 7 7 7 7 7 7 Degree of Util (X) 0.053 0.795 0.672 0.189 0.269 0.048 Departure Headway (Hd) 6.279 5.773 5.75 5.041 7.648 6.424 Convergence, Y/N Yes Yes Yes Yes Yes Yes Cap 570 629 626 711 469 557 Service Time 4.016 3.51 3.486 2.777 5.399 4.174 HCM Lane V/C Ratio 0.053 0.789 0.671 0.19 0.271 0.048 HCM Control Delay 9.4 27.2 19.5 9 13.2 9.5 HCM Lane LOS A D C A B A HCM 95th-tile Q 0.2 7.8 5.1 0.7 1.1 0.2 Page 9

HCM 2010 Signalized Intersection Summary EPAP PM 10: Cowell Blvd & Pole Line Rd/Lillard Ave 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 197 202 179 155 185 6 204 204 190 3 102 166 Future Volume (veh/h) 197 202 179 155 185 6 204 204 190 3 102 166 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1881 1881 1881 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 229 235 0 185 220 0 212 212 0 3 113 0 Adj No. of Lanes 1 1 1 1 2 1 1 1 1 1 1 1 Peak Hour Factor 0.86 0.86 0.86 0.84 0.84 0.84 0.96 0.96 0.96 0.90 0.90 0.90 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 285 462 393 235 774 346 265 545 463 6 273 232 Arrive On Green 0.16 0.25 0.00 0.13 0.22 0.00 0.15 0.29 0.00 0.00 0.15 0.00 Sat Flow, veh/h 1792 1881 1599 1774 3539 1583 1774 1863 1583 1774 1863 1583 Grp Volume(v), veh/h 229 235 0 185 220 0 212 212 0 3 113 0 Grp Sat Flow(s),veh/h/ln1792 1881 1599 1774 1770 1583 1774 1863 1583 1774 1863 1583 Q Serve(g_s), s 6.0 5.3 0.0 5.0 2.5 0.0 5.7 4.5 0.0 0.1 2.7 0.0 Cycle Q Clear(g_c), s 6.0 5.3 0.0 5.0 2.5 0.0 5.7 4.5 0.0 0.1 2.7 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 285 462 393 235 774 346 265 545 463 6 273 232 V/C Ratio(X) 0.80 0.51 0.00 0.79 0.28 0.00 0.80 0.39 0.00 0.52 0.41 0.00 Avail Cap(c_a), veh/h 365 1074 913 326 1949 872 326 1254 1066 145 1064 904 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 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 19.9 15.9 0.0 20.6 16.0 0.0 20.2 13.9 0.0 24.4 19.0 0.0 Incr Delay (d2), s/veh 9.6 0.9 0.0 8.5 0.2 0.0 11.0 0.5 0.0 57.1 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/ln3.7 2.9 0.0 3.0 1.2 0.0 3.6 2.4 0.0 0.1 1.5 0.0 LnGrp Delay(d),s/veh 29.4 16.8 0.0 29.1 16.2 0.0 31.2 14.3 0.0 81.5 20.0 0.0 LnGrp LOS C B C B C B F C Approach Vol, veh/h 464 405 424 116 Approach Delay, s/veh 23.0 22.1 22.8 21.6 Approach LOS C C C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s4.2 18.3 10.5 16.1 11.3 11.2 11.8 14.7 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), 4.0s 33.0 9.0 28.0 9.0 28.0 10.0 27.0 Max Q Clear Time (g_c+i1), 2.1s 6.5 7.0 7.3 7.7 4.7 8.0 4.5 Green Ext Time (p_c), s 0.0 2.0 0.1 2.9 0.1 1.9 0.1 3.0 Intersection Summary HCM 2010 Ctrl Delay 22.6 HCM 2010 LOS C Page 10

HCM 2010 Signalized Intersection Summary EPAP plus Project AM 1: Pole Line Rd & 8th St 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 49 56 111 56 142 32 104 242 27 15 429 105 Future Volume (veh/h) 49 56 111 56 142 32 104 242 27 15 429 105 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 0.99 0.95 0.99 0.92 1.00 0.96 1.00 0.94 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 53 61 91 64 161 29 127 295 26 16 461 85 Adj No. of Lanes 0 1 1 0 1 1 1 1 1 1 1 1 Peak Hour Factor 0.92 0.92 0.92 0.88 0.88 0.88 0.82 0.82 0.82 0.93 0.93 0.93 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 268 262 371 193 343 359 163 839 687 29 698 558 Arrive On Green 0.25 0.25 0.25 0.25 0.25 0.25 0.09 0.45 0.45 0.02 0.37 0.37 Sat Flow, veh/h 578 1065 1505 334 1393 1456 1774 1863 1525 1774 1863 1488 Grp Volume(v), veh/h 114 0 91 225 0 29 127 295 26 16 461 85 Grp Sat Flow(s),veh/h/ln 1643 0 1505 1727 0 1456 1774 1863 1525 1774 1863 1488 Q Serve(g_s), s 0.0 0.0 2.0 1.5 0.0 0.6 2.9 4.3 0.4 0.4 8.6 1.6 Cycle Q Clear(g_c), s 2.1 0.0 2.0 4.5 0.0 0.6 2.9 4.3 0.4 0.4 8.6 1.6 Prop In Lane 0.46 1.00 0.28 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 531 0 371 536 0 359 163 839 687 29 698 558 V/C Ratio(X) 0.21 0.00 0.25 0.42 0.00 0.08 0.78 0.35 0.04 0.56 0.66 0.15 Avail Cap(c_a), veh/h 1305 0 1152 1403 0 1114 297 1203 985 170 1069 854 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 12.6 0.0 12.6 13.5 0.0 12.1 18.6 7.5 6.4 20.4 10.9 8.7 Incr Delay (d2), s/veh 0.2 0.0 0.3 0.5 0.0 0.1 7.8 0.3 0.0 15.7 1.1 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.1 0.0 0.9 2.3 0.0 0.3 1.8 2.3 0.2 0.3 4.6 0.7 LnGrp Delay(d),s/veh 12.8 0.0 13.0 14.0 0.0 12.2 26.4 7.8 6.4 36.1 11.9 8.8 LnGrp LOS B B B B C A A D B A Approach Vol, veh/h 205 254 448 562 Approach Delay, s/veh 12.9 13.8 12.9 12.1 Approach LOS B B B B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 4.7 22.8 14.3 7.8 19.7 14.3 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 4.0 27.0 32.0 7.0 24.0 32.0 Max Q Clear Time (g_c+i1), s 2.4 6.3 4.1 4.9 10.6 6.5 Green Ext Time (p_c), s 0.0 5.2 2.6 0.1 4.4 2.5 Intersection Summary HCM 2010 Ctrl Delay 12.8 HCM 2010 LOS B Page 1

HCM 2010 TWSC EPAP plus Project AM 2: Rancho Yolo & 8th St 8/1/2016 Intersection Int Delay, s/veh 0.5 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 107 11 0 187 14 2 Future Vol, veh/h 107 11 0 187 14 2 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 126 13 0 220 16 2 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 139 0 352 132 Stage 1 - - - - 132 - Stage 2 - - - - 220 - Critical Hdwy - - 4.12-6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218-3.518 3.318 Pot Cap-1 Maneuver - - 1445-646 917 Stage 1 - - - - 894 - Stage 2 - - - - 817 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1445-646 917 Mov Cap-2 Maneuver - - - - 646 - Stage 1 - - - - 894 - Stage 2 - - - - 817 - Approach EB WB NB HCM Control Delay, s 0 0 10.5 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 671 - - 1445 - HCM Lane V/C Ratio 0.028 - - - - HCM Control Delay (s) 10.5 - - 0 - HCM Lane LOS B - - A - HCM 95th %tile Q(veh) 0.1 - - 0 - Page 2

HCM 2010 TWSC EPAP plus Project AM 3: Pole Line Rd & Rancho Yolo 8/1/2016 Intersection Int Delay, s/veh 0.4 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 16 9 338 8 4 660 Future Vol, veh/h 16 9 338 8 4 660 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - 205 75 - Veh in Median Storage, # 0-0 - - 0 Grade, % 0-0 - - 0 Peak Hour Factor 86 86 86 86 86 86 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 19 10 393 9 5 767 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1170 393 0 0 393 0 Stage 1 393 - - - - - Stage 2 777 - - - - - Critical Hdwy 7.12 6.22 - - 4.12 - Critical Hdwy Stg 1 6.12 - - - - - Critical Hdwy Stg 2 6.12 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 170 656 - - 1166 - Stage 1 632 - - - - - Stage 2 390 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 169 656 - - 1166 - Mov Cap-2 Maneuver 290 - - - - - Stage 1 632 - - - - - Stage 2 388 - - - - - Approach WB NB SB HCM Control Delay, s 15.8 0 0 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 363 1166 - HCM Lane V/C Ratio - - 0.08 0.004 - HCM Control Delay (s) - - 15.8 8.1 - HCM Lane LOS - - C A - HCM 95th %tile Q(veh) - - 0.3 0 - Page 3

HCM 2010 Signalized Intersection Summary EPAP plus Project AM 4: Howard Way /College Park & Russell Blvd 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 13 458 197 209 419 9 42 0 33 13 1 17 Future Volume (veh/h) 13 458 197 209 419 9 42 0 33 13 1 17 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.89 1.00 0.94 1.00 0.93 1.00 0.84 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1863 Adj Flow Rate, veh/h 17 587 253 268 537 12 54 0 42 17 1 22 Adj No. of Lanes 1 2 0 1 2 0 1 1 0 1 1 1 Peak Hour Factor 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 151 815 350 329 1596 36 127 0 162 118 196 140 Arrive On Green 0.09 0.35 0.35 0.19 0.45 0.45 0.07 0.00 0.11 0.07 0.11 0.11 Sat Flow, veh/h 1774 2319 997 1774 3533 79 1774 0 1473 1774 1863 1329 Grp Volume(v), veh/h 17 448 392 268 269 280 54 0 42 17 1 22 Grp Sat Flow(s),veh/h/ln 1774 1770 1546 1774 1770 1843 1774 0 1473 1774 1863 1329 Q Serve(g_s), s 0.5 12.9 12.9 8.5 5.8 5.8 1.7 0.0 1.5 0.5 0.0 0.9 Cycle Q Clear(g_c), s 0.5 12.9 12.9 8.5 5.8 5.8 1.7 0.0 1.5 0.5 0.0 0.9 Prop In Lane 1.00 0.64 1.00 0.04 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 151 622 543 329 799 832 127 0 162 118 196 140 V/C Ratio(X) 0.11 0.72 0.72 0.81 0.34 0.34 0.42 0.00 0.26 0.14 0.01 0.16 Avail Cap(c_a), veh/h 181 766 669 484 799 832 635 0 397 181 196 140 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 1.00 1.00 Uniform Delay (d), s/veh 24.8 16.5 16.5 22.9 10.4 10.4 26.1 0.0 23.9 25.8 23.5 23.9 Incr Delay (d2), s/veh 0.3 2.5 3.0 6.7 0.2 0.2 2.2 0.0 0.8 0.5 0.0 0.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.3 6.7 5.9 4.8 2.8 2.9 0.9 0.0 0.7 0.3 0.0 0.3 LnGrp Delay(d),s/veh 25.1 19.1 19.5 29.6 10.6 10.6 28.3 0.0 24.8 26.4 23.5 24.4 LnGrp LOS C B B C B B C C C C C Approach Vol, veh/h 857 817 96 40 Approach Delay, s/veh 19.4 16.9 26.8 25.2 Approach LOS B B C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 14.9 25.2 8.2 10.4 9.0 31.1 7.9 10.7 Change Period (Y+Rc), s 4.0 4.6 4.0 * 4.2 4.0 4.6 4.0 * 4.2 Max Green Setting (Gmax), s 16.0 25.4 21.0 * 5.8 6.0 25.4 6.0 * 16 Max Q Clear Time (g_c+i1), s 10.5 14.9 3.7 2.9 2.5 7.8 2.5 3.5 Green Ext Time (p_c), s 0.4 5.5 0.1 0.1 0.0 8.7 0.0 0.1 Intersection Summary HCM 2010 Ctrl Delay 18.8 HCM 2010 LOS B Notes Page 4

HCM 2010 Signalized Intersection Summary EPAP plus Project AM 4: Howard Way /College Park & Russell Blvd 8/1/2016 User approved pedestrian interval to be less than phase max green. * HCM 2010 computational engine requires equal clearance times for the phases crossing the barrier. Page 5

HCM 2010 Signalized Intersection Summary EPAP plus Project AM 5: L St & Russell Blvd/5th St 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 35 165 65 71 406 45 59 78 40 50 169 67 Future Volume (veh/h) 35 165 65 71 406 45 59 78 40 50 169 67 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.97 1.00 0.91 1.00 0.98 1.00 0.81 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 37 176 52 80 456 39 69 91 37 53 178 53 Adj No. of Lanes 1 1 0 1 1 1 1 1 1 1 1 1 Peak Hour Factor 0.94 0.94 0.94 0.89 0.89 0.89 0.86 0.86 0.86 0.95 0.95 0.95 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 59 459 136 100 668 516 92 378 314 77 362 248 Arrive On Green 0.03 0.33 0.33 0.06 0.36 0.36 0.05 0.20 0.20 0.04 0.19 0.19 Sat Flow, veh/h 1774 1370 405 1774 1863 1438 1774 1863 1547 1774 1863 1276 Grp Volume(v), veh/h 37 0 228 80 456 39 69 91 37 53 178 53 Grp Sat Flow(s),veh/h/ln1774 0 1775 1774 1863 1438 1774 1863 1547 1774 1863 1276 Q Serve(g_s), s 0.9 0.0 4.3 2.0 9.2 0.8 1.7 1.8 0.9 1.3 3.8 1.5 Cycle Q Clear(g_c), s 0.9 0.0 4.3 2.0 9.2 0.8 1.7 1.8 0.9 1.3 3.8 1.5 Prop In Lane 1.00 0.23 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 59 0 594 100 668 516 92 378 314 77 362 248 V/C Ratio(X) 0.63 0.00 0.38 0.80 0.68 0.08 0.75 0.24 0.12 0.69 0.49 0.21 Avail Cap(c_a), veh/h 201 0 1126 241 1224 945 362 1477 1227 201 1308 896 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 21.1 0.0 11.2 20.6 12.0 9.3 20.6 14.7 14.4 20.8 15.8 14.9 Incr Delay (d2), s/veh 10.7 0.0 0.4 13.2 1.2 0.1 11.6 0.3 0.2 10.5 1.0 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/ln0.6 0.0 2.2 1.3 4.9 0.3 1.1 0.9 0.4 0.9 2.0 0.6 LnGrp Delay(d),s/veh 31.7 0.0 11.6 33.8 13.3 9.4 32.3 15.1 14.5 31.3 16.9 15.4 LnGrp LOS C B C B A C B B C B B Approach Vol, veh/h 265 575 197 284 Approach Delay, s/veh 14.4 15.9 21.0 19.3 Approach LOS B B C B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s5.9 12.9 6.5 18.8 6.3 12.6 5.5 19.8 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), 5.0s 35.0 6.0 28.0 9.0 31.0 5.0 29.0 Max Q Clear Time (g_c+i1), 3.3s 3.8 4.0 6.3 3.7 5.8 2.9 11.2 Green Ext Time (p_c), s 0.0 2.1 0.0 4.8 0.1 2.0 0.0 4.5 Intersection Summary HCM 2010 Ctrl Delay 17.1 HCM 2010 LOS B Page 6

HCM 2010 Signalized Intersection Summary EPAP plus Project AM 6: Pole Line Rd & 5th St 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 29 107 110 106 232 84 186 260 116 177 338 137 Future Volume (veh/h) 29 107 110 106 232 84 186 260 116 177 338 137 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1900 1900 1900 1863 1863 1863 Adj Flow Rate, veh/h 32 118 0 118 258 0 224 313 0 208 398 0 Adj No. of Lanes 1 2 1 1 2 1 1 1 1 1 1 1 Peak Hour Factor 0.91 0.91 0.91 0.90 0.90 0.90 0.83 0.83 0.83 0.85 0.85 0.85 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 50 511 228 151 712 318 280 630 535 260 602 512 Arrive On Green 0.03 0.14 0.00 0.08 0.20 0.00 0.15 0.33 0.00 0.15 0.32 0.00 Sat Flow, veh/h 1774 3539 1583 1774 3539 1583 1810 1900 1615 1774 1863 1583 Grp Volume(v), veh/h 32 118 0 118 258 0 224 313 0 208 398 0 Grp Sat Flow(s),veh/h/ln1774 1770 1583 1774 1770 1583 1810 1900 1615 1774 1863 1583 Q Serve(g_s), s 1.0 1.6 0.0 3.6 3.4 0.0 6.5 7.2 0.0 6.2 10.0 0.0 Cycle Q Clear(g_c), s 1.0 1.6 0.0 3.6 3.4 0.0 6.5 7.2 0.0 6.2 10.0 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 50 511 228 151 712 318 280 630 535 260 602 512 V/C Ratio(X) 0.64 0.23 0.00 0.78 0.36 0.00 0.80 0.50 0.00 0.80 0.66 0.00 Avail Cap(c_a), veh/h 162 1943 869 195 2007 898 397 1112 946 357 1057 898 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 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 26.3 20.7 0.0 24.5 18.8 0.0 22.3 14.6 0.0 22.6 15.9 0.0 Incr Delay (d2), s/veh 12.8 0.2 0.0 14.3 0.3 0.0 7.5 0.6 0.0 8.8 1.2 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/ln0.6 0.8 0.0 2.3 1.7 0.0 3.8 3.8 0.0 3.6 5.3 0.0 LnGrp Delay(d),s/veh 39.1 20.9 0.0 38.8 19.1 0.0 29.8 15.2 0.0 31.3 17.2 0.0 LnGrp LOS D C D B C B C B Approach Vol, veh/h 150 376 537 606 Approach Delay, s/veh 24.8 25.3 21.3 22.0 Approach LOS C C C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s12.0 22.1 8.6 11.9 12.4 21.7 5.5 15.0 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), 11.0s 32.0 6.0 30.0 12.0 31.0 5.0 31.0 Max Q Clear Time (g_c+i1), 8.2s 9.2 5.6 3.6 8.5 12.0 3.0 5.4 Green Ext Time (p_c), s 0.2 4.8 0.0 2.5 0.2 4.5 0.0 2.5 Intersection Summary HCM 2010 Ctrl Delay 22.8 HCM 2010 LOS C Page 7

HCM 2010 TWSC EPAP plus Project AM 7: Project Access & 5th St 8/1/2016 Intersection Int Delay, s/veh 1.3 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 387 14 5 366 56 18 Future Vol, veh/h 387 14 5 366 56 18 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 130-0 40 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 421 15 5 398 61 20 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 436 0 638 218 Stage 1 - - - - 428 - Stage 2 - - - - 210 - Critical Hdwy - - 4.14-6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy - - 2.22-3.52 3.32 Pot Cap-1 Maneuver - - 1120-409 786 Stage 1 - - - - 625 - Stage 2 - - - - 805 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1120-407 786 Mov Cap-2 Maneuver - - - - 407 - Stage 1 - - - - 625 - Stage 2 - - - - 801 - Approach EB WB NB HCM Control Delay, s 0 0.1 14 HCM LOS B Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) 407 786 - - 1120 - HCM Lane V/C Ratio 0.15 0.025 - - 0.005 - HCM Control Delay (s) 15.4 9.7 - - 8.2 - HCM Lane LOS C A - - A - HCM 95th %tile Q(veh) 0.5 0.1 - - 0 - Page 8

HCM 2010 Roundabout EPAP plus Project AM 8: Cantrill Dr & 5th St 8/1/2016 Intersection Intersection Delay, s/veh 7.1 Intersection LOS A Approach EB WB NB Entry Lanes 1 1 1 Conflicting Circle Lanes 1 1 1 Adj Approach Flow, veh/h 441 331 115 Demand Flow Rate, veh/h 450 337 117 Vehicles Circulating, veh/h 7 107 293 Vehicles Exiting, veh/h 437 303 164 Follow-Up Headway, s 3.186 3.186 3.186 Ped Vol Crossing Leg, #/h 0 0 0 Ped Cap Adj 1.000 1.000 1.000 Approach Delay, s/veh 7.5 7.1 5.7 Approach LOS A A A Lane Left Left Left Designated Moves TR LT LR Assumed Moves TR LT LR RT Channelized Lane Util 1.000 1.000 1.000 Critical Headway, s 5.193 5.193 5.193 Entry Flow, veh/h 450 337 117 Cap Entry Lane, veh/h 1122 1015 843 Entry HV Adj Factor 0.981 0.981 0.983 Flow Entry, veh/h 441 331 115 Cap Entry, veh/h 1100 996 829 V/C Ratio 0.401 0.332 0.139 Control Delay, s/veh 7.5 7.1 5.7 LOS A A A 95th %tile Queue, veh 2 1 0 Page 9

HCM 2010 AWSC EPAP plus Project AM 9: 2nd St & Cantrill Dr 8/1/2016 Intersection Intersection Delay, s/veh11.1 Intersection LOS B Movement EBU EBL EBT WBU WBT WBR SBU SBL SBR Lane Configurations Traffic Vol, veh/h 0 12 247 0 238 80 0 97 24 Future Vol, veh/h 0 12 247 0 238 80 0 97 24 Peak Hour Factor 0.92 0.94 0.94 0.92 0.82 0.82 0.92 0.80 0.80 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 13 263 0 290 98 0 121 30 Number of Lanes 0 1 1 0 1 1 0 1 1 Approach EB WB SB Opposing Approach WB EB Opposing Lanes 2 2 0 Conflicting Approach Left SB WB Conflicting Lanes Left 2 0 2 Conflicting Approach Right SB EB Conflicting Lanes Right 0 2 2 HCM Control Delay 11.5 11 10.7 HCM LOS B B B Lane EBLn1 EBLn2WBLn1WBLn2 SBLn1 SBLn2 Vol Left, % 100% 0% 0% 0% 100% 0% Vol Thru, % 0% 100% 100% 0% 0% 0% Vol Right, % 0% 0% 0% 100% 0% 100% Sign Control Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 12 247 238 80 97 24 LT Vol 12 0 0 0 97 0 Through Vol 0 247 238 0 0 0 RT Vol 0 0 0 80 0 24 Lane Flow Rate 13 263 290 98 121 30 Geometry Grp 7 7 7 7 7 7 Degree of Util (X) 0.021 0.393 0.426 0.124 0.222 0.045 Departure Headway (Hd) 5.886 5.382 5.282 4.577 6.582 5.371 Convergence, Y/N Yes Yes Yes Yes Yes Yes Cap 604 665 676 778 541 659 Service Time 3.659 3.154 3.047 2.341 4.377 3.165 HCM Lane V/C Ratio 0.022 0.395 0.429 0.126 0.224 0.046 HCM Control Delay 8.8 11.6 12 8 11.3 8.4 HCM Lane LOS A B B A B A HCM 95th-tile Q 0.1 1.9 2.1 0.4 0.8 0.1 Page 10

HCM 2010 Signalized Intersection Summary EPAP plus Project AM 10: Cowell Blvd & Pole Line Rd/Lillard Ave 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 118 157 220 179 202 17 140 50 130 13 85 173 Future Volume (veh/h) 118 157 220 179 202 17 140 50 130 13 85 173 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1881 1881 1881 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 144 191 0 239 269 0 173 62 0 14 90 0 Adj No. of Lanes 1 1 1 1 2 1 1 1 1 1 1 1 Peak Hour Factor 0.82 0.82 0.82 0.75 0.75 0.75 0.81 0.81 0.81 0.94 0.94 0.94 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 189 444 377 300 1060 474 219 434 369 25 231 196 Arrive On Green 0.11 0.24 0.00 0.17 0.30 0.00 0.12 0.23 0.00 0.01 0.12 0.00 Sat Flow, veh/h 1792 1881 1599 1774 3539 1583 1774 1863 1583 1774 1863 1583 Grp Volume(v), veh/h 144 191 0 239 269 0 173 62 0 14 90 0 Grp Sat Flow(s),veh/h/ln1792 1881 1599 1774 1770 1583 1774 1863 1583 1774 1863 1583 Q Serve(g_s), s 3.6 4.0 0.0 6.0 2.7 0.0 4.4 1.2 0.0 0.4 2.0 0.0 Cycle Q Clear(g_c), s 3.6 4.0 0.0 6.0 2.7 0.0 4.4 1.2 0.0 0.4 2.0 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 189 444 377 300 1060 474 219 434 369 25 231 196 V/C Ratio(X) 0.76 0.43 0.00 0.80 0.25 0.00 0.79 0.14 0.00 0.55 0.39 0.00 Avail Cap(c_a), veh/h 467 1144 973 424 2075 928 270 1254 1066 154 1133 963 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 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 20.0 15.0 0.0 18.4 12.2 0.0 19.6 14.0 0.0 22.5 18.6 0.0 Incr Delay (d2), s/veh 6.2 0.7 0.0 6.9 0.1 0.0 11.9 0.1 0.0 17.6 1.1 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/ln2.1 2.2 0.0 3.5 1.3 0.0 2.8 0.6 0.0 0.3 1.1 0.0 LnGrp Delay(d),s/veh 26.2 15.6 0.0 25.3 12.4 0.0 31.5 14.2 0.0 40.1 19.6 0.0 LnGrp LOS C B C B C B D B Approach Vol, veh/h 335 508 235 104 Approach Delay, s/veh 20.2 18.4 26.9 22.4 Approach LOS C B C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s4.7 14.7 11.8 14.9 9.7 9.7 8.9 17.8 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), 4.0s 31.0 11.0 28.0 7.0 28.0 12.0 27.0 Max Q Clear Time (g_c+i1), 2.4s 3.2 8.0 6.0 6.4 4.0 5.6 4.7 Green Ext Time (p_c), s 0.0 0.8 0.2 3.0 0.0 0.8 0.2 3.0 Intersection Summary HCM 2010 Ctrl Delay 21.0 HCM 2010 LOS C Page 11

HCM 2010 Signalized Intersection Summary EPAP plus Project PM 1: Pole Line Rd & 8th St 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 116 149 169 50 86 30 140 473 79 34 396 110 Future Volume (veh/h) 116 149 169 50 86 30 140 473 79 34 396 110 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 0.99 0.92 0.99 0.95 1.00 0.96 1.00 0.94 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 130 167 143 57 98 28 159 538 73 37 435 90 Adj No. of Lanes 0 1 1 0 1 1 1 1 1 1 1 1 Peak Hour Factor 0.89 0.89 0.89 0.88 0.88 0.88 0.88 0.88 0.88 0.91 0.91 0.91 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 281 300 434 235 360 446 201 812 661 57 660 526 Arrive On Green 0.30 0.30 0.30 0.30 0.30 0.30 0.11 0.44 0.44 0.03 0.35 0.35 Sat Flow, veh/h 606 1007 1458 467 1210 1498 1774 1863 1516 1774 1863 1485 Grp Volume(v), veh/h 297 0 143 155 0 28 159 538 73 37 435 90 Grp Sat Flow(s),veh/h/ln 1612 0 1458 1677 0 1498 1774 1863 1516 1774 1863 1485 Q Serve(g_s), s 4.5 0.0 3.9 0.0 0.0 0.7 4.5 11.7 1.5 1.1 10.1 2.1 Cycle Q Clear(g_c), s 7.8 0.0 3.9 3.3 0.0 0.7 4.5 11.7 1.5 1.1 10.1 2.1 Prop In Lane 0.44 1.00 0.37 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 581 0 434 595 0 446 201 812 661 57 660 526 V/C Ratio(X) 0.51 0.00 0.33 0.26 0.00 0.06 0.79 0.66 0.11 0.65 0.66 0.17 Avail Cap(c_a), veh/h 1088 0 911 1102 0 936 242 982 799 139 873 696 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 15.2 0.0 14.0 13.8 0.0 12.9 22.1 11.5 8.6 24.5 13.9 11.4 Incr Delay (d2), s/veh 0.7 0.0 0.4 0.2 0.0 0.1 13.5 1.3 0.1 12.0 1.1 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.7 0.0 1.6 1.7 0.0 0.3 2.9 6.3 0.6 0.7 5.3 0.9 LnGrp Delay(d),s/veh 15.9 0.0 14.4 14.0 0.0 12.9 35.6 12.7 8.6 36.5 15.1 11.5 LnGrp LOS B B B B D B A D B B Approach Vol, veh/h 440 183 770 562 Approach Delay, s/veh 15.4 13.8 17.0 15.9 Approach LOS B B B B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 5.6 26.3 19.2 9.8 22.2 19.2 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 4.0 27.0 32.0 7.0 24.0 32.0 Max Q Clear Time (g_c+i1), s 3.1 13.7 9.8 6.5 12.1 5.3 Green Ext Time (p_c), s 0.0 5.8 3.5 0.0 5.4 3.6 Intersection Summary HCM 2010 Ctrl Delay 16.1 HCM 2010 LOS B Page 1

HCM 2010 TWSC EPAP plus Project PM 2: Rancho Yolo & 8th St 8/1/2016 Intersection Int Delay, s/veh 0.4 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 193 25 0 131 15 0 Future Vol, veh/h 193 25 0 131 15 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 210 27 0 142 16 0 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 237 0 365 223 Stage 1 - - - - 223 - Stage 2 - - - - 142 - Critical Hdwy - - 4.12-6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218-3.518 3.318 Pot Cap-1 Maneuver - - 1330-635 817 Stage 1 - - - - 814 - Stage 2 - - - - 885 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1330-635 817 Mov Cap-2 Maneuver - - - - 635 - Stage 1 - - - - 814 - Stage 2 - - - - 885 - Approach EB WB NB HCM Control Delay, s 0 0 10.8 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 635 - - 1330 - HCM Lane V/C Ratio 0.026 - - - - HCM Control Delay (s) 10.8 - - 0 - HCM Lane LOS B - - A - HCM 95th %tile Q(veh) 0.1 - - 0 - Page 2

HCM 2010 TWSC EPAP plus Project PM 3: Pole Line Rd & Rancho Yolo 8/1/2016 Intersection Int Delay, s/veh 0.4 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 18 13 654 18 11 673 Future Vol, veh/h 18 13 654 18 11 673 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - 200 75 - Veh in Median Storage, # 0-0 - - 0 Grade, % 0-0 - - 0 Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 20 14 727 20 12 748 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1499 727 0 0 727 0 Stage 1 727 - - - - - Stage 2 772 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 135 424 - - 876 - Stage 1 478 - - - - - Stage 2 456 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 133 424 - - 876 - Mov Cap-2 Maneuver 272 - - - - - Stage 1 478 - - - - - Stage 2 450 - - - - - Approach WB NB SB HCM Control Delay, s 17.6 0 0.1 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 320 876 - HCM Lane V/C Ratio - - 0.108 0.014 - HCM Control Delay (s) - - 17.6 9.2 - HCM Lane LOS - - C A - HCM 95th %tile Q(veh) - - 0.4 0 - Page 3

HCM 2010 Signalized Intersection Summary EPAP plus Project PM 4: Howard Way/College Park & Russell Blvd 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 13 775 71 83 613 13 186 1 181 19 0 16 Future Volume (veh/h) 13 775 71 83 613 13 186 1 181 19 0 16 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.91 1.00 0.92 1.00 0.93 1.00 0.94 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1863 Adj Flow Rate, veh/h 14 842 77 90 666 14 202 1 197 21 0 17 Adj No. of Lanes 1 2 0 1 2 0 1 1 0 1 1 1 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 147 1202 110 150 1314 28 265 1 270 145 217 172 Arrive On Green 0.08 0.37 0.37 0.08 0.37 0.37 0.15 0.18 0.18 0.08 0.00 0.12 Sat Flow, veh/h 1774 3248 297 1774 3538 74 1774 7 1466 1774 1863 1481 Grp Volume(v), veh/h 14 459 460 90 333 347 202 0 198 21 0 17 Grp Sat Flow(s),veh/h/ln 1774 1770 1776 1774 1770 1842 1774 0 1473 1774 1863 1481 Q Serve(g_s), s 0.4 13.3 13.3 2.9 8.8 8.8 6.6 0.0 7.6 0.7 0.0 0.6 Cycle Q Clear(g_c), s 0.4 13.3 13.3 2.9 8.8 8.8 6.6 0.0 7.6 0.7 0.0 0.6 Prop In Lane 1.00 0.17 1.00 0.04 1.00 0.99 1.00 1.00 Lane Grp Cap(c), veh/h 147 655 657 150 657 684 265 0 272 145 217 172 V/C Ratio(X) 0.09 0.70 0.70 0.60 0.51 0.51 0.76 0.00 0.73 0.15 0.00 0.10 Avail Cap(c_a), veh/h 177 747 750 472 747 778 619 0 387 177 217 172 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/veh 25.5 16.1 16.1 26.6 14.6 14.6 24.5 0.0 23.1 25.7 0.0 23.7 Incr Delay (d2), s/veh 0.3 2.5 2.5 3.8 0.6 0.6 4.5 0.0 4.0 0.5 0.0 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.2 6.8 6.8 1.6 4.4 4.5 3.5 0.0 3.4 0.3 0.0 0.3 LnGrp Delay(d),s/veh 25.8 18.6 18.6 30.4 15.2 15.2 29.0 0.0 27.1 26.1 0.0 24.0 LnGrp LOS C B B C B B C C C C Approach Vol, veh/h 933 770 400 38 Approach Delay, s/veh 18.7 17.0 28.1 25.2 Approach LOS B B C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 9.1 26.9 13.0 11.2 9.0 26.9 8.9 15.3 Change Period (Y+Rc), s 4.0 4.6 4.0 * 4.2 4.0 4.6 4.0 * 4.2 Max Green Setting (Gmax), s 16.0 25.4 21.0 * 5.8 6.0 25.4 6.0 * 16 Max Q Clear Time (g_c+i1), s 4.9 15.3 8.6 2.6 2.4 10.8 2.7 9.6 Green Ext Time (p_c), s 0.1 6.8 0.4 0.4 0.0 8.9 0.0 0.6 Intersection Summary HCM 2010 Ctrl Delay 20.0 HCM 2010 LOS B Notes Page 4

HCM 2010 Signalized Intersection Summary EPAP plus Project PM 4: Howard Way/College Park & Russell Blvd 8/1/2016 User approved pedestrian interval to be less than phase max green. * HCM 2010 computational engine requires equal clearance times for the phases crossing the barrier. Page 5

HCM 2010 Signalized Intersection Summary EPAP plus Project PM 5: L St & Russell Blvd/5th St 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 76 364 120 75 378 66 95 207 139 45 124 60 Future Volume (veh/h) 76 364 120 75 378 66 95 207 139 45 124 60 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.94 1.00 0.94 1.00 0.92 1.00 0.92 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 84 400 99 77 390 50 106 230 122 57 157 57 Adj No. of Lanes 1 1 0 1 1 1 1 1 1 1 1 1 Peak Hour Factor 0.91 0.91 0.91 0.97 0.97 0.97 0.90 0.90 0.90 0.79 0.79 0.79 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 107 550 136 98 710 567 137 435 339 74 370 290 Arrive On Green 0.06 0.39 0.39 0.05 0.38 0.38 0.08 0.23 0.23 0.04 0.20 0.20 Sat Flow, veh/h 1774 1422 352 1774 1863 1489 1774 1863 1451 1774 1863 1460 Grp Volume(v), veh/h 84 0 499 77 390 50 106 230 122 57 157 57 Grp Sat Flow(s),veh/h/ln1774 0 1774 1774 1863 1489 1774 1863 1451 1774 1863 1460 Q Serve(g_s), s 2.6 0.0 13.6 2.4 9.3 1.2 3.3 6.1 4.0 1.8 4.2 1.8 Cycle Q Clear(g_c), s 2.6 0.0 13.6 2.4 9.3 1.2 3.3 6.1 4.0 1.8 4.2 1.8 Prop In Lane 1.00 0.20 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 107 0 686 98 710 567 137 435 339 74 370 290 V/C Ratio(X) 0.78 0.00 0.73 0.79 0.55 0.09 0.78 0.53 0.36 0.77 0.42 0.20 Avail Cap(c_a), veh/h 188 0 941 157 955 763 251 1153 898 125 1021 800 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 26.2 0.0 14.8 26.4 13.7 11.2 25.6 18.9 18.1 26.8 19.8 18.9 Incr Delay (d2), s/veh 11.8 0.0 1.8 13.1 0.7 0.1 9.0 1.0 0.6 15.1 0.8 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln1.6 0.0 6.9 1.5 4.9 0.5 2.0 3.3 1.6 1.2 2.2 0.8 LnGrp Delay(d),s/veh 38.0 0.0 16.6 39.5 14.4 11.3 34.7 19.9 18.8 42.0 20.6 19.2 LnGrp LOS D B D B B C B B D C B Approach Vol, veh/h 583 517 458 271 Approach Delay, s/veh 19.7 17.8 23.0 24.8 Approach LOS B B C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s6.4 17.2 7.1 25.9 8.4 15.2 7.4 25.6 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), 4.0s 35.0 5.0 30.0 8.0 31.0 6.0 29.0 Max Q Clear Time (g_c+i1), 3.8s 8.1 4.4 15.6 5.3 6.2 4.6 11.3 Green Ext Time (p_c), s 0.0 3.2 0.0 5.4 0.1 3.2 0.0 6.0 Intersection Summary HCM 2010 Ctrl Delay 20.8 HCM 2010 LOS C Page 6

HCM 2010 Signalized Intersection Summary EPAP plus Project PM 6: Pole Line Rd & 5th St 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 94 275 200 127 175 222 222 366 228 184 298 103 Future Volume (veh/h) 94 275 200 127 175 222 222 366 228 184 298 103 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1900 1900 1900 1863 1863 1863 Adj Flow Rate, veh/h 103 302 0 141 194 0 267 441 0 216 351 0 Adj No. of Lanes 1 2 1 1 2 1 1 1 1 1 1 1 Peak Hour Factor 0.91 0.91 0.91 0.90 0.90 0.90 0.83 0.83 0.83 0.85 0.85 0.85 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 133 715 320 133 714 319 316 638 542 263 576 490 Arrive On Green 0.08 0.20 0.00 0.07 0.20 0.00 0.17 0.34 0.00 0.15 0.31 0.00 Sat Flow, veh/h 1774 3539 1583 1774 3539 1583 1810 1900 1615 1774 1863 1583 Grp Volume(v), veh/h 103 302 0 141 194 0 267 441 0 216 351 0 Grp Sat Flow(s),veh/h/ln1774 1770 1583 1774 1770 1583 1810 1900 1615 1774 1863 1583 Q Serve(g_s), s 3.8 5.0 0.0 5.0 3.1 0.0 9.6 13.4 0.0 7.9 10.7 0.0 Cycle Q Clear(g_c), s 3.8 5.0 0.0 5.0 3.1 0.0 9.6 13.4 0.0 7.9 10.7 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 133 715 320 133 714 319 316 638 542 263 576 490 V/C Ratio(X) 0.77 0.42 0.00 1.06 0.27 0.00 0.85 0.69 0.00 0.82 0.61 0.00 Avail Cap(c_a), veh/h 292 1588 711 133 1271 568 379 881 749 345 836 711 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 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 30.3 23.3 0.0 30.9 22.5 0.0 26.7 19.2 0.0 27.6 19.7 0.0 Incr Delay (d2), s/veh 9.0 0.4 0.0 95.9 0.2 0.0 13.9 1.4 0.0 11.5 1.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln2.2 2.5 0.0 5.9 1.5 0.0 6.0 7.2 0.0 4.7 5.6 0.0 LnGrp Delay(d),s/veh 39.4 23.7 0.0 126.9 22.7 0.0 40.6 20.6 0.0 39.1 20.7 0.0 LnGrp LOS D C F C D C D C Approach Vol, veh/h 405 335 708 567 Approach Delay, s/veh 27.7 66.6 28.1 27.7 Approach LOS C E C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s13.9 26.4 9.0 17.5 15.7 24.7 9.0 17.5 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), 13.0s 31.0 5.0 30.0 14.0 30.0 11.0 24.0 Max Q Clear Time (g_c+i1), 9.9s 15.4 7.0 7.0 11.6 12.7 5.8 5.1 Green Ext Time (p_c), s 0.2 4.7 0.0 3.3 0.2 5.0 0.1 3.1 Intersection Summary HCM 2010 Ctrl Delay 34.3 HCM 2010 LOS C Page 7

HCM 2010 TWSC EPAP plus Project PM 7: Project Access & 5th St 8/1/2016 Intersection Int Delay, s/veh 1.2 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 609 78 21 480 45 12 Future Vol, veh/h 609 78 21 480 45 12 Conflicting Peds, #/hr 0 5 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 130-0 40 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 662 85 23 522 49 13 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 752 0 1016 378 Stage 1 - - - - 709 - Stage 2 - - - - 307 - Critical Hdwy - - 4.14-6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy - - 2.22-3.52 3.32 Pot Cap-1 Maneuver - - 853-234 620 Stage 1 - - - - 449 - Stage 2 - - - - 719 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 853-227 617 Mov Cap-2 Maneuver - - - - 227 - Stage 1 - - - - 447 - Stage 2 - - - - 700 - Approach EB WB NB HCM Control Delay, s 0 0.4 22.2 HCM LOS C Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) 227 617 - - 853 - HCM Lane V/C Ratio 0.215 0.021 - - 0.027 - HCM Control Delay (s) 25.2 11 - - 9.3 - HCM Lane LOS D B - - A - HCM 95th %tile Q(veh) 0.8 0.1 - - 0.1 - Page 8

HCM 2010 Roundabout EPAP plus Project PM 8: Cantrill Dr & 5th St 8/1/2016 Intersection Intersection Delay, s/veh 8.6 Intersection LOS A Approach EB WB NB Entry Lanes 1 1 1 Conflicting Circle Lanes 1 1 1 Adj Approach Flow, veh/h 538 406 168 Demand Flow Rate, veh/h 548 414 171 Vehicles Circulating, veh/h 4 153 432 Vehicles Exiting, veh/h 563 450 120 Follow-Up Headway, s 3.186 3.186 3.186 Ped Vol Crossing Leg, #/h 0 0 0 Ped Cap Adj 1.000 1.000 1.000 Approach Delay, s/veh 8.8 8.7 7.7 Approach LOS A A A Lane Left Left Left Designated Moves TR LT LR Assumed Moves TR LT LR RT Channelized Lane Util 1.000 1.000 1.000 Critical Headway, s 5.193 5.193 5.193 Entry Flow, veh/h 548 414 171 Cap Entry Lane, veh/h 1125 970 734 Entry HV Adj Factor 0.981 0.981 0.982 Flow Entry, veh/h 538 406 168 Cap Entry, veh/h 1104 951 721 V/C Ratio 0.487 0.427 0.233 Control Delay, s/veh 8.8 8.7 7.7 LOS A A A 95th %tile Queue, veh 3 2 1 Page 9

HCM 2010 AWSC EPAP plus Project PM 9: 2nd St & Cantrill Dr 8/1/2016 Intersection Intersection Delay, s/veh20.7 Intersection LOS C Movement EBU EBL EBT WBU WBT WBR SBU SBL SBR Lane Configurations Traffic Vol, veh/h 0 27 441 0 370 130 0 115 23 Future Vol, veh/h 0 27 441 0 370 130 0 115 23 Peak Hour Factor 0.92 0.89 0.89 0.92 0.88 0.88 0.92 0.86 0.86 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 30 496 0 420 148 0 134 27 Number of Lanes 0 1 1 0 1 1 0 1 1 Approach EB WB SB Opposing Approach WB EB Opposing Lanes 2 2 0 Conflicting Approach Left SB WB Conflicting Lanes Left 2 0 2 Conflicting Approach Right SB EB Conflicting Lanes Right 0 2 2 HCM Control Delay 27 17.1 12.8 HCM LOS D C B Lane EBLn1 EBLn2WBLn1WBLn2 SBLn1 SBLn2 Vol Left, % 100% 0% 0% 0% 100% 0% Vol Thru, % 0% 100% 100% 0% 0% 0% Vol Right, % 0% 0% 0% 100% 0% 100% Sign Control Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 27 441 370 130 115 23 LT Vol 27 0 0 0 115 0 Through Vol 0 441 370 0 0 0 RT Vol 0 0 0 130 0 23 Lane Flow Rate 30 496 420 148 134 27 Geometry Grp 7 7 7 7 7 7 Degree of Util (X) 0.053 0.802 0.677 0.209 0.285 0.048 Departure Headway (Hd) 6.336 5.829 5.794 5.084 7.676 6.451 Convergence, Y/N Yes Yes Yes Yes Yes Yes Cap 565 619 622 705 468 554 Service Time 4.074 3.568 3.531 2.821 5.428 4.203 HCM Lane V/C Ratio 0.053 0.801 0.675 0.21 0.286 0.049 HCM Control Delay 9.4 28.1 19.9 9.2 13.5 9.5 HCM Lane LOS A D C A B A HCM 95th-tile Q 0.2 8 5.2 0.8 1.2 0.2 Page 10

HCM 2010 Signalized Intersection Summary EPAP plus Project PM 10: Cowell Blvd & Pole Line Rd/Lillard Ave 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 200 202 183 155 185 6 225 145 190 3 102 171 Future Volume (veh/h) 200 202 183 155 185 6 225 145 190 3 102 171 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1881 1881 1881 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 233 235 0 185 220 0 234 151 0 3 113 0 Adj No. of Lanes 1 1 1 1 2 1 1 1 1 1 1 1 Peak Hour Factor 0.86 0.86 0.86 0.84 0.84 0.84 0.96 0.96 0.96 0.90 0.90 0.90 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 289 460 391 234 763 341 287 553 470 6 257 218 Arrive On Green 0.16 0.24 0.00 0.13 0.22 0.00 0.16 0.30 0.00 0.00 0.14 0.00 Sat Flow, veh/h 1792 1881 1599 1774 3539 1583 1774 1863 1583 1774 1863 1583 Grp Volume(v), veh/h 233 235 0 185 220 0 234 151 0 3 113 0 Grp Sat Flow(s),veh/h/ln1792 1881 1599 1774 1770 1583 1774 1863 1583 1774 1863 1583 Q Serve(g_s), s 6.2 5.3 0.0 5.0 2.6 0.0 6.3 3.1 0.0 0.1 2.8 0.0 Cycle Q Clear(g_c), s 6.2 5.3 0.0 5.0 2.6 0.0 6.3 3.1 0.0 0.1 2.8 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 289 460 391 234 763 341 287 553 470 6 257 218 V/C Ratio(X) 0.81 0.51 0.00 0.79 0.29 0.00 0.81 0.27 0.00 0.52 0.44 0.00 Avail Cap(c_a), veh/h 362 1064 904 322 1930 863 322 1242 1055 143 1053 895 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 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 20.0 16.1 0.0 20.8 16.2 0.0 20.0 13.3 0.0 24.6 19.6 0.0 Incr Delay (d2), s/veh 10.2 0.9 0.0 8.7 0.2 0.0 13.5 0.3 0.0 57.1 1.2 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/ln3.9 2.9 0.0 3.0 1.3 0.0 4.1 1.6 0.0 0.1 1.5 0.0 LnGrp Delay(d),s/veh 30.2 17.0 0.0 29.5 16.5 0.0 33.5 13.6 0.0 81.7 20.8 0.0 LnGrp LOS C B C B C B F C Approach Vol, veh/h 468 405 385 116 Approach Delay, s/veh 23.6 22.4 25.7 22.3 Approach LOS C C C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s4.2 18.7 10.5 16.1 12.0 10.8 12.0 14.7 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), 4.0s 33.0 9.0 28.0 9.0 28.0 10.0 27.0 Max Q Clear Time (g_c+i1), 2.1s 5.1 7.0 7.3 8.3 4.8 8.2 4.6 Green Ext Time (p_c), s 0.0 1.5 0.1 2.9 0.1 1.5 0.1 3.0 Intersection Summary HCM 2010 Ctrl Delay 23.7 HCM 2010 LOS C Page 11

HCM 2010 Signalized Intersection Summary 2035 AM 1: Pole Line Rd & 8th St 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 50 50 120 50 250 50 110 233 50 20 474 80 Future Volume (veh/h) 50 50 120 50 250 50 110 233 50 20 474 80 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.96 0.99 0.93 1.00 0.96 1.00 0.94 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 54 54 100 57 284 50 134 284 54 22 510 58 Adj No. of Lanes 0 1 1 0 1 1 1 1 1 1 1 1 Peak Hour Factor 0.92 0.92 0.92 0.88 0.88 0.88 0.82 0.82 0.82 0.93 0.93 0.93 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 287 253 446 141 470 434 172 827 677 37 686 547 Arrive On Green 0.30 0.30 0.30 0.30 0.30 0.30 0.10 0.44 0.44 0.02 0.37 0.37 Sat Flow, veh/h 605 856 1513 193 1593 1472 1774 1863 1525 1774 1863 1487 Grp Volume(v), veh/h 108 0 100 341 0 50 134 284 54 22 510 58 Grp Sat Flow(s),veh/h/ln 1461 0 1513 1786 0 1472 1774 1863 1525 1774 1863 1487 Q Serve(g_s), s 0.0 0.0 2.5 3.1 0.0 1.2 3.7 5.0 1.0 0.6 11.9 1.3 Cycle Q Clear(g_c), s 2.2 0.0 2.5 8.1 0.0 1.2 3.7 5.0 1.0 0.6 11.9 1.3 Prop In Lane 0.50 1.00 0.17 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 539 0 446 611 0 434 172 827 677 37 686 547 V/C Ratio(X) 0.20 0.00 0.22 0.56 0.00 0.12 0.78 0.34 0.08 0.59 0.74 0.11 Avail Cap(c_a), veh/h 1012 0 968 1214 0 942 248 1006 823 142 894 714 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 13.2 0.0 13.3 15.2 0.0 12.9 22.1 9.1 8.0 24.3 13.7 10.4 Incr Delay (d2), s/veh 0.2 0.0 0.3 0.8 0.0 0.1 9.5 0.2 0.0 13.9 2.4 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.1 0.0 1.1 4.2 0.0 0.5 2.2 2.6 0.4 0.4 6.6 0.5 LnGrp Delay(d),s/veh 13.4 0.0 13.6 16.0 0.0 13.0 31.5 9.4 8.1 38.1 16.2 10.5 LnGrp LOS B B B B C A A D B B Approach Vol, veh/h 208 391 472 590 Approach Delay, s/veh 13.5 15.6 15.5 16.4 Approach LOS B B B B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 5.1 26.2 18.8 8.8 22.4 18.8 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 4.0 27.0 32.0 7.0 24.0 32.0 Max Q Clear Time (g_c+i1), s 2.6 7.0 4.5 5.7 13.9 10.1 Green Ext Time (p_c), s 0.0 5.5 3.5 0.0 3.9 3.4 Intersection Summary HCM 2010 Ctrl Delay 15.6 HCM 2010 LOS B Page 1

HCM 2010 TWSC 2035 AM 2: Rancho Yolo & 8th St 8/1/2016 Intersection Int Delay, s/veh 1.6 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 110 20 20 280 40 10 Future Vol, veh/h 110 20 20 280 40 10 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 129 24 24 329 47 12 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 153 0 517 141 Stage 1 - - - - 141 - Stage 2 - - - - 376 - Critical Hdwy - - 4.12-6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218-3.518 3.318 Pot Cap-1 Maneuver - - 1428-518 907 Stage 1 - - - - 886 - Stage 2 - - - - 694 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1428-507 907 Mov Cap-2 Maneuver - - - - 507 - Stage 1 - - - - 886 - Stage 2 - - - - 679 - Approach EB WB NB HCM Control Delay, s 0 0.5 12.2 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 556 - - 1428 - HCM Lane V/C Ratio 0.106 - - 0.016 - HCM Control Delay (s) 12.2 - - 7.6 0 HCM Lane LOS B - - A A HCM 95th %tile Q(veh) 0.4 - - 0.1 - Page 2

HCM 2010 TWSC 2035 AM 3: Pole Line Rd & Rancho Yolo 8/1/2016 Intersection Int Delay, s/veh 1.3 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 60 20 319 10 10 684 Future Vol, veh/h 60 20 319 10 10 684 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - 205 75 - Veh in Median Storage, # 0-0 - - 0 Grade, % 0-0 - - 0 Peak Hour Factor 86 86 86 86 86 86 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 70 23 371 12 12 795 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1190 371 0 0 371 0 Stage 1 371 - - - - - Stage 2 819 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 207 675 - - 1188 - Stage 1 698 - - - - - Stage 2 433 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 205 675 - - 1188 - Mov Cap-2 Maneuver 328 - - - - - Stage 1 698 - - - - - Stage 2 429 - - - - - Approach WB NB SB HCM Control Delay, s 17.7 0 0.1 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 376 1188 - HCM Lane V/C Ratio - - 0.247 0.01 - HCM Control Delay (s) - - 17.7 8.1 - HCM Lane LOS - - C A - HCM 95th %tile Q(veh) - - 1 0 - Page 3

HCM 2010 Signalized Intersection Summary 2035 AM 4: Howard Way /College Park & Russell Blvd 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 10 720 280 320 620 10 60 0 50 20 10 20 Future Volume (veh/h) 10 720 280 320 620 10 60 0 50 20 10 20 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.90 1.00 0.94 1.00 0.93 1.00 0.83 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1863 Adj Flow Rate, veh/h 13 923 359 410 795 13 77 0 64 26 13 26 Adj No. of Lanes 1 2 0 1 2 0 1 1 0 1 1 1 Peak Hour Factor 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 126 872 335 404 1844 30 124 0 154 118 189 134 Arrive On Green 0.07 0.36 0.36 0.23 0.52 0.52 0.07 0.00 0.10 0.07 0.10 0.10 Sat Flow, veh/h 1774 2413 928 1774 3560 58 1774 0 1469 1774 1863 1322 Grp Volume(v), veh/h 13 674 608 410 395 413 77 0 64 26 13 26 Grp Sat Flow(s),veh/h/ln 1774 1770 1571 1774 1770 1848 1774 0 1469 1774 1863 1322 Q Serve(g_s), s 0.5 25.4 25.4 16.0 9.7 9.7 3.0 0.0 2.9 1.0 0.4 1.3 Cycle Q Clear(g_c), s 0.5 25.4 25.4 16.0 9.7 9.7 3.0 0.0 2.9 1.0 0.4 1.3 Prop In Lane 1.00 0.59 1.00 0.03 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 126 640 568 404 917 958 124 0 154 118 189 134 V/C Ratio(X) 0.10 1.05 1.07 1.01 0.43 0.43 0.62 0.00 0.42 0.22 0.07 0.19 Avail Cap(c_a), veh/h 152 640 568 404 917 958 530 0 330 152 189 134 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 1.00 1.00 Uniform Delay (d), s/veh 30.5 22.4 22.4 27.1 10.5 10.5 31.8 0.0 29.4 31.1 28.5 28.9 Incr Delay (d2), s/veh 0.4 50.5 58.0 48.6 0.3 0.3 5.0 0.0 1.8 0.9 0.2 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 0.2 21.2 20.0 13.2 4.8 5.0 1.6 0.0 1.2 0.5 0.2 0.5 LnGrp Delay(d),s/veh 30.9 72.9 80.4 75.7 10.8 10.8 36.8 0.0 31.2 32.0 28.7 29.6 LnGrp LOS C F F F B B D C C C C Approach Vol, veh/h 1295 1218 141 65 Approach Delay, s/veh 76.0 32.7 34.2 30.4 Approach LOS E C C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 20.0 30.0 8.9 11.3 9.0 41.0 8.7 11.6 Change Period (Y+Rc), s 4.0 4.6 4.0 * 4.2 4.0 4.6 4.0 * 4.2 Max Green Setting (Gmax), s 16.0 25.4 21.0 * 5.8 6.0 25.4 6.0 * 16 Max Q Clear Time (g_c+i1), s 18.0 27.4 5.0 3.3 2.5 11.7 3.0 4.9 Green Ext Time (p_c), s 0.0 0.0 0.1 0.1 0.0 10.6 0.0 0.2 Intersection Summary HCM 2010 Ctrl Delay 53.3 HCM 2010 LOS D Notes Page 4

HCM 2010 Signalized Intersection Summary 2035 AM 4: Howard Way /College Park & Russell Blvd 8/1/2016 User approved pedestrian interval to be less than phase max green. * HCM 2010 computational engine requires equal clearance times for the phases crossing the barrier. Page 5

HCM 2010 Signalized Intersection Summary 2035 AM 5: L St & Russell Blvd/5th St 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 40 276 100 89 509 50 60 80 80 80 170 110 Future Volume (veh/h) 40 276 100 89 509 50 60 80 80 80 170 110 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.97 1.00 0.92 1.00 0.98 1.00 0.80 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 43 294 89 100 572 44 70 93 83 84 179 98 Adj No. of Lanes 1 1 0 1 1 1 1 1 1 1 1 1 Peak Hour Factor 0.94 0.94 0.94 0.89 0.89 0.89 0.86 0.86 0.86 0.95 0.95 0.95 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 63 512 155 128 768 599 88 336 278 106 354 242 Arrive On Green 0.04 0.38 0.38 0.07 0.41 0.41 0.05 0.18 0.18 0.06 0.19 0.19 Sat Flow, veh/h 1774 1362 412 1774 1863 1453 1774 1863 1545 1774 1863 1270 Grp Volume(v), veh/h 43 0 383 100 572 44 70 93 83 84 179 98 Grp Sat Flow(s),veh/h/ln1774 0 1774 1774 1863 1453 1774 1863 1545 1774 1863 1270 Q Serve(g_s), s 1.2 0.0 8.8 2.8 13.4 0.9 2.0 2.2 2.4 2.4 4.4 3.5 Cycle Q Clear(g_c), s 1.2 0.0 8.8 2.8 13.4 0.9 2.0 2.2 2.4 2.4 4.4 3.5 Prop In Lane 1.00 0.23 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 63 0 667 128 768 599 88 336 278 106 354 242 V/C Ratio(X) 0.68 0.00 0.57 0.78 0.74 0.07 0.79 0.28 0.30 0.79 0.51 0.41 Avail Cap(c_a), veh/h 173 0 968 207 1052 821 311 1270 1053 173 1125 767 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 24.5 0.0 12.7 23.4 12.8 9.1 24.1 18.2 18.2 23.8 18.6 18.2 Incr Delay (d2), s/veh 12.0 0.0 0.8 9.9 1.9 0.1 14.5 0.4 0.6 12.2 1.1 1.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.8 0.0 4.4 1.7 7.2 0.4 1.3 1.2 1.1 1.5 2.3 1.3 LnGrp Delay(d),s/veh 36.4 0.0 13.5 33.4 14.7 9.2 38.6 18.6 18.8 36.0 19.7 19.3 LnGrp LOS D B C B A D B B D B B Approach Vol, veh/h 426 716 246 361 Approach Delay, s/veh 15.8 17.0 24.4 23.4 Approach LOS B B C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s7.1 13.2 7.7 23.3 6.6 13.8 5.8 25.2 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), 5.0s 35.0 6.0 28.0 9.0 31.0 5.0 29.0 Max Q Clear Time (g_c+i1), 4.4s 4.4 4.8 10.8 4.0 6.4 3.2 15.4 Green Ext Time (p_c), s 0.0 2.5 0.0 6.4 0.0 2.4 0.0 5.7 Intersection Summary HCM 2010 Ctrl Delay 19.1 HCM 2010 LOS B Page 6

HCM 2010 Signalized Intersection Summary 2035 AM 6: Pole Line Rd & 5th St 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 30 183 180 118 228 69 260 260 111 184 360 180 Future Volume (veh/h) 30 183 180 118 228 69 260 260 111 184 360 180 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1900 1900 1900 1863 1863 1863 Adj Flow Rate, veh/h 33 201 0 131 253 0 313 313 0 216 424 0 Adj No. of Lanes 1 2 1 1 2 1 1 1 1 1 1 1 Peak Hour Factor 0.91 0.91 0.91 0.90 0.90 0.90 0.83 0.83 0.83 0.85 0.85 0.85 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 49 559 250 165 789 353 336 674 572 261 589 501 Arrive On Green 0.03 0.16 0.00 0.09 0.22 0.00 0.19 0.35 0.00 0.15 0.32 0.00 Sat Flow, veh/h 1774 3539 1583 1774 3539 1583 1810 1900 1615 1774 1863 1583 Grp Volume(v), veh/h 33 201 0 131 253 0 313 313 0 216 424 0 Grp Sat Flow(s),veh/h/ln1774 1770 1583 1774 1770 1583 1810 1900 1615 1774 1863 1583 Q Serve(g_s), s 1.2 3.3 0.0 4.7 3.9 0.0 11.0 8.2 0.0 7.6 13.0 0.0 Cycle Q Clear(g_c), s 1.2 3.3 0.0 4.7 3.9 0.0 11.0 8.2 0.0 7.6 13.0 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 49 559 250 165 789 353 336 674 572 261 589 501 V/C Ratio(X) 0.67 0.36 0.00 0.80 0.32 0.00 0.93 0.46 0.00 0.83 0.72 0.00 Avail Cap(c_a), veh/h 137 1642 735 165 1697 759 336 940 799 302 893 759 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 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 31.1 24.3 0.0 28.7 21.0 0.0 25.9 16.1 0.0 26.8 19.6 0.0 Incr Delay (d2), s/veh 14.8 0.4 0.0 23.1 0.2 0.0 32.0 0.5 0.0 15.2 1.7 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/ln0.8 1.6 0.0 3.3 1.9 0.0 8.5 4.4 0.0 4.8 7.0 0.0 LnGrp Delay(d),s/veh 45.9 24.7 0.0 51.8 21.3 0.0 58.0 16.6 0.0 41.9 21.2 0.0 LnGrp LOS D C D C E B D C Approach Vol, veh/h 234 384 626 640 Approach Delay, s/veh 27.7 31.7 37.3 28.2 Approach LOS C C D C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s13.5 26.9 10.0 14.2 16.0 24.4 5.8 18.4 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), 11.0s 32.0 6.0 30.0 12.0 31.0 5.0 31.0 Max Q Clear Time (g_c+i1), 9.6s 10.2 6.7 5.3 13.0 15.0 3.2 5.9 Green Ext Time (p_c), s 0.1 5.0 0.0 3.0 0.0 4.4 0.0 3.0 Intersection Summary HCM 2010 Ctrl Delay 31.9 HCM 2010 LOS C Page 7

HCM 2010 Roundabout 2035 AM 8: Cantrill Dr & 5th St 8/1/2016 Intersection Intersection Delay, s/veh 9.7 Intersection LOS A Approach EB WB NB Entry Lanes 1 1 1 Conflicting Circle Lanes 1 1 1 Adj Approach Flow, veh/h 565 456 134 Demand Flow Rate, veh/h 576 465 136 Vehicles Circulating, veh/h 97 123 372 Vehicles Exiting, veh/h 491 385 301 Follow-Up Headway, s 3.186 3.186 3.186 Ped Vol Crossing Leg, #/h 0 0 0 Ped Cap Adj 1.000 1.000 1.000 Approach Delay, s/veh 10.9 9.2 6.6 Approach LOS B A A Lane Left Left Left Designated Moves TR LT LR Assumed Moves TR LT LR RT Channelized Lane Util 1.000 1.000 1.000 Critical Headway, s 5.193 5.193 5.193 Entry Flow, veh/h 576 465 136 Cap Entry Lane, veh/h 1025 999 779 Entry HV Adj Factor 0.980 0.980 0.985 Flow Entry, veh/h 565 456 134 Cap Entry, veh/h 1005 979 767 V/C Ratio 0.562 0.465 0.175 Control Delay, s/veh 10.9 9.2 6.6 LOS B A A 95th %tile Queue, veh 4 3 1 Page 8

HCM 2010 AWSC 2035 AM 9: 2nd St & Cantrill Dr 8/1/2016 Intersection Intersection Delay, s/veh19.8 Intersection LOS C Movement EBU EBL EBT WBU WBT WBR SBU SBL SBR Lane Configurations Traffic Vol, veh/h 0 60 350 0 350 93 0 178 80 Future Vol, veh/h 0 60 350 0 350 93 0 178 80 Peak Hour Factor 0.92 0.94 0.94 0.92 0.82 0.82 0.92 0.80 0.80 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 64 372 0 427 113 0 223 100 Number of Lanes 0 1 1 0 1 1 0 1 1 Approach EB WB SB Opposing Approach WB EB Opposing Lanes 2 2 0 Conflicting Approach Left SB WB Conflicting Lanes Left 2 0 2 Conflicting Approach Right SB EB Conflicting Lanes Right 0 2 2 HCM Control Delay 19.8 22.6 15 HCM LOS C C B Lane EBLn1 EBLn2WBLn1WBLn2 SBLn1 SBLn2 Vol Left, % 100% 0% 0% 0% 100% 0% Vol Thru, % 0% 100% 100% 0% 0% 0% Vol Right, % 0% 0% 0% 100% 0% 100% Sign Control Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 60 350 350 93 178 80 LT Vol 60 0 0 0 178 0 Through Vol 0 350 350 0 0 0 RT Vol 0 0 0 93 0 80 Lane Flow Rate 64 372 427 113 222 100 Geometry Grp 7 7 7 7 7 7 Degree of Util (X) 0.124 0.668 0.752 0.177 0.47 0.177 Departure Headway (Hd) 6.969 6.459 6.346 5.633 7.6 6.377 Convergence, Y/N Yes Yes Yes Yes Yes Yes Cap 513 559 568 633 472 560 Service Time 4.741 4.231 4.116 3.402 5.374 4.15 HCM Lane V/C Ratio 0.125 0.665 0.752 0.179 0.47 0.179 HCM Control Delay 10.7 21.4 26 9.6 17 10.5 HCM Lane LOS B C D A C B HCM 95th-tile Q 0.4 5 6.6 0.6 2.5 0.6 Page 9

HCM 2010 Signalized Intersection Summary 2035 AM 10: Cowell Blvd & Pole Line Rd/Lillard Ave 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 220 150 218 320 230 50 131 180 140 20 200 160 Future Volume (veh/h) 220 150 218 320 230 50 131 180 140 20 200 160 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1881 1881 1881 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 268 183 0 427 307 0 162 222 0 21 213 0 Adj No. of Lanes 1 1 1 1 2 1 1 1 1 1 1 1 Peak Hour Factor 0.82 0.82 0.82 0.75 0.75 0.75 0.81 0.81 0.81 0.94 0.94 0.94 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 322 403 343 343 807 361 203 543 462 35 367 312 Arrive On Green 0.18 0.21 0.00 0.19 0.23 0.00 0.11 0.29 0.00 0.02 0.20 0.00 Sat Flow, veh/h 1792 1881 1599 1774 3539 1583 1774 1863 1583 1774 1863 1583 Grp Volume(v), veh/h 268 183 0 427 307 0 162 222 0 21 213 0 Grp Sat Flow(s),veh/h/ln1792 1881 1599 1774 1770 1583 1774 1863 1583 1774 1863 1583 Q Serve(g_s), s 8.2 4.8 0.0 11.0 4.2 0.0 5.1 5.5 0.0 0.7 5.9 0.0 Cycle Q Clear(g_c), s 8.2 4.8 0.0 11.0 4.2 0.0 5.1 5.5 0.0 0.7 5.9 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 322 403 343 343 807 361 203 543 462 35 367 312 V/C Ratio(X) 0.83 0.45 0.00 1.25 0.38 0.00 0.80 0.41 0.00 0.60 0.58 0.00 Avail Cap(c_a), veh/h 378 925 786 343 1678 751 218 1014 862 125 916 779 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 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 22.5 19.5 0.0 23.0 18.6 0.0 24.6 16.2 0.0 27.7 20.7 0.0 Incr Delay (d2), s/veh 13.0 0.8 0.0 132.8 0.3 0.0 17.4 0.5 0.0 15.1 1.5 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/ln5.2 2.6 0.0 18.0 2.1 0.0 3.5 2.8 0.0 0.5 3.2 0.0 LnGrp Delay(d),s/veh 35.5 20.3 0.0 155.8 18.9 0.0 42.0 16.7 0.0 42.7 22.2 0.0 LnGrp LOS D C F B D B D C Approach Vol, veh/h 451 734 384 234 Approach Delay, s/veh 29.3 98.5 27.4 24.0 Approach LOS C F C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s5.1 20.6 15.0 16.2 10.5 15.2 14.2 17.0 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), 4.0s 31.0 11.0 28.0 7.0 28.0 12.0 27.0 Max Q Clear Time (g_c+i1), 2.7s 7.5 13.0 6.8 7.1 7.9 10.2 6.2 Green Ext Time (p_c), s 0.0 2.6 0.0 3.2 0.0 2.5 0.2 3.2 Intersection Summary HCM 2010 Ctrl Delay 56.4 HCM 2010 LOS E Page 10

HCM 2010 Signalized Intersection Summary 2035 PM 1: Pole Line Rd & 8th St 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 120 230 180 40 90 30 140 489 60 30 398 150 Future Volume (veh/h) 120 230 180 40 90 30 140 489 60 30 398 150 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 0.99 0.93 0.99 0.95 1.00 0.96 1.00 0.94 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 135 258 155 45 102 28 159 556 51 33 437 134 Adj No. of Lanes 0 1 1 0 1 1 1 1 1 1 1 1 Peak Hour Factor 0.89 0.89 0.89 0.88 0.88 0.88 0.88 0.88 0.88 0.91 0.91 0.91 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 251 389 494 205 422 506 200 789 641 51 632 503 Arrive On Green 0.34 0.34 0.34 0.34 0.34 0.34 0.11 0.42 0.42 0.03 0.34 0.34 Sat Flow, veh/h 492 1155 1469 364 1254 1505 1774 1863 1515 1774 1863 1482 Grp Volume(v), veh/h 393 0 155 147 0 28 159 556 51 33 437 134 Grp Sat Flow(s),veh/h/ln 1648 0 1469 1619 0 1505 1774 1863 1515 1774 1863 1482 Q Serve(g_s), s 8.3 0.0 4.4 0.0 0.0 0.7 5.0 13.9 1.1 1.0 11.5 3.7 Cycle Q Clear(g_c), s 11.5 0.0 4.4 3.2 0.0 0.7 5.0 13.9 1.1 1.0 11.5 3.7 Prop In Lane 0.34 1.00 0.31 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 640 0 494 627 0 506 200 789 641 51 632 503 V/C Ratio(X) 0.61 0.00 0.31 0.23 0.00 0.06 0.80 0.70 0.08 0.65 0.69 0.27 Avail Cap(c_a), veh/h 1005 0 828 979 0 849 219 887 721 125 788 627 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 16.2 0.0 14.0 13.6 0.0 12.7 24.5 13.4 9.8 27.3 16.2 13.6 Incr Delay (d2), s/veh 1.0 0.0 0.4 0.2 0.0 0.0 16.9 2.2 0.1 13.2 1.9 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.4 0.0 1.8 1.7 0.0 0.3 3.4 7.6 0.5 0.7 6.2 1.6 LnGrp Delay(d),s/veh 17.1 0.0 14.3 13.7 0.0 12.8 41.4 15.7 9.8 40.4 18.1 13.9 LnGrp LOS B B B B D B A D B B Approach Vol, veh/h 548 175 766 604 Approach Delay, s/veh 16.3 13.6 20.6 18.4 Approach LOS B B C B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 5.6 28.0 23.1 10.4 23.2 23.1 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 4.0 27.0 32.0 7.0 24.0 32.0 Max Q Clear Time (g_c+i1), s 3.0 15.9 13.5 7.0 13.5 5.2 Green Ext Time (p_c), s 0.0 5.3 4.0 0.0 5.2 4.4 Intersection Summary HCM 2010 Ctrl Delay 18.3 HCM 2010 LOS B Page 1

HCM 2010 TWSC 2035 PM 2: Rancho Yolo & 8th St 8/1/2016 Intersection Int Delay, s/veh 1.1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 250 30 20 110 20 10 Future Vol, veh/h 250 30 20 110 20 10 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 272 33 22 120 22 11 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 304 0 451 288 Stage 1 - - - - 288 - Stage 2 - - - - 163 - Critical Hdwy - - 4.12-6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218-3.518 3.318 Pot Cap-1 Maneuver - - 1257-566 751 Stage 1 - - - - 761 - Stage 2 - - - - 866 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1257-555 751 Mov Cap-2 Maneuver - - - - 555 - Stage 1 - - - - 761 - Stage 2 - - - - 850 - Approach EB WB NB HCM Control Delay, s 0 1.2 11.3 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 608 - - 1257 - HCM Lane V/C Ratio 0.054 - - 0.017 - HCM Control Delay (s) 11.3 - - 7.9 0 HCM Lane LOS B - - A A HCM 95th %tile Q(veh) 0.2 - - 0.1 - Page 2

HCM 2010 TWSC 2035 PM 3: Pole Line Rd & Rancho Yolo 8/1/2016 Intersection Int Delay, s/veh 1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 40 20 633 40 30 618 Future Vol, veh/h 40 20 633 40 30 618 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - 200 75 - Veh in Median Storage, # 0-0 - - 0 Grade, % 0-0 - - 0 Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 44 22 703 44 33 687 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1456 703 0 0 703 0 Stage 1 703 - - - - - Stage 2 753 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 143 438 - - 895 - Stage 1 491 - - - - - Stage 2 465 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 138 438 - - 895 - Mov Cap-2 Maneuver 277 - - - - - Stage 1 491 - - - - - Stage 2 448 - - - - - Approach WB NB SB HCM Control Delay, s 19.4 0 0.4 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 316 895 - HCM Lane V/C Ratio - - 0.211 0.037 - HCM Control Delay (s) - - 19.4 9.2 - HCM Lane LOS - - C A - HCM 95th %tile Q(veh) - - 0.8 0.1 - Page 3

HCM 2010 Signalized Intersection Summary 2035 PM 4: Howard Way/College Park & Russell Blvd 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 10 990 110 110 840 20 250 10 330 20 10 20 Future Volume (veh/h) 10 990 110 110 840 20 250 10 330 20 10 20 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.91 1.00 0.93 1.00 0.94 1.00 0.93 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1863 Adj Flow Rate, veh/h 11 1076 120 120 913 22 272 11 359 22 11 22 Adj No. of Lanes 1 2 0 1 2 0 1 1 0 1 1 1 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 128 1148 128 172 1362 33 327 10 331 128 215 171 Arrive On Green 0.07 0.36 0.36 0.10 0.39 0.39 0.18 0.23 0.23 0.07 0.12 0.12 Sat Flow, veh/h 1774 3175 353 1774 3524 85 1774 45 1453 1774 1863 1480 Grp Volume(v), veh/h 11 599 597 120 458 477 272 0 370 22 11 22 Grp Sat Flow(s),veh/h/ln 1774 1770 1758 1774 1770 1840 1774 0 1498 1774 1863 1480 Q Serve(g_s), s 0.4 22.7 22.8 4.5 14.9 14.9 10.3 0.0 15.8 0.8 0.4 0.9 Cycle Q Clear(g_c), s 0.4 22.7 22.8 4.5 14.9 14.9 10.3 0.0 15.8 0.8 0.4 0.9 Prop In Lane 1.00 0.20 1.00 0.05 1.00 0.97 1.00 1.00 Lane Grp Cap(c), veh/h 128 640 636 172 684 711 327 0 341 128 215 171 V/C Ratio(X) 0.09 0.94 0.94 0.70 0.67 0.67 0.83 0.00 1.09 0.17 0.05 0.13 Avail Cap(c_a), veh/h 153 647 643 409 684 711 537 0 341 153 215 171 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 1.00 1.00 Uniform Delay (d), s/veh 30.1 21.4 21.4 30.4 17.6 17.6 27.3 0.0 26.8 30.3 27.3 27.6 Incr Delay (d2), s/veh 0.3 21.0 21.6 5.0 2.5 2.4 5.8 0.0 73.5 0.6 0.1 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.2 14.7 14.8 2.5 7.7 8.0 5.5 0.0 13.4 0.4 0.2 0.4 LnGrp Delay(d),s/veh 30.4 42.4 43.0 35.4 20.2 20.1 33.1 0.0 100.3 30.9 27.4 27.9 LnGrp LOS C D D D C C C F C C C Approach Vol, veh/h 1207 1055 642 55 Approach Delay, s/veh 42.6 21.9 71.8 29.0 Approach LOS D C E C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 10.7 29.7 16.8 12.2 9.0 31.4 9.0 20.0 Change Period (Y+Rc), s 4.0 4.6 4.0 * 4.2 4.0 4.6 4.0 * 4.2 Max Green Setting (Gmax), s 16.0 25.4 21.0 * 5.8 6.0 25.4 6.0 * 16 Max Q Clear Time (g_c+i1), s 6.5 24.8 12.3 2.9 2.4 16.9 2.8 17.8 Green Ext Time (p_c), s 0.2 0.3 0.5 0.7 0.0 7.1 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 41.3 HCM 2010 LOS D Notes Page 4

HCM 2010 Signalized Intersection Summary 2035 PM 4: Howard Way/College Park & Russell Blvd 8/1/2016 User approved pedestrian interval to be less than phase max green. * HCM 2010 computational engine requires equal clearance times for the phases crossing the barrier. Page 5

HCM 2010 Signalized Intersection Summary 2035 PM 5: L St & Russell Blvd/5th St 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 190 418 130 77 675 80 100 230 170 50 120 80 Future Volume (veh/h) 190 418 130 77 675 80 100 230 170 50 120 80 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.94 1.00 0.94 1.00 0.92 1.00 0.92 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 209 459 110 79 696 64 111 256 157 63 152 82 Adj No. of Lanes 1 1 0 1 1 1 1 1 1 1 1 1 Peak Hour Factor 0.91 0.91 0.91 0.97 0.97 0.97 0.90 0.90 0.90 0.79 0.79 0.79 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 153 626 150 101 757 607 142 432 336 80 367 287 Arrive On Green 0.09 0.44 0.44 0.06 0.41 0.41 0.08 0.23 0.23 0.04 0.20 0.20 Sat Flow, veh/h 1774 1435 344 1774 1863 1493 1774 1863 1450 1774 1863 1459 Grp Volume(v), veh/h 209 0 569 79 696 64 111 256 157 63 152 82 Grp Sat Flow(s),veh/h/ln1774 0 1778 1774 1863 1493 1774 1863 1450 1774 1863 1459 Q Serve(g_s), s 6.0 0.0 18.4 3.1 24.6 1.8 4.3 8.5 6.5 2.4 5.0 3.3 Cycle Q Clear(g_c), s 6.0 0.0 18.4 3.1 24.6 1.8 4.3 8.5 6.5 2.4 5.0 3.3 Prop In Lane 1.00 0.19 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 153 0 775 101 757 607 142 432 336 80 367 287 V/C Ratio(X) 1.36 0.00 0.73 0.78 0.92 0.11 0.78 0.59 0.47 0.79 0.41 0.29 Avail Cap(c_a), veh/h 153 0 775 128 777 623 204 938 730 102 831 651 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 31.8 0.0 16.3 32.4 19.5 12.8 31.4 23.8 23.0 32.9 24.4 23.8 Incr Delay (d2), s/veh 200.2 0.0 3.6 21.2 15.7 0.1 11.5 1.3 1.0 26.4 0.7 0.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 11.4 0.0 9.8 2.1 15.9 0.8 2.6 4.5 2.7 1.8 2.6 1.4 LnGrp Delay(d),s/veh 232.0 0.0 19.9 53.6 35.3 12.9 42.9 25.1 24.0 59.3 25.2 24.3 LnGrp LOS F B D D B D C C E C C Approach Vol, veh/h 778 839 524 297 Approach Delay, s/veh 76.8 35.3 28.5 32.2 Approach LOS E D C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s7.1 20.1 8.0 34.3 9.6 17.7 10.0 32.3 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), 4.0s 35.0 5.0 30.0 8.0 31.0 6.0 29.0 Max Q Clear Time (g_c+i1), 4.4s 10.5 5.1 20.4 6.3 7.0 8.0 26.6 Green Ext Time (p_c), s 0.0 3.6 0.0 6.0 0.0 3.6 0.0 1.6 Intersection Summary HCM 2010 Ctrl Delay 46.7 HCM 2010 LOS D Page 6

HCM 2010 Signalized Intersection Summary 2035 PM 6: Pole Line Rd & 5th St 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 130 277 240 101 261 193 410 370 187 168 320 120 Future Volume (veh/h) 130 277 240 101 261 193 410 370 187 168 320 120 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1900 1900 1900 1863 1863 1863 Adj Flow Rate, veh/h 143 304 0 112 290 0 494 446 0 198 376 0 Adj No. of Lanes 1 2 1 1 2 1 1 1 1 1 1 1 Peak Hour Factor 0.91 0.91 0.91 0.90 0.90 0.90 0.83 0.83 0.83 0.85 0.85 0.85 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 180 760 340 122 643 287 347 687 584 241 569 484 Arrive On Green 0.10 0.21 0.00 0.07 0.18 0.00 0.19 0.36 0.00 0.14 0.31 0.00 Sat Flow, veh/h 1774 3539 1583 1774 3539 1583 1810 1900 1615 1774 1863 1583 Grp Volume(v), veh/h 143 304 0 112 290 0 494 446 0 198 376 0 Grp Sat Flow(s),veh/h/ln1774 1770 1583 1774 1770 1583 1810 1900 1615 1774 1863 1583 Q Serve(g_s), s 5.7 5.4 0.0 4.6 5.3 0.0 14.0 14.3 0.0 7.9 12.8 0.0 Cycle Q Clear(g_c), s 5.7 5.4 0.0 4.6 5.3 0.0 14.0 14.3 0.0 7.9 12.8 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 180 760 340 122 643 287 347 687 584 241 569 484 V/C Ratio(X) 0.79 0.40 0.00 0.92 0.45 0.00 1.42 0.65 0.00 0.82 0.66 0.00 Avail Cap(c_a), veh/h 268 1456 651 122 1165 521 347 808 687 316 766 651 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 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 32.0 24.6 0.0 33.8 26.6 0.0 29.5 19.4 0.0 30.7 22.0 0.0 Incr Delay (d2), s/veh 9.4 0.3 0.0 57.6 0.5 0.0 206.0 1.4 0.0 12.4 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 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln3.3 2.7 0.0 4.2 2.6 0.0 26.8 7.7 0.0 4.7 6.8 0.0 LnGrp Delay(d),s/veh 41.4 24.9 0.0 91.4 27.1 0.0 235.5 20.8 0.0 43.1 23.4 0.0 LnGrp LOS D C F C F C D C Approach Vol, veh/h 447 402 940 574 Approach Delay, s/veh 30.2 45.0 133.6 30.2 Approach LOS C D F C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s13.9 30.4 9.0 19.7 18.0 26.3 11.4 17.2 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), 13.0s 31.0 5.0 30.0 14.0 30.0 11.0 24.0 Max Q Clear Time (g_c+i1), 9.9s 16.3 6.6 7.4 16.0 14.8 7.7 7.3 Green Ext Time (p_c), s 0.2 4.8 0.0 4.0 0.0 4.9 0.1 3.6 Intersection Summary HCM 2010 Ctrl Delay 73.9 HCM 2010 LOS E Page 7

HCM 2010 Roundabout 2035 PM 8: Cantrill Dr & 5th St 8/1/2016 Intersection Intersection Delay, s/veh11.6 Intersection LOS B Approach EB WB NB Entry Lanes 1 1 1 Conflicting Circle Lanes 1 1 1 Adj Approach Flow, veh/h 587 487 259 Demand Flow Rate, veh/h 599 497 264 Vehicles Circulating, veh/h 111 242 494 Vehicles Exiting, veh/h 628 516 216 Follow-Up Headway, s 3.186 3.186 3.186 Ped Vol Crossing Leg, #/h 0 0 0 Ped Cap Adj 1.000 1.000 1.000 Approach Delay, s/veh 11.7 12.1 10.5 Approach LOS B B B Lane Left Left Left Designated Moves TR LT LR Assumed Moves TR LT LR RT Channelized Lane Util 1.000 1.000 1.000 Critical Headway, s 5.193 5.193 5.193 Entry Flow, veh/h 599 497 264 Cap Entry Lane, veh/h 1011 887 689 Entry HV Adj Factor 0.980 0.981 0.981 Flow Entry, veh/h 587 487 259 Cap Entry, veh/h 992 870 676 V/C Ratio 0.592 0.560 0.383 Control Delay, s/veh 11.7 12.1 10.5 LOS B B B 95th %tile Queue, veh 4 4 2 Page 8

HCM 2010 AWSC 2035 PM 9: 2nd St & Cantrill Dr 8/1/2016 Intersection Intersection Delay, s/veh79.1 Intersection LOS F Movement EBU EBL EBT WBU WBT WBR SBU SBL SBR Lane Configurations Traffic Vol, veh/h 0 60 600 0 450 208 0 145 130 Future Vol, veh/h 0 60 600 0 450 208 0 145 130 Peak Hour Factor 0.92 0.89 0.89 0.92 0.88 0.88 0.92 0.86 0.86 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 67 674 0 511 236 0 169 151 Number of Lanes 0 1 1 0 1 1 0 1 1 Approach EB WB SB Opposing Approach WB EB Opposing Lanes 2 2 0 Conflicting Approach Left SB WB Conflicting Lanes Left 2 0 2 Conflicting Approach Right SB EB Conflicting Lanes Right 0 2 2 HCM Control Delay 146.8 39.4 15 HCM LOS F E B Lane EBLn1 EBLn2WBLn1WBLn2 SBLn1 SBLn2 Vol Left, % 100% 0% 0% 0% 100% 0% Vol Thru, % 0% 100% 100% 0% 0% 0% Vol Right, % 0% 0% 0% 100% 0% 100% Sign Control Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 60 600 450 208 145 130 LT Vol 60 0 0 0 145 0 Through Vol 0 600 450 0 0 0 RT Vol 0 0 0 208 0 130 Lane Flow Rate 67 674 511 236 169 151 Geometry Grp 7 7 7 7 7 7 Degree of Util (X) 0.137 1.277 0.938 0.387 0.384 0.294 Departure Headway (Hd) 7.329 6.818 6.975 6.256 8.683 7.441 Convergence, Y/N Yes Yes Yes Yes Yes Yes Cap 489 533 522 579 416 487 Service Time 5.079 4.568 4.675 3.956 6.383 5.141 HCM Lane V/C Ratio 0.137 1.265 0.979 0.408 0.406 0.31 HCM Control Delay 11.2 160.4 51.7 12.9 16.7 13.2 HCM Lane LOS B F F B C B HCM 95th-tile Q 0.5 27.3 11.6 1.8 1.8 1.2 Page 9

HCM 2010 Signalized Intersection Summary 2035 PM 10: Cowell Blvd & Pole Line Rd/Lillard Ave 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 280 170 171 190 210 40 287 200 410 10 170 240 Future Volume (veh/h) 280 170 171 190 210 40 287 200 410 10 170 240 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1881 1881 1881 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 326 198 0 226 250 0 299 208 0 11 189 0 Adj No. of Lanes 1 1 1 1 2 1 1 1 1 1 1 1 Peak Hour Factor 0.86 0.86 0.86 0.84 0.84 0.84 0.96 0.96 0.96 0.90 0.90 0.90 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 321 409 348 274 683 305 286 614 522 20 334 284 Arrive On Green 0.18 0.22 0.00 0.15 0.19 0.00 0.16 0.33 0.00 0.01 0.18 0.00 Sat Flow, veh/h 1792 1881 1599 1774 3539 1583 1774 1863 1583 1774 1863 1583 Grp Volume(v), veh/h 326 198 0 226 250 0 299 208 0 11 189 0 Grp Sat Flow(s),veh/h/ln1792 1881 1599 1774 1770 1583 1774 1863 1583 1774 1863 1583 Q Serve(g_s), s 10.0 5.1 0.0 6.9 3.4 0.0 9.0 4.7 0.0 0.3 5.2 0.0 Cycle Q Clear(g_c), s 10.0 5.1 0.0 6.9 3.4 0.0 9.0 4.7 0.0 0.3 5.2 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 321 409 348 274 683 305 286 614 522 20 334 284 V/C Ratio(X) 1.01 0.48 0.00 0.82 0.37 0.00 1.04 0.34 0.00 0.55 0.57 0.00 Avail Cap(c_a), veh/h 321 945 803 286 1714 767 286 1102 937 127 935 795 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 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 22.9 19.1 0.0 22.8 19.5 0.0 23.4 14.1 0.0 27.4 20.9 0.0 Incr Delay (d2), s/veh 53.9 0.9 0.0 16.9 0.3 0.0 65.2 0.3 0.0 21.7 1.5 0.0 Initial Q Delay(d3),s/veh 0.1 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/ln9.6 2.7 0.0 4.6 1.7 0.0 9.5 2.4 0.0 0.3 2.8 0.0 LnGrp Delay(d),s/veh 76.9 20.0 0.0 39.8 19.9 0.0 88.6 14.4 0.0 49.1 22.4 0.0 LnGrp LOS F B D B F B D C Approach Vol, veh/h 524 476 507 200 Approach Delay, s/veh 55.4 29.3 58.2 23.9 Approach LOS E C E C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s4.6 22.4 12.6 16.1 13.0 14.0 14.0 14.8 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), 4.0s 33.0 9.0 28.0 9.0 28.0 10.0 27.0 Max Q Clear Time (g_c+i1), 2.3s 6.7 8.9 7.1 11.0 7.2 12.0 5.4 Green Ext Time (p_c), s 0.0 2.4 0.0 2.9 0.0 2.3 0.0 2.9 Intersection Summary HCM 2010 Ctrl Delay 45.2 HCM 2010 LOS D Page 10

HCM 2010 Signalized Intersection Summary 2035 plus Project AM 1: Pole Line Rd & 8th St 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 50 50 120 50 250 50 110 238 50 20 475 80 Future Volume (veh/h) 50 50 120 50 250 50 110 238 50 20 475 80 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.96 0.99 0.93 1.00 0.96 1.00 0.94 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 54 54 100 57 284 50 134 290 54 22 511 58 Adj No. of Lanes 0 1 1 0 1 1 1 1 1 1 1 1 Peak Hour Factor 0.92 0.92 0.92 0.88 0.88 0.88 0.82 0.82 0.82 0.93 0.93 0.93 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 286 252 446 141 470 434 172 828 677 37 687 548 Arrive On Green 0.29 0.29 0.29 0.29 0.29 0.29 0.10 0.44 0.44 0.02 0.37 0.37 Sat Flow, veh/h 605 855 1513 193 1593 1471 1774 1863 1525 1774 1863 1487 Grp Volume(v), veh/h 108 0 100 341 0 50 134 290 54 22 511 58 Grp Sat Flow(s),veh/h/ln 1460 0 1513 1786 0 1471 1774 1863 1525 1774 1863 1487 Q Serve(g_s), s 0.0 0.0 2.5 3.2 0.0 1.2 3.7 5.1 1.0 0.6 12.0 1.3 Cycle Q Clear(g_c), s 2.2 0.0 2.5 8.2 0.0 1.2 3.7 5.1 1.0 0.6 12.0 1.3 Prop In Lane 0.50 1.00 0.17 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 538 0 446 611 0 434 172 828 677 37 687 548 V/C Ratio(X) 0.20 0.00 0.22 0.56 0.00 0.12 0.78 0.35 0.08 0.59 0.74 0.11 Avail Cap(c_a), veh/h 1011 0 967 1212 0 940 248 1004 822 142 893 713 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 13.2 0.0 13.3 15.3 0.0 12.9 22.1 9.2 8.0 24.3 13.8 10.4 Incr Delay (d2), s/veh 0.2 0.0 0.3 0.8 0.0 0.1 9.5 0.3 0.0 13.9 2.5 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.1 0.0 1.1 4.2 0.0 0.5 2.2 2.6 0.4 0.4 6.6 0.5 LnGrp Delay(d),s/veh 13.4 0.0 13.6 16.1 0.0 13.0 31.6 9.4 8.1 38.2 16.2 10.5 LnGrp LOS B B B B C A A D B B Approach Vol, veh/h 208 391 478 591 Approach Delay, s/veh 13.5 15.7 15.5 16.5 Approach LOS B B B B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 5.1 26.3 18.8 8.8 22.5 18.8 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 4.0 27.0 32.0 7.0 24.0 32.0 Max Q Clear Time (g_c+i1), s 2.6 7.1 4.5 5.7 14.0 10.2 Green Ext Time (p_c), s 0.0 5.5 3.5 0.0 3.9 3.4 Intersection Summary HCM 2010 Ctrl Delay 15.6 HCM 2010 LOS B Page 1

HCM 2010 TWSC 2035 plus Project AM 2: Rancho Yolo & 8th St 8/1/2016 Intersection Int Delay, s/veh 1.6 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 110 20 20 280 40 10 Future Vol, veh/h 110 20 20 280 40 10 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 129 24 24 329 47 12 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 153 0 517 141 Stage 1 - - - - 141 - Stage 2 - - - - 376 - Critical Hdwy - - 4.12-6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218-3.518 3.318 Pot Cap-1 Maneuver - - 1428-518 907 Stage 1 - - - - 886 - Stage 2 - - - - 694 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1428-507 907 Mov Cap-2 Maneuver - - - - 507 - Stage 1 - - - - 886 - Stage 2 - - - - 679 - Approach EB WB NB HCM Control Delay, s 0 0.5 12.2 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 556 - - 1428 - HCM Lane V/C Ratio 0.106 - - 0.016 - HCM Control Delay (s) 12.2 - - 7.6 0 HCM Lane LOS B - - A A HCM 95th %tile Q(veh) 0.4 - - 0.1 - Page 2

HCM 2010 TWSC 2035 plus Project AM 3: Pole Line Rd & Rancho Yolo 8/1/2016 Intersection Int Delay, s/veh 1.3 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 60 20 324 10 10 685 Future Vol, veh/h 60 20 324 10 10 685 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - 205 75 - Veh in Median Storage, # 0-0 - - 0 Grade, % 0-0 - - 0 Peak Hour Factor 86 86 86 86 86 86 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 70 23 377 12 12 797 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1197 377 0 0 377 0 Stage 1 377 - - - - - Stage 2 820 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 205 670 - - 1181 - Stage 1 694 - - - - - Stage 2 433 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 203 670 - - 1181 - Mov Cap-2 Maneuver 327 - - - - - Stage 1 694 - - - - - Stage 2 429 - - - - - Approach WB NB SB HCM Control Delay, s 17.7 0 0.1 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 375 1181 - HCM Lane V/C Ratio - - 0.248 0.01 - HCM Control Delay (s) - - 17.7 8.1 - HCM Lane LOS - - C A - HCM 95th %tile Q(veh) - - 1 0 - Page 3

HCM 2010 Signalized Intersection Summary 2035 plus Project AM 4: Howard Way /College Park & Russell Blvd 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 12 725 280 326 637 10 60 0 52 20 10 20 Future Volume (veh/h) 12 725 280 326 637 10 60 0 52 20 10 20 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.90 1.00 0.94 1.00 0.93 1.00 0.84 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1863 Adj Flow Rate, veh/h 15 929 359 418 817 13 77 0 67 26 13 26 Adj No. of Lanes 1 2 0 1 2 0 1 1 0 1 1 1 Peak Hour Factor 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 126 873 333 403 1842 29 124 0 156 118 192 137 Arrive On Green 0.07 0.36 0.36 0.23 0.52 0.52 0.07 0.00 0.11 0.07 0.10 0.10 Sat Flow, veh/h 1774 2419 923 1774 3562 57 1774 0 1470 1774 1863 1325 Grp Volume(v), veh/h 15 677 611 418 406 424 77 0 67 26 13 26 Grp Sat Flow(s),veh/h/ln 1774 1770 1572 1774 1770 1849 1774 0 1470 1774 1863 1325 Q Serve(g_s), s 0.6 25.4 25.4 16.0 10.1 10.1 3.0 0.0 3.0 1.0 0.4 1.3 Cycle Q Clear(g_c), s 0.6 25.4 25.4 16.0 10.1 10.1 3.0 0.0 3.0 1.0 0.4 1.3 Prop In Lane 1.00 0.59 1.00 0.03 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 126 639 567 403 915 956 124 0 156 118 192 137 V/C Ratio(X) 0.12 1.06 1.08 1.04 0.44 0.44 0.62 0.00 0.43 0.22 0.07 0.19 Avail Cap(c_a), veh/h 151 639 567 403 915 956 529 0 330 151 192 137 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 1.00 1.00 Uniform Delay (d), s/veh 30.6 22.5 22.5 27.2 10.6 10.6 31.8 0.0 29.4 31.1 28.5 28.9 Incr Delay (d2), s/veh 0.4 52.4 60.2 54.5 0.3 0.3 5.0 0.0 1.8 0.9 0.1 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 0.3 21.5 20.4 13.8 4.9 5.2 1.6 0.0 1.3 0.5 0.2 0.5 LnGrp Delay(d),s/veh 31.0 74.9 82.7 81.7 11.0 11.0 36.8 0.0 31.3 32.0 28.7 29.5 LnGrp LOS C F F F B B D C C C C Approach Vol, veh/h 1303 1248 144 65 Approach Delay, s/veh 78.1 34.7 34.2 30.4 Approach LOS E C C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 20.0 30.0 8.9 11.5 9.0 41.0 8.7 11.7 Change Period (Y+Rc), s 4.0 4.6 4.0 * 4.2 4.0 4.6 4.0 * 4.2 Max Green Setting (Gmax), s 16.0 25.4 21.0 * 5.8 6.0 25.4 6.0 * 16 Max Q Clear Time (g_c+i1), s 18.0 27.4 5.0 3.3 2.6 12.1 3.0 5.0 Green Ext Time (p_c), s 0.0 0.0 0.1 0.1 0.0 10.4 0.0 0.2 Intersection Summary HCM 2010 Ctrl Delay 55.0 HCM 2010 LOS E Notes Page 4

HCM 2010 Signalized Intersection Summary 2035 plus Project AM 4: Howard Way /College Park & Russell Blvd 8/1/2016 User approved pedestrian interval to be less than phase max green. * HCM 2010 computational engine requires equal clearance times for the phases crossing the barrier. Page 5

HCM 2010 Signalized Intersection Summary 2035 plus Project AM 5: L St & Russell Blvd/5th St 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 40 284 100 102 540 50 60 80 83 80 170 110 Future Volume (veh/h) 40 284 100 102 540 50 60 80 83 80 170 110 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.97 1.00 0.92 1.00 0.98 1.00 0.80 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 43 302 89 115 607 44 70 93 87 84 179 98 Adj No. of Lanes 1 1 0 1 1 1 1 1 1 1 1 1 Peak Hour Factor 0.94 0.94 0.94 0.89 0.89 0.89 0.86 0.86 0.86 0.95 0.95 0.95 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 63 516 152 147 790 617 89 332 275 107 350 238 Arrive On Green 0.04 0.38 0.38 0.08 0.42 0.42 0.05 0.18 0.18 0.06 0.19 0.19 Sat Flow, veh/h 1774 1371 404 1774 1863 1456 1774 1863 1545 1774 1863 1267 Grp Volume(v), veh/h 43 0 391 115 607 44 70 93 87 84 179 98 Grp Sat Flow(s),veh/h/ln1774 0 1776 1774 1863 1456 1774 1863 1545 1774 1863 1267 Q Serve(g_s), s 1.3 0.0 9.3 3.4 14.7 0.9 2.1 2.3 2.6 2.5 4.6 3.6 Cycle Q Clear(g_c), s 1.3 0.0 9.3 3.4 14.7 0.9 2.1 2.3 2.6 2.5 4.6 3.6 Prop In Lane 1.00 0.23 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 63 0 669 147 790 617 89 332 275 107 350 238 V/C Ratio(X) 0.68 0.00 0.58 0.78 0.77 0.07 0.79 0.28 0.32 0.79 0.51 0.41 Avail Cap(c_a), veh/h 168 0 940 201 1021 798 302 1233 1022 168 1092 742 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 25.2 0.0 13.2 23.8 13.0 9.0 24.9 18.8 18.9 24.5 19.3 18.9 Incr Delay (d2), s/veh 12.3 0.0 0.8 12.7 2.7 0.0 14.3 0.5 0.7 12.2 1.2 1.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.8 0.0 4.7 2.1 8.0 0.4 1.3 1.2 1.1 1.5 2.4 1.3 LnGrp Delay(d),s/veh 37.6 0.0 14.0 36.5 15.7 9.1 39.2 19.3 19.6 36.7 20.4 20.0 LnGrp LOS D B D B A D B B D C C Approach Vol, veh/h 434 766 250 361 Approach Delay, s/veh 16.3 18.4 25.0 24.1 Approach LOS B B C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s7.2 13.4 8.4 23.9 6.6 13.9 5.9 26.4 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), 5.0s 35.0 6.0 28.0 9.0 31.0 5.0 29.0 Max Q Clear Time (g_c+i1), 4.5s 4.6 5.4 11.3 4.1 6.6 3.3 16.7 Green Ext Time (p_c), s 0.0 2.5 0.0 6.7 0.0 2.4 0.0 5.6 Intersection Summary HCM 2010 Ctrl Delay 20.0 HCM 2010 LOS B Page 6

HCM 2010 Signalized Intersection Summary 2035 plus Project AM 6: Pole Line Rd & 5th St 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 30 194 180 125 272 74 260 260 113 185 360 180 Future Volume (veh/h) 30 194 180 125 272 74 260 260 113 185 360 180 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1900 1900 1900 1863 1863 1863 Adj Flow Rate, veh/h 33 213 0 139 302 0 313 313 0 218 424 0 Adj No. of Lanes 1 2 1 1 2 1 1 1 1 1 1 1 Peak Hour Factor 0.91 0.91 0.91 0.90 0.90 0.90 0.83 0.83 0.83 0.85 0.85 0.85 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 49 586 262 163 813 364 332 665 565 263 586 499 Arrive On Green 0.03 0.17 0.00 0.09 0.23 0.00 0.18 0.35 0.00 0.15 0.31 0.00 Sat Flow, veh/h 1774 3539 1583 1774 3539 1583 1810 1900 1615 1774 1863 1583 Grp Volume(v), veh/h 33 213 0 139 302 0 313 313 0 218 424 0 Grp Sat Flow(s),veh/h/ln1774 1770 1583 1774 1770 1583 1810 1900 1615 1774 1863 1583 Q Serve(g_s), s 1.2 3.5 0.0 5.1 4.7 0.0 11.2 8.4 0.0 7.8 13.2 0.0 Cycle Q Clear(g_c), s 1.2 3.5 0.0 5.1 4.7 0.0 11.2 8.4 0.0 7.8 13.2 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 49 586 262 163 813 364 332 665 565 263 586 499 V/C Ratio(X) 0.67 0.36 0.00 0.85 0.37 0.00 0.94 0.47 0.00 0.83 0.72 0.00 Avail Cap(c_a), veh/h 136 1622 726 163 1677 750 332 929 790 298 882 750 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 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 31.5 24.2 0.0 29.3 21.2 0.0 26.4 16.6 0.0 27.1 19.9 0.0 Incr Delay (d2), s/veh 15.0 0.4 0.0 33.3 0.3 0.0 34.8 0.5 0.0 15.9 1.7 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/ln0.8 1.7 0.0 4.0 2.3 0.0 8.8 4.4 0.0 5.0 7.0 0.0 LnGrp Delay(d),s/veh 46.5 24.6 0.0 62.6 21.5 0.0 61.2 17.1 0.0 43.0 21.6 0.0 LnGrp LOS D C E C E B D C Approach Vol, veh/h 246 441 626 642 Approach Delay, s/veh 27.6 34.5 39.1 28.9 Approach LOS C C D C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s13.7 26.9 10.0 14.8 16.0 24.6 5.8 19.0 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), 11.0s 32.0 6.0 30.0 12.0 31.0 5.0 31.0 Max Q Clear Time (g_c+i1), 9.8s 10.4 7.1 5.5 13.2 15.2 3.2 6.7 Green Ext Time (p_c), s 0.1 5.0 0.0 3.5 0.0 4.4 0.0 3.5 Intersection Summary HCM 2010 Ctrl Delay 33.2 HCM 2010 LOS C Page 7

HCM 2010 TWSC 2035 plus Project AM 7: Project Access & 5th St 8/1/2016 Intersection Int Delay, s/veh 1.2 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 470 14 5 415 56 18 Future Vol, veh/h 470 14 5 415 56 18 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 130-0 40 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 511 15 5 451 61 20 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 526 0 754 263 Stage 1 - - - - 518 - Stage 2 - - - - 236 - Critical Hdwy - - 4.14-6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy - - 2.22-3.52 3.32 Pot Cap-1 Maneuver - - 1037-345 735 Stage 1 - - - - 563 - Stage 2 - - - - 781 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1037-343 735 Mov Cap-2 Maneuver - - - - 343 - Stage 1 - - - - 563 - Stage 2 - - - - 777 - Approach EB WB NB HCM Control Delay, s 0 0.1 15.8 HCM LOS C Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) 343 735 - - 1037 - HCM Lane V/C Ratio 0.177 0.027 - - 0.005 - HCM Control Delay (s) 17.7 10 - - 8.5 - HCM Lane LOS C B - - A - HCM 95th %tile Q(veh) 0.6 0.1 - - 0 - Page 8

HCM 2010 Roundabout 2035 plus Project AM 8: Cantrill Dr & 5th St 8/1/2016 Intersection Intersection Delay, s/veh 10.0 Intersection LOS B Approach EB WB NB Entry Lanes 1 1 1 Conflicting Circle Lanes 1 1 1 Adj Approach Flow, veh/h 587 458 136 Demand Flow Rate, veh/h 599 467 138 Vehicles Circulating, veh/h 97 125 384 Vehicles Exiting, veh/h 495 397 312 Follow-Up Headway, s 3.186 3.186 3.186 Ped Vol Crossing Leg, #/h 0 0 0 Ped Cap Adj 1.000 1.000 1.000 Approach Delay, s/veh 11.4 9.2 6.7 Approach LOS B A A Lane Left Left Left Designated Moves TR LT LR Assumed Moves TR LT LR RT Channelized Lane Util 1.000 1.000 1.000 Critical Headway, s 5.193 5.193 5.193 Entry Flow, veh/h 599 467 138 Cap Entry Lane, veh/h 1025 997 770 Entry HV Adj Factor 0.981 0.980 0.986 Flow Entry, veh/h 587 458 136 Cap Entry, veh/h 1006 977 758 V/C Ratio 0.584 0.468 0.179 Control Delay, s/veh 11.4 9.2 6.7 LOS B A A 95th %tile Queue, veh 4 3 1 Page 9

HCM 2010 AWSC 2035 plus Project AM 9: 2nd St & Cantrill Dr 8/1/2016 Intersection Intersection Delay, s/veh20.3 Intersection LOS C Movement EBU EBL EBT WBU WBT WBR SBU SBL SBR Lane Configurations Traffic Vol, veh/h 0 60 350 0 350 95 0 187 80 Future Vol, veh/h 0 60 350 0 350 95 0 187 80 Peak Hour Factor 0.92 0.94 0.94 0.92 0.82 0.82 0.92 0.80 0.80 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 64 372 0 427 116 0 234 100 Number of Lanes 0 1 1 0 1 1 0 1 1 Approach EB WB SB Opposing Approach WB EB Opposing Lanes 2 2 0 Conflicting Approach Left SB WB Conflicting Lanes Left 2 0 2 Conflicting Approach Right SB EB Conflicting Lanes Right 0 2 2 HCM Control Delay 20.3 23.1 15.6 HCM LOS C C C Lane EBLn1 EBLn2WBLn1WBLn2 SBLn1 SBLn2 Vol Left, % 100% 0% 0% 0% 100% 0% Vol Thru, % 0% 100% 100% 0% 0% 0% Vol Right, % 0% 0% 0% 100% 0% 100% Sign Control Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 60 350 350 95 187 80 LT Vol 60 0 0 0 187 0 Through Vol 0 350 350 0 0 0 RT Vol 0 0 0 95 0 80 Lane Flow Rate 64 372 427 116 234 100 Geometry Grp 7 7 7 7 7 7 Degree of Util (X) 0.125 0.674 0.759 0.183 0.495 0.178 Departure Headway (Hd) 7.026 6.516 6.399 5.686 7.618 6.395 Convergence, Y/N Yes Yes Yes Yes Yes Yes Cap 507 551 563 627 472 558 Service Time 4.806 4.296 4.176 3.462 5.396 4.172 HCM Lane V/C Ratio 0.126 0.675 0.758 0.185 0.496 0.179 HCM Control Delay 10.8 21.9 26.7 9.7 17.7 10.6 HCM Lane LOS B C D A C B HCM 95th-tile Q 0.4 5.1 6.7 0.7 2.7 0.6 Page 10

HCM 2010 Signalized Intersection Summary 2035 plus Project AM 10: Cowell Blvd & Pole Line Rd/Lillard Ave 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 220 150 224 320 230 50 133 180 140 20 200 160 Future Volume (veh/h) 220 150 224 320 230 50 133 180 140 20 200 160 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1881 1881 1881 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 268 183 0 427 307 0 164 222 0 21 213 0 Adj No. of Lanes 1 1 1 1 2 1 1 1 1 1 1 1 Peak Hour Factor 0.82 0.82 0.82 0.75 0.75 0.75 0.81 0.81 0.81 0.94 0.94 0.94 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 322 403 342 342 805 360 205 545 464 35 367 312 Arrive On Green 0.18 0.21 0.00 0.19 0.23 0.00 0.12 0.29 0.00 0.02 0.20 0.00 Sat Flow, veh/h 1792 1881 1599 1774 3539 1583 1774 1863 1583 1774 1863 1583 Grp Volume(v), veh/h 268 183 0 427 307 0 164 222 0 21 213 0 Grp Sat Flow(s),veh/h/ln1792 1881 1599 1774 1770 1583 1774 1863 1583 1774 1863 1583 Q Serve(g_s), s 8.2 4.8 0.0 11.0 4.2 0.0 5.1 5.5 0.0 0.7 5.9 0.0 Cycle Q Clear(g_c), s 8.2 4.8 0.0 11.0 4.2 0.0 5.1 5.5 0.0 0.7 5.9 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 322 403 342 342 805 360 205 545 464 35 367 312 V/C Ratio(X) 0.83 0.45 0.00 1.25 0.38 0.00 0.80 0.41 0.00 0.60 0.58 0.00 Avail Cap(c_a), veh/h 377 923 785 342 1675 749 218 1012 860 124 914 777 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 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 22.6 19.5 0.0 23.0 18.6 0.0 24.6 16.2 0.0 27.7 20.8 0.0 Incr Delay (d2), s/veh 13.1 0.8 0.0 133.8 0.3 0.0 17.8 0.5 0.0 15.1 1.5 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/ln5.2 2.6 0.0 18.0 2.1 0.0 3.5 2.8 0.0 0.5 3.2 0.0 LnGrp Delay(d),s/veh 35.6 20.3 0.0 156.8 18.9 0.0 42.3 16.7 0.0 42.8 22.2 0.0 LnGrp LOS D C F B D B D C Approach Vol, veh/h 451 734 386 234 Approach Delay, s/veh 29.4 99.2 27.6 24.1 Approach LOS C F C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s5.1 20.7 15.0 16.2 10.6 15.2 14.2 17.0 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), 4.0s 31.0 11.0 28.0 7.0 28.0 12.0 27.0 Max Q Clear Time (g_c+i1), 2.7s 7.5 13.0 6.8 7.1 7.9 10.2 6.2 Green Ext Time (p_c), s 0.0 2.6 0.0 3.2 0.0 2.5 0.2 3.2 Intersection Summary HCM 2010 Ctrl Delay 56.7 HCM 2010 LOS E Page 11

HCM 2010 Signalized Intersection Summary 2035 plus Project PM 1: Pole Line Rd & 8th St 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 120 230 180 40 90 30 140 495 60 30 409 150 Future Volume (veh/h) 120 230 180 40 90 30 140 495 60 30 409 150 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 0.99 0.93 0.99 0.95 1.00 0.96 1.00 0.94 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 135 258 155 45 102 28 159 562 51 33 449 134 Adj No. of Lanes 0 1 1 0 1 1 1 1 1 1 1 1 Peak Hour Factor 0.89 0.89 0.89 0.88 0.88 0.88 0.88 0.88 0.88 0.91 0.91 0.91 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 250 387 492 204 420 505 200 794 646 51 638 508 Arrive On Green 0.34 0.34 0.34 0.34 0.34 0.34 0.11 0.43 0.43 0.03 0.34 0.34 Sat Flow, veh/h 493 1154 1468 364 1252 1504 1774 1863 1515 1774 1863 1482 Grp Volume(v), veh/h 393 0 155 147 0 28 159 562 51 33 449 134 Grp Sat Flow(s),veh/h/ln 1648 0 1468 1615 0 1504 1774 1863 1515 1774 1863 1482 Q Serve(g_s), s 8.4 0.0 4.5 0.0 0.0 0.7 5.0 14.2 1.1 1.1 12.0 3.7 Cycle Q Clear(g_c), s 11.7 0.0 4.5 3.3 0.0 0.7 5.0 14.2 1.1 1.1 12.0 3.7 Prop In Lane 0.34 1.00 0.31 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 637 0 492 624 0 505 200 794 646 51 638 508 V/C Ratio(X) 0.62 0.00 0.31 0.24 0.00 0.06 0.80 0.71 0.08 0.65 0.70 0.26 Avail Cap(c_a), veh/h 996 0 821 969 0 841 217 879 714 124 781 621 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 16.4 0.0 14.1 13.7 0.0 12.9 24.8 13.5 9.7 27.5 16.3 13.6 Incr Delay (d2), s/veh 1.0 0.0 0.4 0.2 0.0 0.0 17.2 2.3 0.1 13.3 2.2 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.5 0.0 1.9 1.7 0.0 0.3 3.4 7.7 0.5 0.7 6.5 1.6 LnGrp Delay(d),s/veh 17.3 0.0 14.5 13.9 0.0 12.9 42.0 15.8 9.8 40.8 18.5 13.9 LnGrp LOS B B B B D B A D B B Approach Vol, veh/h 548 175 772 616 Approach Delay, s/veh 16.5 13.8 20.8 18.7 Approach LOS B B C B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 5.6 28.4 23.2 10.4 23.6 23.2 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 4.0 27.0 32.0 7.0 24.0 32.0 Max Q Clear Time (g_c+i1), s 3.1 16.2 13.7 7.0 14.0 5.3 Green Ext Time (p_c), s 0.0 5.3 4.0 0.0 5.1 4.4 Intersection Summary HCM 2010 Ctrl Delay 18.5 HCM 2010 LOS B Page 1

HCM 2010 TWSC 2035 plus Project PM 2: Rancho Yolo & 8th St 8/1/2016 Intersection Int Delay, s/veh 1.1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 250 30 20 110 20 10 Future Vol, veh/h 250 30 20 110 20 10 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 272 33 22 120 22 11 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 304 0 451 288 Stage 1 - - - - 288 - Stage 2 - - - - 163 - Critical Hdwy - - 4.12-6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218-3.518 3.318 Pot Cap-1 Maneuver - - 1257-566 751 Stage 1 - - - - 761 - Stage 2 - - - - 866 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1257-555 751 Mov Cap-2 Maneuver - - - - 555 - Stage 1 - - - - 761 - Stage 2 - - - - 850 - Approach EB WB NB HCM Control Delay, s 0 1.2 11.3 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 608 - - 1257 - HCM Lane V/C Ratio 0.054 - - 0.017 - HCM Control Delay (s) 11.3 - - 7.9 0 HCM Lane LOS B - - A A HCM 95th %tile Q(veh) 0.2 - - 0.1 - Page 2

HCM 2010 TWSC 2035 plus Project PM 3: Pole Line Rd & Rancho Yolo 8/1/2016 Intersection Int Delay, s/veh 1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 40 20 639 40 30 629 Future Vol, veh/h 40 20 639 40 30 629 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - 200 75 - Veh in Median Storage, # 0-0 - - 0 Grade, % 0-0 - - 0 Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 44 22 710 44 33 699 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1476 710 0 0 710 0 Stage 1 710 - - - - - Stage 2 766 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 139 434 - - 889 - Stage 1 487 - - - - - Stage 2 459 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 134 434 - - 889 - Mov Cap-2 Maneuver 272 - - - - - Stage 1 487 - - - - - Stage 2 442 - - - - - Approach WB NB SB HCM Control Delay, s 19.7 0 0.4 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 311 889 - HCM Lane V/C Ratio - - 0.214 0.037 - HCM Control Delay (s) - - 19.7 9.2 - HCM Lane LOS - - C A - HCM 95th %tile Q(veh) - - 0.8 0.1 - Page 3

HCM 2010 Signalized Intersection Summary 2035 plus Project PM 4: Howard Way/College Park & Russell Blvd 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 13 1002 110 112 847 20 250 10 334 20 10 20 Future Volume (veh/h) 13 1002 110 112 847 20 250 10 334 20 10 20 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.91 1.00 0.93 1.00 0.94 1.00 0.93 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1863 Adj Flow Rate, veh/h 14 1089 120 122 921 22 272 11 363 22 11 22 Adj No. of Lanes 1 2 0 1 2 0 1 1 0 1 1 1 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 127 1154 127 174 1372 33 326 10 329 127 213 169 Arrive On Green 0.07 0.36 0.36 0.10 0.39 0.39 0.18 0.23 0.23 0.07 0.11 0.11 Sat Flow, veh/h 1774 3180 350 1774 3525 84 1774 44 1454 1774 1863 1479 Grp Volume(v), veh/h 14 605 604 122 462 481 272 0 374 22 11 22 Grp Sat Flow(s),veh/h/ln 1774 1770 1760 1774 1770 1840 1774 0 1498 1774 1863 1479 Q Serve(g_s), s 0.5 23.1 23.2 4.6 15.1 15.1 10.3 0.0 15.8 0.8 0.4 0.9 Cycle Q Clear(g_c), s 0.5 23.1 23.2 4.6 15.1 15.1 10.3 0.0 15.8 0.8 0.4 0.9 Prop In Lane 1.00 0.20 1.00 0.05 1.00 0.97 1.00 1.00 Lane Grp Cap(c), veh/h 127 642 639 174 689 716 326 0 339 127 213 169 V/C Ratio(X) 0.11 0.94 0.95 0.70 0.67 0.67 0.83 0.00 1.10 0.17 0.05 0.13 Avail Cap(c_a), veh/h 153 645 641 407 689 716 534 0 339 153 213 169 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 1.00 1.00 Uniform Delay (d), s/veh 30.3 21.5 21.5 30.5 17.6 17.6 27.4 0.0 27.0 30.4 27.5 27.8 Incr Delay (d2), s/veh 0.4 22.3 22.9 5.1 2.5 2.4 5.9 0.0 79.2 0.6 0.1 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.3 15.2 15.3 2.5 7.8 8.1 5.6 0.0 13.9 0.4 0.2 0.4 LnGrp Delay(d),s/veh 30.7 43.8 44.5 35.5 20.2 20.1 33.3 0.0 106.2 31.1 27.6 28.1 LnGrp LOS C D D D C C C F C C C Approach Vol, veh/h 1223 1065 646 55 Approach Delay, s/veh 44.0 21.9 75.5 29.2 Approach LOS D C E C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 10.8 29.9 16.8 12.2 9.0 31.7 9.0 20.0 Change Period (Y+Rc), s 4.0 4.6 4.0 * 4.2 4.0 4.6 4.0 * 4.2 Max Green Setting (Gmax), s 16.0 25.4 21.0 * 5.8 6.0 25.4 6.0 * 16 Max Q Clear Time (g_c+i1), s 6.6 25.2 12.3 2.9 2.5 17.1 2.8 17.8 Green Ext Time (p_c), s 0.2 0.1 0.5 0.7 0.0 7.0 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 42.6 HCM 2010 LOS D Notes Page 4

HCM 2010 Signalized Intersection Summary 2035 plus Project PM 4: Howard Way/College Park & Russell Blvd 8/1/2016 User approved pedestrian interval to be less than phase max green. * HCM 2010 computational engine requires equal clearance times for the phases crossing the barrier. Page 5

HCM 2010 Signalized Intersection Summary 2035 plus Project PM 5: L St & Russell Blvd/5th St 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 190 436 130 90 686 80 100 230 192 50 120 80 Future Volume (veh/h) 190 436 130 90 686 80 100 230 192 50 120 80 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.94 1.00 0.94 1.00 0.92 1.00 0.92 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 209 479 110 93 707 64 111 256 181 63 152 82 Adj No. of Lanes 1 1 0 1 1 1 1 1 1 1 1 1 Peak Hour Factor 0.91 0.91 0.91 0.97 0.97 0.97 0.90 0.90 0.90 0.79 0.79 0.79 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 152 619 142 119 762 611 142 433 337 80 367 288 Arrive On Green 0.09 0.43 0.43 0.07 0.41 0.41 0.08 0.23 0.23 0.05 0.20 0.20 Sat Flow, veh/h 1774 1448 333 1774 1863 1493 1774 1863 1450 1774 1863 1459 Grp Volume(v), veh/h 209 0 589 93 707 64 111 256 181 63 152 82 Grp Sat Flow(s),veh/h/ln1774 0 1781 1774 1863 1493 1774 1863 1450 1774 1863 1459 Q Serve(g_s), s 6.0 0.0 19.8 3.6 25.4 1.9 4.3 8.6 7.7 2.5 5.0 3.4 Cycle Q Clear(g_c), s 6.0 0.0 19.8 3.6 25.4 1.9 4.3 8.6 7.7 2.5 5.0 3.4 Prop In Lane 1.00 0.19 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 152 0 761 119 762 611 142 433 337 80 367 288 V/C Ratio(X) 1.38 0.00 0.77 0.78 0.93 0.10 0.78 0.59 0.54 0.79 0.41 0.28 Avail Cap(c_a), veh/h 152 0 762 126 770 617 202 930 724 101 823 645 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 32.1 0.0 17.2 32.2 19.7 12.8 31.7 24.0 23.6 33.2 24.6 23.9 Incr Delay (d2), s/veh 205.5 0.0 5.0 25.3 17.3 0.1 11.8 1.3 1.3 26.8 0.7 0.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 11.6 0.0 10.7 2.6 16.6 0.8 2.6 4.6 3.2 1.8 2.7 1.4 LnGrp Delay(d),s/veh 237.6 0.0 22.1 57.5 37.0 12.9 43.5 25.3 24.9 60.0 25.3 24.5 LnGrp LOS F C E D B D C C E C C Approach Vol, veh/h 798 864 548 297 Approach Delay, s/veh 78.6 37.5 28.8 32.5 Approach LOS E D C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s7.2 20.3 8.7 34.0 9.6 17.8 10.0 32.7 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), 4.0s 35.0 5.0 30.0 8.0 31.0 6.0 29.0 Max Q Clear Time (g_c+i1), 4.5s 10.6 5.6 21.8 6.3 7.0 8.0 27.4 Green Ext Time (p_c), s 0.0 3.7 0.0 5.4 0.0 3.7 0.0 1.3 Intersection Summary HCM 2010 Ctrl Delay 48.1 HCM 2010 LOS D Page 6

HCM 2010 Signalized Intersection Summary 2035 plus Project PM 6: Pole Line Rd & 5th St 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 130 318 240 116 284 199 410 370 213 179 320 120 Future Volume (veh/h) 130 318 240 116 284 199 410 370 213 179 320 120 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1900 1900 1900 1863 1863 1863 Adj Flow Rate, veh/h 143 349 0 129 316 0 494 446 0 211 376 0 Adj No. of Lanes 1 2 1 1 2 1 1 1 1 1 1 1 Peak Hour Factor 0.91 0.91 0.91 0.90 0.90 0.90 0.83 0.83 0.83 0.85 0.85 0.85 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 180 792 354 120 672 301 342 664 565 253 565 480 Arrive On Green 0.10 0.22 0.00 0.07 0.19 0.00 0.19 0.35 0.00 0.14 0.30 0.00 Sat Flow, veh/h 1774 3539 1583 1774 3539 1583 1810 1900 1615 1774 1863 1583 Grp Volume(v), veh/h 143 349 0 129 316 0 494 446 0 211 376 0 Grp Sat Flow(s),veh/h/ln1774 1770 1583 1774 1770 1583 1810 1900 1615 1774 1863 1583 Q Serve(g_s), s 5.8 6.3 0.0 5.0 5.9 0.0 14.0 14.8 0.0 8.6 13.0 0.0 Cycle Q Clear(g_c), s 5.8 6.3 0.0 5.0 5.9 0.0 14.0 14.8 0.0 8.6 13.0 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 180 792 354 120 672 301 342 664 565 253 565 480 V/C Ratio(X) 0.79 0.44 0.00 1.08 0.47 0.00 1.44 0.67 0.00 0.83 0.67 0.00 Avail Cap(c_a), veh/h 264 1434 642 120 1147 513 342 796 676 312 755 642 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 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 32.5 24.7 0.0 34.5 26.7 0.0 30.0 20.5 0.0 30.9 22.5 0.0 Incr Delay (d2), s/veh 9.9 0.4 0.0 104.3 0.5 0.0 215.4 1.7 0.0 14.6 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 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln3.4 3.1 0.0 5.9 2.9 0.0 27.4 8.0 0.0 5.2 6.9 0.0 LnGrp Delay(d),s/veh 42.4 25.1 0.0 138.8 27.2 0.0 245.4 22.2 0.0 45.5 23.9 0.0 LnGrp LOS D C F C F C D C Approach Vol, veh/h 492 445 940 587 Approach Delay, s/veh 30.1 59.5 139.5 31.6 Approach LOS C E F C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s14.6 29.9 9.0 20.6 18.0 26.5 11.5 18.1 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), 13.0s 31.0 5.0 30.0 14.0 30.0 11.0 24.0 Max Q Clear Time (g_c+i1), 10.6s 16.8 7.0 8.3 16.0 15.0 7.8 7.9 Green Ext Time (p_c), s 0.1 4.7 0.0 4.5 0.0 4.8 0.1 4.0 Intersection Summary HCM 2010 Ctrl Delay 77.5 HCM 2010 LOS E Page 7

HCM 2010 TWSC 2035 plus Project PM 7: Project Access & 5th St 8/1/2016 Intersection Int Delay, s/veh 1.1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 590 78 21 560 45 12 Future Vol, veh/h 590 78 21 560 45 12 Conflicting Peds, #/hr 0 5 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 130-0 40 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 641 85 23 609 49 13 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 731 0 1039 368 Stage 1 - - - - 689 - Stage 2 - - - - 350 - Critical Hdwy - - 4.14-6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy - - 2.22-3.52 3.32 Pot Cap-1 Maneuver - - 869-226 629 Stage 1 - - - - 460 - Stage 2 - - - - 684 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 869-219 626 Mov Cap-2 Maneuver - - - - 219 - Stage 1 - - - - 458 - Stage 2 - - - - 666 - Approach EB WB NB HCM Control Delay, s 0 0.3 22.9 HCM LOS C Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) 219 626 - - 869 - HCM Lane V/C Ratio 0.223 0.021 - - 0.026 - HCM Control Delay (s) 26.1 10.9 - - 9.3 - HCM Lane LOS D B - - A - HCM 95th %tile Q(veh) 0.8 0.1 - - 0.1 - Page 8

HCM 2010 Roundabout 2035 plus Project PM 8: Cantrill Dr & 5th St 8/1/2016 Intersection Intersection Delay, s/veh 12.1 Intersection LOS B Approach EB WB NB Entry Lanes 1 1 1 Conflicting Circle Lanes 1 1 1 Adj Approach Flow, veh/h 600 499 271 Demand Flow Rate, veh/h 612 509 276 Vehicles Circulating, veh/h 111 254 500 Vehicles Exiting, veh/h 652 522 223 Follow-Up Headway, s 3.186 3.186 3.186 Ped Vol Crossing Leg, #/h 0 0 0 Ped Cap Adj 1.000 1.000 1.000 Approach Delay, s/veh 12.1 12.7 10.9 Approach LOS B B B Lane Left Left Left Designated Moves TR LT LR Assumed Moves TR LT LR RT Channelized Lane Util 1.000 1.000 1.000 Critical Headway, s 5.193 5.193 5.193 Entry Flow, veh/h 612 509 276 Cap Entry Lane, veh/h 1011 876 685 Entry HV Adj Factor 0.981 0.981 0.982 Flow Entry, veh/h 600 499 271 Cap Entry, veh/h 992 860 673 V/C Ratio 0.605 0.581 0.403 Control Delay, s/veh 12.1 12.7 10.9 LOS B B B 95th %tile Queue, veh 4 4 2 Page 9

HCM 2010 AWSC 2035 plus Project PM 9: 2nd St & Cantrill Dr 8/1/2016 Intersection Intersection Delay, s/veh80.5 Intersection LOS F Movement EBU EBL EBT WBU WBT WBR SBU SBL SBR Lane Configurations Traffic Vol, veh/h 0 60 600 0 450 219 0 151 130 Future Vol, veh/h 0 60 600 0 450 219 0 151 130 Peak Hour Factor 0.92 0.89 0.89 0.92 0.88 0.88 0.92 0.86 0.86 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 67 674 0 511 249 0 176 151 Number of Lanes 0 1 1 0 1 1 0 1 1 Approach EB WB SB Opposing Approach WB EB Opposing Lanes 2 2 0 Conflicting Approach Left SB WB Conflicting Lanes Left 2 0 2 Conflicting Approach Right SB EB Conflicting Lanes Right 0 2 2 HCM Control Delay 150.7 40 15.3 HCM LOS F E C Lane EBLn1 EBLn2WBLn1WBLn2 SBLn1 SBLn2 Vol Left, % 100% 0% 0% 0% 100% 0% Vol Thru, % 0% 100% 100% 0% 0% 0% Vol Right, % 0% 0% 0% 100% 0% 100% Sign Control Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 60 600 450 219 151 130 LT Vol 60 0 0 0 151 0 Through Vol 0 600 450 0 0 0 RT Vol 0 0 0 219 0 130 Lane Flow Rate 67 674 511 249 176 151 Geometry Grp 7 7 7 7 7 7 Degree of Util (X) 0.138 1.287 0.943 0.41 0.401 0.295 Departure Headway (Hd) 7.383 6.871 7.02 6.301 8.705 7.462 Convergence, Y/N Yes Yes Yes Yes Yes Yes Cap 485 533 522 575 416 485 Service Time 5.134 4.622 4.72 4.001 6.405 5.162 HCM Lane V/C Ratio 0.138 1.265 0.979 0.433 0.423 0.311 HCM Control Delay 11.3 164.6 53 13.3 17.1 13.3 HCM Lane LOS B F F B C B HCM 95th-tile Q 0.5 27.7 11.8 2 1.9 1.2 Page 10

HCM 2010 Signalized Intersection Summary 2035 plus Project PM 10: Cowell Blvd & Pole Line Rd/Lillard Ave 8/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 283 170 175 190 210 40 308 200 410 10 170 245 Future Volume (veh/h) 283 170 175 190 210 40 308 200 410 10 170 245 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1881 1881 1881 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 329 198 0 226 250 0 321 208 0 11 189 0 Adj No. of Lanes 1 1 1 1 2 1 1 1 1 1 1 1 Peak Hour Factor 0.86 0.86 0.86 0.84 0.84 0.84 0.96 0.96 0.96 0.90 0.90 0.90 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 321 409 348 274 683 305 286 614 522 20 334 284 Arrive On Green 0.18 0.22 0.00 0.15 0.19 0.00 0.16 0.33 0.00 0.01 0.18 0.00 Sat Flow, veh/h 1792 1881 1599 1774 3539 1583 1774 1863 1583 1774 1863 1583 Grp Volume(v), veh/h 329 198 0 226 250 0 321 208 0 11 189 0 Grp Sat Flow(s),veh/h/ln1792 1881 1599 1774 1770 1583 1774 1863 1583 1774 1863 1583 Q Serve(g_s), s 10.0 5.1 0.0 6.9 3.4 0.0 9.0 4.7 0.0 0.3 5.2 0.0 Cycle Q Clear(g_c), s 10.0 5.1 0.0 6.9 3.4 0.0 9.0 4.7 0.0 0.3 5.2 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 321 409 348 274 683 305 286 614 522 20 334 284 V/C Ratio(X) 1.02 0.48 0.00 0.82 0.37 0.00 1.12 0.34 0.00 0.55 0.57 0.00 Avail Cap(c_a), veh/h 321 945 803 286 1714 767 286 1102 937 127 935 795 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 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 22.9 19.1 0.0 22.8 19.5 0.0 23.4 14.1 0.0 27.4 20.9 0.0 Incr Delay (d2), s/veh 56.5 0.9 0.0 16.9 0.3 0.0 89.8 0.3 0.0 21.7 1.5 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/ln9.9 2.7 0.0 4.6 1.7 0.0 11.4 2.4 0.0 0.3 2.8 0.0 LnGrp Delay(d),s/veh 79.4 20.0 0.0 39.8 19.9 0.0 113.2 14.4 0.0 49.1 22.4 0.0 LnGrp LOS F B D B F B D C Approach Vol, veh/h 527 476 529 200 Approach Delay, s/veh 57.0 29.3 74.4 23.9 Approach LOS E C E C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s4.6 22.4 12.6 16.1 13.0 14.0 14.0 14.8 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), 4.0s 33.0 9.0 28.0 9.0 28.0 10.0 27.0 Max Q Clear Time (g_c+i1), 2.3s 6.7 8.9 7.1 11.0 7.2 12.0 5.4 Green Ext Time (p_c), s 0.0 2.4 0.0 2.9 0.0 2.3 0.0 2.9 Intersection Summary HCM 2010 Ctrl Delay 50.9 HCM 2010 LOS D Page 11

HCM 2010 Signalized Intersection Summary MITIG8 2035 PM 9: 2nd St & Cantrill Dr 8/2/2016 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (veh/h) 60 600 450 208 145 130 Future Volume (veh/h) 60 600 450 208 145 130 Number 7 4 8 18 1 16 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.96 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 67 674 511 236 169 151 Adj No. of Lanes 1 1 1 1 1 1 Peak Hour Factor 0.89 0.89 0.88 0.88 0.86 0.86 Percent Heavy Veh, % 2 2 2 2 2 2 Cap, veh/h 92 1109 802 654 270 241 Arrive On Green 0.05 0.60 0.43 0.43 0.15 0.15 Sat Flow, veh/h 1774 1863 1863 1519 1774 1583 Grp Volume(v), veh/h 67 674 511 236 169 151 Grp Sat Flow(s),veh/h/ln 1774 1863 1863 1519 1774 1583 Q Serve(g_s), s 1.5 9.5 9.0 4.4 3.7 3.7 Cycle Q Clear(g_c), s 1.5 9.5 9.0 4.4 3.7 3.7 Prop In Lane 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 92 1109 802 654 270 241 V/C Ratio(X) 0.73 0.61 0.64 0.36 0.63 0.63 Avail Cap(c_a), veh/h 192 1451 1039 847 729 651 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 19.4 5.3 9.3 8.0 16.5 16.5 Incr Delay (d2), s/veh 10.5 0.5 0.8 0.3 2.4 2.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.0 4.8 4.7 1.8 2.0 3.4 LnGrp Delay(d),s/veh 29.9 5.9 10.1 8.3 18.9 19.2 LnGrp LOS C A B A B B Approach Vol, veh/h 741 747 320 Approach Delay, s/veh 8.0 9.6 19.1 Approach LOS A A B Timer 1 2 3 4 5 6 7 8 Assigned Phs 4 6 7 8 Phs Duration (G+Y+Rc), s 30.6 11.0 6.9 23.7 Change Period (Y+Rc), s 5.8 4.7 * 4.7 5.8 Max Green Setting (Gmax), s 32.4 17.1 * 4.5 23.2 Max Q Clear Time (g_c+i1), s 11.5 5.7 3.5 11.0 Green Ext Time (p_c), s 9.4 0.8 0.0 6.9 Intersection Summary HCM 2010 Ctrl Delay 10.6 HCM 2010 LOS B Notes Page 1

HCM 2010 Signalized Intersection Summary MITIG8 2035 PM 9: 2nd St & Cantrill Dr 8/2/2016 * HCM 2010 computational engine requires equal clearance times for the phases crossing the barrier. Page 2

HCM 2010 Signalized Intersection Summary MITIG8 2035 plus Project PM 9: 2nd St & Cantrill Dr 8/2/2016 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (veh/h) 60 600 450 219 151 130 Future Volume (veh/h) 60 600 450 219 151 130 Number 7 4 8 18 1 16 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.96 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 67 674 511 249 176 151 Adj No. of Lanes 1 1 1 1 1 1 Peak Hour Factor 0.89 0.89 0.88 0.88 0.86 0.86 Percent Heavy Veh, % 2 2 2 2 2 2 Cap, veh/h 92 1106 800 653 276 247 Arrive On Green 0.05 0.59 0.43 0.43 0.16 0.16 Sat Flow, veh/h 1774 1863 1863 1519 1774 1583 Grp Volume(v), veh/h 67 674 511 249 176 151 Grp Sat Flow(s),veh/h/ln 1774 1863 1863 1519 1774 1583 Q Serve(g_s), s 1.6 9.7 9.0 4.7 3.9 3.7 Cycle Q Clear(g_c), s 1.6 9.7 9.0 4.7 3.9 3.7 Prop In Lane 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 92 1106 800 653 276 247 V/C Ratio(X) 0.73 0.61 0.64 0.38 0.64 0.61 Avail Cap(c_a), veh/h 191 1441 1032 841 724 646 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 19.6 5.4 9.4 8.1 16.6 16.5 Incr Delay (d2), s/veh 10.6 0.5 0.9 0.4 2.4 2.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.0 5.0 4.7 2.0 2.1 3.4 LnGrp Delay(d),s/veh 30.2 6.0 10.2 8.5 19.0 19.0 LnGrp LOS C A B A B B Approach Vol, veh/h 741 760 327 Approach Delay, s/veh 8.2 9.7 19.0 Approach LOS A A B Timer 1 2 3 4 5 6 7 8 Assigned Phs 4 6 7 8 Phs Duration (G+Y+Rc), s 30.7 11.2 6.9 23.8 Change Period (Y+Rc), s 5.8 4.7 * 4.7 5.8 Max Green Setting (Gmax), s 32.4 17.1 * 4.5 23.2 Max Q Clear Time (g_c+i1), s 11.7 5.9 3.6 11.0 Green Ext Time (p_c), s 9.5 0.8 0.0 6.9 Intersection Summary HCM 2010 Ctrl Delay 10.7 HCM 2010 LOS B Notes Page 1

HCM 2010 Signalized Intersection Summary MITIG8 2035 plus Project PM 9: 2nd St & Cantrill Dr 8/2/2016 * HCM 2010 computational engine requires equal clearance times for the phases crossing the barrier. Page 2

MEMORANDUM Date: July 11, 2016 To: From: Subject: Ken Anderson (KD Anderson & Associates) Jimmy Fong (Fehr & Peers) Davis Travel Forecasts for Sterling Apartments TIS RS15-3346 This memorandum documents travel forecasts, developed using the City of Davis travel demand model, for use by KD Anderson in a Traffic Impact Study for the proposed Sterling Apartments project on Fifth Street, east of Pole Line Road, in the City of Davis. Background Forecasts are provided for three 2035 cumulative scenarios. The first scenario does not include any Measure R projects (i.e. projects proposed in areas outside of Davis city limits that would require a Measure R vote for approval). The second scenario includes the Mace Ranch Innovation Center (MRIC), which is a potential Measure R project. The third scenario includes MRIC and Nishi; both are potential Measure R projects. All scenarios include the approved Embassy Suites hotel conference center project. 2035 without Measure R Projects 2035 with the potential MRIC Measure R Project 2035 with the potential MRIC and Nishi Measure R Projects Forecasts Forecasts were developed using the Davis Travel Demand Model. Peak hour intersection turning movement forecasts were developed only for cumulative year 2035 without Measure R projects. The following intersections were analyzed: 1. Pole Line Road / Eighth Street 2. Eighth Street / North Diameter Drive 3. Pole Line Road / South Diameter Drive 4. Russell Boulevard / Howard Way / College Park 5. Fifth Street / L Street 6. Fifth Street / Pole Line Road 7. Fifth Street / Cantrill Drive 8. Second Street / Cantrill Drive 9. Cowell Boulevard / Pole Line Road / Lillard Drive AM and PM peak hour turning movement forecasts for 2035 without Measure R projects are shown in Figure 1. 1001 K Street 3 rd Floor Sacramento, CA 95814-3834 (916) 329-7332 Fax (916) 508-1900 www.fehrandpeers.com

140 (290) 180 (200) 140 (410) (240) 200 (170) acf160 20 (10) accf Cowell Blvd 60 (100) 80 (230) 80 (170) 10 (50) 250 (360) 260 (370) 120 (190) Cantrill Dr 100 (220) 10 (20) (80) 170 (120) acf110 80 (50) (120) 360 (320) acf180 190 (170) ace L St Pole Line Rd 80 (130) 180 (150) cf Cantrill Dr 110 (140) 240 (490) 50 (60) North Diameter Dr 40 (20) 10 (10) 320 (640) 10 (40) Howard Way 60 (250) 0 (10) 50 (330) (150) 480 (400) acf80 20 (30) Pole Line Rd 690 (620) 10 (30) g (20) 10 (10) acf20 20 (20) ace Pole Line Rd STOP College Park N:\2015 Projects\3346_DavisModelApartmentForecasts\Graphics\Draft\GIS\MXD\fig1_DavisApt_Locations.mxd 1. Pole Line Rd / Eighth St 2. Eighth St / North Diameter Dr 3. Pole Line Rd / South Diameter Dr 4. Russell Blvd / Howard Way / College Park Eighth St 50 (120) 50 (230) 120 (180) bf (30) bf50 250 (90) 50 (40) acf Eighth St 110 (250) 20 (30) e b280 (110) 20 (20) g STOP ac 20 (20) 60 (40) cf South Diameter Dr Russell Blvd 10 (10) 720 (990) 280 (110) ace 10 (20) 620 (840) 320 (110) ae 5. Fifth St / L St 6. Fifth St / Pole Line Rd 7. Fifth St / Cantrill Dr 8. Second St / Cantrill Dr Fifth St 40 (190) 280 (420) 100 (130) ae (80) 510 (680) acf50 90 (80) acf Fifth St 30 (130) 190 (280) 180 (240) ace 70 (200) 230 (270) 120 (110) ie Fifth St 290 (450) 160 (100) e b310 (350) 80 (100) g STOP Second St af 60 (60) 350 (600) ac 100 (210) 350 (450) 9. Cowell Blvd / Pole Line Rd / Lillard Dr Pole Line Rd 220 (280) 150 (170) 220 (180) acf 50 (40) 230 (210) 320 (190) acf Lillard Dr Turn Lane Peak Hour Traffic Volume Traffic Signal Stop Sign Roundabout Figure 1 Peak Hour Traffic Volumes and Lane Configurations - 2035 Without Measure R Projects

Ken Anderson July 11, 2016 Page 3 of 3 Peak hour roadway segment forecasts were developed for all cumulative scenarios. The total roadway segment volumes during the AM and PM peak hours for all scenarios are shown in Table 1. Table 1 Peak Hour Total Roadway Segment Volumes ID Roadway Segment 2035 With Potential 2035 With Potential 2035 Without MRIC MRIC and Nishi Measure R Projects Measure R Project Measure R Projects AM PM AM PM AM PM 1 Pole Line Rd South of Fifth St 1,310 1,690 1,410 1,880 1,330 1,760 2 Pole Line Rd North of Fifth St 1,090 1,310 1,140 1,310 1,100 1,330 3 Fifth St West of Pole Line Rd 1,060 1,400 1,050 1,570 1,030 1,390 4 Fifth St East of Pole Line Rd 920 1,220 960 1,240 920 1,220 5 Fifth St East of Cantrill Dr 690 920 780 930 740 920 6 Cantrill Dr South of Fifth St 350 440 310 440 330 420 Source: Fehr & Peers, 2016

APPENDIX BICYCLE AND PEDESTRIAN TRIP GENERATION STUDENT HOUSING OBSERVED PEDESTRIAN / BICYCLE TRIPS Greystone* Pedestrians Bikes AM Trips Observed Trip Rate (per Bed) Trips Observed Trip Rate (per Bed) 8:00 9:00 In Out In Out Total In Out In Out Total 3 27 10% 90% 0.074 2 18 10% 90% 0.049 PM In Out In Out Total In Out In Out Total 4:00 5:00 15 16 48% 52% 0.077 10 10 50% 50% 0.049 The U AM In Out In Out Total In Out In Out Total 8:00 9:00 3 47 6% 94% 0.086 1 26 4% 96% 0.046 PM In Out In Out Total In Out In Out Total 4:00 5:00 24 10 71% 29% 0.058 19 9 68% 32% 0.048 AVERAGE RATES (per Bed) Pedestrians Bikes AM In Out Total In Out Total 8% 92% 0.080 7% 93% 0.048 PM In Out Total In Out Total 60% 40% 0.068 59% 41% 0.049 PROJECT TRIPS Pedestrians Bikes In Out Total In Out Total AM 5 53 58 2 33 35 PM 30 19 49 21 15 36 * - 405 beds - 582 beds - 727 beds

APPENDIX BICYCLE AND TRANSIT TRIP GENERATION MULTI-FAMILY RATES (per Unit)* Units Transit / Pedesrians Bikes 41 6.4% 15.1% AM In Out Total In Out Total 8% 92% 3 7% 93% 6 PM In Out Total In Out Total 60% 40% 3 59% 41% 6 PROJECT TRIPS Transit / Pedesrians Bikes In Out Total In Out Total AM 0 3 3 0 6 6 PM 2 1 3 4 2 6 * City of Davis, Public Draft Environmental Impact Report for the Cannery Project, SCH#2012032022, February 2013, Page 3.14-16

PEDESTRIAN AND BICYCLE ACTIVITY AT GREYSTONE 4/13/2016 peds bikes time period inbound outbound inbound outbound left thru right left right TOTAL left thru right left right TOTAL 7-7:15 0 1 1 0 0 2 4 0 0 0 1 0 1 2 7:15-7:30 0 0 0 0 0 0 0 0 0 0 1 0 2 3 7:30-7:45 0 0 0 0 0 3 3 0 0 0 0 0 1 1 7:45-8:00 0 0 0 0 1 1 2 0 0 0 1 0 2 3 8:00-8:15 0 0 0 0 0 9 9 0 0 0 0 0 2 2 8:15-8:30 0 0 0 0 0 7 7 0 1 0 2 1 3 7 8:30-8:45 2 0 0 0 0 9 11 0 0 1 0 0 7 8 8:45-9:00 0 0 1 0 0 2 3 0 0 0 0 0 1 1 0 2 1 2 0 1 33 39 0 1 1 5 1 19 27 5% 5% 90% 22% 7% 70% peak hr 3 27 30 2 18 20 rate: 29 trips rate: 16 trips = 0.072 trips/bed 405 beds 405 beds = 0.040 trips/bed peds bikes time period inbound outbound inbound outbound left thru right left thru right TOTAL left thru right left thru right TOTAL 4-4:15 0 0 3 0 0 7 10 5 0 0 0 0 0 5 4:15-4:30 2 0 2 0 0 0 4 0 1 0 2 0 2 5 4:30-4:45 0 0 0 1 0 5 6 2 1 0 2 0 2 7 4:45-5:00 0 0 8 2 0 1 11 1 0 0 0 0 2 3 5-5:15 0 0 6 0 0 0 6 2 0 1 1 0 1 5 5;15-5:30 0 0 1 0 0 1 2 1 0 0 0 0 0 1 5:30-5:45 1 0 3 1 0 3 8 0 0 0 0 0 0 0 5:45-6 2 0 6 1 0 1 10 3 0 0 1 0 0 4 5 29 5 18 57 14 1 6 7 28 60% 0% 40% 25% 0% 75% peak hour 15 16 31 10 10 20 To / from Unitrans rate: 15 trips rate: 16 trips = 0.037 trips/bed 405 beds 405 beds = 0.040 trips/bed

PEDESTRIAN AND BICYCLE ACTIVITY AT THE U 4/13/2016 peds bikes time period inbound outbound inbound outbound left right left right left right left right 7-7:15 0 0 2 0 2 0 0 0 0 0 7:15-7:30 0 0 12 0 12 0 0 0 3 3 7:30-7:45 0 1 1 1 3 0 0 0 6 6 7:45-8:00 0 0 5 0 5 0 0 0 3 3 8:00-8:15 0 1 6 0 7 0 1 0 3 4 8:15-8:30 0 0 20 0 20 0 0 0 3 3 8:30-8:45 0 2 16 0 18 0 0 1 9 10 8:45-9:00 0 0 3 0 3 0 0 2 8 10 0 0 4 65 1 70 0 1 3 35 98% 2% 8% 92% peak hr 3 47 50 1 26 27 rate: 50 trips rate: 27 trips = 0.086 trips/bed 582 beds 582 beds = 0.046 trips/bed peds bikes time period inbound outbound inbound outbound left right left right left right left right 4-4:15 1 2 1 0 4 4 0 0 0 4 4:15-4:30 0 0 1 0 1 6 0 0 2 8 4:30-4:45 0 15 3 0 18 4 0 0 2 6 4:45-5:00 0 4 1 1 6 1 0 0 2 3 5-5:15 0 4 1 0 5 6 2 0 0 8 5;15-5:30 0 1 4 0 5 4 2 1 1 8 5:30-5:45 1 10 1 1 13 1 3 1 4 9 5:45-6 0 3 0 0 3 0 1 0 0 1 2 39 12 2 55 26 8 2 11 47 peak hour 24 10 34 19 9 28 rate: 34 trips rate: 28 trips = 0.058 trips/bed = 0.048 trips/bed 582 beds 582 beds

Unitrans Routes A,Z,P and Q Schedule and Ridership Data Line Start Time (Scheduled) Avg Riders Predominant Direction of Travel Max Riders Line Start Time (Scheduled) Avg Riders Predominant Direction of Travel Max Riders A 6:53 22 40 Z 7:15 6 14 A 7:00 55 110 Z 7:45 21 36 A 7:30 40 60 Z 8:15 9 21 A 8:00 81 121 Z 8:45 14 30 A 8:30 34 58 Z 9:15 10 22 A 9:00 72 68 Z 9:45 11 16 A 9:30 46 98 Z 10:15 9 14 A 10:00 47 89 Z 10:45 9 22 A 10:30 18 31 Z 11:15 13 30 A 11:00 51 84 Z 11:45 8 18 A 11:30 16 31 Z 12:15 13 21 A 12:00 40 61 Z 12:55 8 15 A 12:40 23 42 Z 13:25 8 15 A 13:10 29 62 Z 13:55 10 20 A 13:40 24 52 Z 14:25 11 23 A 14:10 38 89 Z 14:55 9 17 A 14:40 21 39 Z 15:25 15 29 A 15:10 50 80 Z 15:55 10 14 A 15:40 26 41 Z 16:25 11 23 A 16:10 56 99 Z 16:55 11 19 A 16:40 45 71 Z 17:25 10 18 A 17:10 50 89 Z 17:55 10 20 A 17:40 33 49 A 18:10 65 108 A 18:40 27 56 A 19:10 51 89 A 19:40 31 59 A 20:10 35 56 A 21:10 33 56 A 22:10 23 33 P 6:30 17 26 Q 6:30 7 17 P 7:00 29 54 Q 7:00 17 27 P 7:30 34 60 Q 7:30 22 33 P 8:00 54 93 Q 8:00 26 38 P 8:30 35 58 Q 8:30 16 26 P 9:00 55 60 Q 9:00 24 34 P 9:30 31 54 Q 9:30 19 45 P 10:00 37 65 Q 10:00 29 99 P 10:30 20 27 Q 10:30 13 26 P 11:00 44 63 Q 11:00 29 37 P 11:30 16 39 Q 11:30 13 20 P 12:00 36 47 Q 12:00 48 52 P 12:40 20 30 Q 12:40 23 35 P 13:10 28 32 Q 13:10 31 37 P 13:40 18 31 Q 13:40 24 33 P 14:10 40 37 Q 14:10 48 73 P 14:40 23 41 Q 14:40 29 64 P 15:10 37 59 Q 15:10 67 81 P 15:40 18 30 Q 15:40 30 53 P 16:10 37 42 Q 16:10 64 81 P 16:40 21 36 Q 16:40 39 86 P 17:10 33 36 Q 17:10 54 64 P 17:40 20 39 Q 17:40 26 52 P 18:10 39 45 Q 18:10 56 74 P 19:10 26 61 Q 19:10 42 58 P 20:10 18 42 Q 20:10 43 87 P 21:10 13 21 Q 21:10 30 43 P 22:10 9 14 Q 22:10 18 34

Existing and 'Plus Project' Unitrans Ridership Line Start Time (Scheduled) Avg - Dir Max ridership total ridership both buses - maximum day Sterling Apt Peds (Peak Direction) total ridership both Avg - Dir Max ridership buses - maximum day Line Start Time (Scheduled) Avg - Dir PLUS STERLING APARTMENTS Max on any one bus Sterling Apt Peds Avg - Dir Max on any one bus A 6:53 22 40 8 30 Z 7:15 6 14 A 7:00 55 110 19 74 Z 7:45 21 36 7 28 43 A 7:30 40 60 14 54 74 Z 8:15 9 21 3 12 24 A 8:00 81 121 28 109 149 Z 8:45 14 30 A 8:30 34 58 12 45 Z 9:15 10 22 A 9:00 72 68 110 25 97 93 135 Z 9:45 11 16 A 9:30 46 98 16 62 114 Z 10:15 9 14 A 10:00 47 89 16 64 105 Z 10:45 9 22 A 10:30 18 31 6 24 Z 11:15 13 30 A 11:00 51 84 18 69 102 Z 11:45 8 18 A 11:30 16 31 5 21 Z 12:15 13 21 A 12:00 40 61 14 54 75 Z 12:55 8 15 A 12:40 23 42 8 31 Z 13:25 8 15 A 13:10 29 62 10 39 72 Z 13:55 10 20 A 13:40 24 52 8 32 Z 14:25 11 23 A 14:10 38 89 13 52 102 Z 14:55 9 17 A 14:40 21 39 7 28 Z 15:25 15 29 A 15:10 50 80 17 68 97 Z 15:55 10 14 A 15:40 26 41 9 35 Z 16:25 11 23 3 14 26 A 16:10 56 99 13 69 112 Z 16:55 11 19 3 14 22 A 16:40 45 71 11 56 82 Z 17:25 10 18 A 17:10 50 89 11 61 100 Z 17:55 10 20 A 17:40 33 49 8 41 A 18:10 65 108 15 80 123 A 18:40 27 56 6 33 62 A 19:10 51 89 12 62 101 A 19:40 31 59 7 39 66 A 20:10 35 56 8 43 64 A 21:10 33 56 8 41 64 A 22:10 23 33 5 29 bus design capacity = 60 passengers crush load is 100 passengers design load exceeded crush load or greater projected passengers proportioned based on a.m. peak hour proportioned based on p.m. peak hour