Berkeley Downtown Area Plan EIR Existing Transportation Conditions Report

City of Berkeley Berkeley Downtown Area Plan EIR Existing Transportation Conditions Report – DRAFT

Revised – April 19, 2007 Existing Traffic Conditions Report – Revised Draft

TABLE OF CONTENTS

EXECUTIVE SUMMARY ...... 5 1.0 INTRODUCTION ...... 8 1.1 REPORT SECTIONS ...... 8 1.2 STUDY AREA ...... 8 1.3 PURPOSE OF EXISTING CONDITIONS REPORT ...... 8 2.0 DOWNTOWN BERKELEY TRAVEL SUMMARY ...... 10 2.1 TRAVEL DEMAND DATA ...... 10 2.2 VEHICLE OWNERSHIP DATA ...... 21 2.3 KEY FINDINGS – DOWNTOWN TRAVEL SUMMARY ...... 22 3.0 EXISTING TRAFFIC CONDITIONS ...... 24 3.1 ANALYSIS METHODOLOGY ...... 27 3.2 WEEKDAY PEAK HOUR TRAFFIC CONDITIONS ...... 28 3.3 SATURDAY ARTS DISTRICT TRAFFIC CONDITIONS ...... 35 3.4 KEY FINDINGS - TRAFFIC ...... 40 4.0 EXISTING PARKING CONDITIONS ...... 41 4.1 EXISTING PARKING SUPPLY AND POLICIES ...... 41 4.2 OFF-STREET PARKING ...... 47 4.3 ON-STREET PARKING ...... 50 4.4 KEY FINDINGS – PARKING ...... 53 5.0 EXISTING TRANSIT CONDITIONS ...... 54 5.1 BAY AREA RAPID TRANSIT ...... 58 5.2 AC TRANSIT ...... 62 5.3 UC BERKELEY SHUTTLES ...... 75 5.4 LAWRENCE BERKELEY LAB SHUTTLES ...... 77 5.5 KEY FINDINGS – TRANSIT ...... 77 6.0 NON-MOTORIZED TRANSPORTATION ...... 79 6.1 BICYCLE TRANSPORTATION ...... 79 6.2 PEDESTRIANS ...... 80 6.3 KEY FINDINGS – BICYCLE AND PEDESTRIAN ...... 80 7.0 TRANSPORTATION DEMAND MANAGEMENT (TDM) ...... 83 7.1 DOWNTOWN BERKELEY EXISTING TDM STRATEGIES ...... 83 7.2 KEY FINDINGS – TRANSPORTATION DEMAND MANAGEMENT ...... 86 8.0 NEXT STEPS ...... 87 TECHNICAL APPENDIX

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TABLE OF FIGURES

Figure 1-1: Project Study Area ...... 9 Figure 2-1: Downtown Resident Population Pyramid ...... 10 Figure 2-2: Downtown Study Area Mode Splits to Work ...... 11 Figure 2-3: Downtown Study Area Travel Times to Work ...... 11 Figure 2-4: Faculty / Staff Mode Split Trends ...... 12 Figure 2-5: Student Mode Split Trends ...... 12 Figure 2-6: Total Trip Origins Attracted to the Downtown Study Area ...... 14 Figure 2-7: Total Trip Origins Produced by the Downtown Study Area ...... 15 Figure 2-8: Work Trip Origins to the Downtown Study Area (Drive Alone Trips) ...... 16 Figure 2-9: Work Trip Origins to the Downtown Study Area (Subway Trips) ...... 17 Figure 2-10: Work Trip Origins to the Downtown Study Area (Bus Trips) ...... 18 Figure 2-11: Work Trip Origins to the Downtown Study Area (Bike Trips) ...... 19 Figure 2-12: Work Trip Origins to the Downtown Study Area (Walking Trips) ...... 20 Figure 2-13: Zero Automobile Households (Downtown) ...... 21 Figure 2-14: Zero Automobile Households (East Bay) ...... 23 Figure 3-1a: Existing Study Intersection Geometry ...... 25 Figure 3-1b: Existing Study Intersection Geometry ...... 26 Figure 3-2a: Existing Volume AM Peak Hour ...... 31 Figure 3-2b: Existing Volume AM Peak Hour ...... 32 Figure 3-3a: Existing Volume PM Peak Hour ...... 33 Figure 3-3b: Existing Volume PM Peak Hour ...... 34 Figure 3-4: ADT on Milvia Street between University Avenue and Addison Street ...... 36 Figure 3-5: ADT on Milvia Street between Allston Way and Kittredge Street ...... 36 Figure 3-6: ADT on Shattuck Avenue between Allston Way and Kittredge Street ...... 37 Figure 3-7: ADT on Center Street between Milvia Street and Shattuck Avenue ...... 37 Figure 3-8: ADT on Center Street between Shattuck Avenue and Oxford Street ...... 38 Figure 3-9: ADT on Addison Street between Milvia Street and Shattuck Avenue ...... 38 Figure 3-10: ADT on Shattuck Street between University Avenue and Addison Street ...... 39 Figure 4-1: Off Street Parking ...... 44 Figure 4-2: On Street Parking ...... 45 Figure 4-3: Residential Parking Permit Zones ...... 46 Figure 4-4: Center Street Garage – Average 2005 Weekday Utilization ...... 48 Figure 4-5: Center Street Garage – Average 2005 Weekend Utilization ...... 48 Figure 4-6: Oxford Street Garage – Average 2005 Weekday Utilization ...... 49 Figure 4-7: Oxford Street Garage – Average 2005 Weekend Utilization ...... 49 Figure 5-1: Study Area Transit Network ...... 55 Figure 5-2: Volume of Bus Activity During PM Peak Hour ...... 56 Figure 5-3: Total Daily Transit Boardings by Nearest Intersection ...... 57 Figure 5-4: Weekday Home Origins of Riders Entering Berkeley BART ...... 59 Figure 5-5: Weekday Non-Home Origins of Riders Entering Berkeley BART ...... 60 Figure 5-7: AC Transit Regional Connectivity (Top 5 Study Area-Serving Routes) ...... 65 Figure 5-8: AC Transit Peak Loads by Route ...... 66 Figure 5-9: Route 9 Eastbound Ridership Analysis ...... 67 Figure 5-10: Route 9 Westbound Ridership Analysis ...... 68 Figure 5-11: Route 15 Eastbound Ridership Analysis ...... 69 Figure 5-12: Route 15 Westbound Ridership Analysis ...... 70 Figure 5-13: Route 43 Northbound Ridership Analysis ...... 71 Figure 5-14: Route 43 Southbound Ridership Analysis ...... 72 Figure 5-15: Route 51 Northbound Ridership Analysis ...... 73 Figure 5-16: Route 51 Southbound Ridership Analysis ...... 74

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Figure 5-17: UC Shuttle Network ...... 76 Figure 5-18: Lawrence Berkeley Lab Shuttle Routes Serving the Study Area ...... 78 Figure 6-1: Current Bike Network ...... 81 Figure 6-2: Midday Pedestrians Flows (Generated from Space Syntex Model) ...... 82 Figure 7-1: Car Share Locations ...... 85

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TABLE OF TABLES

Table ES.1: Mode Share – Berkeley Downtown ...... 5 Table 2.1: Mode Share – Berkeley Downtown ...... 22 Table 3.1: Study Intersections ...... 24 Table 3.2: Level of Service for Signalized Intersections ...... 27 Table 3.3: Level of Service for Unsignalized Intersections ...... 27 Table 3.4: Existing Condition AM Peak Hour Level of Service ...... 28 Table 3.5: Existing Condition PM Peak Hour Level of Service ...... 29 Table 3.6: Existing Tube Counts ...... 35 Table 3.7: Comparison – Arts District Weekday and Saturday Peak Hour Traffic Volumes ...... 39 Table 4.1: City Parking Standards ...... 42 Table 4.2: New Parking Developments ...... 43 Table 4.3: Off-Street Parking Occupancy Rates ...... 47 Table 4.4: On Street Parking Occupancy – 7:00 AM ...... 50 Table 4.5: On Street Parking Occupancy – 12:00 Noon to 3:00 PM ...... 51 Table 4.6: On Street Parking Occupancy – 4:00 PM to 6:00 PM ...... 52 Table 5.1: Downtown Study Area Transit Summary ...... 54 Table 5.2: AC Transit Study Area Serving Route Details ...... 64 Table 7.1: Car Share Programs ...... 84

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EXECUTIVE SUMMARY The following is a summary of key findings from each section related to the transportation network in Downtown Berkeley. A further description of each transportation element can be found in its respective chapter.

Downtown Berkeley Travel Summary

• The study area attracts nearly 10,000 work-related trips and generates approximately 1,000 work-based trips on a daily basis. • UCB generates approximately 30,000 daily trips, of which roughly half are work-related. • Mode shares for those who work/live in the downtown are:

Table ES.1: Mode Share – Berkeley Downtown

Mode Work in Downtown Live in Downtown

Drive Alone 52% 30% Carpool 11% 4%

Walk 10% 37% BART 10% 14% Bike 5% 6% Other 3% 2%

• Travel mode choice by UCB employees closely resembles that of those who work in the downtown study area. • Single occupant vehicle usage has continually diminished by UC Berkeley students and staff during the past 15-20 years, while transit and carpooling have increased. • Single auto work trips to the downtown originate at areas further away than transit, bike, and walking trips. • Single auto work trips have a high origin location in the areas of Piedmont, Moraga, Lafayette, and Orinda. • Work trips using transit (bus and BART) have a high origin location to the north of the study area in the cities of Richmond and El Cerrito. • Approximately 820 (~ 43%) of the 1,900 households in the downtown do not own a vehicle. • The study area has a high percentage of zero automobile households compared to those areas directly surrounding it and within the greater region.

Existing Traffic Conditions

• The traffic analysis was completed for the existing weekday AM and PM peak hours at 48 study intersections in the downtown. • Analysis methodology is consistent with City of Berkeley Traffic Impact Report Guidelines.

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• Existing Level of Service (LOS) is acceptable, defined as LOS D or better, at all 48 study intersections during the AM and PM peak hours. • Analysis results suggest that there is available roadway capacity in the downtown in the Existing Condition. • Analysis of Saturday peak traffic conditions is not required based on the comparison between Saturday and Weekday peak hour volumes in Arts District. • Analysis of future baseline traffic conditions will quantify the ability of the downtown roadway network to accommodate future traffic growth.

Existing Parking Conditions

• The downtown area has an estimated 2,250 off street (15 off street facilities) and 1,650 on street parking spaces.

• Time limits for on-street metered spaces vary between 10 minutes and 120 minutes.

• A current rate for public on-street spaces is $1.00 / hour.

• Current rates for off-street spaces favor short term parking and vary between $1.00/hour to $15/day.

• Existing off-street parking utilization suggests that some parking capacity is available during mid-day time periods. Average utilization for UC Berkeley facilities is 72 to 82 %. Average utilization of private facilities is 79 to 94%.

• On-street parking utilization is very high, particularly in the late afternoon time period between 4:00pm and 6:00pm.

Existing Transit Conditions

• BART accounts for 22,000 of the 40,000 daily transit trips to and from the downtown.

• Heavy bus volumes occur during the peak hours around Shattuck Square and Center Street, Bancroft and Durant (east of Shattuck), and the Hearst/Oxford entry from campus.

• AC Transit loads are nearing seated capacity during the peak periods, but only the 51 Northbound is at standing capacity.

• Nearly 75% of all boardings/alightings in the study area occur at the intersection of Shattuck and Center.

• The UC Berkeley Shuttle and Lawrence Berkeley Lab Shuttle account for a relatively low percentage of boardings and alightings in the study area but contribute to the peak hour bus volumes.

Non-Motorized Transportation

• Berkeley is a very active biking community, generating nearly 500 daily bike work trips to the study area and 3,500 bike trips to UCB.

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• The top four intersections for peak hour bike activity in the study area are: Fulton at Channing, Oxford at Berkeley Way, Milvia at Hearst, and Shattuck at Hearst.

• Milvia Street and Channing Way provide the study area with bicycle boulevard access the north/south and east/west, respectively.

• Berkeley is a very active walking community, generating nearly 1,000 daily walking work trips to the study area and nearly 14,000 walking trips to UC Berkeley.

• The top four intersections for peak hour pedestrian activity in the study area are: Shattuck and Center, Shattuck and Allston, Shattuck and University, and Shattuck Square and Center.

• Center Street and Shattuck Avenue (between Center Street and University) form the major pedestrian corridors in the study area.

• There is a high incidence of accidents along Allston Way, at its intersections with Martin Luther King Way, Shattuck Avenue, and Fulton Street.

Transportation Demand Management

• The City of Berkeley and UC Berkeley have recently implemented a variety of TDM programs that have reduced single occupant auto use to the downtown and campus.

• The 2000 Southside/Downtown TDM Plan provides a valuable reference guide for TDM policies that are specific to the study area and Southside of campus.

• The city is currently working to establish a dynamic parking management signage system that would better utilize the current inventory of parking.

• Multiple car share locations are provided for downtown residents.

• Larger employers qualify for some TDM programs that smaller employers are ineligible for, making it difficult for many downtown businesses to participate.

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1.0 INTRODUCTION This report documents the results of a transportation analysis performed for the City of Berkeley, analyzing the existing conditions of the downtown area of the City of Berkeley. This transportation analysis is part of Phase I in the preparation of an Environmental Impact Report (EIR). Phase I defines the preferred Downtown Area Plan (DAP) transportation /land use scenario. Phase II involves the preparation of an Environmental Impact Report (EIR) to assess the Downtown Area Plan (DAP) scenario.

1.1 REPORT SECTIONS This report consists of eight sections. • Introduction • Downtown Berkeley Travel Summary • Existing Traffic Conditions • Existing Parking Conditions • Existing Transit Conditions • Non-Motorized Transportation • Transportation Demand Management (TDM) • Next Steps

1.2 STUDY AREA Downtown Berkeley is located adjacent to University of California (UC Berkeley) campus in the City of Berkeley. The study area is bounded by Hearst Street to the north, Dwight Way on the south, Martin Luther King Way to the east and Oxford/ Fulton Street on the west.

The current Downtown Area Plan (DAP) was adopted in 1990. After adopting the Downtown Area Plan the downtown has experienced significant economic and demographic changes. UC Berkeley’s 2020 Long Range Development Plan (LRDP) also calls for development on about three city blocks in the downtown. To address new issues pertaining to economic, demographic and land use changes, the City of Berkeley is updating and expanding the Downtown Area Plan.

The Downtown Area Plan is being developed under the guidance of Downtown Area Plan Advisory Committee (DAPAC) as appointed by the City of Berkeley, in partnership with UC Berkeley.

1.3 PURPOSE OF EXISTING CONDITIONS REPORT

This report identifies existing conditions pertaining to traffic, parking, transit and non-motorized transportation. Existing conditions identified in this report will serve as a basis for assumptions to conduct future baseline analysis.

The contents of this report were presented in draft form to the DAPAC on January 31st, 2006. This draft report reflects comments received from DAPAC at the presentation on January 31st.

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City of Berkeley Downtown Area Plan Transportation Analysis IBI Figure 1-1 GROUP Project Study Area Existing Traffic Conditions Report – Revised Draft

2.0 DOWNTOWN BERKELEY TRAVEL SUMMARY 2.1 TRAVEL DEMAND DATA The travel behavior by those who live in the downtown and those who work in the downtown is analyzed using Summary File 3 data1 from the 2000 US Census data. According the Census, 2,734 people reside in the downtown study area, and the downtown generates approximately 9,690 daily work trips. The downtown resident population is young in age, indicating a high percentage of UC Berkeley students as shown in Figure 2-1.

Downtown Berkeley Population Pyramid (2000) Population = 2,734

85 +

80 to 84 % Male 2000 75 to 79

70 to 74 % Female 2000 65 to 69

60 to 64

55 to 59

50 to 54

) 45 to 49 Age years ( 40 to 44

35 to 39

30 to 34

25 to 29

20 to 24

15 to 19

10 to 14

5 to 9

Under 5

40.00% 30.00% 20.00% 10.00% 0.00% 10.00% 20.00% 30.00% 40.00% Percent of Total Population Figure 2-1: Downtown Resident Population Pyramid

Travel behavior for those who live and those who work in the downtown study area is presented side by side in Figures 2-2 and 2-3 below. The mode choice data shows a much higher percentage of single auto use for those working downtown than for those who live downtown. Alternative modes such as walking and bicycling account for 43% of all trips by downtown residents. The travel time to work data shows a shorter commute distance in terms of time for those living downtown. Travel time to work data, along with the mode choice to work data, indicates downtown residents live closer to the place of work than those commuting to the downtown for work.

The University of California at Berkeley (UCB), located directly to the east of the downtown study area, generates approximately 30,000 daily trips between faculty, staff, and students.2 The adjacent location of this trip generator has significant influence on the study area’s transportation network.

1 Source: http://www.census.gov/ 2 Estimated using 1990 and 2020 UC Berkeley Long Range Development Plan (LRDP)

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Mode Split Mode Split Those Who Live in Downtown Berkeley Those Who Work in Downtown Berkeley

Other Other 2% Walk 3% 10%

Bike Drive Alone 5% 30%

Walk 37% BART 10%

Drive Alone 52% Carpool Bus 4% 9%

Bus 7% Carpool Bike 11% 6% BART 14%

Figure 2-2: Downtown Study Area Mode Splits to Work

Study Area Travel to Work Times

40%

Downtown Employees 35% Downtown Residents

30%

25%

20%

15%

10%

0% Less than 10 10 to 20 20 to 30 30 to 40 40 to 60 60 plus Time to Work (minutes)

Figure 2-3: Downtown Study Area Travel Times to Work

The UC Berkeley mode split data presented in Figure 2-4 and Figure 2-5 shows a decreasing rate of drive alone behavior by faculty, staff, and students, and an increasing rate of transit and rideshare activity between 1990 and 2006. Student travel has also seen a additional reduction in walking and bicycling trips. This change in behavior can be attributed to the University’s Transportation Demand Measures (TDM, described in greater detail later in the briefing) such as the AC Transit class pass, car sharing, and vanpooling programs.

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Faculty Staff Mode Split Trends

1990 LRDP 1996 70.0% 2001 2006

60.0%

50.0%

40.0%

30.0%

20.0%

10.0%

0.0% Walk Transit Bicycle Drive Alone Rideshare Other Figure 2-4: Faculty / Staff Mode Split Trends

Student Mode Split Trends

1992

1997 60.0% 2000 2006

50.0%

40.0%

30.0%

20.0%

10.0%

0.0% Walk Transit Bicycle Drive Alone Rideshare Motorcycle Other

Figure 2-5: Student Mode Split Trends

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Origins in and destinations to and from the downtown study area were analyzed and represented spatially. Trips attracted to the downtown study area are shown in Figure 2-6 and trips originating in the study area are shown in Figure 2-7. The work trips attracted to the study area are further broken down by mode choice: drive alone trips, subway trips, bus trips, bike trips and walking trips. Figure 2-8 through Figure 2-12 show work-based origins that have their destination in the study area.

The patterns of trip origins by mode reflect mode choices and the availability of high capacity transit on the major travel corridors. The more frequent occurrences of auto and transit trips tend to be further away from the study area, while the walking and bike trips are closer. Areas including Piedmont, Moraga, Lafayette, and Orinda have very high single auto volumes compared to the rest of the East Bay. BART and bus trips have a high origin catchment area to the north in the cities of El Cerrito and Richmond.

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Figure 2-6: Total Trip Origins Attracted to the Downtown Study Area

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Figure 2-7: Total Trip Origins Produced by the Downtown Study Area

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Source: 2000 Census

Figure 2-8: Work Trip Origins to the Downtown Study Area (Drive Alone Trips)

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Source: Census 2000

Figure 2-9: Work Trip Origins to the Downtown Study Area (Subway Trips)

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Source: Census 2000

Figure 2-10: Work Trip Origins to the Downtown Study Area (Bus Trips)

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Source: Census 2000

Figure 2-11: Work Trip Origins to the Downtown Study Area (Bike Trips)

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Source: Census 2000

Figure 2-12: Work Trip Origins to the Downtown Study Area (Walking Trips)

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2.2 VEHICLE OWNERSHIP DATA Vehicle ownership is useful in determining what proportion of residents are non auto-dependent and rely on other modes of travel or car sharing to complete their trip making. The downtown study area contains approximately 1,900 households, of which 820 (~43%) do not possess an automobile.3

Figure 2-13 shows those households in the central areas of the study area have higher rates of zero auto ownership than those to the north and south. The area on the map in the 61% -100% category has a zero vehicle household rate of 63%. The downtown study area as a whole also has a higher percentage of zero vehicle households than the areas directly to the south and to the west.

Figure 2-13: Zero Automobile Households (Downtown)

Figure 2-14 shows a regional picture of zero automobile ownership percentages by Census block group. This spatial representation shows the downtown study area, along with Downtown Oakland and areas south of the UC Berkeley campus, as the predominate area of zero automobile households in the region. The Berkeley Hills and Oakland Hills regions show the lowest percentage of zero vehicle households. High concentration of zero automobile households in the downtown area is reflected in the mode share data as summarized in Table 2.1. People who live in downtown use walking (37%), Carpool (4%), BART (14%) and Bike (6%) as the predominate mode of transportation.

3 2000 US Census, obtained from the Metropolitan Transportation Commission (MTC)

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2.3 KEY FINDINGS – DOWNTOWN TRAVEL SUMMARY

• The study area attracts nearly 10,000 work-related trips and generates approximately 1,000 work-based trips on a daily basis.

• UCB generates approximately 30,000 daily trips, of which roughly half are work-related.

• Mode shares for those who work/live in the downtown are:

Table 2.1: Mode Share – Berkeley Downtown

Mode Work in Downtown Live in Downtown

Drive Alone 52% 30% Carpool 11% 4% Walk 10% 37% BART 10% 14% Bike 5% 6% Other 3% 2%

• Travel mode choice by UCB employees closely resembles that of those who work in the downtown study area.

• Single occupant vehicle usage has continually diminished by UC Berkeley students and staff during the past 15-20 years, while transit and carpooling have increased.

• Single auto work trips to the downtown originate at areas further away than transit, bike, and walking trips.

• Single auto work trips have a high origin location in the areas of Piedmont, Moraga, Lafayette, and Orinda.

• Work trips using transit (bus and BART) have a high origin location to the north of the study area in the cities of Richmond and El Cerrito.

• Approximately 820 (~ 43%) of the 1,900 households in the downtown do not own a vehicle.

• The study area has a high percentage of zero automobile households compared to those areas directly surrounding it and within the greater region.

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Figure 2-14: Zero Automobile Households (East Bay)

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3.0 EXISTING TRAFFIC CONDITIONS The DAP existing conditions traffic impact analysis is performed in accordance with City of Berkeley Traffic Impact Study Guidelines. Traffic operations are analyzed with the Synchro traffic analysis software using the capacity analysis methodology published in the Transportation Research Board – Highway Capacity Manual (HCM) 2000 update. Signalized intersections are analyzed using the Operational Method described in Chapter 16, Section II of the HCM, and unsignalized intersections are analyzed using HCM Chapter 17.

Study Intersections The scope of this study includes key intersections within the downtown area. The study intersections for this analysis are listed in Table 3.1.

Table 3.1: Study Intersections

No. Intersection No. Intersection

1 Martin Luther King Blvd / Hearst Street 25 Shattuck Square / University Avenue 2 Martin Luther King Blvd / Berkeley Way 26 Shattuck Avenue / Addison Street 3 Martin Luther King Blvd / University Avenue 27 Shattuck Square / Addison Street 4 Martin Luther King Blvd / Addison Street 28 Shattuck Avenue / Center Street 5 Martin Luther King Blvd / Center Street 29 Shattuck Square / Center Street 6 Martin Luther King Blvd / Allston Way 30 Shattuck Avenue / Allston Way 7 Martin Luther King Blvd / Bancroft Way 31 Shattuck Avenue / Kittredge Street 8 Martin Luther King Blvd / Channing Way 32 Shattuck Avenue / Bancroft Way 9 Martin Luther King Blvd / Haste Way 33 Shattuck Avenue / Durant Avenue 10 Martin Luther King Blvd / Dwight Way 34 Shattuck Avenue / Channing Way 11 Milvia Street / Hearst Street 35 Shattuck Avenue / Haste Way 12 Milvia Street / University Avenue 36 Shattuck Avenue / Dwight Way 13 Milvia Street / Addison Street 37 Oxford Street / Hearst Street 14 Milvia Street / Center Street 38 Oxford Street / Berkeley Way 15 Milvia Street / Allston Way 39 Oxford Street / University Avenue 16 Milvia Street / Kittredge Street 40 Oxford Street / Addison Street 17 Milvia Street / Bancroft Way 41 Oxford Street / Center Street 18 Milvia Street / Durant Avenue 42 Oxford Street / Allston Way 19 Milvia Street / Channing Way 43 Oxford Street / Kittredge Street 20 Milvia Street / Haste Way 44 Oxford Street / Fulton Street / Bancroft Way 21 Milvia Street / Dwight Way 45 Fulton Street / Durant Way 22 Shattuck Avenue / Hearst Street 46 Fulton Street / Channing Way 23 Shattuck Avenue / Berkeley Way 47 Fulton Street / Haste Way 24 Shattuck Avenue / University Avenue 48 Fulton Street / Dwight Way

Existing lane geometries at each of the project study intersections are illustrated in Figures 3- 1a/3-1b on the following pages.

IBI GROUP PAGE 24 24 North/South: MLK Way North/South: MLK Way North/South: Milvia Street East/West: Hearst Street East/West: Haste Street East/West: Bancroft Way

1 9 17

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43 31 t. Fulton St. North/South: MLK Way North/South: Milvia Street North/South: Milvia Street 16 Kittredge S East/West: Center Street East/West: Addison Street East/West: Dwight Way

32 44 17 Bancroft Wy. 7 5 13 21 45 33 18 Durant Ave.

North/South: MLK Way North/South: Milvia Street North/South: Shattuck Ave. 46 East/West: Allston Way East/West: Center Street East/West: Hearst Street 34 19 8 Channing Wy.

6 14 22 35 47 20 Haste St. 9

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North/South: MLK Way North/South: Milvia Street North/South: Shattuck Ave. East/West: Channing Way East/West: Kittredge Street East/West: University Ave. N LEGEND 8 16 24 Study Intersection - Signalized

Study Intersection - Stop Sign Intersection Geometry

Berkeley Downtown Area Traffic Impact Analysis IBI Figure 3-1a GROUP Existing Study Intersection Geometry North/South: Shattuck Square North/South: Shattuck Ave. North/South: Oxford Street East/West: University Ave. East/West: Durant Ave. East/West: Center Street

25 33 3941

North/South: Shattuck Ave. North/South: Shattuck Ave. North/South: Oxford Street East/West: Addison Street East/West: Channing Way East/West: Allston Way

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2 y. Berkeley Wy.

27 35 43 24 25 39 12 3 University Ave.

40 North/South: Shattuck Ave. North/South: Shattuck Ave. North/South: Fulton Street 26 27

East/West: Center Street East/West: Dwight Way East/West: Bancroft Way 4 13 Addison St. W

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29 37 45 32 44 17 Bancroft Wy. 7

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46 34 19 8 Channing Wy. 30 38 46

35 47 20 Haste St. 9 North/South: Shattuck Ave. North/South: Oxford Street North/South: Fulton Street East/West: Kittredge Street East/West: University Ave. East/West: Haste Street 48 36 21 10 Dwight Wy.

31 39 47

North/South: Shattuck Ave. North/South: Oxford Street North/South: Fulton Street East/West: Bancroft Way East/West: Addison Street East/West: Dwight Way N LEGEND 32 40 48 Study Intersection - Signalized

Study Intersection - Stop Sign Intersection Geometry

Berkeley Downtown Area Traffic Impact Analysis IBI Figure 3-1b GROUP Existing Study Intersection Geometry Existing Traffic Conditions Report – Revised Draft

3.1 ANALYSIS METHODOLOGY Traffic conditions at signalized intersections were evaluated using the 2000 HCM operations methodology for signalized intersections, which evaluates capacity in terms of the volume-to- capacity (v/c) ratio and evaluates LOS based on controlled delay per vehicle. Controlled delay is defined as the portion of the total delay attributed to the traffic signal operation including deceleration delay, queue move-up time, stopped delay, and final acceleration delay. The relationship between controlled delay per vehicle and LOS for signalized intersections is summarized in Table 3.2.

Table 3.2: Level of Service for Signalized Intersections

Level of Controlled Delay Description of Traffic Conditions Service (sec/veh)

Insignificant delays: no approach phase is fully utilized and no vehicle A ≤ 10 waits longer than one red indication.

Minimal delays: an occasional approach phase is fully utilized. B > 10 – 20 Drivers begin to feel restricted.

Acceptable delays: major approach phase may become fully utilized. C > 20 – 35 Most drivers feel somewhat restricted.

Tolerable delays: drivers may wait through more than one red D indication. Queues may develop but dissipate rapidly, without > 35 – 55 excessive delays.

Significant delays: volumes approaching capacity. Vehicles may wait E > 55 – 80 through several cycles and long vehicle queues form upstream.

Excessive delays: represents conditions at capacity, with extremely F > 80 long delays. Queues may block upstream intersections.

Source: Highway Capacity Manual, Transportation Research Board, 2000

For unsignalized intersections, the HCM 2000 methodology for unsignalized intersections was used. With this methodology, LOS is related to the controlled delay for each stop-controlled movement. The relationship between controlled delay per vehicle and LOS for unsignalized intersections is summarized in Table 3.3.

Table 3.3: Level of Service for Unsignalized Intersections

Level of Controlled Delay Description of Traffic Conditions Service (sec/veh)

A No delays for stop-controlled approaches. 0 – 10

B Operations with minor delays. > 10 – 15

C Operations with moderate delays. > 15 – 25

D Operations with some delays. > 25 – 35

E Operations with high delays and long queues. > 35 – 50

Operation with extreme congestion, with very high delays and F > 50 long queues unacceptable to most drivers. Source: Highway Capacity Manual, Transportation Research Board, 2000

IBI GROUP PAGE 27 27 Existing Traffic Conditions Report – Revised Draft

3.2 WEEKDAY PEAK HOUR TRAFFIC CONDITIONS

Traffic Volumes Traffic volumes at the project study intersections were obtained from the City of Berkeley or through new traffic counts conducted in November 2006. A growth factor of 1% per year is applied to all traffic volumes collected from previous years in order to estimate Year 2006 conditions. Figures 3-2a/3-2b and 3-3a/3-3b summarize the existing traffic volumes at each of the study intersections.

Level of Service Analysis The level of service values for study intersections in the existing condition are presented in this section. Existing delay and level of service at the project study intersections are evaluated using Synchro traffic analysis software. Consistent with the City of Berkeley standards for traffic studies, the existing intersections are analyzed using the 2000 HCM methodology for signalized and unsignalized intersections, as appropriate. Table 3.4 and Table 3.5 summarize the results of this analysis. Table 3.4: Existing Condition AM Peak Hour Level of Service Delay No. Intersection Control V/C (in LOS Sec) 1 Martin Luther King Blvd / Hearst Street Signalized 0.52 13.4 B 2 Martin Luther King Blvd / Berkeley Way Unsignalized 0.46 1.0 A 3 Martin Luther King Blvd / University Avenue Signalized 0.65 21.3 C 4 Martin Luther King Blvd / Addison Street Unsignalized 0.66 2.4 A 5 Martin Luther King Blvd / Center Street Signalized 0.63 11.6 B 6 Martin Luther King Blvd / Allston Way Signalized 0.62 15.3 B 7 Martin Luther King Blvd / Bancroft Way Signalized 0.58 12.0 B 8 Martin Luther King Blvd / Channing Way Signalized 0.46 7.7 A 9 Martin Luther King Blvd / Haste Way Signalized 0.47 8.6 A 10 Martin Luther King Blvd / Dwight Way Signalized 0.75 19.4 B 11 Milvia Street / Hearst Street Signalized 0.34 11.0 B 12 Milvia Street / University Avenue Signalized 0.44 7.8 A 13 Milvia Street / Addison Street Unsignalized 0.43 13.0 B 14 Milvia Street / Center Street Signalized 0.36 13.3 B 15 Milvia Street / Allston Way Signalized 0.44 11.9 B 16 Milvia Street / Kittredge Street Unsignalized 0.54 11.9 B 17 Milvia Street / Bancroft Way Unsignalized 0.52 3.1 A 18 Milvia Street / Durant Avenue Unsignalized 0.56 2.4 A 19 Milvia Street / Channing Way Unsignalized 0.44 14.1 B 20 Milvia Street / Haste Way Unsignalized 0.46 15.9 C 21 Milvia Street / Dwight Way Unsignalized 0.55 12.5 B 22 Shattuck Avenue / Hearst Street Signalized 0.43 15.5 B 23 Shattuck Avenue / Berkeley Way Unsignalized 0.61 4.9 A 24 Shattuck Avenue / University Avenue Signalized 0.49 13.4 B 25 Shattuck Square / University Avenue Signalized 0.31 9.9 A 26 Shattuck Avenue / Addison Street Signalized 0.31 11.4 B 27 Shattuck Square / Addison Street Signalized 0.22 6.9 A 28 Shattuck Avenue / Center Street Signalized 0.26 10.2 B 29 Shattuck Square / Center Street Signalized 0.26 14.4 B 30 Shattuck Avenue / Allston Way Signalized 0.56 10.5 B

IBI GROUP PAGE 28 28 Existing Traffic Conditions Report – Revised Draft

Delay No. Intersection Control V/C (in LOS Sec) 31 Shattuck Avenue / Kittredge Street Signalized 0.49 11.7 B 32 Shattuck Avenue / Bancroft Way Signalized 0.36 7.1 A 33 Shattuck Avenue / Durant Avenue Signalized 0.48 12.2 B 34 Shattuck Avenue / Channing Way Signalized 0.53 7.1 A 35 Shattuck Avenue / Haste Way Signalized 0.52 8.9 A 36 Shattuck Avenue / Dwight Way Signalized 0.66 16.6 B 37 Oxford Street / Hearst Street Signalized 0.6 27.6 C 38 Oxford Street / Berkeley Way Signalized 0.38 13.6 B 39 Oxford Street / University Avenue Signalized 0.65 27.1 C 40 Oxford Street / Addison Street Unsignalized 0.62 24 C 41 Oxford Street / Center Street Signalized 0.42 12 B 42 Oxford Street / Allston Way Unsignalized 0.43 1.0 A 43 Oxford Street / Kittredge Street Unsignalized 0.55 3.2 A 44 Oxford Street / Fulton Street / Bancroft Way Signalized 0.39 11.7 B 45 Fulton Street / Durant Way Signalized 0.5 11.8 B 46 Fulton Street / Channing Way Unsignalized 0.53 12.5 B 47 Fulton Street / Haste Way Signalized 0.32 14.6 B 48 Fulton Street / Dwight Way Signalized 0.33 5.0 A

Table 3.5: Existing Condition PM Peak Hour Level of Service Delay No. Intersection Control V/C (in LOS Sec) 1 Martin Luther King Blvd / Hearst Street Signalized 0.64 17.2 B 2 Martin Luther King Blvd / Berkeley Way Unsignalized 0.58 1.8 A 3 Martin Luther King Blvd / University Avenue Signalized 0.74 20.8 C 4 Martin Luther King Blvd / Addison Street Unsignalized 0.59 2.1 A 5 Martin Luther King Blvd / Center Street Signalized 0.48 13.9 B 6 Martin Luther King Blvd / Allston Way Signalized 0.52 13.6 B 7 Martin Luther King Blvd / Bancroft Way Signalized 0.57 9.8 A 8 Martin Luther King Blvd / Channing Way Signalized 0.49 9.7 A 9 Martin Luther King Blvd / Haste Way Signalized 0.58 13.4 B 10 Martin Luther King Blvd / Dwight Way Signalized 0.83 21.7 C 11 Milvia Street / Hearst Street Signalized 0.54 12.9 B 12 Milvia Street / University Avenue Signalized 0.86 21.7 C 13 Milvia Street / Addison Street Unsignalized 0.53 16.8 C 14 Milvia Street / Center Street Signalized 0.63 15.2 B 15 Milvia Street / Allston Way Signalized 0.7 17.3 B 16 Milvia Street / Kittredge Street Unsignalized 0.72 17.3 C 17 Milvia Street / Bancroft Way Unsignalized 0.52 5.0 A 18 Milvia Street / Durant Avenue Unsignalized 0.57 3.1 A 19 Milvia Street / Channing Way Unsignalized 0.57 13.4 B 20 Milvia Street / Haste Way Unsignalized 0.57 21.7 C 21 Milvia Street / Dwight Way Unsignalized 0.6 13.6 B 22 Shattuck Avenue / Hearst Street Signalized 0.45 22.4 C 23 Shattuck Avenue / Berkeley Way Unsignalized 0.63 14.6 B

IBI GROUP PAGE 29 29 Existing Traffic Conditions Report – Revised Draft

Delay No. Intersection Control V/C (in LOS Sec) 24 Shattuck Avenue / University Avenue Signalized 0.5 17.9 B 25 Shattuck Square / University Avenue Signalized 0.41 12.6 B 26 Shattuck Avenue / Addison Street Signalized 0.41 11.3 B 27 Shattuck Square / Addison Street Signalized 0.42 8.9 A 28 Shattuck Avenue / Center Street Signalized 0.35 11.8 B 29 Shattuck Square / Center Street Signalized 0.46 16.6 B 30 Shattuck Avenue / Allston Way Signalized 0.71 15.5 B 31 Shattuck Avenue / Kittredge Street Signalized 0.67 11.5 B 32 Shattuck Avenue / Bancroft Way Signalized 0.53 10.7 B 33 Shattuck Avenue / Durant Avenue Signalized 0.55 10.2 B 34 Shattuck Avenue / Channing Way Signalized 0.82 16.2 B 35 Shattuck Avenue / Haste Way Signalized 0.65 11.7 B 36 Shattuck Avenue / Dwight Way Signalized 0.76 18.1 B 37 Oxford Street / Hearst Street Signalized 0.57 24.0 C 38 Oxford Street / Berkeley Way Signalized 0.36 10.1 B 39 Oxford Street / University Avenue Signalized 0.62 14.5 B 40 Oxford Street / Addison Street Unsignalized 0.48 3.6 A 41 Oxford Street / Center Street Signalized 0.42 13.3 B 42 Oxford Street / Allston Way Unsignalized 0.58 13.8 B 43 Oxford Street / Kittredge Street Unsignalized 0.69 2.9 A 44 Oxford Street / Fulton Street / Bancroft Way Signalized 0.62 10.8 B 45 Fulton Street / Durant Way Signalized 0.41 8.7 A 46 Fulton Street / Channing Way Unsignalized 0.64 18.2 C 47 Fulton Street / Haste Way Signalized 0.41 14.3 B 48 Fulton Street / Dwight Way Signalized 0.34 8.5 A

IBI GROUP PAGE 30 30 North/South: MLK Blvd. North/South: MLK Blvd. North/South: Milvia Street East/West: Hearst Street East/West: Haste Street East/West: Bancroft Way 881 958 285 11 40 0 0 0 24 26 17 0 53 0 65 239 1 123 0 9 0 0 17 0 50 73 0 221 0 22 8 77 0 0 0 50 544 795 172

North/South: MLK Blvd. North/South MLK Blvd. North/South: Milvia Street Ave. Shattuck

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East/West: Berkeley Way East/West: Dwight Way East/West: Durant Ave. St. Milvia xodSt. Oxford 943 879 295 23 8 176 96 0 72 Delaware St. 26 9 7 70 0 0 St.Walnut 37 10 2 6 442 10 0 0 18 0 22 0 22 11 10 8 129 0 1 Hearst St.

7 12 90 71 0 73 St. Bonita 38 612 703 244 23

North/South: MLK Blvd. North/South: Milvia Street North/South: Milvia Street 2 y. Berkeley Wy. East/West: University Ave. East/West: Hearst Street East/West: Channing way 954 153 216 39 43 50 12 38 51 13 24 25 12 University Ave. 62 36 7 12 82 24 3 607 3 531 268 11 182 54 19 38 142 42 14 35 30 17 40 27 159 80 11 42 13 14 26

4 13 Addison St. W

590 102 214 .

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North/South: MLK Blvd. North/South: Milvia Street North/South: Milvia Street c 41 e East/West: Addison Street East/West: University Ave. East/West: Haste Street 28 29 1139 167 140 5 14 Center St. y. htukAve. Shattuck Campanile W 26 63 86 12 147 0 St. Milvia

rv St. Grove 1 48 25 20 0 62 42 2 4 0 560 12 422 0 20 190 30 15 43 1 126 20 0 38 6 Allston Wy. 57 50 104 23 20 0 43 803 103 178 31 t. Fulton St. North/South: MLK Blvd. North/South: Milvia Street North/South: Milvia Street 16 Kittredge S East/West: Center Street East/West: Addison Street East/West: Dwight Way 906 241 105 44 0 168 23 29 0 79 32 17 Bancroft Wy. 0 127 6 34 83 0 7 0 5 0 50 13 31 433 21 0 0 71 39 26 54 0 45 33 0 94 20 20 0 42 18 Durant Ave. 683 187 104 North/South: MLK Blvd. North/South: Milvia Street North/South: Shattuck Ave. 46 East/West: Allston Way East/West: Center Street East/West: Hearst Street 34 19 858 241 685 8 Channing Wy. 105 117 25 39 48 131 110 105 11 33 20 87 47 135 6 124 57 14 51 277 22 185 35 20 Haste St. 94 50 32 22 36 63 9 102 126 31 34 10 34 48 620 183 288 36 21 North/South: MLK Blvd. North/South: Milvia Street North/South: Shattuck Ave. 10 Dwight Wy. East/West: Bancroft way East/West: Allston Way East/West: Berkeley Way 910 162 863 52 0 82 42 24 96 71 0 79 51 4 25 0 7 0 147 15 67 7 23 4 84 0 96 25 20 5 76 0 56 36 12 14 794 133 307

North/South: MLK Blvd. North/South: Milvia Street North/South: Shattuck Ave. East/West: Channing Way East/West: Kitteredge Street East/West: University Ave. 888 282 581 N 36 53 0 32 141 67 LEGEND 0 108 0 58 83 222 0 8 0 0 16 0 453 24 318 Study Intersection - Signalized 45 0 0 55 194 20 Study Intersection - Stop Sign 17 50 0 50 0 0 789 175 0 ## AM Peak Hour

Berkeley Downtown Area Traffic Impact Analysis IBI Figure 3- 2a GROUP Existing Study Intersection Volumes - AM Peak Hour North/South: Shattuck Square North/South: Shattuck Ave. North/South: Oxford Street East/West: University Ave. East/West: Durant Ave. East/West: Center Street 0 818 1023 0 0 10 61 35 9 0 0 12 0 18 10 526 25 195 35 33 0 13 41 11 0 0 13 0 25 15 391 166 30 342 45 26 0 751 441

North/South: Shattuck Ave. North/South Shattuck Ave. North/South: Oxford Street Ave. Shattuck

atnLte igW King Luther Martin

East/West: Addison Street East/West: Channing Way East/West: Allston Way St. Milvia xodSt. Oxford 836 732 1066 41 42 39 71 35 56 Delaware St. 0 0 6 53 16 0 37 43 26 48 58 34 52 0 42 0 22 27 22 45 107 43 0 11 Hearst St. 1 St.Walnut

0 0 47 59 20 0 St. Bonita 38 0 1026 609 23

North/South: Shattuck Square North/South: Shattuck Ave. North/South: Fulton Street 2 y. Berkeley Wy. East/West: Addison Street East/West: Haste Street East/West: Kittredge Street 0 862 1026 39 0 0 36 0 98 3 24 25 12 University Ave. 28 18 0 81 15 0 3 32 27 36 0 35 244 0 43 0 0 0 0 124 60 0 40 27 55 56 57 0 31 0 26

4 13 Addison St. W

498 1081 709 .

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North/South: Shattuck Ave. North/South: Shattuck Ave. North/South: Fulton Street c 41 e East/West: Center Street East/West: Dwight Way East/West: Bancroft Way 28 29 665 955 942 5 14 Center St. y. htukAve. Shattuck Campanile W 70 12 0 97 117 0 St. Milvia

rv St. Grove 0 0 87 0 0 457 42 37 28 114 398 36 0 0 44 169 30 15 54 12 84 0 0 70 6 Allston Wy. 0 0 0 166 41 0 43 0 1018 92 31 t. Fulton St. North/South: Shattuck Square North/South: Oxford Street North/South: Fulton Street 16 Kittredge S East/West: Center Street East/West: Addison Street East/West: Durant Ave. 0 678 563 44 0 0 24 95 0 418 32 17 Bancroft Wy. 27 10 22 33 103 0 7 69 29 122 341 37 201 299 45 0 0 0 109 157 40 0 45 33 35 32 49 404 0 0 18 Durant Ave. 568 234 0 North/South: Shattuck Ave. North/South: Oxford Street North/South: Fulton Street 46 East/West: Allston Way East/West: Center Street East/West: Channing Way 34 19 791 892 500 8 Channing Wy. 83 30 20 56 75 50 43 16 20 7 0 0 47 38 30 36 11 38 0 160 46 115 35 20 Haste St. 99 5 60 2 20 20 9 103 18 18 38 0 0 48 648 616 0 36 21 North/South: Shattuck Ave. North/South: Oxford Street North/South: Fulton Street 10 Dwight Wy. East/West: Kittredge Street East/West: University Ave. East/West: Haste Street 785 885 470 44 28 66 32 100 0 18 35 386 14 0 0 28 31 54 37 39 17 0 47 342 80 29 229 11 0 15 59 72 128 16 0 0 752 292 0

North/South: Shattuck Ave. North/South: Oxford Street North/South: Fulton Street East/West: Bancroft Way East/West: Addison Street East/West: Dwight Way 744 1354 0 N 20 0 90 0 0 499 LEGEND 0 65 12 0 0 0 0 32 70 0 40 0 575 48 0 Study Intersection - Signalized 62 123 62 0 13 0 Study Intersection - Stop Sign 49 0 108 0 0 11 744 698 0 ## AM Peak Hour

Berkeley Downtown Area Traffic Impact Analysis IBI Figure 3- 2b GROUP Existing Study Intersection Volumes - AM Peak Hour North/South: MLK Blvd. North/South: MLK Blvd. North/South: Milvia Street East/West: Hearst Street East/West: Haste Street East/West: Bancroft Way 733 876 322 25 26 0 0 0 18 81 38 0 128 0 89 161 1 286 0 9 0 0 17 0 31 72 0 365 0 41 43 50 0 0 0 29 769 973 240

North/South: MLK Blvd. North/South MLK Blvd. North/South: Milvia Street Ave. Shattuck

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East/West: Berkeley Way East/West: Dwight Way East/West: Durant Ave. St. Milvia xodSt. Oxford 607 949 294 26 12 189 88 0 55 Delaware St. 57 25 22 63 0 0 St.Walnut 37 8 2 13 491 10 0 0 18 0 22 0 29 11 24 18 96 0 1 Hearst St.

28 29 99 88 0 62 St. Bonita 38 705 881 245 23

North/South: MLK Blvd. North/South: Milvia Street North/South: Milvia Street 2 y. Berkeley Wy. East/West: University Ave. East/West: Hearst Street East/West: Channing Way 554 70 268 39 93 39 37 19 29 31 24 25 12 University Ave. 86 41 7 38 52 57 3 732 3 898 192 11 321 62 19 80 191 95 25 30 17 23 40 27 273 38 42 39 6 32 26

4 13 Addison St. W

731 195 225 .

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North/South: MLK Blvd. North/South: Milvia Street North/South: Milvia Street c 41 e East/West: Addison Street East/West: University Ave. East/West: Haste Street 28 29 927 223 155 5 14 Center St. y. htukAve. Shattuck Campanile W 45 47 70 34 132 0 St. Milvia

rv St. Grove 23 137 76 33 0 56 42 2 4 1 702 12 728 0 20 319 30 15 2 0 107 6 0 26 6 Allston Wy. 32 47 217 58 46 0 43 1075 184 199 31 t. Fulton St. North/South: MLK Blvd. North/South: Milvia Street North/South: Milvia Street 16 Kittredge S East/West: Center Street East/West: Addison Street East/West: Dwight Way 856 193 89 44 0 56 24 19 0 103 32 17 Bancroft Wy. 0 110 14 67 76 0 7 0 5 0 51 13 42 477 21 0 0 86 79 28 25 0 45 33 0 76 25 43 0 152 18 Durant Ave. 1040 349 63 North/South: MLK Blvd. North/South: Milvia Street North/South: Shattuck Ave. 46 East/West: Allston Way East/West: Center Street East/West: Hearst Street 34 19 773 208 529 8 Channing Wy. 55 99 62 57 27 99 84 84 18 81 72 143 47 90 6 113 73 14 102 236 22 324 35 20 Haste St. 86 67 39 41 3 91 9 92 65 62 80 17 14 48 958 326 595 36 21 North/South: MLK Blvd. North/South: Milvia Street North/South: Shattuck Ave. 10 Dwight Wy. East/West: Bancroft way East/West: Allston Way East/West: Berkeley Way 910 220 679 36 0 54 41 34 62 46 0 51 107 10 90 0 7 0 98 15 130 13 23 12 71 0 105 44 39 22 97 0 99 61 25 30 1074 289 614

North/South: MLK Blvd. North/South: Milvia Street North/South: Shattuck Ave. East/West: Channing Way East/West: Kitteredge Street East/West: University Ave. 825 345 519 N 28 72 0 70 79 31 LEGEND 0 101 0 118 86 427 0 8 0 0 16 0 484 24 622 Study Intersection - Signalized 34 0 0 48 157 52 Study Intersection - Stop Sign 36 41 0 52 0 0 1004 363 0 ## PM Peak Hour

Berkeley Downtown Area Traffic Impact Analysis IBI Figure 3-3 a GROUP Existing Study Intersection Volumes - PM Peak Hour North/South: Shattuck Square North/South: Shattuck Ave. North/South: Oxford Street East/West: University Ave. East/West: Durant Ave. East/West: Center Street 0 1025 940 0 0 22 97 56 9 0 0 26 0 37 9 517 251 388 58 33 0 11 41 15 0 0 47 0 65 37 859 270 79 208 74 19 0 1041 872

North/South: Shattuck Ave. North/South Shattuck Ave. North/South: Oxford Street Ave. Shattuck

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East/West: Addison Street East/West: Channing Way East/West: Allston Way St. Milvia xodSt. Oxford 877 1008 993 72 35 38 25 35 32 Delaware St. 0 0 0 27 94 89 St.Walnut 37 38 26 64 70 34 143 0 42 0 22 21 0 11 71 63 70 162 1 Hearst St.

0 0 109 59 27 0 St. Bonita 38 0 1185 888 23

North/South: Shattuck Square North/South: Shattuck Ave. North/South: Fulton Street 2 y. Berkeley Wy. East/West: Addison Street East/West: Haste Street East/West: Kittredge Street 0 1106 1185 39 0 0 48 0 92 5 24 25 12 University Ave. 37 70 0 114 21 0 3 40 27 72 0 35 362 0 43 0 0 0 0 184 73 0 40 27 65 42 88 0 38 0 26

4 13 Addison St. W

1035 1182 986 .

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North/South: Shattuck Ave. North/South: Shattuck Ave. North/South: Fulton Street c 41 e East/West: Center Street East/West: Dwight Way East/West: Bancroft Way 28 29 582 1245 954 5 14 Center St. y. htukAve. Shattuck Campanile W 95 8 0 124 142 0 St. Milvia 0 0 60 0 0 813 42 76 28 181 375 36 0 0 44 306 30 15 85 32 152 0 0 83 6 Allston Wy. 0 0 0 100 8 0 43 0 1256 136 31 t. Fulton St. North/South: Shattuck Square North/South: Oxford Street North/South: Fulton Street 16 Kittredge S East/West: Center Street East/West: Hearst Street East/West: Durant Ave. 0 400 648 44 0 0 30 30 0 396 32 17 Bancroft Wy. 50 72 21 59 155 0 7 87 29 144 226 37 442 177 45 0 0 0 81 330 24 0 45 33 73 40 111 187 0 0 18 Durant Ave. 1060 702 0 North/South: Shattuck Ave. North/South: Oxford Street North/South: Fulton Street 46 East/West: Allston Way East/West: Berkeley Way East/West: Channing Way 34 19 960 802 600 8 Channing Wy. 85 49 12 3 75 50 61 27 41 42 0 0 47 49 30 25 0 38 18 125 46 300 35 20 Haste St. 157 17 67 30 20 20 9 70 68 69 6 0 0 48 867 899 0 36 21 North/South: Shattuck Ave. North/South: Oxford Street North/South: Fulton Street 10 Dwight Wy. East/West: Kittredge Street East/West: University Ave. East/West: Haste Street 902 693 469 37 76 122 8 138 0 19 50 298 23 0 0 18 31 64 50 39 12 0 47 518 50 60 245 6 0 55 81 65 236 3 0 0 1047 692 0

North/South: Shattuck Ave. North/South: Oxford Street North/South: Fulton Street East/West: Bancroft Way East/West: Addison Street East/West: Dwight Way 928 1052 0 N 51 0 53 0 0 517 LEGEND 0 179 22 0 0 0 0 32 76 0 40 0 553 48 0 Study Intersection - Signalized 46 205 129 0 18 0 Study Intersection - Stop Sign 52 0 37 0 0 39 1008 998 0 ## PM Peak Hour Volume

Berkeley Downtown Area Traffic Impact Analysis IBI Figure 3-3b GROUP Existing Study Intersection Volumes - PM Peak Hour Existing Traffic Conditions Report – Revised Draft

3.3 SATURDAY ARTS DISTRICT TRAFFIC CONDITIONS This section summarizes the results of traffic counts obtained to assess Saturday afternoon and evening traffic conditions analysis in the Berkeley Downtown Arts District. The Arts District is assumed to be focused on Addison Street between Shattuck Avenue and Milvia Street and includes major venues such as the Berkeley Repertory Theater and the Aurora Theater Company. The existing cinemas on Shattuck Avenue are not included in this analysis. The analysis is focused on performance venues and exhibition or museum venues. It is anticipated that the Arts District land uses will experience peak trip generation on Saturday afternoons and evenings as the theaters and other venues stage performances and exhibitions. An assessment of Saturday traffic conditions in the vicinity of the Arts District is presented in this section in order to quantify potential impacts to traffic operations.

Roadway Link Tube Counts Roadway link 24-hour tube counts were conducted at seven locations in the Downtown Arts District. Counts were conducted over a 24 hour period on a Saturday in December, 2006. Table 3.6 summarizes the existing average daily traffic (ADT) counts for the Arts District.

Table 3.6: Existing Tube Counts

No. Street Location ADT (Veh. / Day)

1 Milvia Street Between University Avenue and Addison Street 4,147 2 Milvia Street Between Allston Way and Kittredge Street 5,099 3 Shattuck Avenue Between Allston Way and Kittredge Street 21,446 4 Center Street Between Milvia Street and Shattuck Avenue 3,146 5 Center Street Between Shattuck Avenue and Oxford Street 2,753 6 Addison Street Between Milvia Street and Shattuck Avenue 2,794 7 Shattuck Avenue Between University Avenue and Addison Street 19,511

Charts with average daily traffic (ADT) spread over a 24-hour period for the seven locations are shown in Figures 3-4 through 3-10. Existing average daily counts can be used for performing roadway capacity analysis for existing and future conditions.

IBI GROUP PAGE 35 35 Existing Traffic Conditions Report – Revised Draft

Milvia Street Between University and Addison

100 AM PM

(both directions) Total # of Vehicle 40

0 0 0.04 0.08 0.13 0.17 0.21 0.25 0.29 0.33 0.37 0.42 0.46 0.5 0.54 0.58 0.62 0.67 0.71 0.75 0.79 0.83 0.87 0.92 0.96 Time (Saturday)

Figure 3-4: ADT on Milvia Street between University Avenue and Addison Street

Milvia Street Between Allston and Kittredge

450 AM PM 400

350

300

250

200 (both directions) Total # of Vehicle 150

100

0 0 0.04 0.08 0.13 0.17 0.21 0.25 0.29 0.33 0.37 0.42 0.46 0.5 0.54 0.58 0.62 0.67 0.71 0.75 0.79 0.83 0.87 0.92 0.96 Time (Saturday)

Figure 3-5: ADT on Milvia Street between Allston Way and Kittredge Street

IBI GROUP PAGE 36 36 Existing Traffic Conditions Report – Revised Draft

Shattuck Street Between Allston and Kittredge

450 AM PM

400

350

300

250

200 (both directions) Total # of Vehicle 150

100

0 0 0.04 0.08 0.13 0.17 0.21 0.25 0.29 0.33 0.37 0.42 0.46 0.5 0.54 0.58 0.62 0.67 0.71 0.75 0.79 0.83 0.87 0.92 0.96 Time (Saturday)

Figure 3-6: ADT on Shattuck Avenue between Allston Way and Kittredge Street

Center Street Between Milvia and Shattuck

80 AM PM 70

(both directions) Total # of Vehicle 30

0 0 0.04 0.08 0.13 0.17 0.21 0.25 0.29 0.33 0.37 0.42 0.46 0.5 0.54 0.58 0.62 0.67 0.71 0.75 0.79 0.83 0.87 0.92 0.96 Time (Saturday)

Figure 3-7: ADT on Center Street between Milvia Street and Shattuck Avenue

IBI GROUP PAGE 37 37 Existing Traffic Conditions Report – Revised Draft

Center Street

Between Shattuck and Oxford

70 AM PM

30 (both directions) Total # of Vehicle

0 0 0.04 0.08 0.13 0.17 0.21 0.25 0.29 0.33 0.37 0.42 0.46 0.5 0.54 0.58 0.62 0.67 0.71 0.75 0.79 0.83 0.87 0.92 0.96

Time (Saturday)

Figure 3-8: ADT on Center Street between Shattuck Avenue and Oxford Street

Addison Street Between Milvia and Shattuck

90 AM PM

40 (both directions) Total # of Vehicle

0 0 0.04 0.08 0.13 0.17 0.21 0.25 0.29 0.33 0.37 0.42 0.46 0.5 0.54 0.58 0.62 0.67 0.71 0.75 0.79 0.83 0.87 0.92 0.96 Time (Saturday)

Figure 3-9: ADT on Addison Street between Milvia Street and Shattuck Avenue

IBI GROUP PAGE 38 38 Existing Traffic Conditions Report – Revised Draft

Shattuck Street

Between University and Addison

450 AM PM

400

350

300

250

200 (both directions) Total # of Vehicle 150

100

M M AM AM AM AM A AM AM P PM PM PM PM PM 0 0 0 0 0 0 0 0 0 0 0 :00 AM :0 :0 :0 :0 :0 0 :00 PM :0 0 :0 :0 0 1 2 3 4:00 5:00 AM6:00 AM7:00 AM8 9 0: 1:00 AM2:00 PM1:00 PM2 3:00 PM4 5: 6 7:00 8:00 PM9:00 PM 1: 12 1 1 1 10 1 Time (Saturday)

Figure 3-10: ADT on Shattuck Street between University Avenue and Addison Street

Comparison Saturday and Weekday Peak Hour Volumes A comparison between traffic volumes during Saturday and Weekday peak hours is shown in Table 3.7. Saturday peak hour volumes at seven identified location in Arts District were derived from the roadway link 24-hour tube counts. For weekday peak hour volumes nearest intersection leg to these locations with highest volumes were chosen.

Table 3.7: Comparison – Arts District Weekday and Saturday Peak Hour Traffic Volumes

Saturday Tube Counts Weekday Counts

Peak Peak Peak Hour Peak Hour No. Street Location Nearest Hour Peak Total Hour Peak Total Peak Period Intersection NB/ SB/WB NB/ EB NB/ SB/WB NB/ EB Leg EB + EB + SB/WB SB/WB

Between University 6:15 PM - 1 Milvia Street Avenue and Addison 228 122 350 12 S-Leg 459 336 795 7:15 PM Street

Between Allston Way 2:00 PM - 2 Milvia Street 304 120 424 16 N-Leg 481 415 896 and Kittredge Street 3:00 PM

Shattuck Between Allston Way 2:30 PM - 3 774 850 1624 30 S-Leg 1005 1134 2139 Avenue and Kittredge Street 3:30 PM

Between Mivia Street 10:45 AM - 4 Center Street 108 156 264 28 W - Leg 91 184 275 and Shattuck Avenue 11:45 AM

IBI GROUP PAGE 39 39 Existing Traffic Conditions Report – Revised Draft

Saturday Tube Counts Weekday Counts

Peak Peak Peak Hour Peak Hour No. Street Location Nearest Hour Peak Total Hour Peak Total Peak Period Intersection NB/ SB/WB NB/ EB NB/ SB/WB NB/ EB Leg EB + EB + SB/WB SB/WB

Between Shattuck 1:00 PM - 5 Center Street Avenue and Oxford 145 71 216 29 W-Leg 127 216 343 2:00 PM Street

Addison Between Milvia Street 12:45 PM - 6 189 110 299 13 E-Leg 113 137 250 Street and Shattuck Avenue 1:45 PM

Between University Shattuck 2:45 PM - 7 Avenue and Addison 760 807 1567 26 N-Leg 0 984 984 Avenue 3:45 PM Street

The comparison shows that for five out of seven locations in the Arts District Saturday Peak Hour Volumes are lower than Weekday peak hour volumes. Weekday peak hour conditions for intersections in proximity to the seven locations in Arts District are analyzed in section 3.2. In the existing conditions no traffic impacts are identified at these locations. However, the future conditions analysis will include an assessment based on land use changes proposed for the downtown.

3.4 KEY FINDINGS - TRAFFIC

• The traffic analysis was completed for the existing weekday AM and PM peak hours at 48 study intersections in the downtown.

• Analysis methodology is consistent with City of Berkeley Traffic Impact Report Guidelines.

• Existing Level of Service (LOS) is acceptable, defined as LOS D or better, at all 48 study intersections during the AM and PM peak hours.

• Analysis results suggest that there is available roadway capacity in the downtown in the Existing Condition.

• Analysis of Saturday peak traffic conditions is not required based on the comparison between Saturday and Weekday peak hour volumes in Arts District.

• Analysis of future baseline traffic conditions will quantify the ability of the downtown roadway network to accommodate future traffic growth.

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4.0 EXISTING PARKING CONDITIONS Downtown Parking Supply 4.1 EXISTING PARKING SUPPLY AND POLICIES The downtown study area has an estimated combined 3,900 public parking spaces between off-street lots On-Street and garages (2,250 spaces) and on-street metered spaces (1,650 spaces). The-off street public parking 42% supply is owned by three major entities; the City of Berkeley, Private Owners, and the University of Off-Street California. The locations of these facilities are shown 58% in Figure 4-1.

The on-street supply is composed of metered spaces with time limits varying from 10 minutes to 120 Off-Street Parking Ownership minutes. On-street parking with varying time limits is shown in Figure 4-2. Pay and Display units are in operation at approximately 260 of the on-street UC spaces. The rates for on-street spaces are currently 15% $1.00 per hour. City 30%

Table 4.1 displays the current parking standards based on the City’s zoning code. This table is accompanied by a map showing the spatial locations of the corresponding zoning classifications.

Five new developments are expected to add or modify the existing parking supply in the downtown study area and are listed under Table 4.2. Except for Oxford Plaza and Library Gardens, other developments are in Private the developing stages. Supply of parking spaces for the developments in developing stages is subject to 55% change.

The designated Residential Parking Permit Zones are shown in Figure 4-3. On-Street Parking Supply 10 min. 24 min. 30 min. (No Meter) (No Meter) 120 min. (Metered) 2% 1.8% (Residential 7.8% Parking Permit) 28.2% 60 min.

(Metered) 29.4%

120 min. 120 min. (Pay and (Metered) Display) 14.5% 17.5%

IBI GROUP PAGE 41 41 Existing Traffic Conditions Report – Revised Draft

Table 4.1: City Parking Standards

Use Off Street Requirement R2A R3 R4 C-1 C-2 C-N C-SA Dwelling: Dorms; Fraternity and Sorority Houses; Rooming and Boarding One per 5 residents, plus one for manager Houses; and Senior Congregate Housing Dwelling: One and Two Family One per unit*

Dwelling: One to Four Units One per unit

Dwelling: Multiple One per unit (75% less for seniors)

Dwelling: Multiple (fewer than 10) One per unit (75% less for seniors)

Dwelling: Multiple (5 or more) One per 3 dwelling units

One per 1,000 sq. ft. of gross floor area (75% Dwelling: Multiple (10 or more) less for seniors) One per 2 non-resident employees for a Employees: Community Care Facility Community Care Facility**

Group Living Accommodations One per 4 residents

Senior Congregate Housing One per each 5 residents plus 1 for manager

One per each 5 residents, plus one per each 3 Nursing Homes employees One per each 4 beds, plus one per each 3 Hospitals employees

Room Rentals One per each 2 roomers or boarders One per each 3 guest rooms, plus one per each Hotels 3 employees One per each guest/sleeping room plus one Motels space for owner or manager Single Room Occupancy Residential Hotels, with only common facilities One per 8 residents

Single Room Occupancy Residential Hotels, with some facilities One per 4 residents

One per 500 sq. ft of floor area that is publicly Libraries accessible

Offices (Medical) One per 300 sq. ft. of gross floor area

One per 400 sq. ft. of gross floor area (possible Offices (other) reduction)

Quick or Full Service Restaurants One per 300 sq. ft of floor area

Residential Uses, Nursing Homes R-3 R-3 R-4

* This also shall include Accessory Dwelling Units. An application for an Accessory Dwelling Unit that does not meet this standard may apply for an administrative use permit to waive this requirement subject to a special finding under Section 23D.40.090.D

**This requirement does not apply to those Community Care Facilities which under state law must be treated in the same manner as a single family residence

IBI GROUP PAGE 42 Existing Traffic Conditions Report – Revised Draft

Table 4.2: New Parking Developments

Total Total # Public Spaces Spaces Spaces Name Location Status Daytime Evening Public Private

Under 130 + Library Gardens Milvia & Kittredge 130 130 110 Construction ~40

Oxford between Allston & Oxford Plaza* Approved 97 97 105 40 Kittredge

Between Center and Addison Center Street Garage Planning Stage TBD and Milvia and Shattuck

Milvia between Bancroft & Berkeley High School Planning Stage 0 180 0 180 Durant

UC Hotel and Shattuck Square and Center Proposed 200* 200* 200* Conference Facility

Total 467 607 435 330

* The existing Oxford Plaza lot has 132 spaces. The rebuilt lot will result in a net loss of 35 public parking spaces.

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Figure 4-1: Off Street Parking

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Figure 4-2: On Street Parking

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Figure 4-3: Residential Parking Permit Zones

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4.2 OFF-STREET PARKING Utilization of off-street spaces varies by location and time of day. Table 4.3 shows a breakdown of City owned, UC owned and privately owned facities and their utilizations. Hour by hour utilizations for the City owned Center Street and Oxford Street parking garages for weekdays and weekend are shown in Figures 4-4 through 4-7 and additional detail is provided in the Appendix.

Table 4.3: Off-Street Parking Occupancy Rates

Occupancy Rates Ownership Facility Name M-F Type M-F AM M-F PM Sat AM Sat PM Afternoon City of Oxford Street Parking Lot 90% 77% 75% 56% 68% Berkeley City of Center Street Garage 98% 88% 51% 35% 32% Berkeley City of Berkeley Way Lot 29% 81% 71% 45% 65% Berkeley City of Berkeley Averages: 72% 82% 66% 45% 55%

Surface Lot UC Berkeley TBS TBS NA TBS TBS

University Hall Structure UC Berkeley 96% TBS 27% 13% 10%

University Hall West UC Berkeley 95% TBS 65% 65% 65%

Banway Lot UC Berkeley 100% TBS 15% TBS 9% Tang Center (Bancroft/ UC Berkeley NA NA NA NA NA Fulton Lot) UC Berkeley Averages: 97% TBS 36% 39% 28%

Allston Way Parking Private 73% 84% 37% 27% 11% Kittredge Street Parking Private 57% 70% 58% 48% 74% (new facility only) Promenade Parking Private 57% TBS 30% TBS 0%

Golden Bear Garage Private 78% TBS 22% TBS 0%

2126 Bancroft Parking Private TBS TBS NA TBS TBS

Al's Parking Lot Private 129% 129% 21% 71% 0%

Bank of America Building Private TBS TBS NA TBS TBS

Firestone Parking Lot Private TBS TBS NA TBS TBS

Private Operators Averages: 79% 94% 34% 49% 17%

Downtown Averages: 82% 88% 43% 45% 30%

City of Berkeley Reserved Parking Spaces and Permits: Center Street Garage: 16 spaces (6 reserved for Court), Berkeley Way Lot: 19 permit, Old City Hall: 8 spaces, New City Hall: 13 spaces, Veterans Building: 12 spaces.

n/a: not available Sources: City of Berkeley, UC Berkeley, Private Operators, Surveys

IBI GROUP PAGE 47 47 Existing Traffic Conditions Report – Revised Draft

Center Street Garage - Average Weekday Utilization

100% July 90% August September 80% October November December 70%

60%

50%

Garage Utilization Garage 40%

30%

20%

10%

M M M M M A A A A A PM 0 0 0 0 AM 0 AM PM 0 PM 0 PM 0 PM 0 0 0 0 0 :00 :00 :00 0 00 00 00 00:0 00:0 5:00: 6:00: 7:00: 8:00: 9:00: 10: 11: 12: 1:00: 2:00:00 PM 3:00:00 PM 4:00:00 PM 5: 6: 7:00:00 PM 8:00:00 PM 9:00:00 PM10:00:00 PM11:00:00 Time

Figure 4-4: Center Street Garage – Average 2005 Weekday Utilization

Center Street Garage - Average Weekend Utilization

100% July 90% August September October 80% November December 70%

60%

50%

Garage Utilization Garage 40%

30%

20%

10%

M M M M A A P P 00 00 AM 00 00 00 00 PM 00 PM 00 PM : 0: : : : 0: 0: 0: :0 :00 :0 0 :0 5:00:00 AM 6:00 7:00:00 AM 8 9:00:00 AM10:00:00 AM11 12:00:00 PM 1:00 2:00:00 PM 3:00 4:00:00 PM 5 6:00:00 PM 7: 8:00:00 PM 9:00:00 PM10 11:00:00 PM Time

Figure 4-5: Center Street Garage – Average 2005 Weekend Utilization

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Oxford Street Garage - Average Weekday Utilization

100% July 90% August September October 80% November December 70%

60%

50%

Garage Utilization Garage 40%

30%

20%

10%

M M M M M M M M M M M M AM A A A A A P P P P P P P 0 0 0 00 0 0 00 0 00 00 0 00 00 0:0 0:0 0:0 0:0 0:0 0: 0:0 0:0 :0 :0 :00: :0 :0 0 :0 :00: :00: :00: :00: :00:00 PM 5:0 6 7 8 9:00:00 AM10 11 12: 1:00:00 PM 2:00:00 PM 3 4 5 6:00:00 PM 7:0 8 9 10 Time

Figure 4-6: Oxford Street Garage – Average 2005 Weekday Utilization

Oxford Street Garage - Average Weekend Utilization

100% July 90% August September October 80% November December 70%

60%

50%

Garage Utilization 40%

30%

20%

10%

M M M M M M M M M M AM A AM A A A PM PM P PM P P P PM P P 0 00 0 0 00 :00 0:00 :00 0:00 0:00 :00 0:00 :00 00 0 00:0 00 :00: :0 :00:0 00:0 :00:00 0 00 00: 0 :00 5:00:00 AM 6: 7: 8: 9: 10 11 12 1: 2:00:00 3 4: 5:00:00 PM 6: 7:00:00 8: 9: 10 Time

Figure 4-7: Oxford Street Garage – Average 2005 Weekend Utilization

IBI GROUP PAGE 49 49 Existing Traffic Conditions Report – Revised Draft

4.3 ON-STREET PARKING The Metropolitan Transportation Commission (MTC) is currently conducting a Smart Growth and Parking Study in the region and selected Downtown Berkeley as a case study location. The MTC study includes the collection of existing on-street parking utilization data within the Downtown. Data for on-street parking utilization collected to date and provided to the City of Berkeley by MTC is presented in this section. The observations include a ten-block area of Downtown Berkeley defined by University Avenue to the north, Bancroft Way to the south, Oxford Street to the east, and Milivia Street to the west. The parking utilization observations were conducted during three different time periods: 7:00 AM, 12:00 PM to 3:00 PM and 4:00 PM to 6:00 PM.

Table 4.4 summarizes the utilization data for the morning time period. The street segments with the highest utilization rate during this time period are Addison Street and Shattuck Avenue at 83%. The second highest utilized street segments are Addison Street between Milivia/Shattuck with 64% and Milvia Street between Addison/Center at 62%. Shattuck Avenue between University/Addison and Allston/Kittredge followed with around 50% occupancy. The total average utilization for the 7:00 AM time period is 42%.

Table 4.4: On Street Parking Occupancy – 7:00 AM

Downtown On-Street Parking Occupancy – 7:00 AM # Street Between Supply Occupied % Occupied Spaces University Avenue Milvia/Shattuck 32 9 28% University Avenue Shattuck/Oxford 36 4 11% Addison Street Milvia/ Shattuck 47 30 64% Addison Street Shattuck 6 5 83% Addison Street Shattuck/Oxford 25 5 20% Center Street Milvia/Shattuck 17 6 34% Center Street Shattuck/Oxford 24 9 38% Milvia Street Addison/Center 13 9 62% Shattuck Avenue University/Addison 20 10 50% Shattuck Square University/Addison 18 8 44% Shattuck Avenue Addison/Center 12 10 83% Shattuck Square Addison/Center 7 2 29% Shattuck Avenue Center/Allston 2 0 0% Shattuck Avenue Allston/Kittredge 34 18 53% Shattuck Avenue Kittredge/Bancroft 25 8 32% Total 318 133 42%

Table 4.5 summarizes the on-street parking utilization data for the mid-day time period. Information for this time period was collected on an hourly basis and covers the street limits identified above.

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Table 4.5: On Street Parking Occupancy – 12:00 Noon to 3:00 PM

Downtown On-Street Parking Supply 12:00PM to 3:00PM 12:00 PM 1:00 PM 2:00 PM 3:00 PM Street Between Supply # % # % # % # % Spaces Occup. Spaces Occup. Spaces Occup. Spaces Occup. University Avenue Milvia/Shattuck 32 27 84% 25 78% 24 75% 28 88% University Avenue Shattuck/Oxford 36 20 55% 24 67% 22 61% 21 58% Addison Street Milvia/ Shattuck 47 32 68% 32 68% 36 77% 36 77% Addison Street Shattuck 6 4 66% 6 100% 6 100% 6 100% Addison Street Shattuck/Oxford 25 22 88% 22 88% 23 93% 19 76% Center Street Milvia/Shattuck 17 15 88% 12 71% 13 76% 14 82% Center Street Shattuck/Oxford 24 7 30% 19 79% 17 71% 11 46% Milvia Street Addison/Center 13 13 100% 13 100% 11 85% 14 85% Shattuck Avenue University/Addison 20 15 75% 18 90% 18 90% 19 95% Shattuck Square University/Addison 18 16 89% 17 94% 18 100% 15 83% Shattuck Avenue Addison/Center 12 11 92% 12 100% 10 83% 11 83% Shattuck Square Addison/Center 7 7 100% 7 100% 6 86% 7 100% Shattuck Avenue Center/Allston 2 2 100% 1 50% 1 50% 1 50% Shattuck Avenue Allston/Kittredge 34 32 94% 32 94% 31 91% 33 97% Shattuck Avenue Kittredge/Bancroft 25 23 92% 21 84% 20 80% 21 84% Total 318 246 77% 261 81% 256 81% 256 81%

The street segments with the highest utilization at 12:00 PM are Shattuck Square between Addison/Center, Shattuck Avenue between Center/Allston, and Milvia Street between Addison/Center at 100%. Shattuck Avenue between Allston/Kittredge was the next highest at 94%. Out of 318 parking spots, 246 are utilized at 12:00 PM. The total average occupancy for this time period is 77%.

In the 1:00 PM time slot, two of the most highly utilized street segments in the 12:00 PM stayed constant. (Milvia Street between Addison/Center and Shattuck Square between Addison/Center) Addison Street between the Shattuck couplet and Shattuck Avenue between Addison/Center increased to 100%. Shattuck Avenue between Center/Allston decreases from 100% to 50%. This time period experiences a higher occupancy rate than 12:00PM, with 261 parking spots utilized out of 318 (an average occupancy rate of 81%).

At 2:00 PM time period, the highest utilization occurs on Addison Street in the Shattuck couplet and on Shattuck Square between University/Addison. Addison Street between Shattuck/Oxford is occupied at 93%. Shattuck Avenue between Allston/Kittredge experiences a utilization of 91%. The lowest utilization observed is on University Avenue between Shattuck and Oxford at 61%. The average occupancy is the same as 1:00 PM at 81%.

The street segments at 3:00PM with the highest occupancy are Addison Street between Shattuck/Oxford and Shattuck Square between Addison/Center. Shattuck Avenue between

IBI GROUP PAGE 51 51 Existing Traffic Conditions Report – Revised Draft

Allston/Kittredge is occupied at 97%. Shattuck Avenue between University/Addison is at 95% occupancy. Out of the 318 parking spots available, on average 256 are occupied, equaling an 81% utilization rate. In the mid-day time period, the 1:00 to 3:00 PM time period experienced the highest average parking occupancy at 81%.

Table 4.6 summarizes the parking utilization data in the late afternoon/evening time period. This time period experiences the highest parking utilization rates, particularly closer to 6:00pm when parking meter enforcement is discontinued.

Table 4.6: On Street Parking Occupancy – 4:00 PM to 6:00 PM

Downtown On-Street Parking Supply 4:00PM to 6:00PM

4:00 PM 5:00 PM 6:00 PM Street Between Supply # % # % # % Spaces Occup. Spaces Occup. Spaces Occup. University Avenue Milvia/Shattuck 32 28 88% 32 100% 31 97% University Avenue Shattuck/Oxford 36 21 58% 21 58% 24 67% Addison Street Milvia/ Shattuck 47 36 77% 37 79% 42 89% Addison Street Shattuck 6 6 100% 6 100% 6 100% Addison Street Shattuck/Oxford 25 23 92% 19 76% 19 76% Center Street Milvia/Shattuck 17 15 88% 16 94% 15 88% Center Street Shattuck/Oxford 24 16 67% 21 88% 24 100% Milvia Street Addison/Center 13 13 100% 11 85% 13 100% Shattuck Street (W) University/Addison 20 20 100% 18 90% 19 95% Shattuck Street (E) University/Addison 18 15 83% 16 89% 18 100% Shattuck Street (W) Addison/Center 12 11 92% 11 92% 11 92% Shattuck Street (E) Addison/Center 7 7 100% 6 86% 7 100% Shattuck Street Center/Allston 2 2 100% 1 50% 1 50% Shattuck Street Allston/Kittredge 34 34 100% 33 97% 34 100% Shattuck Street Kittredge/Bancroft 25 21 84% 22 88% 22 88% Total 318 268 85% 270 86% 286 91%

At 4:00 PM, the highest record parking utilization was 100%, observed on the following street segments:

• Addison Street between Shattuck and Milvia • Addison Street between Addison and Center • Shattuck Avenue between University and Addison • Shattuck Square between Addison and Center • Shattuck Avenue between Center and Allston • Shattuck Street between Allston and Kittredge

The lowest occupancy of 58% occurs on University Avenue between Shattuck Avenue and Oxford Street. Out of 318 parking slots, 268 are occupied for an average 85% utilization rate.

IBI GROUP PAGE 52 52 Existing Traffic Conditions Report – Revised Draft

At 5:00 PM, the highest observed parking utilization occurred on University Avenue between Milvia/Shattuck and Addison Street between Shattuck Avenue and Shattuck Square, both of which are 100% occupied. The lower utilization is again observed on University Avenue between Shattuck Avenue and Oxford Street at 58%. Out of 318 parking spots avaliable, 270 are occupied for an average utilization of 86%.

At 6:00 PM, full (100%) utilization was observed at the following locations:

• Addiston Street between Shattuck Avenue and Shattuck Square • Center Street between Shattuck Square and Oxford Street, • Milvia Street between Addison Street and Center Street • Shattuck Square between University Avenue and Addison Street • Shattuck Square between Addison Street and Center Street • Shattuck Avenue between Allston Street and Kittredge Street

This time period experienced the highest average occupancy rate at 91% and is the peak parking demand period for on-street parking in the Downtown.

4.4 KEY FINDINGS – PARKING

• The downtown area has an estimated 2,250 off street (15 off street facilities) and 1,650 on street parking spaces.

• Time limits for on-street metered spaces vary between 10 minutes and 120 minutes.

• A current rate for public on-street spaces is $1.00 / hour.

• Current rates for off-street spaces favor short term parking and vary between $1.00/hour to $15/day.

• Existing off-street parking utilization suggests that some parking capacity is available during mid-day time periods. Average utilization for UC Berkeley facilities is 72 to 82%. Average utilization of private facilities is 79 to 94%.

• On-street parking utilization is very high, particularly in the late afternoon time period between 4:00pm and 6:00pm. The highest demand occurs in the downtown “core” along Shattuck Avenue/Shattuck Square, Center Street and Addison Street.

IBI GROUP PAGE 53 53 Existing Traffic Conditions Report – Revised Draft

5.0 EXISTING TRANSIT CONDITIONS According to the 2000 US Census4, 20% (550) of the residents of the study area use public transportation to access their workplace and 19% (1,850) of the work trips to the downtown use public transportation. The downtown study area is served by a number of different transit options as summarized in Table 5.1 and shown in Figure 5-1. The network includes commuter rail (BART), local and regional bus (AC Transit), and two campus shuttles (UC Shuttle and Lawrence Berkeley Lab Shuttle).

It is estimated that more than 40,000 transit passenger trips for all purposes (work and non-work) are made to the study area during an average weekday. Over half of these trips are produced by BART and nearly three-quarters of all transit trips occur at the intersection of Shattuck Avenue and Center Street.

Table 5.1: Downtown Study Area Transit Summary

Avg. Weekday Number of Number of Agency Mode Trips Lines Stops

BART Commuter Rail 22,800 2 1

AC Transit Local and Regional Bus 12,300 13 32

UC Shuttle Campus Bus 2,675 4 7 Lawrence Berkeley Lab Campus Bus 2,300 2 10 Shuttle Total 40,285 21 50

4 Results are for Census Tract 4229, which does not include the area to the north of the University in the study area

IBI GROUP PAGE 54 54 Existing Traffic Conditions Report – Revised Draft

Figure 5-1: Study Area Transit Network

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Figure 5-2: Volume of Bus Activity During PM Peak Hour

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Figure 5-3: Total Daily Transit Boardings by Nearest Intersection

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5.1 BAY AREA RAPID TRANSIT The Bay Area Rapid Transit (BART) network provides service to the downtown area through the Downtown Berkeley Station. Two lines serve the Downtown Berkeley Station, which is located at the corner of Center and Shattuck. The Richmond/Fremont train runs seven days a week between the hours of 4:00 AM to 1:30 AM (weekday), 6:00 AM to 1:30 AM (Saturday), and 8:00 AM to 1:30 AM (Sunday). The Richmond/Daly City train runs seven days a week between the hours of 5:00 AM to 8:00 PM (weekday), 9:00 AM to 8:00 PM (Saturday), and 8:00 AM to 1:30 AM (Sunday).

Analysis of the origins to the Downtown Berkeley Station shows a higher spatial dispersion of home-based trips compared to non-home-based trips (Figure 5-4 and Figure 5-5). The non- home-based trips were generated primarily in the downtown study area and the UC Berkeley campus.

Figure 5-6 shows those stations in the BART system that have the highest passenger trips generated to and from the Downtown Berkeley Station. This graphic highlights the strength of those stations in the Financial District of San Francisco and the two El Cerrito Stations to the north.

Summary: • Average Weekday Passengers (Downtown Berkeley Station)5: 22,800 (11,140 ons/11,660 offs)

• The top three BART stations in terms of activity to and from Downtown Berkeley are El Cerrito del Norte (1,850 unlinked trips), Powell Street (1,640 unlinked trips), and Embarcadero (1,565 unlinked trips).

• Weekday Headways (peak): 20 (15) minutes

• Saturday/Sunday Headways: 20 minutes

• Modes of Access to Station6: 57% Walk, 23% Transit, 14% Auto, 6% Bike

• Trip Purpose of Berkeley BART Users2: 60% Work, 16% School, 2% Shopping, 21% Other

• 14% (3807) of residents in the study area8 used BART as their primary mode of accessing work.

• 7.7% (1,950)9 of UC Berkeley students who live off-campus use BART as their primary access mode to campus10 .

• Fares are based on individual station and range from $1.40 (Ashby and North Berkeley) to $5.65 (San Francisco International Airport).

5 Average of three weekdays worth of activity for the Downtown Berkeley BART Station sampled on October 17, 2006, October 18, 2006, and October 19, 2006. Provided by BART staff on October 26, 2006. 6 BART Station Profile Study, 1999 7 Calculated by taking Census response percentage and multiplying by a total downtown population of 2,734 8 2000 US Census, results for Census Tract 4229 which does not include the blocks north of University in the study area 9 Calculated by taking survey response percentage and multiplying by a total off-campus student population of 25,339 10 2005 UC Berkeley Student Transportation Survey, all respondents (n=3,051)

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Figure 5-4: Weekday Home Origins of Riders Entering Berkeley BART

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Figure 5-5: Weekday Non-Home Origins of Riders Entering Berkeley BART

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Figure 5-6: Passenger Trips To/From Downtown Berkeley BART Station

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5.2 AC TRANSIT AC Transit provides bus service to Downtown Berkeley seven days a week, 24 hours a day. A total of 13 routes (seven local, two Transbay, and two all-night services) link the downtown to the rest of Alameda County and into San Francisco. Individual route descriptions are provided below. Headways range significantly between the different routes. Route 51 has headways as frequent as six to eight minutes during the weekday peak. The all-night routes typically run on 60-minute headways. The average weekday headway on the local service is approximately 15-20 minutes.

AC Transit Local Service

• AC Transit Line 7 Arlington: Line 7 runs in the north-south direction on weekdays and weekend between Rockridge BART station and El Cerrito Del Norte BART station.

• AC Transit Line 9 Dwight: Line 9 runs in the east-west direction on weekdays and weekend between Berkeley Marina and Ashby Avenue/Claremont Avenue.

• AC Transit Line 15 Martin Luther King Jr.: Line 15 runs in the east-west direction on weekdays and weekends. In eastbound direction it runs between West Entrance of UC Berkeley and Morage Avenue / Medau Place. In westbound direction it runs between Morage Avenue / Medau Place and El Cerrito Plaza BART station.

• AC Transit Line 40 Telegraph / 40L Telegraph Limited: Line 40 and 40L runs in the north- south direction on weekdays and weekend between Bay Fair BART station and Berkeley BART station.

• AC Transit Line 43 Shattuck: Line 43 runs in the north-south direction on weekdays and weekend. In northbound direction it runs between Eastmont Transit Center and San Pablo Avenue / Marin Avenue on weekdays and between Eastmont Transit Center and El Cerritos Plaza BART station. In southbound direction it runs between San Pablo Avenue / Marin Avenue and Eastmont Transit Center station both weekdays and weekends.

• AC Transit Line 51 Broadway: Line 51 runs in the north-south direction on weekdays and weekend between Broadway /Blanding Avenue and Third Street /University Avenue.

• AC Transit Line 52L University Limited: Line 52L runs in the north-south direction on weekdays and weekend between Bancroft Way /Telegraph Avenue and Jackson Street /Ohlone Avenue.

• AC Transit Line 65 Euclid: Line 65 runs in the east-west direction on weekdays and weekend. In eastbound direction it runs between Berkeley BART station and Grizzly Peak Boulevard /Senior Avenue on weekdays and between Berkeley BART and Lawrence Hall of Science on weekends. In westbound direction it runs between Lawrence Hall of Science and Berkeley BART station on both weekdays and weekends.

• AC Transit Line 67 Spruce: Line 67 runs in the east-west direction on weekdays and weekend. In eastbound direction it runs between Spruce Street / Grizzly Peak Boulevard and Berkeley BART station on weekdays and between Brazilian Building in Tilden Park and Berkeley BART station on weekends. In westbound direction it runs between Berkeley BART station and Spruce Street / Grizzly Peak Boulevard on weekdays and between Berkeley BART station and Brazilian Building in Tilden Park on weekends.

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AC Transit All Nighter Service

• AC Transit Line 800 Transbay All Nighter: Line 800 is a daily service (including holidays) and runs in the east-west direction between Market Street /Van Ness Avenue and Richmond BART station.

• AC Transit Line 851 Broadway All Nighter: Line 851 is a daily service and runs in the north-south direction between Park Street /Santa Clara Avenue and Berkeley BART station.

AC Transit Transbay Service

• AC Transit Line F Adeline: Line F runs in the east-west direction on weekdays and weekend between San Francisco (Transbay Terminal) and University Avenue /Shattuck Avenue.

• AC Transit Line FS North Berkeley: Line FS runs in the east-west direction on weekdays and weekend between San Francisco (Transbay Terminal) and Solano Avenue /Colusa Avenue.

Table 5.2 shows a line by line and directional breakdown for a typical weekday on the AC Transit lines that service the downtown study area. The data presented is specific to the limits of the study area. Figure 5-7 shows a regional context for the service provided outside the study area by the five top study area routes in terms of average weekday passenger trips.

Peak loading performance as measured in seating and standing loads is presented in Figure 5-8. This graphical representation of loading shows that most of the lines during the peak period are nearing seated capacity, but only the 51 Northbound is approaching standing capacity.

Line analyses of the top four downtown serving routes (9, 15, 43, & 51) are provided in Figure 5-9 – Figure 5-16. These representations of daily boardings and alightings, overlayed on the total line load, show how the various bus lines fill up and unload along different sections of their routes.

Summary: • Average Weekday Passengers (Study Area)11: 12,300 (6,645 ons/ 5,655 offs)

• 22.1% (5,60012) of UC Berkeley students living off-campus use AC Transit as their primary mode to access campus13.

• The top four AC Transit routes in terms of total weekday passenger activity in the downtown study area are Route 51 (4,037), Route 43 (2,143), Route 15 (1,303), and Route 9 (1,004).

• Weekday Headways (peak): 15-20 (6-8) minutes

• Saturday/Sunday Headways: 15-60 minutes

11 Weekday ridership is based on all bus stops located within the study area. Typical weekday passenger activity provided by AC Transit staff on September 7, 2006. 12 Calculated by taking survey response percentage and multiplying by a total off-campus student population of 25,339 13 2005 UC Berkeley Student Transportation Survey, all respondents (n=3,051)

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• Adult Fares: $1.75 (local), $3.50 (Transbay), $0.25 (transfers), free (UC Students and City of Berkeley Employees)

Table 5.2: AC Transit Study Area Serving Route Details

% of # of Avg. Total Avg. Max Activity Downtown Total Route Stops in Direction ON OFF Dwell Downtown Load Load / Stop Ridership Routes DT (min) Ridership Ridership 5 SB 314 191 0.36 11.98 27 101 505 22% 7 910 3 NB 224 181 0.5 9 29 135 405 20% 7 EB 247 239 0.26 8.88 31 69 486 26% 9 1,004 7 WB 266 252 0.3 9.14 31 74 518 27% 11 EB 411 186 0.77 7 31 54 597 12% 15 1,303 10 WB 212 494 0.84 6.58 38 71 706 16% 5 SB 727 15 2.99 7.26 27 148 742 8% 40/40L 837 1 NB 7 88 0.17 8.9 25 95 95 1% 5 SB 514 474 0.32 11.7 27 198 988 12% 43 2,143 7 NB 622 533 0.24 17.03 61 165 1,155 14% 6 SB 1,315 652 0.36 16.7 40 328 1,967 12% 51 4,037 5 NB 725 1,345 0.33 17.68 62 414 2,070 13% 4 SB 104 161 0.19 14.53 44 66 265 12% 52L 391 2 NB 77 49 0.16 9.4 26 63 126 6% 2 EB 297 3 0.86 8.15 21 150 300 40% 65 458 1 WB 0 158 10.43 0.4 7 158 158 33% 1 EB 0 122 1.4 1.1 4 122 122 34% 67 330 3 WB 206 2 3.77 6.37 18 69 208 48% 7 EB 5 8 0.08 5.49 9 2 13 5% 800 35 7 WB 13 9 0.08 4.39 11 3 22 6% 2 SB 34 0 1.12 4.15 9 17 34 15% 851 57 2 NB 0 23 1.64 0.85 2 12 23 10% 6 EB 79 356 0.21 5.88 35 73 435 37% F 776 6 WB 236 105 0.16 8.12 27 57 341 14% 3 WB 0 11 0.07 9 15 4 11 6% FS 21 3 EB 10 0 0.11 11.33 20 3 10 5%

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Figure 5-7: AC Transit Regional Connectivity (Top 5 Study Area-Serving Routes)

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Figure 5-8: AC Transit Peak Loads by Route

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Figure 5-9: Route 9 Eastbound Ridership Analysis

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Figure 5-10: Route 9 Westbound Ridership Analysis

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Figure 5-11: Route 15 Eastbound Ridership Analysis

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Figure 5-12: Route 15 Westbound Ridership Analysis

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Figure 5-13: Route 43 Northbound Ridership Analysis

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Figure 5-14: Route 43 Southbound Ridership Analysis

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Figure 5-15: Route 51 Northbound Ridership Analysis

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Figure 5-16: Route 51 Southbound Ridership Analysis

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5.3 UC BERKELEY SHUTTLES The UC Berkeley Shuttles provide service to the downtown study area due the close proximity of the campus to the eaStreet Four of the five UC Shuttle routes have at least one stop in the downtown study area (Figure 5-17). Shuttles run Monday through Friday with both daytime and nighttime service. The daytime service runs from 6:45 AM to 7:30 PM and the nighttime service runs from 7:30 PM to 3:00 AM.

The obtained ridership results from the Parking and Transportation Department at UC Berkeley were system wide, making it difficult to assess the activity in the study area for these routes. Further data or interpretation form UC staff may be needed.

Summary: • Average Weekday Passengers14: 2,675 (systemwide)

• 1.0% (25015) of UC students use the shuttles as their primary mode to access campus16.

• 42.6% (14,000) of UC students sometimes or frequently use the shuttle to get around campus7.

• A total of seven stops along four lines are located in the downtown study area.

• Weekday Headways: 12-30 minutes

• Fares: $0.50-$1.00 (non-student), free (student)

14 Weekday ridership is a systemwide monthly average taken from October, 2005. Data provided by UC Parking & Transportation staff on August 9, 2006. 15 Calculated by taking survey response percentage and multiplying by a total off-campus student population of 25,339 16 2005 UC Berkeley Student Transportation Survey, all respondents (n=3,051)

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Figure 5-17: UC Shuttle Network

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5.4 LAWRENCE BERKELEY LAB SHUTTLES The Lawrence Berkeley Lab, located in the Berkeley Hills to the east of campus, provides its own off-site shuttle service to the downtown study area. Two of the three off-site routes connect the Laboratory to the downtown (Figure 5-18). The Hearst Route traverses through the study area, servicing BART and multiple stops along Center Street, Milvia Street, and Hearst Street. It runs from 6:55 AM to 7:25 PM on 15-minute headways (30-minute headways during the first and last two hours of service). The Bancroft Route runs along the eastern boundary of the study area on Oxford Street. This route is offered from 6:20 AM to 6:44 PM, running on 12-minute headways (24-minute headways during the final hour of service).

The data provided from the Lab’s transportation coordinator was systemwide and did not include detailed stop by stop or line by line breakdowns.

Summary: • Average Weekday Passengers: 2,300 (system wide)

• 0.3% (7517) of UC Berkeley students use the LBL Shuttles as their primary mode to access campus18.

• A total of nine stops along two lines are located in the downtown study area.

• Weekday Headways: 12-30 minutes

• Fares: free (students, employees, and guests)

5.5 KEY FINDINGS – TRANSIT

• BART accounts for 22,000 of the 40,000 daily transit trips to and from the downtown.

• Heavy bus volumes occur during the peak hours around Shattuck Square and Center Street, Bancroft and Durant (east of Shattuck), and the Hearst/Oxford entry from campus.

• AC Transit loads are nearing seated capacity during the peak periods, but only the 51 Northbound is at standing capacity.

• Nearly 75% of all boardings/alightings in the study area occur at the intersection of Shattuck and Center.

• The UC Berkeley Shuttle and Lawrence Berkeley Lab Shuttle account for a relatively low percentage of boardings and alightings in the study area but contribute to the peak hour bus volumes.

17 Calculated by taking survey response percentage and multiplying by a total off-campus student population of 25,339 18 2005 UC Berkeley Student Transportation Survey, all respondents (n=3,051)

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Figure 5-18: Lawrence Berkeley Lab Shuttle Routes Serving the Study Area

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6.0 NON-MOTORIZED TRANSPORTATION 6.1 BICYCLE TRANSPORTATION The City of Berkeley has a strong bike mode share and accommodating the bike as a mode of transportation is important to the overall success of the downtown network. The city has designated a series of classifications for their bike network. These classifications are shown in Figure 6-1 and are defined as: • Class 1 (Bike Path) – Completely separate right-of-way

• Bicycle Boulevard – Modified roadway to meet the needs of the cyclist (“arterials” of citywide bike network)

• Class 2 (Bike Lane) – Striped lane on roadway to designate exclusive bike use

• Class 2.5 (Bike Route) – Signed and improved roadway for bicycles but used in areas where conditions don’t allow for designated bike lanes. Provides direct access and connections to major destinations in Berkeley.

• Class 3 (Bike Route) – Signed roadway for bicyclists

Bike volumes tend to concentrate outside the downtown core. This indicates that bicyclists transitioning between the UC Berkeley campus and the areas to the west prefer less congested streets such as Hearst, Berkeley Way, Channing, and Durant. The top four intersections for peak hour bike activity in the study area are: • Fulton Street and Channing Way

• Oxford Street and Berkeley Way

• Milvia Street and Hearst Street

• Shattuck Avenue and Hearst Street

The downtown study area has both an east/west (Channing Way) and a north/south (Milvia Street) bike boulevard. These bike boulevards link to many other bike lanes in the study area.

Five years worth of accident data from 2000-2005 was analyzed for all the intersections in the study area. Those accidents19 involving bicyclists were separated and overlayed on the bike network map (Figure 6-1).

Summary:

• 6% of all residents in the downtown study area use the bicycle as their primary mode to access work20.

• Approximately 9% of UC Berkeley students use the bicycle as their primary mode of access to campus21.

19 Those intersections with fewer than three accidents during the ten-year period were not included on the map. 20 2000 US Census, results for Census Tract 4229, which does not include the blocks north of University in the study area 21 2005 UC Berkeley Student Transportation Survey, all respondents (n=3,051)

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• Approximately 13% of City of Berkeley employees use the bicycle as their primary mode of access to work.

6.2 PEDESTRIANS The downtown study area’s urban environment encourages walking as a feasible mode of access. The proximity of the UC Berkeley campus and the compact development surrounding the major transit hubs generate high volumes of pedestrian activity during certain times of the day. Figure 6-2 graphically depicts these midday movement patterns. The graphic also shows intersections where high numbers of accidents involving pedestrians occurred.

Summary: • 35% of all residents in the downtown study walk as their primary access mode to work22.

• 46.5% of UC Berkeley students walk as their primary mode of access to campus23.

• 6.5% of City of Berkeley employees walk as their primary mode of access to work.

6.3 KEY FINDINGS – BICYCLE AND PEDESTRIAN

• Berkeley is a very active biking community, generating nearly 500 daily bike work trips to the study area and 3,500 bike trips to UCB.

• The top four intersections for peak hour bike activity in the study area are: Fulton at Channing, Oxford at Berkeley Way, Milvia at Hearst, and Shattuck at HearStreet

• Milvia Street and Channing Way provide the study area with bicycle boulevard access the north/south and east/west, respectively.

• Berkeley is a very active walking community, generating nearly 1,000 daily walking work trips to the study area and nearly 14,000 walking trips to UC Berkeley.

• The top four intersections for peak hour pedestrian activity in the study area are: Shattuck and Center, Shattuck and Allston, Shattuck and University, and Shattuck Square and Center.

• Center Street and Shattuck Avenue (between Center Street and University) form the major pedestrian corridors in the study area.

• There is a high incidence of accidents along Allston Way, at its intersections with Martin Luther King Way, Shattuck Avenue, and Fulton Street.

22 2000 US Census, results for Census Tract 4229, which does not include the blocks north of University in the study area 23 2005 UC Berkeley Student Transportation Survey, all respondents (n=3,051)

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Figure 6-1: Current Bike Network

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Figure 6-2: Midday Pedestrians Flows (Generated from Space Syntex Model)

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7.0 TRANSPORTATION DEMAND MANAGEMENT (TDM) 7.1 DOWNTOWN BERKELEY EXISTING TDM STRATEGIES Transportation Demand Management (TDM) describes strategies that result in a more efficient use of transportation resources. The strategies currently in use in the downtown study area include: • Car Share Programs

• Employee Carpool/Vanpool Programs

• Employer-Offered Incentive Programs for Alternative Mode Use

• Employer Eco Pass and University Class Pass Programs

• Developer-Led Programs for Parking Reductions and Non-Auto Trips

• Guaranteed Ride Home Programs

• Bike to Work Programs The University and City of Berkeley both have well-established TDM programs for their students and staff. The University offers a subsidy for employees towards the purchase of BART and other mass transit tickets. Employees can also pay though payroll deduction using pre-tax dollars (an estimated 12%-46% savings). Through a self-assessed student fee, UC Berkeley students receive a class pass that provides free boardings of all AC Transit bus service.

Car share is also active in the City of Berkeley and the downtown study area. Three companies (City CarShare, Flexcar, and Zipcar) allow registered members to reserve an automobile on an as need basis to be picked up and dropped off in the downtown. A total of six locations in the study area provide pod locations for vehicles to be shared. A summary of these providers is located in Table 7-1 and their locations are shown in Figure 7-1.

Developers in the downtown have also included TDM measures in their development plans. These measures seek to reduce auto use resulting in a reduction of on-site parking included in the project. Some examples measures used by developers include: • Assigning a local Transportation Coordinator for residents/employees to coordinate TDM programs

• Integrating kiosks or information centers to inform residents/employees of TDM options

• Unbundled parking for residential units

• Integrating on-site car share spaces into development

• Supplying bike lockers/facilities

In 2001, the City and UC Berkeley completed a Southside TDM study that focused on measures of reducing auto trips to the downtown area of Berkeley and those areas located to the south of campus. This study identified multiple measures that have been or are in the process of being implemented, including employee commute programs and a parking guidance system.

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Summary: • 49% (6,650) of UC Berkeley employees and 89% (22,550) of students living off-campus commute by transportation other than a singe occupant vehicle.

• 71% (2,000) of residents in the downtown study area commute to work by transportation other than a single occupant vehicle.

• 12% (1500) UC Berkeley employees carpool and 2.7% (600) students carpool.

Table 7.1: Car Share Programs

Other Fees Downt- Applic- Types Membership own Program ation Deposit Rates of Fee Locations Fee Vehicles Late Accident/ (cars) Reservation/cancellation Return Damage Fee Fee

Usually there is no charge for shortening or cancelling a $20 for reservation. If someone Small every City Car $300/individual, $10 per $4/hr + cancels or shortens a Deductible cars, 4- $30 1/2 hour 6 (10) Share $500/business month $0.44/mile reservation with less than 5 up to $500 doors & you're hours notice there's a $4 fee. wagons late If it's less than 1 hour notice, fee is $10.

Starting at $20 No charge for cancellation if plus reservation cancelled within incurred 59 minutes of making the costs. reservation or if cancelled $7.30-$9 May be A variety more than 8 hours before Member $0-730 depending waived of scheduled use. If responsible Flexcar $35 $0 depending on if 2 (8) sedans cancellation occurs less than for $500 on plan membership Flexcar including 8 hours before scheduled deductible plan is hybrids use, charge will be at rate notified plan for all hours reserved in less any hours used by advance another member. of late return. For reservations under 8 hours canceled or shortened $50 per year, $7.88- less than 3 hours before start A wide plus $50- $8.75/hr or will be charged for the array of $250 $58.50 - reservation. Reservations 8 vehicles monthly 65/day hours or longer that are $50/late $500 from Zipcar $25 $0 commitment 1 (6) depending canceled within 24hours of hour deductible Tacoma depending on their start will be charged for trucks to on membership the reservation or any Minis, membership plan remaining portion of it up to a etc. plan maximum charge of one daily rate for that usage.

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Figure 7-1: Car Share Locations

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7.2 KEY FINDINGS – TRANSPORTATION DEMAND MANAGEMENT

• The City of Berkeley and UC Berkeley have recently implemented a variety of TDM programs that have reduced single occupant auto use to the downtown and campus.

• The 2000 Southside/Downtown TDM Plan provides a valuable reference guide for TDM policies that are specific to the study area and Southside of campus.

• The city is currently working to establish a dynamic parking management signage system that would better utilize the current inventory of parking.

• Multiple car share locations are provided for downtown residents.

• Larger employers qualify for some TDM programs that smaller employers are ineligible for, making it difficult for many downtown businesses to participate.

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8.0 NEXT STEPS This Existing Transportation Conditions Report has presented the existing transportation environment within Downtown Berkeley. The information documented in this report establishes the existing transportation baseline conditions and serves as the foundation for the analysis and assessment of future transportation conditions that will be conducted later in Phase 1 of the Downtown Area Plan (DAP) environmental impact report (EIR). The next steps related to the transportation analysis that will be completed in Phase 1 of the DAP EIR are summarized below.

Land Use

City of Berkeley staff and DAPAC are currently working to define the baseline and high-intensity land use scenarios for the DAP study area. It is anticipated that the baseline scenario will be based on existing zoning and General Plan regulations and will represent the potential build-out for development in the Downtown under these regulations. The high-intensity scenario is still under discussion in terms of the potential for increased density in the downtown and the most appropriate locations for increased density. Once defined and adopted by DAPAC, the baseline and high-intensity land use scenarios will be incorporated into the analysis of future transportation conditions.

Traffic

The analysis of future traffic conditions will begin with obtaining Year 2030 forecast traffic volumes from the Alameda County Congestion Management Authority (ACCMA). These forecasted traffic volumes will serve as the future baseline traffic forecasts for the DAP study area. Trip generation rates for the high-intensity land use option will be developed by identifying traffic trip generation rates based on planned land use increases between the baseline and high-intensity scenarios, while accounting for parking policies, transportation demand management policies, and other measures that may be incorporated into the high-intensity option. The analysis of future traffic conditions will include the baseline conditions analysis and as many as four options for future land use/transportation options.

Parking

Work is currently underway as part of Phase 1 of the DAP EIR to define potential parking goals and policies for the DAP study area in regard to off-street and on-street parking supply as well as parking standards and regulations for individual developments. The parking policies and goals adopted by DAPAC will be incorporated as appropriate into the four scenarios to be analyzed as part of assessment of the future transportation conditions. It is feasible that each scenario could have a unique set of parking goals and policies, or a single preferred set of parking goals and policies could be applied to each scenario.

Transit

The analysis of future transit conditions will involve several components, including the identification of policies and regulations that would seek to increase transit ridership, the identification of planned enhancements to AC Transit, BART, and UC Berkeley transit services in the study area and an assessment of the impact of these enhancements, and finally an assessment of the transit networks ability to accommodate potential increases in usage and ridership within the study area. AC Transit’s planned bus rapid transit (BRT) service on Shattuck Avenue will be incorporated into the analysis of future transportation conditions both to assess the impact of this transit service on transit use and ridership in the study area and to analyze the impact of the exclusive BRT right-of-way on traffic level of service along Shattuck Avenue and other impacted roadways.

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Non-Motorized Transportation

The future conditions analysis will identify potential bicyclist and pedestrian constraints and forecast bicycle and pedestrian volumes generated by new land use development. A significant component of this analysis will be the potential closure of Center Street between Shattuck Avenue and Oxford Street. This pedestrian enhancement would have a significant effect on pedestrian volumes and travel patterns in the central portion of the study area.

Transportation Demand Management

The future conditions analysis will account for the existing transportation demand management (TDM) policies implemented by the City of Berkeley, as well as planned enhancements that are forecast to be implemented prior to the study horizon year of 2030. The impact of the TDM policies on automobile trips, transit usage, and bicycle and pedestrian travel will be estimated and incorporated into the future conditions analysis.

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APPENDIX

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AM PEAK HOUR INTERSECTION LEVEL OF SERVICE SUMMARY SHEETS HCM Signalized Intersection Capacity Analysis AM Peak Hour 1: Hearst Street & Martin Luther King Jr. Way 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 Lane Util. Factor 0.95 1.00 0.95 0.95 Frpb, ped/bikes 0.98 0.99 0.99 1.00 Flpb, ped/bikes 0.99 0.98 1.00 1.00 Frt 0.98 0.99 0.98 1.00 Flt Protected 1.00 0.98 1.00 1.00 Satd. Flow (prot) 3254 1713 3340 3424 Flt Permitted 0.92 0.79 0.94 0.90 Satd. Flow (perm) 3007 1373 3151 3088 Volume (vph) 26 239 50 73 123 17 8 544 77 40 881 11 Peak-hour factor, PHF 0.87 0.87 0.87 0.93 0.93 0.93 0.89 0.89 0.89 0.95 0.95 0.95 Adj. Flow (vph) 30 275 57 78 132 18 9 611 87 42 927 12 RTOR Reduction (vph) 0 19 00400140010 Lane Group Flow (vph) 0 343 0 0 224 0 0 693 0 0 980 0 Confl. Peds. (#/hr) 117 80 80 117 49 34 34 49 Confl. Bikes (#/hr) 98 50 22 25 Turn Type Perm Perm Perm Perm Protected Phases 4826 Permitted Phases 4826 Actuated Green, G (s) 31.0 31.0 41.0 41.0 Effective Green, g (s) 32.0 32.0 42.0 42.0 Actuated g/C Ratio 0.40 0.40 0.52 0.52 Clearance Time (s) 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 1203 549 1654 1621 v/s Ratio Prot v/s Ratio Perm 0.11 c0.16 0.22 c0.32 v/c Ratio 0.28 0.41 0.42 0.60 Uniform Delay, d1 16.3 17.2 11.6 13.2 Progression Factor 1.00 1.00 0.60 1.00 Incremental Delay, d2 0.6 2.2 0.8 1.7 Delay (s) 16.8 19.5 7.7 14.9 Level of Service BBAB Approach Delay (s) 16.8 19.5 7.7 14.9 Approach LOS BBAB Intersection Summary HCM Average Control Delay 13.4 HCM Level of Service B HCM Volume to Capacity ratio 0.52 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 95.2% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 1 IBI Group HCM Unsignalized Intersection Capacity Analysis AM Peak Hour 2: Berkeley Way & Martin Luther King Jr. Way 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 9 10 10 867761212894323 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 9 10 10 867761212894323 Pedestrians 52 2 11 1 Lane Width (ft) 12.0 12.0 12.0 12.0 Walking Speed (ft/s) 4.0 4.0 4.0 4.0 Percent Blockage 4010 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 317 334 pX, platoon unblocked 0.86 0.86 0.83 0.86 0.86 0.95 0.83 0.95 vC, conflicting volume 1354 1662 546 1148 1668 315 1018 626 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1057 1419 246 817 1425 220 815 549 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 93 91 98 96 94 99 99 99 cM capacity (veh/h) 132 109 593 198 108 740 641 961 Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 29 21 313 318 480 494 Volume Left 987080 Volume Right 10 7 0 12 0 23 cSH 164 199 641 1700 961 1700 Volume to Capacity 0.18 0.11 0.01 0.19 0.01 0.29 Queue Length 95th (ft) 16 91010 Control Delay (s) 31.6 25.2 0.4 0.0 0.2 0.0 Lane LOS D D A A Approach Delay (s) 31.6 25.2 0.2 0.1 Approach LOS D D Intersection Summary Average Delay 1.0 Intersection Capacity Utilization 46.5% ICU Level of Service A Analysis Period (min) 15

Synchro 6 Report 1/15/2007 Page 2 IBI Group HCM Signalized Intersection Capacity Analysis AM Peak Hour 3: University Avenue & Martin Luther King Jr. Way 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.81 1.00 0.99 1.00 0.98 1.00 1.00 Flpb, ped/bikes 0.97 1.00 1.00 0.97 1.00 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 0.99 1.00 0.98 1.00 0.99 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1663 3446 1252 1663 3384 1723 3326 1642 3416 Flt Permitted 0.26 1.00 1.00 0.23 1.00 0.12 1.00 0.38 1.00 Satd. Flow (perm) 449 3446 1252 398 3384 215 3326 648 3416 Volume (vph) 62 607 142 42 531 36 159 590 80 50 954 43 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 67 660 154 46 577 39 173 641 87 54 1037 47 RTOR Reduction (vph) 0 0 108 060080040 Lane Group Flow (vph) 67 660 46 46 610 0 173 721 0 54 1080 0 Confl. Peds. (#/hr) 95 105 105 95 22 118 118 22 Confl. Bikes (#/hr) 106 36 25 35 Turn Type Perm Perm Perm pm+pt Perm Protected Phases 4 8 5 2 6 Permitted Phases 4 4 8 2 6 Actuated Green, G (s) 23.0 23.0 23.0 23.0 23.0 49.0 49.0 34.0 34.0 Effective Green, g (s) 24.0 24.0 24.0 24.0 24.0 50.0 50.0 35.0 35.0 Actuated g/C Ratio 0.30 0.30 0.30 0.30 0.30 0.62 0.62 0.44 0.44 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 135 1034 376 119 1015 361 2079 284 1495 v/s Ratio Prot c0.19 0.18 c0.07 0.22 c0.32 v/s Ratio Perm 0.15 0.04 0.12 0.23 0.08 v/c Ratio 0.50 0.64 0.12 0.39 0.60 0.48 0.35 0.19 0.72 Uniform Delay, d1 23.0 24.2 20.4 22.2 23.9 10.5 7.2 13.8 18.5 Progression Factor 1.00 1.00 1.00 1.34 1.38 1.72 1.04 0.94 0.78 Incremental Delay, d2 12.5 3.0 0.7 8.9 2.5 4.4 0.4 1.3 2.7 Delay (s) 35.5 27.3 21.0 38.7 35.5 22.4 7.9 14.4 17.1 Level of Service DCCDD CA BB Approach Delay (s) 26.8 35.8 10.7 17.0 Approach LOS C D B B Intersection Summary HCM Average Control Delay 21.3 HCM Level of Service C HCM Volume to Capacity ratio 0.65 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 9.0 Intersection Capacity Utilization 72.8% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 3 IBI Group HCM Unsignalized Intersection Capacity Analysis AM Peak Hour 4: Addison Street & Martin Luther King Jr. Way 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 0 0 43 0 0 48 57 803 50 63 1139 26 Peak Hour Factor 0.53 0.53 0.53 0.49 0.49 0.49 0.78 0.78 0.78 0.90 0.90 0.90 Hourly flow rate (vph) 0 0 81 0 0 98 73 1029 64 70 1266 29 Pedestrians 69 48 26 58 Lane Width (ft) 12.0 12.0 12.0 12.0 Walking Speed (ft/s) 4.0 4.0 4.0 4.0 Percent Blockage 6425 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 338 365 pX, platoon unblocked 0.81 0.81 0.75 0.81 0.81 0.89 0.75 0.89 vC, conflicting volume 2306 2777 742 2136 2759 653 1363 1142 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1966 2550 325 1755 2528 484 1152 1034 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 83 100 100 77 83 88 cM capacity (veh/h) 15 14 465 25 14 429 426 570 Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Volume Total 81 98 588 579 70 844 451 Volume Left 0 0 73 0 70 0 0 Volume Right 81 98 0 64 0 0 29 cSH 465 429 426 1700 570 1700 1700 Volume to Capacity 0.17 0.23 0.17 0.34 0.12 0.50 0.27 Queue Length 95th (ft) 16 22 15 0 10 0 0 Control Delay (s) 14.4 15.9 5.2 0.0 12.2 0.0 0.0 Lane LOS B C A B Approach Delay (s) 14.4 15.9 2.6 0.6 Approach LOS B C Intersection Summary Average Delay 2.4 Intersection Capacity Utilization 66.3% ICU Level of Service C Analysis Period (min) 15

Synchro 6 Report 1/15/2007 Page 4 IBI Group HCM Signalized Intersection Capacity Analysis AM Peak Hour 5: Center Street & Martin Luther King Jr. Way 1/15/2007

Movement WBL WBR NBT NBR SBL SBT Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 Lane Util. Factor 1.00 1.00 0.95 0.95 Frpb, ped/bikes 1.00 1.00 0.99 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 Frt 1.00 0.85 0.98 1.00 Flt Protected 0.95 1.00 1.00 0.99 Satd. Flow (prot) 1723 1542 3341 3409 Flt Permitted 0.95 1.00 1.00 0.64 Satd. Flow (perm) 1723 1542 3341 2200 Volume (vph) 71 127 683 94 168 906 Peak-hour factor, PHF 0.70 0.70 0.86 0.86 0.94 0.94 Adj. Flow (vph) 101 181 794 109 179 964 RTOR Reduction (vph) 0 110 13 0 0 0 Lane Group Flow (vph) 101 71 890 0 0 1143 Confl. Peds. (#/hr) 27 44 76 76 Confl. Bikes (#/hr) 28 34 Turn Type Prot Perm Protected Phases 8 8 2 6 Permitted Phases 6 Actuated Green, G (s) 22.0 22.0 50.0 50.0 Effective Green, g (s) 23.0 23.0 51.0 51.0 Actuated g/C Ratio 0.29 0.29 0.64 0.64 Clearance Time (s) 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 495 443 2130 1403 v/s Ratio Prot c0.06 0.05 0.27 v/s Ratio Perm c0.52 v/c Ratio 0.20 0.16 0.42 0.81 Uniform Delay, d1 21.6 21.3 7.2 10.9 Progression Factor 1.00 1.00 0.73 0.84 Incremental Delay, d2 0.9 0.8 0.5 4.5 Delay (s) 22.5 22.1 5.8 13.6 Level of Service C C A B Approach Delay (s) 22.2 5.8 13.6 Approach LOS C A B Intersection Summary HCM Average Control Delay 11.6 HCM Level of Service B HCM Volume to Capacity ratio 0.63 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 82.2% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 5 IBI Group HCM Signalized Intersection Capacity Analysis AM Peak Hour 6: Allston Way & Martin Luther King Jr. Way 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 Frpb, ped/bikes 1.00 0.93 1.00 0.90 1.00 0.98 1.00 0.99 Flpb, ped/bikes 0.98 1.00 0.99 1.00 0.98 1.00 0.98 1.00 Frt 1.00 0.85 1.00 0.85 1.00 0.97 1.00 0.98 Flt Protected 0.98 1.00 0.99 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1733 1435 1775 1384 1693 3290 1684 3339 Flt Permitted 0.69 1.00 0.82 1.00 0.20 1.00 0.26 1.00 Satd. Flow (perm) 1221 1435 1468 1384 364 3290 457 3339 Volume (vph) 110 135 94 50 124 105 102 620 126 117 858 105 Peak-hour factor, PHF 0.81 0.81 0.81 0.70 0.70 0.70 0.86 0.86 0.86 0.95 0.95 0.95 Adj. Flow (vph) 136 167 116 71 177 150 119 721 147 123 903 111 RTOR Reduction (vph) 0 0 59 0 0 78 0 21 0 0 12 0 Lane Group Flow (vph) 0 303 57 0 248 72 119 847 0 123 1002 0 Confl. Peds. (#/hr) 75 44 44 75 54 88 88 54 Confl. Bikes (#/hr) 19 20 41 34 Turn Type Perm Perm Perm Perm Perm Perm Protected Phases 4826 Permitted Phases 4 4 8 8 2 6 Actuated Green, G (s) 29.0 29.0 29.0 29.0 43.0 43.0 43.0 43.0 Effective Green, g (s) 30.0 30.0 30.0 30.0 44.0 44.0 44.0 44.0 Actuated g/C Ratio 0.38 0.38 0.38 0.38 0.55 0.55 0.55 0.55 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 458 538 551 519 200 1810 251 1836 v/s Ratio Prot 0.26 0.30 v/s Ratio Perm c0.25 0.04 0.17 0.05 c0.33 0.27 v/c Ratio 0.66 0.11 0.45 0.14 0.60 0.47 0.49 0.55 Uniform Delay, d1 20.8 16.3 18.8 16.5 12.0 10.9 11.1 11.6 Progression Factor 1.00 1.00 1.00 1.00 1.13 1.30 0.70 0.75 Incremental Delay, d2 7.3 0.4 2.6 0.6 9.4 0.6 4.7 0.8 Delay (s) 28.1 16.7 21.4 17.0 22.9 14.8 12.4 9.5 Level of Service C B C B C B B A Approach Delay (s) 24.9 19.8 15.8 9.8 Approach LOS C B B A Intersection Summary HCM Average Control Delay 15.3 HCM Level of Service B HCM Volume to Capacity ratio 0.62 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 84.1% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 6 IBI Group HCM Signalized Intersection Capacity Analysis AM Peak Hour 7: Bancroft Way & Martin Luther King Jr. Way 1/15/2007

Movement EBL EBR NBL NBT SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 Lane Util. Factor 1.00 0.95 0.95 Frpb, ped/bikes 0.95 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 Frt 0.93 1.00 0.99 Flt Protected 0.98 1.00 1.00 Satd. Flow (prot) 1555 3426 3393 Flt Permitted 0.98 0.73 1.00 Satd. Flow (perm) 1555 2529 3393 Volume (vph) 71 84 76 794 910 52 Peak-hour factor, PHF 0.56 0.56 0.87 0.87 0.91 0.91 Adj. Flow (vph) 127 150 87 913 1000 57 RTOR Reduction (vph) 53 00050 Lane Group Flow (vph) 224 0 0 1000 1052 0 Confl. Peds. (#/hr) 63 77 56 56 Confl. Bikes (#/hr) 9 32 Turn Type Perm Protected Phases 4 2 6 Permitted Phases 2 Actuated Green, G (s) 27.0 45.0 45.0 Effective Green, g (s) 28.0 46.0 46.0 Actuated g/C Ratio 0.35 0.57 0.57 Clearance Time (s) 4.0 4.0 4.0 Lane Grp Cap (vph) 544 1454 1951 v/s Ratio Prot c0.14 0.31 v/s Ratio Perm c0.40 v/c Ratio 0.41 0.69 0.54 Uniform Delay, d1 19.7 12.0 10.5 Progression Factor 1.00 0.78 0.82 Incremental Delay, d2 2.3 2.4 0.9 Delay (s) 22.0 11.8 9.5 Level of Service C B A Approach Delay (s) 22.0 11.8 9.5 Approach LOS C B A Intersection Summary HCM Average Control Delay 12.0 HCM Level of Service B HCM Volume to Capacity ratio 0.58 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 80.9% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 7 IBI Group HCM Signalized Intersection Capacity Analysis AM Peak Hour 8: Channing Way & Martin Luther King Jr. Way 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 Lane Util. Factor 1.00 1.00 0.95 0.95 Frpb, ped/bikes 0.93 0.93 0.99 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 Frt 0.86 0.86 0.99 0.99 Flt Protected 1.00 1.00 1.00 1.00 Satd. Flow (prot) 1451 1452 3390 3396 Flt Permitted 1.00 1.00 0.93 0.86 Satd. Flow (perm) 1451 1452 3143 2917 Volume (vph) 0 0 45 0 0 108 17 789 50 53 888 36 Peak-hour factor, PHF 0.59 0.59 0.59 0.64 0.64 0.64 0.96 0.96 0.96 0.93 0.93 0.93 Adj. Flow (vph) 0 0 76 0 0 169 18 822 52 57 955 39 RTOR Reduction (vph) 0 0 48 0 0 76 050040 Lane Group Flow (vph) 0 0 29 0 0 93 0 887 0 0 1047 0 Confl. Peds. (#/hr) 42 45 61 44 44 61 Confl. Bikes (#/hr) 33 27 15 26 Turn Type custom custom Perm Perm Protected Phases 2 6 Permitted Phases 4 8 2 6 Actuated Green, G (s) 29.0 29.0 43.0 43.0 Effective Green, g (s) 30.0 30.0 44.0 44.0 Actuated g/C Ratio 0.38 0.38 0.55 0.55 Clearance Time (s) 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 544 545 1729 1604 v/s Ratio Prot v/s Ratio Perm 0.02 c0.06 0.28 c0.36 v/c Ratio 0.05 0.17 0.51 0.65 Uniform Delay, d1 15.9 16.7 11.3 12.6 Progression Factor 1.00 1.00 0.29 0.53 Incremental Delay, d2 0.2 0.7 1.0 1.8 Delay (s) 16.1 17.4 4.3 8.5 Level of Service B B A A Approach Delay (s) 16.1 17.4 4.3 8.5 Approach LOS BBAA Intersection Summary HCM Average Control Delay 7.7 HCM Level of Service A HCM Volume to Capacity ratio 0.46 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 59.6% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 8 IBI Group HCM Signalized Intersection Capacity Analysis AM Peak Hour 9: Haste Street & Martin Luther King Jr. Way 1/15/2007

Movement WBL WBR NBT NBR SBL SBT Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 Lane Util. Factor 1.00 0.95 0.95 0.95 Frpb, ped/bikes 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 Flt Protected 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1723 1465 3446 3446 Flt Permitted 0.95 1.00 1.00 1.00 Satd. Flow (perm) 1723 1465 3446 3446 Volume (vph) 221 53 795 0 0 958 Peak-hour factor, PHF 0.90 0.90 0.93 0.93 0.94 0.94 Adj. Flow (vph) 246 59 855 0 0 1019 RTOR Reduction (vph) 0 35 0000 Lane Group Flow (vph) 246 24 855 0 0 1019 Confl. Peds. (#/hr) 17 Confl. Bikes (#/hr) 13 Turn Type Prot Protected Phases 8 8 2 6 Permitted Phases Actuated Green, G (s) 32.0 32.0 40.0 40.0 Effective Green, g (s) 33.0 33.0 41.0 41.0 Actuated g/C Ratio 0.41 0.41 0.51 0.51 Clearance Time (s) 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 711 604 1766 1766 v/s Ratio Prot c0.14 0.02 0.25 c0.30 v/s Ratio Perm v/c Ratio 0.35 0.04 0.48 0.58 Uniform Delay, d1 16.1 14.0 12.6 13.5 Progression Factor 1.31 1.93 0.29 0.50 Incremental Delay, d2 1.3 0.1 0.6 1.1 Delay (s) 22.4 27.2 4.3 7.8 Level of Service C C A A Approach Delay (s) 23.3 4.3 7.8 Approach LOS C A A Intersection Summary HCM Average Control Delay 8.6 HCM Level of Service A HCM Volume to Capacity ratio 0.47 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 52.2% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 9 IBI Group HCM Signalized Intersection Capacity Analysis AM Peak Hour 10: Dwight Way & Martin Luther King Jr. Way 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 Lane Util. Factor 0.95 0.95 0.95 Frpb, ped/bikes 0.98 0.99 0.99 Flpb, ped/bikes 1.00 1.00 1.00 Frt 0.97 0.99 0.98 Flt Protected 0.99 0.99 1.00 Satd. Flow (prot) 3273 3357 3301 Flt Permitted 0.99 0.70 0.73 Satd. Flow (perm) 3273 2362 2419 Volume (vph) 70 442 129 0 0 0 90 703 71 96 879 176 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 76 480 140 0 0 0 98 764 77 104 955 191 RTOR Reduction (vph) 0 28 00000800180 Lane Group Flow (vph) 0 668 00000931001232 0 Confl. Peds. (#/hr) 48 39 36 70 70 36 Confl. Bikes (#/hr) 32 18 22 Turn Type Split Perm pm+pt Protected Phases 4 4 2 1 6 Permitted Phases 2 6 Actuated Green, G (s) 22.0 41.5 50.0 Effective Green, g (s) 23.0 42.5 51.0 Actuated g/C Ratio 0.29 0.53 0.64 Clearance Time (s) 4.0 4.0 4.0 Lane Grp Cap (vph) 941 1255 1603 v/s Ratio Prot c0.20 c0.05 v/s Ratio Perm 0.39 c0.44 v/c Ratio 0.71 0.74 0.77 Uniform Delay, d1 25.5 14.5 10.3 Progression Factor 1.00 1.00 1.07 Incremental Delay, d2 4.5 4.0 3.1 Delay (s) 30.0 18.5 14.1 Level of Service C B B Approach Delay (s) 30.0 0.0 18.5 14.1 Approach LOS C A B B Intersection Summary HCM Average Control Delay 19.4 HCM Level of Service B HCM Volume to Capacity ratio 0.75 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 89.0% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 10 IBI Group HCM Signalized Intersection Capacity Analysis AM Peak Hour 11: Hearst Street & Milvia Street 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 Lane Util. Factor 1.00 1.00 1.00 1.00 Frpb, ped/bikes 0.99 1.00 0.98 1.00 Flpb, ped/bikes 1.00 0.99 1.00 1.00 Frt 0.99 0.99 0.96 0.99 Flt Protected 1.00 0.99 1.00 0.99 Satd. Flow (prot) 1783 1762 1712 1770 Flt Permitted 0.99 0.92 0.98 0.93 Satd. Flow (perm) 1772 1642 1684 1667 Volume (vph) 7 268 14 35 182 12 11 102 42 38 153 12 Peak-hour factor, PHF 0.93 0.93 0.93 0.84 0.84 0.84 0.88 0.88 0.88 0.94 0.94 0.94 Adj. Flow (vph) 8 288 15 42 217 14 12 116 48 40 163 13 RTOR Reduction (vph) 0300300250040 Lane Group Flow (vph) 0 308 0 0 270 0 0 151 0 0 212 0 Confl. Peds. (#/hr) 31 89 89 31 25 29 29 25 Confl. Bikes (#/hr) 75 39 46 22 Turn Type Perm Perm Perm Perm Protected Phases 4826 Permitted Phases 4826 Actuated Green, G (s) 24.0 24.0 23.0 23.0 Effective Green, g (s) 25.0 25.0 24.0 24.0 Actuated g/C Ratio 0.45 0.45 0.44 0.44 Clearance Time (s) 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 805 746 735 727 v/s Ratio Prot v/s Ratio Perm c0.17 0.16 0.09 c0.13 v/c Ratio 0.38 0.36 0.21 0.29 Uniform Delay, d1 9.9 9.8 9.6 10.0 Progression Factor 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.4 1.4 0.6 1.0 Delay (s) 11.3 11.2 10.2 11.0 Level of Service BBBB Approach Delay (s) 11.3 11.2 10.2 11.0 Approach LOS BBBB Intersection Summary HCM Average Control Delay 11.0 HCM Level of Service B HCM Volume to Capacity ratio 0.34 Actuated Cycle Length (s) 55.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 57.7% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 11 IBI Group HCM Signalized Intersection Capacity Analysis AM Peak Hour 12: University Avenue & Milvia Street 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 3.0 Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 Frpb, ped/bikes 0.98 0.99 1.00 0.99 0.99 Flpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 Frt 0.97 0.99 1.00 0.97 0.96 Flt Protected 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3286 3392 1705 1746 1710 Flt Permitted 0.93 0.91 0.50 1.00 0.99 Satd. Flow (perm) 3056 3097 904 1746 1695 Volume (vph) 25 560 126 20 422 20 104 103 23 12 167 86 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 27 609 137 22 459 22 113 112 25 13 182 93 RTOR Reduction (vph) 0 23 004001000210 Lane Group Flow (vph) 0 750 0 0 499 0 113 127 0 0 267 0 Confl. Peds. (#/hr) 66 42 42 66 18 42 42 18 Turn Type Perm Perm Perm Perm Protected Phases 4826 Permitted Phases 4826 Actuated Green, G (s) 39.0 39.0 33.0 33.0 33.0 Effective Green, g (s) 40.0 40.0 34.0 34.0 34.0 Actuated g/C Ratio 0.50 0.50 0.42 0.42 0.42 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 1528 1549 384 742 720 v/s Ratio Prot 0.07 v/s Ratio Perm c0.25 0.16 0.12 c0.16 v/c Ratio 0.49 0.32 0.29 0.17 0.37 Uniform Delay, d1 13.3 11.9 15.1 14.3 15.7 Progression Factor 0.21 0.35 1.00 1.00 1.00 Incremental Delay, d2 0.9 0.5 1.9 0.5 1.5 Delay (s) 3.8 4.7 17.1 14.8 17.2 Level of Service A A B B B Approach Delay (s) 3.8 4.7 15.8 17.2 Approach LOS AABB Intersection Summary HCM Average Control Delay 7.8 HCM Level of Service A HCM Volume to Capacity ratio 0.44 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 86.5% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 12 IBI Group HCM Unsignalized Intersection Capacity Analysis AM Peak Hour 13: Addison Street & Milvia Street 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Stop Stop Volume (vph) 6 50 39 26 31 34 20 187 20 29 241 23 Peak Hour Factor 0.85 0.85 0.85 0.76 0.76 0.76 0.74 0.74 0.74 0.70 0.70 0.70 Hourly flow rate (vph) 7 59 46 34 41 45 27 253 27 41 344 33 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total (vph) 112 120 307 419 Volume Left (vph) 7 34 27 41 Volume Right (vph) 46 45 27 33 Hadj (s) -0.20 -0.13 0.00 0.01 Departure Headway (s) 5.8 5.9 5.2 5.1 Degree Utilization, x 0.18 0.19 0.44 0.59 Capacity (veh/h) 525 532 648 687 Control Delay (s) 10.1 10.3 12.3 15.0 Approach Delay (s) 10.1 10.3 12.3 15.0 Approach LOS B B B C Intersection Summary Delay 13.0 HCM Level of Service B Intersection Capacity Utilization 43.3% ICU Level of Service A Analysis Period (min) 15

Synchro 6 Report 1/15/2007 Page 13 IBI Group HCM Signalized Intersection Capacity Analysis AM Peak Hour 14: Center Street & Milvia Street 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 3.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 0.59 0.93 0.93 0.98 Flpb, ped/bikes 0.97 1.00 0.93 0.99 0.97 Frt 1.00 0.85 0.96 0.98 0.99 Flt Protected 0.99 1.00 0.99 0.99 0.99 Satd. Flow (prot) 1752 904 1482 1635 1698 Flt Permitted 0.96 1.00 0.95 0.93 0.93 Satd. Flow (perm) 1699 904 1417 1522 1587 Volume (vph) 11 57 32 22 51 33 31 183 34 39 241 25 Peak-hour factor, PHF 0.69 0.69 0.69 0.85 0.85 0.85 0.78 0.78 0.78 0.75 0.75 0.75 Adj. Flow (vph) 16 83 46 26 60 39 40 235 44 52 321 33 RTOR Reduction (vph) 0 0 25 0 22 0090050 Lane Group Flow (vph) 0 99 21 0 103 0 0 310 0 0 401 0 Confl. Peds. (#/hr) 137 266 266 137 209 308 308 209 Confl. Bikes (#/hr) 17 20 23 18 Turn Type Perm Perm Perm Perm Perm Protected Phases 4826 Permitted Phases 4 4 8 2 6 Actuated Green, G (s) 28.0 28.0 28.0 29.0 29.0 Effective Green, g (s) 29.0 29.0 29.0 30.0 30.0 Actuated g/C Ratio 0.45 0.45 0.45 0.46 0.46 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 758 403 632 702 732 v/s Ratio Prot v/s Ratio Perm 0.06 0.02 c0.07 0.20 c0.25 v/c Ratio 0.13 0.05 0.16 0.44 0.55 Uniform Delay, d1 10.6 10.2 10.8 11.8 12.6 Progression Factor 1.00 1.00 1.00 0.88 1.00 Incremental Delay, d2 0.4 0.2 0.6 1.9 2.9 Delay (s) 10.9 10.4 11.3 12.3 15.6 Level of Service B B B B B Approach Delay (s) 10.8 11.3 12.3 15.6 Approach LOS BBBB Intersection Summary HCM Average Control Delay 13.3 HCM Level of Service B HCM Volume to Capacity ratio 0.36 Actuated Cycle Length (s) 65.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 65.0% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 14 IBI Group HCM Signalized Intersection Capacity Analysis AM Peak Hour 15: Allston Way & Milvia Street 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 3.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 0.36 0.89 0.91 0.96 Flpb, ped/bikes 0.92 1.00 0.93 0.98 0.95 Frt 1.00 0.85 0.95 0.98 0.96 Flt Protected 0.98 1.00 0.99 0.99 0.99 Satd. Flow (prot) 1644 557 1424 1565 1583 Flt Permitted 0.85 1.00 0.93 0.87 0.93 Satd. Flow (perm) 1427 557 1335 1381 1480 Volume (vph) 79 147 96 25 67 51 56 133 36 42 162 82 Peak-hour factor, PHF 0.77 0.77 0.77 0.92 0.92 0.92 0.82 0.82 0.82 0.91 0.91 0.91 Adj. Flow (vph) 103 191 125 27 73 55 68 162 44 46 178 90 RTOR Reduction (vph) 0 0 63 0700400220 Lane Group Flow (vph) 0 294 62 0 148 0 0 270 0 0 292 0 Confl. Peds. (#/hr) 197 784 784 197 143 554 554 143 Turn Type Perm Perm Perm Perm Perm Protected Phases 4826 Permitted Phases 4 4 8 2 6 Actuated Green, G (s) 31.0 31.0 31.0 26.0 26.0 Effective Green, g (s) 32.0 32.0 32.0 27.0 27.0 Actuated g/C Ratio 0.49 0.49 0.49 0.42 0.42 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 703 274 657 574 615 v/s Ratio Prot v/s Ratio Perm c0.21 0.11 0.11 0.20 c0.20 v/c Ratio 0.42 0.22 0.23 0.47 0.47 Uniform Delay, d1 10.5 9.4 9.4 13.8 13.8 Progression Factor 1.00 1.00 1.00 1.00 0.43 Incremental Delay, d2 1.8 1.9 0.8 2.8 2.3 Delay (s) 12.4 11.3 10.2 16.6 8.3 Level of Service B B B B A Approach Delay (s) 12.1 10.2 16.6 8.3 Approach LOS BBBA Intersection Summary HCM Average Control Delay 11.9 HCM Level of Service B HCM Volume to Capacity ratio 0.44 Actuated Cycle Length (s) 65.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 65.0% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 15 IBI Group HCM Unsignalized Intersection Capacity Analysis AM Peak Hour 16: Kittredge Street & Milvia Street 1/15/2007

Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Stop Stop Volume (vph) 55 58 175 50 32 282 Peak Hour Factor 0.58 0.58 0.69 0.69 0.84 0.84 Hourly flow rate (vph) 95 100 254 72 38 336 Direction, Lane # WB 1 NB 1 SB 1 Volume Total (vph) 195 326 374 Volume Left (vph) 95 0 38 Volume Right (vph) 100 72 0 Hadj (s) -0.18 -0.10 0.05 Departure Headway (s) 5.4 4.8 4.9 Degree Utilization, x 0.29 0.44 0.51 Capacity (veh/h) 605 712 702 Control Delay (s) 10.6 11.6 13.0 Approach Delay (s) 10.6 11.6 13.0 Approach LOS B B B Intersection Summary Delay 11.9 HCM Level of Service B Intersection Capacity Utilization 53.9% ICU Level of Service A Analysis Period (min) 15

Synchro 6 Report 1/15/2007 Page 16 IBI Group HCM Unsignalized Intersection Capacity Analysis AM Peak Hour 17: Bancroft Way & Milvia Street 1/15/2007

Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 22 65 172 50 24 285 Peak Hour Factor 0.68 0.68 0.58 0.58 0.62 0.62 Hourly flow rate (vph) 32 96 297 86 39 460 Pedestrians 47 200 45 Lane Width (ft) 12.0 12.0 12.0 Walking Speed (ft/s) 4.0 4.0 4.0 Percent Blockage 4 17 4 Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1124 432 430 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1124 432 430 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 82 83 96 cM capacity (veh/h) 175 577 1085 Direction, Lane # WB 1 NB 1 SB 1 Volume Total 128 383 498 Volume Left 32 0 39 Volume Right 96 86 0 cSH 365 1700 1085 Volume to Capacity 0.35 0.23 0.04 Queue Length 95th (ft) 38 0 3 Control Delay (s) 20.1 0.0 1.0 Lane LOS C A Approach Delay (s) 20.1 0.0 1.0 Approach LOS C Intersection Summary Average Delay 3.1 Intersection Capacity Utilization 52.3% ICU Level of Service A Analysis Period (min) 15

Synchro 6 Report 1/15/2007 Page 17 IBI Group HCM Unsignalized Intersection Capacity Analysis AM Peak Hour 18: Durant Avenue & Milvia Street 1/15/2007

Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 22 26 244 73 72 295 Peak Hour Factor 0.67 0.67 0.82 0.82 0.83 0.83 Hourly flow rate (vph) 33 39 298 89 87 355 Pedestrians 28 18 15 Lane Width (ft) 12.0 12.0 12.0 Walking Speed (ft/s) 4.0 4.0 4.0 Percent Blockage 2 2 1 Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 917 385 415 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 917 385 415 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 88 94 92 cM capacity (veh/h) 268 639 1118 Direction, Lane # WB 1 NB 1 SB 1 Volume Total 72 387 442 Volume Left 33 0 87 Volume Right 39 89 0 cSH 391 1700 1118 Volume to Capacity 0.18 0.23 0.08 Queue Length 95th (ft) 17 0 6 Control Delay (s) 16.3 0.0 2.3 Lane LOS C A Approach Delay (s) 16.3 0.0 2.3 Approach LOS C Intersection Summary Average Delay 2.4 Intersection Capacity Utilization 55.9% ICU Level of Service B Analysis Period (min) 15

Synchro 6 Report 1/15/2007 Page 18 IBI Group HCM Unsignalized Intersection Capacity Analysis AM Peak Hour 19: Channing Way & Milvia Street 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Stop Stop Volume (vph) 82 54 30 17 38 24 13 214 14 13 216 51 Peak Hour Factor 0.85 0.85 0.85 0.64 0.64 0.64 0.64 0.64 0.64 0.81 0.81 0.81 Hourly flow rate (vph) 96 64 35 27 59 38 20 334 22 16 267 63 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total (vph) 195 123 377 346 Volume Left (vph) 96 27 20 16 Volume Right (vph) 35 38 22 63 Hadj (s) 0.02 -0.11 0.01 -0.07 Departure Headway (s) 6.2 6.2 5.5 5.5 Degree Utilization, x 0.34 0.21 0.58 0.53 Capacity (veh/h) 507 480 617 619 Control Delay (s) 12.3 10.9 15.7 14.4 Approach Delay (s) 12.3 10.9 15.7 14.4 Approach LOS B B C B Intersection Summary Delay 14.1 HCM Level of Service B Intersection Capacity Utilization 43.5% ICU Level of Service A Analysis Period (min) 15

Synchro 6 Report 1/15/2007 Page 19 IBI Group HCM Unsignalized Intersection Capacity Analysis AM Peak Hour 20: Haste Street & Milvia Street 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 0 0 0 38 190 62 20 178 0 0 140 147 Peak Hour Factor 0.92 0.92 0.92 0.73 0.73 0.73 0.75 0.75 0.75 0.77 0.77 0.77 Hourly flow rate (vph) 0 0 0 52 260 85 27 237 0 0 182 191 Pedestrians 69 28 18 15 Lane Width (ft) 0.0 12.0 12.0 12.0 Walking Speed (ft/s) 4.0 4.0 4.0 4.0 Percent Blockage 0221 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 657 743 pX, platoon unblocked vC, conflicting volume 360 18 603 482 46 569 440 257 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 360 18 603 482 46 569 440 257 tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 100 97 86 48 100 100 62 74 cM capacity (veh/h) 1180 1573 188 454 975 220 479 733 Direction, Lane # WB 1 WB 2 NB 1 SB 1 Volume Total 182 215 264 373 Volume Left 52 0 27 0 Volume Right 0 85 0 191 cSH 1573 1700 397 583 Volume to Capacity 0.03 0.13 0.66 0.64 Queue Length 95th (ft) 3 0 116 113 Control Delay (s) 2.3 0.0 30.3 21.5 Lane LOS A D C Approach Delay (s) 1.1 30.3 21.5 Approach LOS D C Intersection Summary Average Delay 15.9 Intersection Capacity Utilization 46.1% ICU Level of Service A Analysis Period (min) 15

Synchro 6 Report 1/15/2007 Page 20 IBI Group HCM Unsignalized Intersection Capacity Analysis AM Peak Hour 21: Dwight Way & Milvia Street 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Stop Stop Volume (vph) 83 433 54 000010442791050 Peak Hour Factor 0.93 0.93 0.93 0.92 0.92 0.92 0.74 0.74 0.74 0.82 0.82 0.82 Hourly flow rate (vph) 89 466 58 000014157961280 Direction, Lane # EB 1 EB 2 NB 1 SB 1 Volume Total (vph) 322 291 197 224 Volume Left (vph) 89 0 0 96 Volume Right (vph) 0 58 57 0 Hadj (s) 0.17 -0.11 -0.14 0.12 Departure Headway (s) 5.9 5.6 5.6 5.8 Degree Utilization, x 0.53 0.45 0.31 0.36 Capacity (veh/h) 593 625 610 590 Control Delay (s) 14.0 12.0 11.1 12.0 Approach Delay (s) 13.1 11.1 12.0 Approach LOS B B B Intersection Summary Delay 12.5 HCM Level of Service B Intersection Capacity Utilization 55.0% ICU Level of Service B Analysis Period (min) 15

Synchro 6 Report 1/15/2007 Page 21 IBI Group HCM Signalized Intersection Capacity Analysis AM Peak Hour 22: Hearst Street & Shattuck Avenue 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Util. Factor 0.95 0.95 1.00 0.95 1.00 0.95 Frpb, ped/bikes 0.97 0.96 1.00 0.99 1.00 0.98 Flpb, ped/bikes 1.00 0.98 0.95 1.00 0.95 1.00 Frt 0.98 0.96 1.00 0.98 1.00 0.99 Flt Protected 1.00 0.99 0.95 1.00 0.95 1.00 Satd. Flow (prot) 3274 3070 1634 3351 1629 3355 Flt Permitted 0.92 0.81 0.26 1.00 0.49 1.00 Satd. Flow (perm) 3016 2507 454 3351 846 3355 Volume (vph) 20 277 36 63 185 87 10 288 34 131 685 48 Peak-hour factor, PHF 0.82 0.82 0.82 0.75 0.75 0.75 0.84 0.84 0.84 0.93 0.93 0.93 Adj. Flow (vph) 24 338 44 84 247 116 12 343 40 141 737 52 RTOR Reduction (vph) 0 12 0 0 44 0 0 11 0060 Lane Group Flow (vph) 0 394 0 0 403 0 12 372 0 141 783 0 Confl. Peds. (#/hr) 132 188 188 132 109 90 90 109 Confl. Bikes (#/hr) 117 53 20 62 Turn Type Perm Perm Perm Perm Protected Phases 4826 Permitted Phases 4826 Actuated Green, G (s) 35.0 35.0 37.0 37.0 37.0 37.0 Effective Green, g (s) 36.0 36.0 38.0 38.0 38.0 38.0 Actuated g/C Ratio 0.45 0.45 0.48 0.48 0.48 0.48 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 1357 1128 216 1592 402 1594 v/s Ratio Prot 0.11 c0.23 v/s Ratio Perm 0.13 c0.16 0.03 0.17 v/c Ratio 0.29 0.36 0.06 0.23 0.35 0.49 Uniform Delay, d1 13.9 14.4 11.3 12.4 13.2 14.4 Progression Factor 1.00 1.13 1.16 1.19 1.00 1.00 Incremental Delay, d2 0.5 0.9 0.5 0.3 2.4 1.1 Delay (s) 14.5 17.1 13.6 15.1 15.6 15.5 Level of Service B B B B B B Approach Delay (s) 14.5 17.1 15.0 15.5 Approach LOS BBBB Intersection Summary HCM Average Control Delay 15.5 HCM Level of Service B HCM Volume to Capacity ratio 0.43 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 75.8% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 22 IBI Group HCM Unsignalized Intersection Capacity Analysis AM Peak Hour 23: Berkeley Way & Shattuck Avenue 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 4 7 20 5 4 25 12 307 14 96 863 24 Peak Hour Factor 0.65 0.65 0.65 0.85 0.85 0.85 0.90 0.90 0.90 0.85 0.85 0.85 Hourly flow rate (vph) 6 11 31 6 5 29 13 341 16 113 1015 28 Pedestrians 117 210 50 20 Lane Width (ft) 12.0 12.0 12.0 12.0 Walking Speed (ft/s) 4.0 4.0 4.0 4.0 Percent Blockage 10 18 4 2 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 318 320 pX, platoon unblocked 0.87 0.87 0.87 0.87 0.87 0.87 vC, conflicting volume 1621 1966 689 1405 1972 408 1161 567 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1565 1961 495 1317 1968 408 1036 567 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 82 69 92 85 86 94 97 86 cM capacity (veh/h) 35 34 392 40 34 480 524 826 Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Volume Total 48 40 184 186 113 677 367 Volume Left 6 6 13 0 113 0 0 Volume Right 31 29 0 16 0 0 28 cSH 84 115 524 1700 826 1700 1700 Volume to Capacity 0.57 0.35 0.03 0.11 0.14 0.40 0.22 Queue Length 95th (ft) 63 35 2 0 12 0 0 Control Delay (s) 94.0 52.0 1.2 0.0 10.0 0.0 0.0 Lane LOS F F A B Approach Delay (s) 94.0 52.0 0.6 1.0 Approach LOS F F Intersection Summary Average Delay 4.9 Intersection Capacity Utilization 60.5% ICU Level of Service B Analysis Period (min) 15

Synchro 6 Report 1/15/2007 Page 23 IBI Group HCM Signalized Intersection Capacity Analysis AM Peak Hour 24: University Avenue & Shattuck Avenue 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 3.0 Lane Util. Factor 1.00 0.95 0.91 0.91 0.91 Frpb, ped/bikes 1.00 0.90 0.98 0.82 0.96 Flpb, ped/bikes 0.92 1.00 1.00 1.00 0.99 Frt 1.00 0.96 0.98 0.85 0.97 Flt Protected 0.95 1.00 1.00 1.00 1.00 Satd. Flow (prot) 1584 2946 3141 1147 4565 Flt Permitted 0.47 1.00 0.90 1.00 1.00 Satd. Flow (perm) 777 2946 2840 1147 4565 Volume (vph) 83 453 194 20 318 222 0 0 0 67 581 141 Peak-hour factor, PHF 0.80 0.80 0.80 0.93 0.93 0.93 1.00 1.00 1.00 0.88 0.88 0.88 Adj. Flow (vph) 104 566 242 22 342 239 0 0 0 76 660 160 RTOR Reduction (vph) 0 19 0 0 14 91 0000430 Lane Group Flow (vph) 104 789 0 0 403 95 00008530 Confl. Peds. (#/hr) 141 347 347 141 91 177 Confl. Bikes (#/hr) 142 60 72 Turn Type Perm Perm Perm Perm Protected Phases 4 8 6 Permitted Phases 4 8 8 6 Actuated Green, G (s) 40.0 40.0 40.0 40.0 32.0 Effective Green, g (s) 41.0 41.0 41.0 41.0 33.0 Actuated g/C Ratio 0.51 0.51 0.51 0.51 0.41 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 398 1510 1456 588 1883 v/s Ratio Prot c0.27 v/s Ratio Perm 0.13 0.14 0.08 0.19 v/c Ratio 0.26 0.52 0.28 0.16 0.45 Uniform Delay, d1 11.0 13.0 11.1 10.4 17.0 Progression Factor 0.88 0.76 1.28 2.76 0.66 Incremental Delay, d2 1.5 1.2 0.5 0.6 0.8 Delay (s) 11.2 11.0 14.7 29.2 12.0 Level of Service B B B C B Approach Delay (s) 11.1 19.2 0.0 12.0 Approach LOS BBAB Intersection Summary HCM Average Control Delay 13.4 HCM Level of Service B HCM Volume to Capacity ratio 0.49 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 68.6% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 24 IBI Group HCM Signalized Intersection Capacity Analysis AM Peak Hour 25: University Avenue & Shattuck Square 1/15/2007

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 Lane Util. Factor 0.95 0.95 0.94 0.86 Frpb, ped/bikes 1.00 1.00 0.99 0.94 Flpb, ped/bikes 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.99 0.85 Flt Protected 1.00 1.00 0.96 1.00 Satd. Flow (prot) 3446 3446 4778 1246 Flt Permitted 1.00 1.00 0.96 1.00 Satd. Flow (perm) 3446 3446 4778 1246 Volume (vph) 526 0 0 195 391 166 Peak-hour factor, PHF 0.81 0.81 0.89 0.89 0.89 0.89 Adj. Flow (vph) 649 0 0 219 439 187 RTOR Reduction (vph) 00001778 Lane Group Flow (vph) 649 0 0 219 469 63 Confl. Peds. (#/hr) 37 Confl. Bikes (#/hr) 18 Turn Type Perm Protected Phases 4 8 2 Permitted Phases 2 Actuated Green, G (s) 37.0 37.0 35.0 35.0 Effective Green, g (s) 38.0 38.0 36.0 36.0 Actuated g/C Ratio 0.48 0.48 0.45 0.45 Clearance Time (s) 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 1637 1637 2150 561 v/s Ratio Prot c0.19 0.06 c0.10 v/s Ratio Perm 0.05 v/c Ratio 0.40 0.13 0.22 0.11 Uniform Delay, d1 13.6 11.8 13.4 12.7 Progression Factor 0.94 1.05 0.48 0.09 Incremental Delay, d2 0.6 0.2 0.2 0.4 Delay (s) 13.4 12.5 6.6 1.5 Level of Service B B A A Approach Delay (s) 13.4 12.5 5.5 Approach LOS B B A Intersection Summary HCM Average Control Delay 9.9 HCM Level of Service A HCM Volume to Capacity ratio 0.31 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 39.9% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 25 IBI Group HCM Signalized Intersection Capacity Analysis AM Peak Hour 26: Addison Street & Shattuck Avenue 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 Lane Util. Factor 1.00 1.00 0.91 Frpb, ped/bikes 0.95 1.00 0.97 Flpb, ped/bikes 1.00 0.97 0.98 Frt 0.95 1.00 0.99 Flt Protected 1.00 0.98 1.00 Satd. Flow (prot) 1626 1728 4668 Flt Permitted 1.00 0.92 1.00 Satd. Flow (perm) 1626 1618 4668 Volume (vph) 0 43 27 22 48 00004283641 Peak-hour factor, PHF 0.67 0.67 0.67 0.88 0.88 0.88 1.00 1.00 1.00 0.88 0.88 0.88 Adj. Flow (vph) 0 64 40 25 55 00004895047 RTOR Reduction (vph) 030000000060 Lane Group Flow (vph) 0 101 0 0 80 000001039 0 Confl. Peds. (#/hr) 101 110 110 101 372 344 344 372 Confl. Bikes (#/hr) 29 38 Turn Type Perm Perm Protected Phases 4 8 6 Permitted Phases 8 6 Actuated Green, G (s) 36.0 36.0 36.0 Effective Green, g (s) 37.0 37.0 37.0 Actuated g/C Ratio 0.46 0.46 0.46 Clearance Time (s) 4.0 4.0 4.0 Lane Grp Cap (vph) 752 748 2159 v/s Ratio Prot c0.06 v/s Ratio Perm 0.05 0.22 v/c Ratio 0.13 0.11 0.48 Uniform Delay, d1 12.3 12.2 14.9 Progression Factor 1.00 1.16 0.70 Incremental Delay, d2 0.4 0.3 0.7 Delay (s) 12.7 14.3 11.1 Level of Service B B B Approach Delay (s) 12.7 14.3 0.0 11.1 Approach LOS BBAB Intersection Summary HCM Average Control Delay 11.4 HCM Level of Service B HCM Volume to Capacity ratio 0.31 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 46.0% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 26 IBI Group HCM Signalized Intersection Capacity Analysis AM Peak Hour 27: Addison Street & Shattuck Square 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 Lane Util. Factor 1.00 1.00 0.91 Frpb, ped/bikes 1.00 0.97 0.97 Flpb, ped/bikes 0.97 1.00 0.98 Frt 1.00 0.96 0.99 Flt Protected 0.98 1.00 1.00 Satd. Flow (prot) 1713 1678 4642 Flt Permitted 0.88 1.00 1.00 Satd. Flow (perm) 1545 1678 4642 Volume (vph) 28 32 0 0 36 18 55 498 56 0 0 0 Peak-hour factor, PHF 0.68 0.68 0.68 0.79 0.79 0.79 0.87 0.87 0.87 1.00 0.95 1.00 Adj. Flow (vph) 41 47 0 0 46 23 63 572 64 0 0 0 RTOR Reduction (vph) 00001200150000 Lane Group Flow (vph) 0 88 0 0 57 0 0 684 0000 Confl. Peds. (#/hr) 73 73 95 162 Confl. Bikes (#/hr) 7 33 Turn Type Perm Perm Protected Phases 4 8 2 Permitted Phases 4 2 Actuated Green, G (s) 37.0 37.0 35.0 Effective Green, g (s) 38.0 38.0 36.0 Actuated g/C Ratio 0.48 0.48 0.45 Clearance Time (s) 4.0 4.0 4.0 Lane Grp Cap (vph) 734 797 2089 v/s Ratio Prot 0.03 v/s Ratio Perm c0.06 0.15 v/c Ratio 0.12 0.07 0.33 Uniform Delay, d1 11.7 11.4 14.2 Progression Factor 0.90 1.00 0.39 Incremental Delay, d2 0.3 0.2 0.4 Delay (s) 10.8 11.6 6.0 Level of Service B B A Approach Delay (s) 10.8 11.6 6.0 0.0 Approach LOS BBAA Intersection Summary HCM Average Control Delay 6.9 HCM Level of Service A HCM Volume to Capacity ratio 0.22 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 43.3% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 27 IBI Group HCM Signalized Intersection Capacity Analysis AM Peak Hour 28: Center Street & Shattuck Avenue 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 Lane Util. Factor 1.00 1.00 0.91 Frpb, ped/bikes 0.79 1.00 0.95 Flpb, ped/bikes 1.00 0.97 0.99 Frt 0.92 1.00 0.99 Flt Protected 1.00 1.00 1.00 Satd. Flow (prot) 1325 1757 4596 Flt Permitted 1.00 0.98 1.00 Satd. Flow (perm) 1325 1729 4596 Volume (vph) 0 37 54 12 114 00001266570 Peak-hour factor, PHF 0.84 0.84 0.84 0.95 0.95 0.95 0.94 0.94 0.94 0.97 0.97 0.97 Adj. Flow (vph) 0 44 64 13 120 00001268672 RTOR Reduction (vph) 0 10 0000000090 Lane Group Flow (vph) 0 98 0 0 133 000007610 Confl. Peds. (#/hr) 661 331 331 661 320 311 311 320 Confl. Bikes (#/hr) 133 29 Turn Type Perm Perm Protected Phases 4 8 6 Permitted Phases 8 6 Actuated Green, G (s) 37.0 37.0 35.0 Effective Green, g (s) 38.0 38.0 36.0 Actuated g/C Ratio 0.48 0.48 0.45 Clearance Time (s) 4.0 4.0 4.0 Lane Grp Cap (vph) 629 821 2068 v/s Ratio Prot 0.07 v/s Ratio Perm c0.08 0.17 v/c Ratio 0.16 0.16 0.37 Uniform Delay, d1 11.9 11.9 14.5 Progression Factor 1.00 0.53 0.69 Incremental Delay, d2 0.5 0.4 0.5 Delay (s) 12.4 6.8 10.5 Level of Service B A B Approach Delay (s) 12.4 6.8 0.0 10.5 Approach LOS BAAB Intersection Summary HCM Average Control Delay 10.2 HCM Level of Service B HCM Volume to Capacity ratio 0.26 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 43.3% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 28 IBI Group HCM Signalized Intersection Capacity Analysis AM Peak Hour 29: Center Street & Shattuck Square 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 Lane Util. Factor 1.00 1.00 0.91 Frpb, ped/bikes 1.00 0.98 0.98 Flpb, ped/bikes 0.95 1.00 0.97 Frt 1.00 0.99 0.99 Flt Protected 0.99 1.00 1.00 Satd. Flow (prot) 1701 1766 4680 Flt Permitted 0.92 1.00 1.00 Satd. Flow (perm) 1580 1766 4680 Volume (vph) 27 69 0 0 122 10 35 568 32 0 0 0 Peak-hour factor, PHF 0.93 0.93 0.93 0.87 0.87 0.87 0.87 0.87 0.87 0.95 0.95 0.95 Adj. Flow (vph) 29 74 0 0 140 11 40 653 37 0 0 0 RTOR Reduction (vph) 000040070000 Lane Group Flow (vph) 0 103 0 0 147 0 0 723 0000 Confl. Peds. (#/hr) 200 200 273 180 Confl. Bikes (#/hr) 13 35 Turn Type Perm Perm Protected Phases 4 8 2 Permitted Phases 4 2 Actuated Green, G (s) 37.0 37.0 35.0 Effective Green, g (s) 38.0 38.0 36.0 Actuated g/C Ratio 0.48 0.48 0.45 Clearance Time (s) 4.0 4.0 4.0 Lane Grp Cap (vph) 751 839 2106 v/s Ratio Prot c0.08 v/s Ratio Perm 0.07 0.15 v/c Ratio 0.14 0.18 0.34 Uniform Delay, d1 11.8 12.0 14.3 Progression Factor 0.80 1.26 1.00 Incremental Delay, d2 0.4 0.4 0.4 Delay (s) 9.8 15.7 14.8 Level of Service A B B Approach Delay (s) 9.8 15.7 14.8 0.0 Approach LOS ABBA Intersection Summary HCM Average Control Delay 14.4 HCM Level of Service B HCM Volume to Capacity ratio 0.26 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 51.9% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 29 IBI Group HCM Signalized Intersection Capacity Analysis AM Peak Hour 30: Allston Way & Shattuck Avenue 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Util. Factor 1.00 1.00 1.00 0.95 1.00 0.95 Frpb, ped/bikes 0.89 0.93 1.00 0.98 1.00 0.95 Flpb, ped/bikes 0.96 0.99 0.92 1.00 0.82 1.00 Frt 0.93 0.96 1.00 1.00 1.00 0.99 Flt Protected 0.99 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1404 1608 1581 3378 1413 3214 Flt Permitted 0.92 0.98 0.19 1.00 0.33 1.00 Satd. Flow (perm) 1309 1580 317 3378 487 3214 Volume (vph) 43 38 99 5 36 16 103 648 18 30 791 83 Peak-hour factor, PHF 0.85 0.85 0.85 0.79 0.79 0.79 0.88 0.88 0.88 0.76 0.76 0.76 Adj. Flow (vph) 51 45 116 6 46 20 117 736 20 39 1041 109 RTOR Reduction (vph) 0 14 0 0 14 00300100 Lane Group Flow (vph) 0 198 0 0 58 0 117 753 0 39 1140 0 Confl. Peds. (#/hr) 195 174 174 195 420 503 503 420 Confl. Bikes (#/hr) 22 35 34 27 Turn Type Perm Perm Perm Perm Protected Phases 4826 Permitted Phases 4826 Actuated Green, G (s) 22.0 22.0 50.0 50.0 50.0 50.0 Effective Green, g (s) 23.0 23.0 51.0 51.0 51.0 51.0 Actuated g/C Ratio 0.29 0.29 0.64 0.64 0.64 0.64 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 376 454 202 2153 310 2049 v/s Ratio Prot 0.22 0.35 v/s Ratio Perm c0.15 0.04 c0.37 0.08 v/c Ratio 0.53 0.13 0.58 0.35 0.13 0.56 Uniform Delay, d1 23.9 21.1 8.3 6.8 5.7 8.1 Progression Factor 1.00 0.63 0.94 0.84 1.00 1.00 Incremental Delay, d2 5.2 0.6 10.0 0.4 0.8 1.1 Delay (s) 29.2 13.8 17.8 6.1 6.5 9.2 Level of Service C B B A A A Approach Delay (s) 29.2 13.8 7.6 9.2 Approach LOS C B A A Intersection Summary HCM Average Control Delay 10.5 HCM Level of Service B HCM Volume to Capacity ratio 0.56 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 63.4% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 30 IBI Group HCM Signalized Intersection Capacity Analysis AM Peak Hour 31: Kittredge Street & Shattuck Avenue 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Util. Factor 1.00 1.00 1.00 0.95 1.00 0.95 Frpb, ped/bikes 0.86 0.96 1.00 0.95 1.00 0.97 Flpb, ped/bikes 0.99 0.97 0.88 1.00 0.89 1.00 Frt 0.91 0.96 1.00 0.99 1.00 0.99 Flt Protected 0.99 0.99 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1393 1595 1518 3245 1532 3316 Flt Permitted 0.95 0.90 0.23 1.00 0.23 1.00 Satd. Flow (perm) 1330 1445 366 3245 373 3316 Volume (vph) 18 28 80 29 54 35 59 752 72 28 785 44 Peak-hour factor, PHF 0.51 0.51 0.51 0.70 0.70 0.70 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 35 55 157 41 77 50 63 800 77 30 835 47 RTOR Reduction (vph) 0600140090050 Lane Group Flow (vph) 0 241 0 0 155 0 63 868 0 30 877 0 Confl. Peds. (#/hr) 121 192 192 121 397 280 280 397 Confl. Bikes (#/hr) 21 10 25 21 Turn Type Perm Perm Perm Perm Protected Phases 4826 Permitted Phases 4826 Actuated Green, G (s) 34.0 34.0 38.0 38.0 38.0 38.0 Effective Green, g (s) 35.0 35.0 39.0 39.0 39.0 39.0 Actuated g/C Ratio 0.44 0.44 0.49 0.49 0.49 0.49 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 582 632 178 1582 182 1617 v/s Ratio Prot c0.27 0.26 v/s Ratio Perm c0.18 0.11 0.17 0.08 v/c Ratio 0.41 0.24 0.35 0.55 0.16 0.54 Uniform Delay, d1 15.5 14.2 12.7 14.3 11.4 14.3 Progression Factor 1.00 1.02 0.69 0.69 0.54 0.61 Incremental Delay, d2 2.2 0.9 5.1 1.3 1.6 1.1 Delay (s) 17.6 15.3 13.8 11.1 7.8 9.8 Level of Service B B B B A A Approach Delay (s) 17.6 15.3 11.3 9.7 Approach LOS BBBA Intersection Summary HCM Average Control Delay 11.7 HCM Level of Service B HCM Volume to Capacity ratio 0.49 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 56.1% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 31 IBI Group HCM Signalized Intersection Capacity Analysis AM Peak Hour 32: Bancroft Way & Shattuck Avenue 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 0.95 Frpb, ped/bikes 0.97 1.00 0.98 1.00 1.00 0.99 Flpb, ped/bikes 1.00 0.98 1.00 0.93 1.00 1.00 Frt 0.86 1.00 0.93 1.00 1.00 1.00 Flt Protected 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1523 1695 1653 1604 3446 3404 Flt Permitted 1.00 0.95 1.00 0.25 1.00 1.00 Satd. Flow (perm) 1523 1695 1653 417 3446 3404 Volume (vph) 0 0 62 123 70 65 49 744 0 0 744 20 Peak-hour factor, PHF 0.65 0.65 0.65 0.82 0.82 0.82 0.95 0.95 0.95 0.91 0.91 0.91 Adj. Flow (vph) 0 0 95 150 85 79 52 783 0 0 818 22 RTOR Reduction (vph) 0 0 26 0 42 0000030 Lane Group Flow (vph) 0 0 69 150 122 0 52 783 0 0 837 0 Confl. Peds. (#/hr) 15 15 22 159 159 Confl. Bikes (#/hr) 3 1 30 Turn Type custom Perm Perm Protected Phases 8 2 6 Permitted Phases 4 8 2 Actuated Green, G (s) 34.0 34.0 34.0 38.0 38.0 38.0 Effective Green, g (s) 35.0 35.0 35.0 39.0 39.0 39.0 Actuated g/C Ratio 0.44 0.44 0.44 0.49 0.49 0.49 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 666 742 723 203 1680 1659 v/s Ratio Prot 0.07 0.23 c0.25 v/s Ratio Perm 0.05 c0.09 0.12 v/c Ratio 0.10 0.20 0.17 0.26 0.47 0.50 Uniform Delay, d1 13.3 13.9 13.7 12.0 13.6 13.9 Progression Factor 1.00 0.90 0.89 0.18 0.20 0.50 Incremental Delay, d2 0.3 0.6 0.5 2.1 0.7 1.0 Delay (s) 13.6 13.1 12.7 4.3 3.3 7.9 Level of Service B B B A A A Approach Delay (s) 13.6 12.9 3.4 7.9 Approach LOS BBAA Intersection Summary HCM Average Control Delay 7.1 HCM Level of Service A HCM Volume to Capacity ratio 0.36 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 53.6% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 32 IBI Group HCM Signalized Intersection Capacity Analysis AM Peak Hour 33: Durant Avenue & Shattuck Avenue 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 3.0 Lane Util. Factor 0.95 1.00 0.95 1.00 0.95 Frpb, ped/bikes 0.99 1.00 0.96 1.00 1.00 Flpb, ped/bikes 1.00 0.91 1.00 1.00 1.00 Frt 0.97 1.00 0.95 1.00 1.00 Flt Protected 0.99 0.95 1.00 0.95 1.00 Satd. Flow (prot) 3273 1568 3157 1722 3427 Flt Permitted 0.99 0.33 1.00 0.12 1.00 Satd. Flow (perm) 3273 552 3157 220 3427 Volume (vph) 12 35 13 0 0 0 30 751 342 61 818 10 Peak-hour factor, PHF 0.52 0.52 0.52 0.95 0.95 0.95 0.89 0.89 0.89 0.98 0.98 0.98 Adj. Flow (vph) 23 67 25 0 0 0 34 844 384 62 835 10 RTOR Reduction (vph) 0 18 00000660010 Lane Group Flow (vph) 0 97 0000341162 0 62 844 0 Confl. Peds. (#/hr) 20 22 160 98 98 160 Confl. Bikes (#/hr) 5 21 25 Turn Type Split Perm pm+pt Protected Phases 4 4 2 1 6 Permitted Phases 2 6 Actuated Green, G (s) 22.0 41.2 41.2 50.0 50.0 Effective Green, g (s) 23.0 42.2 42.2 51.0 51.0 Actuated g/C Ratio 0.29 0.53 0.53 0.64 0.64 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 941 291 1665 249 2185 v/s Ratio Prot c0.03 c0.37 0.02 c0.25 v/s Ratio Perm 0.06 0.14 v/c Ratio 0.10 0.12 0.70 0.25 0.39 Uniform Delay, d1 20.9 9.5 14.1 8.7 7.0 Progression Factor 1.00 1.19 0.91 1.34 0.92 Incremental Delay, d2 0.2 0.7 2.2 2.2 0.5 Delay (s) 21.1 12.1 15.0 13.9 6.9 Level of Service C B B B A Approach Delay (s) 21.1 0.0 14.9 7.4 Approach LOS C A B A Intersection Summary HCM Average Control Delay 12.2 HCM Level of Service B HCM Volume to Capacity ratio 0.48 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 9.0 Intersection Capacity Utilization 66.2% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 33 IBI Group HCM Signalized Intersection Capacity Analysis AM Peak Hour 34: Channing Way & Shattuck Avenue 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Util. Factor 1.00 1.00 1.00 0.95 1.00 0.95 Frpb, ped/bikes 0.98 0.99 1.00 0.99 1.00 0.99 Flpb, ped/bikes 1.00 0.99 0.93 1.00 0.97 1.00 Frt 0.94 0.97 1.00 0.99 1.00 0.99 Flt Protected 1.00 0.98 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1682 1683 1606 3373 1666 3370 Flt Permitted 0.98 0.82 0.29 1.00 0.18 1.00 Satd. Flow (perm) 1660 1411 482 3373 321 3370 Volume (vph) 6 58 45 107 52 53 47 1026 59 71 732 39 Peak-hour factor, PHF 0.91 0.91 0.91 0.88 0.88 0.88 0.98 0.98 0.98 0.94 0.94 0.94 Adj. Flow (vph) 7 64 49 122 59 60 48 1047 60 76 779 41 RTOR Reduction (vph) 0 31 0 0 15 0050050 Lane Group Flow (vph) 0 89 0 0 226 0 48 1102 0 76 815 0 Confl. Peds. (#/hr) 16 14 14 16 142 121 121 142 Confl. Bikes (#/hr) 17 15 12 39 Turn Type Perm Perm Perm Perm Protected Phases 4826 Permitted Phases 4826 Actuated Green, G (s) 27.0 27.0 45.0 45.0 45.0 45.0 Effective Green, g (s) 28.0 28.0 46.0 46.0 46.0 46.0 Actuated g/C Ratio 0.35 0.35 0.57 0.57 0.57 0.57 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 581 494 277 1939 185 1938 v/s Ratio Prot c0.33 0.24 v/s Ratio Perm 0.05 c0.16 0.10 0.24 v/c Ratio 0.15 0.46 0.17 0.57 0.41 0.42 Uniform Delay, d1 17.9 20.1 8.0 10.7 9.5 9.5 Progression Factor 1.00 1.00 0.44 0.36 0.36 0.31 Incremental Delay, d2 0.6 3.0 1.1 1.0 6.3 0.6 Delay (s) 18.4 23.2 4.6 4.8 9.7 3.6 Level of Service B C A A A A Approach Delay (s) 18.4 23.2 4.8 4.1 Approach LOS B C A A Intersection Summary HCM Average Control Delay 7.1 HCM Level of Service A HCM Volume to Capacity ratio 0.53 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 64.7% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 34 IBI Group HCM Signalized Intersection Capacity Analysis AM Peak Hour 35: Haste Street & Shattuck Avenue 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 Lane Util. Factor 0.95 1.00 0.95 0.95 Frpb, ped/bikes 0.99 1.00 1.00 0.99 Flpb, ped/bikes 1.00 0.97 1.00 1.00 Frt 0.97 1.00 1.00 0.99 Flt Protected 0.99 0.95 1.00 1.00 Satd. Flow (prot) 3284 1669 3446 3401 Flt Permitted 0.99 0.21 1.00 1.00 Satd. Flow (perm) 3284 374 3446 3401 Volume (vph) 0 0 0 124 244 81 57 1081 0 0 862 36 Peak-hour factor, PHF 0.95 0.95 0.95 0.88 0.88 0.88 0.94 0.94 0.94 0.92 0.92 0.92 Adj. Flow (vph) 0 0 0 141 277 92 61 1150 0 0 937 39 RTOR Reduction (vph) 0000230000040 Lane Group Flow (vph) 00004870611150 0 0 972 0 Confl. Peds. (#/hr) 15 20 152 152 Confl. Bikes (#/hr) 11 25 Turn Type Split Perm Protected Phases 8 8 2 6 Permitted Phases 2 Actuated Green, G (s) 30.0 42.0 42.0 42.0 Effective Green, g (s) 31.0 43.0 43.0 43.0 Actuated g/C Ratio 0.39 0.54 0.54 0.54 Clearance Time (s) 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 1273 201 1852 1828 v/s Ratio Prot c0.15 c0.33 0.29 v/s Ratio Perm 0.16 v/c Ratio 0.38 0.30 0.62 0.53 Uniform Delay, d1 17.6 10.2 12.8 12.0 Progression Factor 0.70 0.24 0.23 0.95 Incremental Delay, d2 0.9 2.9 1.2 1.0 Delay (s) 13.3 5.3 4.1 12.5 Level of Service B A A B Approach Delay (s) 0.0 13.3 4.1 12.5 Approach LOS ABAB Intersection Summary HCM Average Control Delay 8.9 HCM Level of Service A HCM Volume to Capacity ratio 0.52 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 68.6% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 35 IBI Group HCM Signalized Intersection Capacity Analysis AM Peak Hour 36: Dwight Way & Shattuck Avenue 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 Lane Util. Factor 0.95 0.95 1.00 0.95 Frpb, ped/bikes 1.00 0.99 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 Frt 0.98 0.98 1.00 1.00 Flt Protected 0.99 1.00 0.95 1.00 Satd. Flow (prot) 3335 3346 1721 3446 Flt Permitted 0.99 1.00 0.11 1.00 Satd. Flow (perm) 3335 3346 207 3446 Volume (vph) 87 398 84 00001018 166 97 955 0 Peak-hour factor, PHF 0.94 0.94 0.94 0.95 0.95 0.95 0.97 0.97 0.97 0.93 0.93 0.93 Adj. Flow (vph) 93 423 89 00001049 171 104 1027 0 RTOR Reduction (vph) 0 18 00000160000 Lane Group Flow (vph) 0 587 000001204 0 104 1027 0 Confl. Peds. (#/hr) 7 6 37 150 Confl. Bikes (#/hr) 2 19 Turn Type Split pm+pt Protected Phases 4 4 2 1 6 Permitted Phases 6 Actuated Green, G (s) 22.0 39.5 50.0 50.0 Effective Green, g (s) 23.0 40.5 51.0 51.0 Actuated g/C Ratio 0.29 0.51 0.64 0.64 Clearance Time (s) 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 959 1694 274 2197 v/s Ratio Prot c0.18 c0.36 0.04 c0.30 v/s Ratio Perm 0.21 v/c Ratio 0.61 0.71 0.38 0.47 Uniform Delay, d1 24.6 15.2 9.6 7.5 Progression Factor 1.00 1.00 2.27 0.98 Incremental Delay, d2 2.9 2.6 3.5 0.6 Delay (s) 27.6 17.8 25.3 8.0 Level of Service C B C A Approach Delay (s) 27.6 0.0 17.8 9.6 Approach LOS C A B A Intersection Summary HCM Average Control Delay 16.6 HCM Level of Service B HCM Volume to Capacity ratio 0.66 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 9.0 Intersection Capacity Utilization 68.6% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 36 IBI Group HCM Signalized Intersection Capacity Analysis AM Peak Hour 37: Hearst Street & Oxford Street 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Util. Factor 1.00 0.95 0.91 0.91 1.00 0.95 1.00 0.95 Frpb, ped/bikes 1.00 0.94 1.00 0.98 1.00 1.00 0.91 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 0.99 1.00 1.00 0.98 Frt 1.00 0.96 1.00 0.98 1.00 1.00 0.85 1.00 Flt Protected 0.95 1.00 0.95 0.99 0.95 1.00 1.00 0.99 Satd. Flow (prot) 1723 3124 1568 3157 1701 3446 1404 3341 Flt Permitted 0.95 1.00 0.95 0.99 0.16 1.00 1.00 0.87 Satd. Flow (perm) 1723 3124 1568 3157 287 3446 1404 2922 Volume (vph) 22 341 109 157 201 33 49 234 404 95 678 24 Peak-hour factor, PHF 0.84 0.84 0.84 0.91 0.91 0.91 0.92 0.92 0.92 0.93 0.93 0.93 Adj. Flow (vph) 26 406 130 173 221 36 53 254 439 102 729 26 RTOR Reduction (vph) 0 38 0 0 13 0000030 Lane Group Flow (vph) 26 498 0 141 276 0 53 254 439 0 854 0 Confl. Peds. (#/hr) 103 169 169 103 59 185 185 59 Confl. Bikes (#/hr) 96 61 114 91 Turn Type Split Split Perm Free Perm Protected Phases 4 4 8 8 2 6 Permitted Phases 2 Free 6 Actuated Green, G (s) 22.0 22.0 22.0 22.0 24.0 24.0 80.0 24.0 Effective Green, g (s) 23.0 23.0 23.0 23.0 25.0 25.0 80.0 25.0 Actuated g/C Ratio 0.29 0.29 0.29 0.29 0.31 0.31 1.00 0.31 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 495 898 451 908 90 1077 1404 913 v/s Ratio Prot 0.02 c0.16 0.09 0.09 0.07 v/s Ratio Perm 0.18 c0.31 c0.29 v/c Ratio 0.05 0.55 0.31 0.30 0.59 0.24 0.31 0.94 Uniform Delay, d1 20.6 24.2 22.3 22.3 23.2 20.4 0.0 26.7 Progression Factor 1.29 1.34 1.00 1.00 0.36 0.42 1.00 1.00 Incremental Delay, d2 0.2 2.4 1.8 0.9 23.5 0.5 0.5 17.8 Delay (s) 26.7 34.7 24.1 23.1 31.8 9.0 0.5 44.5 Level of Service C C C C C A A D Approach Delay (s) 34.3 23.4 5.6 44.5 Approach LOS C C A D Intersection Summary HCM Average Control Delay 27.6 HCM Level of Service C HCM Volume to Capacity ratio 0.60 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 91.3% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 37 IBI Group HCM Signalized Intersection Capacity Analysis AM Peak Hour 38: Berkeley Way & Oxford Street 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.97 1.00 0.99 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 0.98 1.00 0.96 1.00 Frt 0.91 1.00 0.85 1.00 0.99 1.00 1.00 Flt Protected 0.99 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1628 1723 1492 1693 3379 1649 3423 Flt Permitted 0.96 0.70 1.00 0.18 1.00 0.29 1.00 Satd. Flow (perm) 1574 1266 1492 318 3379 506 3423 Volume (vph) 20 11 60 2 0 7 18 616 38 56 892 20 Peak-hour factor, PHF 0.84 0.84 0.84 0.50 0.50 0.50 0.86 0.86 0.86 0.87 0.87 0.87 Adj. Flow (vph) 24 13 71 4 0 14 21 716 44 64 1025 23 RTOR Reduction (vph) 0 32 0080050020 Lane Group Flow (vph) 0 76 0460217550641046 0 Confl. Peds. (#/hr) 16 16 60 83 83 60 Confl. Bikes (#/hr) 6 36 45 Turn Type Perm Perm Perm Perm Protected Phases 4826 Permitted Phases 4826 Actuated Green, G (s) 32.0 32.0 32.0 40.0 40.0 40.0 40.0 Effective Green, g (s) 33.0 33.0 33.0 41.0 41.0 41.0 41.0 Actuated g/C Ratio 0.41 0.41 0.41 0.51 0.51 0.51 0.51 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 649 522 615 163 1732 259 1754 v/s Ratio Prot 0.00 0.22 c0.31 v/s Ratio Perm c0.05 0.00 0.07 0.13 v/c Ratio 0.12 0.01 0.01 0.13 0.44 0.25 0.60 Uniform Delay, d1 14.5 13.9 13.9 10.2 12.2 10.9 13.7 Progression Factor 0.60 1.00 1.00 1.80 1.86 0.49 0.45 Incremental Delay, d2 0.4 0.0 0.0 1.5 0.7 1.5 1.0 Delay (s) 9.0 13.9 13.9 19.8 23.6 6.9 7.1 Level of Service A B B B C A A Approach Delay (s) 9.0 13.9 23.5 7.1 Approach LOS A B C A Intersection Summary HCM Average Control Delay 13.6 HCM Level of Service B HCM Volume to Capacity ratio 0.38 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 57.7% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 38 IBI Group HCM Signalized Intersection Capacity Analysis AM Peak Hour 39: University Avenue & Oxford Street 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 0.95 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.79 0.99 1.00 0.99 1.00 0.99 Flpb, ped/bikes 0.99 0.99 1.00 0.98 1.00 1.00 0.91 1.00 Frt 1.00 1.00 0.85 0.95 1.00 0.99 1.00 0.99 Flt Protected 0.95 0.96 1.00 0.99 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1620 1640 1220 1652 1720 3385 1563 3370 Flt Permitted 0.79 0.76 1.00 0.92 0.14 1.00 0.55 1.00 Satd. Flow (perm) 1339 1303 1220 1532 250 3385 899 3370 Volume (vph) 386 37 229 11 17 14 128 292 16 32 885 66 Peak-hour factor, PHF 0.80 0.80 0.80 0.88 0.88 0.88 0.90 0.90 0.90 0.93 0.93 0.93 Adj. Flow (vph) 482 46 286 12 19 16 142 324 18 34 952 71 RTOR Reduction (vph) 0 0 186 0 11 0050070 Lane Group Flow (vph) 241 287 100 0 36 0 142 337 0 34 1016 0 Confl. Peds. (#/hr) 10 146 146 10 116 82 82 116 Confl. Bikes (#/hr) 78 13 41 79 Turn Type Perm Perm Perm pm+pt Perm Protected Phases 4 8 5 2 6 Permitted Phases 4 4 8 2 6 Actuated Green, G (s) 24.0 24.0 24.0 24.0 48.0 48.0 33.9 33.9 Effective Green, g (s) 25.0 25.0 25.0 25.0 49.0 49.0 34.9 34.9 Actuated g/C Ratio 0.31 0.31 0.31 0.31 0.61 0.61 0.44 0.44 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 418 407 381 479 357 2073 392 1470 v/s Ratio Prot c0.06 0.10 c0.30 v/s Ratio Perm 0.18 c0.22 0.08 0.02 0.19 0.04 v/c Ratio 0.58 0.71 0.26 0.08 0.40 0.16 0.09 0.69 Uniform Delay, d1 23.1 24.3 20.6 19.4 9.8 6.7 13.2 18.2 Progression Factor 1.38 1.38 3.28 1.00 1.82 0.96 1.08 0.82 Incremental Delay, d2 5.4 9.4 1.6 0.3 3.3 0.2 0.4 2.2 Delay (s) 37.2 42.9 69.1 19.7 21.0 6.5 14.6 17.1 Level of Service D D E B C A B B Approach Delay (s) 50.4 19.7 10.8 17.1 Approach LOS D B B B Intersection Summary HCM Average Control Delay 27.1 HCM Level of Service C HCM Volume to Capacity ratio 0.65 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 9.0 Intersection Capacity Utilization 77.6% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 39 IBI Group HCM Unsignalized Intersection Capacity Analysis AM Peak Hour 40: Addison Street & Oxford Street 1/15/2007

Movement EBL EBR NBL NBT SBT SBR Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 12 62 108 698 1354 90 Peak Hour Factor 0.55 0.55 0.80 0.80 0.86 0.86 Hourly flow rate (vph) 22 113 135 872 1574 105 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 322 364 pX, platoon unblocked 0.79 0.77 0.77 vC, conflicting volume 2333 840 1679 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 2294 489 1582 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 0 72 57 cM capacity (veh/h) 15 403 316 Direction, Lane # EB 1 NB 1 NB 2 NB 3 SB 1 SB 2 Volume Total 135 135 436 436 1050 629 Volume Left 22 135 0000 Volume Right 113 0000105 cSH 77 316 1700 1700 1700 1700 Volume to Capacity 1.76 0.43 0.26 0.26 0.62 0.37 Queue Length 95th (ft) 290 51 0000 Control Delay (s) 479.4 24.6 0.0 0.0 0.0 0.0 Lane LOS F C Approach Delay (s) 479.4 3.3 0.0 Approach LOS F Intersection Summary Average Delay 24.0 Intersection Capacity Utilization 62.1% ICU Level of Service B Analysis Period (min) 15

Synchro 6 Report 1/15/2007 Page 40 IBI Group HCM Signalized Intersection Capacity Analysis AM Peak Hour 41: Center Street & Oxford Street 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Util. Factor 1.00 1.00 1.00 0.95 1.00 0.95 Frpb, ped/bikes 0.93 0.97 1.00 0.99 1.00 0.99 Flpb, ped/bikes 0.97 0.95 0.97 1.00 0.91 1.00 Frt 0.94 0.96 1.00 0.99 1.00 1.00 Flt Protected 0.98 0.98 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1514 1572 1669 3375 1573 3397 Flt Permitted 0.92 0.90 0.15 1.00 0.43 1.00 Satd. Flow (perm) 1421 1449 269 3375 714 3397 Volume (vph) 18 13 25 15 11 10 45 441 26 9 1023 35 Peak-hour factor, PHF 0.67 0.67 0.67 0.60 0.60 0.60 0.93 0.93 0.93 0.91 0.91 0.91 Adj. Flow (vph) 27 19 37 25 18 17 48 474 28 10 1124 38 RTOR Reduction (vph) 0 20 0 0 10 0060030 Lane Group Flow (vph) 0 63 0 0 50 0 48 496 0 10 1159 0 Confl. Peds. (#/hr) 87 132 132 87 136 104 104 136 Confl. Bikes (#/hr) 17 1 27 39 Turn Type Perm Perm Perm Perm Protected Phases 4826 Permitted Phases 4826 Actuated Green, G (s) 30.0 30.0 42.0 42.0 42.0 42.0 Effective Green, g (s) 31.0 31.0 43.0 43.0 43.0 43.0 Actuated g/C Ratio 0.39 0.39 0.54 0.54 0.54 0.54 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 551 561 145 1814 384 1826 v/s Ratio Prot 0.15 c0.34 v/s Ratio Perm c0.04 0.03 0.18 0.01 v/c Ratio 0.12 0.09 0.33 0.27 0.03 0.63 Uniform Delay, d1 15.7 15.5 10.4 10.0 8.7 13.0 Progression Factor 0.61 1.00 1.00 1.00 1.00 0.85 Incremental Delay, d2 0.4 0.3 6.0 0.4 0.1 1.5 Delay (s) 10.0 15.8 16.4 10.4 8.8 12.5 Level of Service A B B B A B Approach Delay (s) 10.0 15.8 10.9 12.5 Approach LOS ABBB Intersection Summary HCM Average Control Delay 12.0 HCM Level of Service B HCM Volume to Capacity ratio 0.42 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 62.1% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 41 IBI Group HCM Unsignalized Intersection Capacity Analysis AM Peak Hour 42: Allston Way & Oxford Street 1/15/2007

Movement EBL EBR NBL NBT SBT SBR Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 16 43 20 609 1066 35 Peak Hour Factor 0.85 0.85 0.95 0.95 0.96 0.96 Hourly flow rate (vph) 19 51 21 641 1110 36 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 317 pX, platoon unblocked 0.77 0.77 0.77 vC, conflicting volume 1491 573 1147 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1337 139 887 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 82 93 96 cM capacity (veh/h) 107 677 582 Direction, Lane # EB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 69 235 427 740 407 Volume Left 19 21 0 0 0 Volume Right 51 0 0 0 36 cSH 277 582 1700 1700 1700 Volume to Capacity 0.25 0.04 0.25 0.44 0.24 Queue Length 95th (ft) 24 3000 Control Delay (s) 22.3 1.5 0.0 0.0 0.0 Lane LOS C A Approach Delay (s) 22.3 0.5 0.0 Approach LOS C Intersection Summary Average Delay 1.0 Intersection Capacity Utilization 42.5% ICU Level of Service A Analysis Period (min) 15

Synchro 6 Report 1/15/2007 Page 42 IBI Group HCM Unsignalized Intersection Capacity Analysis AM Peak Hour 43: Kittredge Street & Fulton Street 1/15/2007

Movement EBL EBR NBL NBT SBT SBR Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 15 60 31 709 1026 98 Peak Hour Factor 0.69 0.69 0.77 0.77 0.75 0.75 Hourly flow rate (vph) 22 87 40 921 1368 131 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 267 pX, platoon unblocked vC, conflicting volume 1974 749 1499 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1974 749 1499 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 56 75 91 cM capacity (veh/h) 49 354 443 Direction, Lane # EB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 109 347 614 912 587 Volume Left 22 40 0 0 0 Volume Right 87 0 0 0 131 cSH 158 443 1700 1700 1700 Volume to Capacity 0.69 0.09 0.36 0.54 0.35 Queue Length 95th (ft) 100 7000 Control Delay (s) 66.7 3.0 0.0 0.0 0.0 Lane LOS F A Approach Delay (s) 66.7 1.1 0.0 Approach LOS F Intersection Summary Average Delay 3.2 Intersection Capacity Utilization 54.8% ICU Level of Service A Analysis Period (min) 15

Synchro 6 Report 1/15/2007 Page 43 IBI Group HCM Signalized Intersection Capacity Analysis AM Peak Hour 44: Bancroft Way & Fulton Street 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 3.0 Lane Util. Factor 0.95 1.00 1.00 1.00 0.91 Frpb, ped/bikes 1.00 0.96 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 Frt 1.00 0.85 1.00 1.00 0.98 Flt Protected 0.99 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3396 1476 1699 1814 4815 Flt Permitted 0.99 1.00 0.19 1.00 1.00 Satd. Flow (perm) 3396 1476 341 1814 4815 Volume (vph) 0 0 0 70 169 457 41 92 0 0 942 117 Peak-hour factor, PHF 0.95 0.95 0.95 0.96 0.96 0.96 0.85 0.85 0.85 0.96 0.96 0.96 Adj. Flow (vph) 0 0 0 73 176 476 48 108 0 0 981 122 RTOR Reduction (vph) 0000000000190 Lane Group Flow (vph) 000024947648108001084 0 Confl. Peds. (#/hr) 52 91 73 73 Confl. Bikes (#/hr) 19 28 Turn Type Split Free Perm Protected Phases 8 8 2 6 Permitted Phases Free 2 Actuated Green, G (s) 34.0 80.0 38.0 38.0 38.0 Effective Green, g (s) 35.0 80.0 39.0 39.0 39.0 Actuated g/C Ratio 0.44 1.00 0.49 0.49 0.49 Clearance Time (s) 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 1486 1476 166 884 2347 v/s Ratio Prot 0.07 0.06 c0.23 v/s Ratio Perm c0.32 0.14 v/c Ratio 0.17 0.32 0.29 0.12 0.46 Uniform Delay, d1 13.7 0.0 12.2 11.2 13.6 Progression Factor 1.00 1.00 2.00 1.99 1.00 Incremental Delay, d2 0.2 0.6 4.3 0.3 0.7 Delay (s) 13.9 0.6 28.8 22.6 14.2 Level of Service B A C C B Approach Delay (s) 0.0 5.2 24.5 14.2 Approach LOS A A C B Intersection Summary HCM Average Control Delay 11.7 HCM Level of Service B HCM Volume to Capacity ratio 0.39 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 3.0 Intersection Capacity Utilization 53.1% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 44 IBI Group HCM Signalized Intersection Capacity Analysis AM Peak Hour 45: Durant Avenue & Fulton Street 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 Lane Util. Factor 1.00 0.95 1.00 0.95 Frpb, ped/bikes 1.00 0.99 1.00 1.00 Flpb, ped/bikes 0.84 1.00 0.78 1.00 Frt 1.00 0.98 1.00 1.00 Flt Protected 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1449 3338 1343 3446 Flt Permitted 0.95 1.00 0.95 1.00 Satd. Flow (perm) 1449 3338 1343 3446 Volume (vph) 103 299 40 0000004185630 Peak-hour factor, PHF 0.91 0.91 0.91 0.95 0.95 0.95 0.95 0.95 0.95 0.88 0.88 0.88 Adj. Flow (vph) 113 329 44 0000004756400 RTOR Reduction (vph) 0 13 0000000000 Lane Group Flow (vph) 113 360 00000004756400 Confl. Peds. (#/hr) 146 90 202 Confl. Bikes (#/hr) 16 Turn Type Perm Perm Protected Phases 4 6 Permitted Phases 4 6 Actuated Green, G (s) 27.0 27.0 45.0 45.0 Effective Green, g (s) 28.0 28.0 46.0 46.0 Actuated g/C Ratio 0.35 0.35 0.57 0.57 Clearance Time (s) 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 507 1168 772 1981 v/s Ratio Prot c0.11 0.19 v/s Ratio Perm 0.08 c0.35 v/c Ratio 0.22 0.31 0.62 0.32 Uniform Delay, d1 18.3 18.9 11.2 8.9 Progression Factor 1.13 1.15 0.62 0.52 Incremental Delay, d2 0.8 0.6 3.4 0.4 Delay (s) 21.6 22.3 10.3 5.1 Level of Service C C B A Approach Delay (s) 22.1 0.0 0.0 7.3 Approach LOS C A A A Intersection Summary HCM Average Control Delay 11.8 HCM Level of Service B HCM Volume to Capacity ratio 0.50 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 53.6% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 45 IBI Group HCM Unsignalized Intersection Capacity Analysis AM Peak Hour 46: Channing Way & Fulton Street 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Stop Stop Volume (vph) 0 160 20 20 115 00005050075 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Hourly flow rate (vph) 0 178 22 22 128 00005655683 Direction, Lane # EB 1 WB 1 SB 1 SB 2 Volume Total (vph) 200 150 333 361 Volume Left (vph) 0 22 56 0 Volume Right (vph) 22 0 0 83 Hadj (s) -0.03 0.06 0.12 -0.13 Departure Headway (s) 5.6 5.8 5.6 5.4 Degree Utilization, x 0.31 0.24 0.52 0.54 Capacity (veh/h) 606 582 626 654 Control Delay (s) 11.2 10.6 13.4 13.3 Approach Delay (s) 11.2 10.6 13.3 Approach LOS B B B Intersection Summary Delay 12.5 HCM Level of Service B Intersection Capacity Utilization 52.6% ICU Level of Service A Analysis Period (min) 15

Synchro 6 Report 1/15/2007 Page 46 IBI Group HCM Signalized Intersection Capacity Analysis AM Peak Hour 47: Haste Street & Fulton Street 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 Lane Util. Factor 0.95 0.95 Frpb, ped/bikes 1.00 0.99 Flpb, ped/bikes 1.00 1.00 Frt 1.00 0.97 Flt Protected 1.00 1.00 Satd. Flow (prot) 3435 3325 Flt Permitted 1.00 1.00 Satd. Flow (perm) 3435 3325 Volume (vph) 0 0 0 15 342 00000470100 Peak-hour factor, PHF 0.95 0.95 0.95 0.94 0.94 0.94 0.95 0.95 0.95 0.89 0.89 0.89 Adj. Flow (vph) 0 0 0 16 364 00000528112 RTOR Reduction (vph) 0000400000230 Lane Group Flow (vph) 0000376000006170 Confl. Peds. (#/hr) 26 28 Confl. Bikes (#/hr) 23 Turn Type Perm Protected Phases 8 6 Permitted Phases 8 Actuated Green, G (s) 37.0 35.0 Effective Green, g (s) 38.0 36.0 Actuated g/C Ratio 0.48 0.45 Clearance Time (s) 4.0 4.0 Lane Grp Cap (vph) 1632 1496 v/s Ratio Prot c0.19 v/s Ratio Perm 0.11 v/c Ratio 0.23 0.41 Uniform Delay, d1 12.4 14.9 Progression Factor 1.00 1.00 Incremental Delay, d2 0.3 0.8 Delay (s) 12.7 15.7 Level of Service B B Approach Delay (s) 0.0 12.7 0.0 15.7 Approach LOS ABAB Intersection Summary HCM Average Control Delay 14.6 HCM Level of Service B HCM Volume to Capacity ratio 0.32 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 50.0% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 47 IBI Group HCM Signalized Intersection Capacity Analysis AM Peak Hour 48: Dwight Way & Fulton Street 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 Lane Util. Factor 0.95 1.00 0.97 Frpb, ped/bikes 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 Frt 1.00 0.86 1.00 Flt Protected 1.00 1.00 0.95 Satd. Flow (prot) 3422 1569 3343 Flt Permitted 1.00 1.00 0.95 Satd. Flow (perm) 3422 1569 3343 Volume (vph) 0 575 13 000001149900 Peak-hour factor, PHF 0.89 0.89 0.89 0.95 0.95 0.95 0.55 0.55 0.55 0.85 0.85 0.85 Adj. Flow (vph) 0 646 15 000002058700 RTOR Reduction (vph) 020000001119600 Lane Group Flow (vph) 0 659 000000939100 Confl. Peds. (#/hr) 67 Confl. Bikes (#/hr) 21 Turn Type custom custom Protected Phases 4 Permitted Phases 2 6 Actuated Green, G (s) 37.0 35.0 35.0 Effective Green, g (s) 38.0 36.0 36.0 Actuated g/C Ratio 0.48 0.45 0.45 Clearance Time (s) 4.0 4.0 4.0 Lane Grp Cap (vph) 1625 706 1504 v/s Ratio Prot c0.19 v/s Ratio Perm 0.01 c0.12 v/c Ratio 0.41 0.01 0.26 Uniform Delay, d1 13.7 12.2 13.7 Progression Factor 0.52 1.00 0.10 Incremental Delay, d2 0.6 0.0 0.4 Delay (s) 7.7 12.2 1.7 Level of Service A B A Approach Delay (s) 7.7 0.0 12.2 1.7 Approach LOS AABA Intersection Summary HCM Average Control Delay 5.0 HCM Level of Service A HCM Volume to Capacity ratio 0.33 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 52.3% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 48 IBI Group

PM PEAK HOUR INTERSECTION LEVEL OF SERVICE SUMMARY SHEETS HCM Signalized Intersection Capacity Analysis PM Peak Hour 1: Hearst Street & Martin Luther King Jr. Way 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 Lane Util. Factor 0.95 1.00 0.95 0.95 Frpb, ped/bikes 0.99 0.99 0.99 1.00 Flpb, ped/bikes 0.99 0.99 1.00 1.00 Frt 0.98 0.99 0.99 1.00 Flt Protected 0.99 0.99 1.00 1.00 Satd. Flow (prot) 3282 1748 3383 3412 Flt Permitted 0.73 0.88 0.87 0.90 Satd. Flow (perm) 2425 1549 2958 3083 Volume (vph) 81 161 31 72 286 38 43 769 50 26 733 25 Peak-hour factor, PHF 0.81 0.81 0.81 0.94 0.94 0.94 0.89 0.89 0.89 0.93 0.93 0.93 Adj. Flow (vph) 100 199 38 77 304 40 48 864 56 28 788 27 RTOR Reduction (vph) 0 11 0040050030 Lane Group Flow (vph) 0 326 0 0 417 0 0 963 0 0 840 0 Confl. Peds. (#/hr) 50 56 56 50 33 42 42 33 Confl. Bikes (#/hr) 30 24 22 13 Turn Type Perm Perm Perm Perm Protected Phases 4826 Permitted Phases 4826 Actuated Green, G (s) 38.0 38.0 39.0 39.0 Effective Green, g (s) 39.0 39.0 40.0 40.0 Actuated g/C Ratio 0.46 0.46 0.47 0.47 Clearance Time (s) 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 1113 711 1392 1451 v/s Ratio Prot v/s Ratio Perm 0.13 c0.27 c0.33 0.27 v/c Ratio 0.29 0.59 0.69 0.58 Uniform Delay, d1 14.4 17.0 17.7 16.4 Progression Factor 1.00 1.00 0.73 1.00 Incremental Delay, d2 0.7 3.5 2.7 1.7 Delay (s) 15.0 20.5 15.6 18.1 Level of Service B C B B Approach Delay (s) 15.0 20.5 15.6 18.1 Approach LOS B C B B Intersection Summary HCM Average Control Delay 17.2 HCM Level of Service B HCM Volume to Capacity ratio 0.64 Actuated Cycle Length (s) 85.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 101.4% ICU Level of Service G Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 1 IBI Group HCM Unsignalized Intersection Capacity Analysis PM Peak Hour 2: Berkeley Way & Martin Luther King Jr. Way 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 25 8 24 18 13 22 28 705 29 12 607 26 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 25 8 24 18 13 22 28 705 29 12 607 26 Pedestrians 33 45 16 23 Lane Width (ft) 12.0 12.0 12.0 12.0 Walking Speed (ft/s) 4.0 4.0 4.0 4.0 Percent Blockage 3412 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 317 334 pX, platoon unblocked 0.92 0.92 0.89 0.92 0.92 0.87 0.89 0.87 vC, conflicting volume 1137 1512 366 1192 1510 435 666 779 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 717 1125 173 777 1124 193 509 591 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 89 95 97 92 92 97 97 99 cM capacity (veh/h) 232 167 721 214 168 667 916 818 Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 57 53 380 382 316 330 Volume Left 25 18 28 0 12 0 Volume Right 24 22 0 29 0 26 cSH 302 272 916 1700 818 1700 Volume to Capacity 0.19 0.19 0.03 0.22 0.01 0.19 Queue Length 95th (ft) 17 18 2010 Control Delay (s) 19.7 21.4 1.0 0.0 0.5 0.0 Lane LOS C C A A Approach Delay (s) 19.7 21.4 0.5 0.3 Approach LOS C C Intersection Summary Average Delay 1.8 Intersection Capacity Utilization 58.1% ICU Level of Service B Analysis Period (min) 15

Synchro 6 Report 1/15/2007 Page 2 IBI Group HCM Signalized Intersection Capacity Analysis PM Peak Hour 3: University Avenue & Martin Luther King Jr. Way 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.83 1.00 0.99 1.00 0.99 1.00 0.99 Flpb, ped/bikes 0.98 1.00 1.00 0.96 1.00 1.00 1.00 0.94 1.00 Frt 1.00 1.00 0.85 1.00 0.99 1.00 0.99 1.00 0.98 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1691 3446 1284 1662 3401 1721 3385 1614 3344 Flt Permitted 0.16 1.00 1.00 0.26 1.00 0.16 1.00 0.35 1.00 Satd. Flow (perm) 280 3446 1284 448 3401 292 3385 593 3344 Volume (vph) 86 732 191 95 898 41 273 731 38 39 554 93 Peak-hour factor, PHF 0.93 0.93 0.93 0.91 0.91 0.91 0.96 0.96 0.96 0.95 0.95 0.95 Adj. Flow (vph) 92 787 205 104 987 45 284 761 40 41 583 98 RTOR Reduction (vph) 0 0 111 0400400160 Lane Group Flow (vph) 92 787 94 104 1028 0 284 797 0 41 665 0 Confl. Peds. (#/hr) 108 121 121 108 27 166 166 27 Confl. Bikes (#/hr) 48 34 26 18 Turn Type Perm Perm Perm pm+pt Perm Protected Phases 4 8 5 2 6 Permitted Phases 4 4 8 2 6 Actuated Green, G (s) 38.0 38.0 38.0 38.0 38.0 39.0 39.0 22.1 22.1 Effective Green, g (s) 39.0 39.0 39.0 39.0 39.0 40.0 40.0 23.1 23.1 Actuated g/C Ratio 0.46 0.46 0.46 0.46 0.46 0.47 0.47 0.27 0.27 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 128 1581 589 206 1560 371 1593 161 909 v/s Ratio Prot 0.23 0.30 c0.13 0.24 0.20 v/s Ratio Perm c0.33 0.07 0.23 c0.23 0.07 v/c Ratio 0.72 0.50 0.16 0.50 0.66 0.77 0.50 0.25 0.73 Uniform Delay, d1 18.6 16.1 13.4 16.2 17.8 16.6 15.6 24.2 28.1 Progression Factor 1.00 1.00 1.00 1.15 1.22 1.34 0.80 0.59 0.60 Incremental Delay, d2 29.2 1.1 0.6 6.3 1.6 12.7 1.0 3.4 4.6 Delay (s) 47.8 17.3 14.0 24.9 23.3 34.9 13.5 17.6 21.6 Level of Service D B B C C C B B C Approach Delay (s) 19.2 23.5 19.1 21.3 Approach LOS B C B C Intersection Summary HCM Average Control Delay 20.8 HCM Level of Service C HCM Volume to Capacity ratio 0.74 Actuated Cycle Length (s) 85.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 80.0% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 3 IBI Group HCM Unsignalized Intersection Capacity Analysis PM Peak Hour 4: Addison Street & Martin Luther King Jr. Way 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 00200137321075 47 47 927 45 Peak Hour Factor 0.27 0.27 0.27 0.75 0.75 0.75 0.81 0.81 0.81 0.83 0.83 0.83 Hourly flow rate (vph) 00700183401327 58 57 1117 54 Pedestrians 49 35 49 Lane Width (ft) 12.0 12.0 12.0 Walking Speed (ft/s) 4.0 4.0 4.0 Percent Blockage 4 3 4 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 338 365 pX, platoon unblocked 0.84 0.84 0.85 0.84 0.84 0.76 0.85 0.76 vC, conflicting volume 2280 2805 635 2149 2804 777 1220 1420 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1794 2419 391 1638 2416 400 1081 1242 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 99 100 100 57 92 86 cM capacity (veh/h) 18 20 495 43 20 427 522 413 Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Volume Total 7 183 703 722 57 745 427 Volume Left 0 0 40 0 57 0 0 Volume Right 7 183 0 58 0 0 54 cSH 495 427 522 1700 413 1700 1700 Volume to Capacity 0.01 0.43 0.08 0.42 0.14 0.44 0.25 Queue Length 95th (ft) 1 52 6 0 12 0 0 Control Delay (s) 12.4 19.6 2.2 0.0 15.1 0.0 0.0 Lane LOS B C A C Approach Delay (s) 12.4 19.6 1.1 0.7 Approach LOS B C Intersection Summary Average Delay 2.1 Intersection Capacity Utilization 59.3% ICU Level of Service B Analysis Period (min) 15

Synchro 6 Report 1/15/2007 Page 4 IBI Group HCM Signalized Intersection Capacity Analysis PM Peak Hour 5: Center Street & Martin Luther King Jr. Way 1/15/2007

Movement WBL WBR NBT NBR SBL SBT Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 Lane Util. Factor 1.00 1.00 0.95 0.95 Frpb, ped/bikes 1.00 1.00 0.99 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 Frt 1.00 0.85 0.99 1.00 Flt Protected 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1723 1542 3382 3433 Flt Permitted 0.95 1.00 1.00 0.77 Satd. Flow (perm) 1723 1542 3382 2635 Volume (vph) 86 110 1040 76 56 856 Peak-hour factor, PHF 0.78 0.78 0.91 0.91 0.92 0.92 Adj. Flow (vph) 110 141 1143 84 61 930 RTOR Reduction (vph) 0 32 6000 Lane Group Flow (vph) 110 109 1221 0 0 991 Confl. Peds. (#/hr) 26 16 89 89 Confl. Bikes (#/hr) 2 25 Turn Type Prot Perm Protected Phases 8 8 2 6 Permitted Phases 6 Actuated Green, G (s) 29.0 29.0 48.0 48.0 Effective Green, g (s) 30.0 30.0 49.0 49.0 Actuated g/C Ratio 0.35 0.35 0.58 0.58 Clearance Time (s) 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 608 544 1950 1519 v/s Ratio Prot 0.06 c0.07 0.36 v/s Ratio Perm c0.38 v/c Ratio 0.18 0.20 0.63 0.65 Uniform Delay, d1 19.0 19.1 11.9 12.2 Progression Factor 1.00 1.00 0.54 1.47 Incremental Delay, d2 0.7 0.8 1.4 2.0 Delay (s) 19.7 20.0 7.8 20.0 Level of Service B B A B Approach Delay (s) 19.8 7.8 20.0 Approach LOS B A B Intersection Summary HCM Average Control Delay 13.9 HCM Level of Service B HCM Volume to Capacity ratio 0.48 Actuated Cycle Length (s) 85.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 86.7% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 5 IBI Group HCM Signalized Intersection Capacity Analysis PM Peak Hour 6: Allston Way & Martin Luther King Jr. Way 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 Frpb, ped/bikes 1.00 0.91 1.00 0.95 1.00 0.99 1.00 0.99 Flpb, ped/bikes 0.99 1.00 0.98 1.00 0.98 1.00 0.98 1.00 Frt 1.00 0.85 1.00 0.85 1.00 0.99 1.00 0.99 Flt Protected 0.98 1.00 0.98 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1758 1406 1751 1467 1692 3389 1697 3387 Flt Permitted 0.72 1.00 0.81 1.00 0.26 1.00 0.20 1.00 Satd. Flow (perm) 1291 1406 1442 1467 462 3389 357 3387 Volume (vph) 84 90 86 67 113 84 92 958 65 99 773 55 Peak-hour factor, PHF 0.82 0.82 0.82 0.85 0.85 0.85 0.94 0.94 0.94 0.91 0.91 0.91 Adj. Flow (vph) 102 110 105 79 133 99 98 1019 69 109 849 60 RTOR Reduction (vph) 0 0 72 0 0 57 060060 Lane Group Flow (vph) 0 212 33 0 212 42 98 1082 0 109 903 0 Confl. Peds. (#/hr) 20 58 58 20 42 82 82 42 Confl. Bikes (#/hr) 16 20 17 22 Turn Type Perm Perm Perm Perm Perm Perm Protected Phases 4826 Permitted Phases 4 4 8 8 2 6 Actuated Green, G (s) 26.0 26.0 26.0 26.0 51.0 51.0 51.0 51.0 Effective Green, g (s) 27.0 27.0 27.0 27.0 52.0 52.0 52.0 52.0 Actuated g/C Ratio 0.32 0.32 0.32 0.32 0.61 0.61 0.61 0.61 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 410 447 458 466 283 2073 218 2072 v/s Ratio Prot c0.32 0.27 v/s Ratio Perm c0.16 0.02 0.15 0.03 0.21 0.31 v/c Ratio 0.52 0.07 0.46 0.09 0.35 0.52 0.50 0.44 Uniform Delay, d1 23.7 20.3 23.2 20.4 8.1 9.4 9.2 8.7 Progression Factor 1.00 1.00 1.00 1.00 1.05 1.10 0.81 0.97 Incremental Delay, d2 4.6 0.3 3.3 0.4 2.3 0.6 6.4 0.5 Delay (s) 28.3 20.6 26.5 20.8 10.8 11.0 13.9 9.0 Level of Service C C C C B B B A Approach Delay (s) 25.7 24.7 11.0 9.5 Approach LOS C C B A Intersection Summary HCM Average Control Delay 13.6 HCM Level of Service B HCM Volume to Capacity ratio 0.52 Actuated Cycle Length (s) 85.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 76.3% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 6 IBI Group HCM Signalized Intersection Capacity Analysis PM Peak Hour 7: Bancroft Way & Martin Luther King Jr. Way 1/15/2007

Movement EBL EBR NBL NBT SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 Lane Util. Factor 1.00 0.95 0.95 Frpb, ped/bikes 0.97 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 Frt 0.92 1.00 0.99 Flt Protected 0.98 1.00 1.00 Satd. Flow (prot) 1584 3424 3405 Flt Permitted 0.98 0.74 1.00 Satd. Flow (perm) 1584 2555 3405 Volume (vph) 46 71 97 1047 910 36 Peak-hour factor, PHF 0.84 0.84 0.94 0.94 0.95 0.95 Adj. Flow (vph) 55 85 103 1114 958 38 RTOR Reduction (vph) 60 00030 Lane Group Flow (vph) 80 0 0 1217 993 0 Confl. Peds. (#/hr) 37 30 68 68 Confl. Bikes (#/hr) 4 26 Turn Type Perm Protected Phases 4 2 6 Permitted Phases 2 Actuated Green, G (s) 24.0 53.0 53.0 Effective Green, g (s) 25.0 54.0 54.0 Actuated g/C Ratio 0.29 0.64 0.64 Clearance Time (s) 4.0 4.0 4.0 Lane Grp Cap (vph) 466 1623 2163 v/s Ratio Prot c0.05 0.29 v/s Ratio Perm c0.48 v/c Ratio 0.17 0.75 0.46 Uniform Delay, d1 22.3 10.8 8.0 Progression Factor 1.00 0.96 0.40 Incremental Delay, d2 0.8 2.6 0.7 Delay (s) 23.1 13.0 3.9 Level of Service C B A Approach Delay (s) 23.1 13.0 3.9 Approach LOS C B A Intersection Summary HCM Average Control Delay 9.8 HCM Level of Service A HCM Volume to Capacity ratio 0.57 Actuated Cycle Length (s) 85.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 88.1% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 7 IBI Group HCM Signalized Intersection Capacity Analysis PM Peak Hour 8: Channing Way & Martin Luther King Jr. Way 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 Lane Util. Factor 1.00 1.00 0.95 0.95 Frpb, ped/bikes 0.95 0.95 0.99 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 Frt 0.86 0.86 0.99 1.00 Flt Protected 1.00 1.00 1.00 1.00 Satd. Flow (prot) 1492 1486 3400 3400 Flt Permitted 1.00 1.00 0.89 0.73 Satd. Flow (perm) 1492 1486 3036 2504 Volume (vph) 0 0 34 0 0 101 36 1004 41 72 825 28 Peak-hour factor, PHF 0.61 0.61 0.61 0.77 0.77 0.77 0.94 0.94 0.94 0.92 0.92 0.92 Adj. Flow (vph) 0 0 56 0 0 131 38 1068 44 78 897 30 RTOR Reduction (vph) 0 0 37 0 0 50 030020 Lane Group Flow (vph) 0 0 19 0 0 81 0 1147 0 0 1003 0 Confl. Peds. (#/hr) 21 24 53 53 53 53 Confl. Bikes (#/hr) 21 22 33 25 Turn Type custom custom Perm Perm Protected Phases 2 6 Permitted Phases 4 8 2 6 Actuated Green, G (s) 28.0 28.0 49.0 49.0 Effective Green, g (s) 29.0 29.0 50.0 50.0 Actuated g/C Ratio 0.34 0.34 0.59 0.59 Clearance Time (s) 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 509 507 1786 1473 v/s Ratio Prot v/s Ratio Perm 0.01 c0.05 0.38 c0.40 v/c Ratio 0.04 0.16 0.64 0.68 Uniform Delay, d1 18.7 19.5 11.6 12.0 Progression Factor 1.00 1.00 0.49 0.71 Incremental Delay, d2 0.1 0.7 1.5 2.3 Delay (s) 18.8 20.2 7.1 10.9 Level of Service B C A B Approach Delay (s) 18.8 20.2 7.1 10.9 Approach LOS B C A B Intersection Summary HCM Average Control Delay 9.7 HCM Level of Service A HCM Volume to Capacity ratio 0.49 Actuated Cycle Length (s) 85.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 64.3% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 8 IBI Group HCM Signalized Intersection Capacity Analysis PM Peak Hour 9: Haste Street & Martin Luther King Jr. Way 1/15/2007

Movement WBL WBR NBT NBR SBL SBT Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 Lane Util. Factor 1.00 0.95 0.95 0.95 Frpb, ped/bikes 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 Flt Protected 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1723 1465 3446 3446 Flt Permitted 0.95 1.00 1.00 1.00 Satd. Flow (perm) 1723 1465 3446 3446 Volume (vph) 365 128 973 0 0 876 Peak-hour factor, PHF 0.91 0.91 0.93 0.93 0.91 0.91 Adj. Flow (vph) 401 141 1046 0 0 963 RTOR Reduction (vph) 0 33 0000 Lane Group Flow (vph) 401 108 1046 0 0 963 Confl. Peds. (#/hr) 14 Confl. Bikes (#/hr) 3 Turn Type Prot Protected Phases 8 8 2 6 Permitted Phases Actuated Green, G (s) 37.0 37.0 40.0 40.0 Effective Green, g (s) 38.0 38.0 41.0 41.0 Actuated g/C Ratio 0.45 0.45 0.48 0.48 Clearance Time (s) 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 770 655 1662 1662 v/s Ratio Prot c0.23 0.07 c0.30 0.28 v/s Ratio Perm v/c Ratio 0.52 0.16 0.63 0.58 Uniform Delay, d1 16.9 14.0 16.4 15.8 Progression Factor 1.62 2.06 0.43 0.57 Incremental Delay, d2 2.3 0.5 1.0 1.1 Delay (s) 29.8 29.4 8.0 10.2 Level of Service C C A B Approach Delay (s) 29.7 8.0 10.2 Approach LOS C A B Intersection Summary HCM Average Control Delay 13.4 HCM Level of Service B HCM Volume to Capacity ratio 0.58 Actuated Cycle Length (s) 85.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 57.9% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 9 IBI Group HCM Signalized Intersection Capacity Analysis PM Peak Hour 10: Dwight Way & Martin Luther King Jr. Way 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 Lane Util. Factor 0.95 0.95 0.95 Frpb, ped/bikes 0.99 0.99 0.98 Flpb, ped/bikes 1.00 1.00 1.00 Frt 0.98 0.99 0.98 Flt Protected 1.00 1.00 1.00 Satd. Flow (prot) 3336 3358 3291 Flt Permitted 1.00 0.69 0.71 Satd. Flow (perm) 3336 2339 2349 Volume (vph) 63 491 96 0 0 0 99 881 88 88 949 189 Peak-hour factor, PHF 0.92 0.92 0.92 0.94 0.94 0.94 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 68 534 104 0 0 0 104 927 93 93 999 199 RTOR Reduction (vph) 0 17 00000800170 Lane Group Flow (vph) 0 689 000001116 0 0 1274 0 Confl. Peds. (#/hr) 23 12 47 65 65 47 Confl. Bikes (#/hr) 14 20 19 Turn Type Split Perm pm+pt Protected Phases 4 4 2 1 6 Permitted Phases 2 6 Actuated Green, G (s) 22.0 46.5 55.0 Effective Green, g (s) 23.0 47.5 56.0 Actuated g/C Ratio 0.27 0.56 0.66 Clearance Time (s) 4.0 4.0 4.0 Lane Grp Cap (vph) 903 1307 1609 v/s Ratio Prot c0.21 c0.05 v/s Ratio Perm c0.48 0.47 v/c Ratio 0.76 0.85 0.79 Uniform Delay, d1 28.5 15.8 10.3 Progression Factor 1.00 1.00 0.96 Incremental Delay, d2 6.1 7.3 3.4 Delay (s) 34.6 23.1 13.4 Level of Service C C B Approach Delay (s) 34.6 0.0 23.1 13.4 Approach LOS C A C B Intersection Summary HCM Average Control Delay 21.7 HCM Level of Service C HCM Volume to Capacity ratio 0.83 Actuated Cycle Length (s) 85.0 Sum of lost time (s) 9.0 Intersection Capacity Utilization 96.7% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 10 IBI Group HCM Signalized Intersection Capacity Analysis PM Peak Hour 11: Hearst Street & Milvia Street 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 Lane Util. Factor 1.00 1.00 1.00 1.00 Frpb, ped/bikes 0.98 0.99 0.99 0.98 Flpb, ped/bikes 1.00 1.00 0.99 1.00 Frt 0.99 0.99 0.98 0.96 Flt Protected 1.00 1.00 0.99 0.99 Satd. Flow (prot) 1754 1757 1744 1683 Flt Permitted 0.99 0.96 0.94 0.93 Satd. Flow (perm) 1731 1700 1652 1583 Volume (vph) 7 192 25 30 321 38 42 195 39 19 70 37 Peak-hour factor, PHF 0.82 0.82 0.82 0.81 0.81 0.81 0.81 0.81 0.81 0.75 0.75 0.75 Adj. Flow (vph) 9 234 30 37 396 47 52 241 48 25 93 49 RTOR Reduction (vph) 08007001100270 Lane Group Flow (vph) 0 265 0 0 473 0 0 330 0 0 140 0 Confl. Peds. (#/hr) 59 78 78 59 37 41 41 37 Confl. Bikes (#/hr) 39 15 21 21 Turn Type Perm Perm Perm Perm Protected Phases 4826 Permitted Phases 4826 Actuated Green, G (s) 24.0 24.0 23.0 23.0 Effective Green, g (s) 25.0 25.0 24.0 24.0 Actuated g/C Ratio 0.45 0.45 0.44 0.44 Clearance Time (s) 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 787 773 721 691 v/s Ratio Prot v/s Ratio Perm 0.15 c0.28 c0.20 0.09 v/c Ratio 0.34 0.61 0.46 0.20 Uniform Delay, d1 9.7 11.3 10.9 9.6 Progression Factor 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.2 3.6 2.1 0.7 Delay (s) 10.8 14.9 13.0 10.2 Level of Service BBBB Approach Delay (s) 10.8 14.9 13.0 10.2 Approach LOS BBBB Intersection Summary HCM Average Control Delay 12.9 HCM Level of Service B HCM Volume to Capacity ratio 0.54 Actuated Cycle Length (s) 55.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 61.7% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 11 IBI Group HCM Signalized Intersection Capacity Analysis PM Peak Hour 12: University Avenue & Milvia Street 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 3.0 Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 Frpb, ped/bikes 0.97 0.99 1.00 0.97 0.99 Flpb, ped/bikes 1.00 1.00 0.99 1.00 0.99 Frt 0.98 0.99 1.00 0.96 0.97 Flt Protected 1.00 1.00 0.95 1.00 0.99 Satd. Flow (prot) 3241 3379 1706 1694 1723 Flt Permitted 0.70 0.95 0.35 1.00 0.94 Satd. Flow (perm) 2281 3201 631 1694 1636 Volume (vph) 76 702 107 6 728 33 217 184 58 34 223 70 Peak-hour factor, PHF 0.87 0.87 0.87 0.77 0.77 0.77 0.97 0.97 0.97 0.61 0.61 0.61 Adj. Flow (vph) 87 807 123 8 945 43 224 190 60 56 366 115 RTOR Reduction (vph) 0 12 004001300120 Lane Group Flow (vph) 0 1005 0 0 992 0 224 237 0 0 525 0 Confl. Peds. (#/hr) 127 128 128 127 28 98 98 28 Confl. Bikes (#/hr) 41 41 15 Turn Type Perm Perm Perm Perm Protected Phases 4826 Permitted Phases 4826 Actuated Green, G (s) 40.0 40.0 37.0 37.0 37.0 Effective Green, g (s) 41.0 41.0 38.0 38.0 38.0 Actuated g/C Ratio 0.48 0.48 0.45 0.45 0.45 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 1100 1544 282 757 731 v/s Ratio Prot 0.14 v/s Ratio Perm c0.44 0.31 c0.36 0.32 v/c Ratio 0.91 0.64 0.79 0.31 0.72 Uniform Delay, d1 20.4 16.5 20.1 15.1 19.1 Progression Factor 0.75 0.56 1.00 1.00 1.00 Incremental Delay, d2 12.2 1.9 20.2 1.1 6.0 Delay (s) 27.5 11.1 40.4 16.2 25.2 Level of Service C B D B C Approach Delay (s) 27.5 11.1 27.6 25.2 Approach LOS C B C C Intersection Summary HCM Average Control Delay 21.7 HCM Level of Service C HCM Volume to Capacity ratio 0.86 Actuated Cycle Length (s) 85.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 99.3% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 12 IBI Group HCM Unsignalized Intersection Capacity Analysis PM Peak Hour 13: Addison Street & Milvia Street 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Stop Stop Volume (vph) 14 51 79 28 42 67 25 349 43 19 193 24 Peak Hour Factor 0.75 0.75 0.75 0.74 0.74 0.74 0.91 0.91 0.91 0.81 0.81 0.81 Hourly flow rate (vph) 19 68 105 38 57 91 27 384 47 23 238 30 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total (vph) 192 185 458 291 Volume Left (vph) 19 38 27 23 Volume Right (vph) 105 91 47 30 Hadj (s) -0.28 -0.22 -0.02 -0.01 Departure Headway (s) 6.3 6.3 5.7 6.0 Degree Utilization, x 0.33 0.33 0.72 0.48 Capacity (veh/h) 494 485 611 551 Control Delay (s) 12.4 12.4 22.0 14.4 Approach Delay (s) 12.4 12.4 22.0 14.4 Approach LOS B B C B Intersection Summary Delay 16.8 HCM Level of Service C Intersection Capacity Utilization 52.6% ICU Level of Service A Analysis Period (min) 15

Synchro 6 Report 1/15/2007 Page 13 IBI Group HCM Signalized Intersection Capacity Analysis PM Peak Hour 14: Center Street & Milvia Street 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 3.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 0.58 0.82 0.93 0.95 Flpb, ped/bikes 0.95 1.00 0.94 0.98 0.98 Frt 1.00 0.85 0.95 0.98 0.97 Flt Protected 0.99 1.00 0.99 0.99 0.99 Satd. Flow (prot) 1710 900 1325 1613 1618 Flt Permitted 0.92 1.00 0.93 0.91 0.86 Satd. Flow (perm) 1580 900 1243 1475 1406 Volume (vph) 18 73 39 41 102 81 62 326 80 57 208 62 Peak-hour factor, PHF 0.66 0.66 0.66 0.73 0.73 0.73 0.88 0.88 0.88 0.83 0.83 0.83 Adj. Flow (vph) 27 111 59 56 140 111 70 370 91 69 251 75 RTOR Reduction (vph) 0 0 36 0 29 0 0 11 0 0 12 0 Lane Group Flow (vph) 0 138 23 0 278 0 0 520 0 0 383 0 Confl. Peds. (#/hr) 293 248 248 293 290 230 230 290 Confl. Bikes (#/hr) 16 23 31 16 Turn Type Perm Perm Perm Perm Perm Protected Phases 4826 Permitted Phases 4 4 8 2 6 Actuated Green, G (s) 26.0 26.0 26.0 36.0 36.0 Effective Green, g (s) 27.0 27.0 27.0 37.0 37.0 Actuated g/C Ratio 0.39 0.39 0.39 0.53 0.53 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 609 347 479 780 743 v/s Ratio Prot v/s Ratio Perm 0.09 0.03 c0.22 c0.35 0.27 v/c Ratio 0.23 0.07 0.58 0.67 0.52 Uniform Delay, d1 14.5 13.5 17.0 12.0 10.7 Progression Factor 1.00 1.00 1.00 0.79 1.00 Incremental Delay, d2 0.9 0.4 5.1 3.3 2.5 Delay (s) 15.3 13.9 22.1 12.8 13.2 Level of Service B B C B B Approach Delay (s) 14.9 22.1 12.8 13.2 Approach LOS B C B B Intersection Summary HCM Average Control Delay 15.2 HCM Level of Service B HCM Volume to Capacity ratio 0.63 Actuated Cycle Length (s) 70.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 66.6% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 14 IBI Group HCM Signalized Intersection Capacity Analysis PM Peak Hour 15: Allston Way & Milvia Street 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 3.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 0.58 0.80 0.96 0.95 Flpb, ped/bikes 0.92 1.00 0.95 0.97 0.99 Frt 1.00 0.85 0.95 0.98 0.98 Flt Protected 0.98 1.00 0.99 0.99 0.99 Satd. Flow (prot) 1635 893 1298 1642 1658 Flt Permitted 0.83 1.00 0.93 0.86 0.90 Satd. Flow (perm) 1383 893 1222 1426 1506 Volume (vph) 51 98 105 44 130 107 99 289 61 41 220 54 Peak-hour factor, PHF 0.88 0.88 0.88 0.77 0.77 0.77 0.84 0.84 0.84 0.91 0.91 0.91 Adj. Flow (vph) 58 111 119 57 169 139 118 344 73 45 242 59 RTOR Reduction (vph) 0 0 71 0 32 00800110 Lane Group Flow (vph) 0 169 48 0 333 0 0 527 0 0 335 0 Confl. Peds. (#/hr) 367 257 257 367 278 166 166 278 Turn Type Perm Perm Perm Perm Perm Protected Phases 4826 Permitted Phases 4 4 8 2 6 Actuated Green, G (s) 27.0 27.0 27.0 35.0 35.0 Effective Green, g (s) 28.0 28.0 28.0 36.0 36.0 Actuated g/C Ratio 0.40 0.40 0.40 0.51 0.51 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 553 357 489 733 775 v/s Ratio Prot v/s Ratio Perm 0.12 0.05 c0.27 c0.37 0.22 v/c Ratio 0.31 0.13 0.68 0.72 0.43 Uniform Delay, d1 14.4 13.3 17.3 13.1 10.6 Progression Factor 1.00 1.00 1.00 1.00 0.64 Incremental Delay, d2 1.4 0.8 7.5 6.0 1.6 Delay (s) 15.8 14.1 24.8 19.1 8.4 Level of Service B B C B A Approach Delay (s) 15.1 24.8 19.1 8.4 Approach LOS B C B A Intersection Summary HCM Average Control Delay 17.3 HCM Level of Service B HCM Volume to Capacity ratio 0.70 Actuated Cycle Length (s) 70.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 75.0% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 15 IBI Group HCM Unsignalized Intersection Capacity Analysis PM Peak Hour 16: Kittredge Street & Milvia Street 1/15/2007

Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Stop Stop Volume (vph) 48 118 363 52 70 345 Peak Hour Factor 0.85 0.85 0.90 0.90 0.86 0.86 Hourly flow rate (vph) 56 139 403 58 81 401 Direction, Lane # WB 1 NB 1 SB 1 Volume Total (vph) 195 461 483 Volume Left (vph) 56 0 81 Volume Right (vph) 139 58 0 Hadj (s) -0.33 -0.04 0.07 Departure Headway (s) 5.9 5.2 5.2 Degree Utilization, x 0.32 0.66 0.70 Capacity (veh/h) 541 675 673 Control Delay (s) 11.6 17.6 19.5 Approach Delay (s) 11.6 17.6 19.5 Approach LOS B C C Intersection Summary Delay 17.3 HCM Level of Service C Intersection Capacity Utilization 71.9% ICU Level of Service C Analysis Period (min) 15

Synchro 6 Report 1/15/2007 Page 16 IBI Group HCM Unsignalized Intersection Capacity Analysis PM Peak Hour 17: Bancroft Way & Milvia Street 1/15/2007

Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 41 89 240 29 18 322 Peak Hour Factor 0.81 0.81 0.88 0.88 0.91 0.91 Hourly flow rate (vph) 51 110 273 33 20 354 Pedestrians 181 45 79 Lane Width (ft) 12.0 12.0 12.0 Walking Speed (ft/s) 4.0 4.0 4.0 Percent Blockage 15 4 7 Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 909 549 487 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 909 549 487 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 79 74 98 cM capacity (veh/h) 244 425 914 Direction, Lane # WB 1 NB 1 SB 1 Volume Total 160 306 374 Volume Left 51 0 20 Volume Right 110 33 0 cSH 344 1700 914 Volume to Capacity 0.47 0.18 0.02 Queue Length 95th (ft) 59 0 2 Control Delay (s) 24.3 0.0 0.7 Lane LOS C A Approach Delay (s) 24.3 0.0 0.7 Approach LOS C Intersection Summary Average Delay 5.0 Intersection Capacity Utilization 52.4% ICU Level of Service A Analysis Period (min) 15

Synchro 6 Report 1/15/2007 Page 17 IBI Group HCM Unsignalized Intersection Capacity Analysis PM Peak Hour 18: Durant Avenue & Milvia Street 1/15/2007

Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 29 57 245 62 55 294 Peak Hour Factor 0.80 0.80 0.83 0.83 0.78 0.78 Hourly flow rate (vph) 36 71 295 75 71 377 Pedestrians 97 23 20 Lane Width (ft) 12.0 12.0 12.0 Walking Speed (ft/s) 4.0 4.0 4.0 Percent Blockage 8 2 2 Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 970 450 467 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 970 450 467 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 85 87 93 cM capacity (veh/h) 235 551 1006 Direction, Lane # WB 1 NB 1 SB 1 Volume Total 108 370 447 Volume Left 36 0 71 Volume Right 71 75 0 cSH 379 1700 1006 Volume to Capacity 0.28 0.22 0.07 Queue Length 95th (ft) 29 0 6 Control Delay (s) 18.2 0.0 2.1 Lane LOS C A Approach Delay (s) 18.2 0.0 2.1 Approach LOS C Intersection Summary Average Delay 3.1 Intersection Capacity Utilization 57.2% ICU Level of Service B Analysis Period (min) 15

Synchro 6 Report 1/15/2007 Page 18 IBI Group HCM Unsignalized Intersection Capacity Analysis PM Peak Hour 19: Channing Way & Milvia Street 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Stop Stop Volume (vph) 52 62 17 23 80 57 6 225 32 31 268 29 Peak Hour Factor 0.78 0.78 0.78 0.83 0.83 0.83 0.90 0.90 0.90 0.91 0.91 0.91 Hourly flow rate (vph) 67 79 22 28 96 69 7 250 36 34 295 32 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total (vph) 168 193 292 360 Volume Left (vph) 67 28 7 34 Volume Right (vph) 22 69 36 32 Hadj (s) 0.04 -0.15 -0.03 0.00 Departure Headway (s) 6.2 5.9 5.6 5.5 Degree Utilization, x 0.29 0.32 0.46 0.55 Capacity (veh/h) 501 522 592 614 Control Delay (s) 11.7 11.7 13.2 15.2 Approach Delay (s) 11.7 11.7 13.2 15.2 Approach LOS B B B C Intersection Summary Delay 13.4 HCM Level of Service B Intersection Capacity Utilization 56.5% ICU Level of Service B Analysis Period (min) 15

Synchro 6 Report 1/15/2007 Page 19 IBI Group HCM Unsignalized Intersection Capacity Analysis PM Peak Hour 20: Haste Street & Milvia Street 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 0 0 0 26 319 56 46 199 0 0 155 132 Peak Hour Factor 0.90 0.90 0.90 0.84 0.84 0.84 0.89 0.89 0.89 0.79 0.79 0.79 Hourly flow rate (vph) 0 0 0 31 380 67 52 224 0 0 196 167 Pedestrians 33 56 17 36 Lane Width (ft) 0.0 12.0 12.0 12.0 Walking Speed (ft/s) 4.0 4.0 4.0 4.0 Percent Blockage 0513 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 657 743 pX, platoon unblocked vC, conflicting volume 482 17 567 561 73 679 528 292 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 482 17 567 561 73 679 528 292 tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 100 98 72 45 100 100 54 76 cM capacity (veh/h) 1044 1576 185 408 915 169 426 683 Direction, Lane # WB 1 WB 2 NB 1 SB 1 Volume Total 221 257 275 363 Volume Left 31 0 52 0 Volume Right 0 67 0 167 cSH 1576 1700 332 515 Volume to Capacity 0.02 0.15 0.83 0.71 Queue Length 95th (ft) 2 0 180 139 Control Delay (s) 1.2 0.0 51.5 27.0 Lane LOS A F D Approach Delay (s) 0.5 51.5 27.0 Approach LOS F D Intersection Summary Average Delay 21.7 Intersection Capacity Utilization 56.8% ICU Level of Service B Analysis Period (min) 15

Synchro 6 Report 1/15/2007 Page 20 IBI Group HCM Unsignalized Intersection Capacity Analysis PM Peak Hour 21: Dwight Way & Milvia Street 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Stop Stop Volume (vph) 76 477 25 000063152103890 Peak Hour Factor 0.96 0.96 0.96 0.90 0.90 0.90 0.65 0.65 0.65 0.94 0.94 0.94 Hourly flow rate (vph) 79 497 26 000097234110950 Direction, Lane # EB 1 EB 2 NB 1 SB 1 Volume Total (vph) 328 274 331 204 Volume Left (vph) 79 0 0 110 Volume Right (vph) 0 26 234 0 Hadj (s) 0.15 -0.03 -0.39 0.14 Departure Headway (s) 6.2 6.0 5.4 6.1 Degree Utilization, x 0.56 0.45 0.49 0.34 Capacity (veh/h) 567 586 636 561 Control Delay (s) 15.5 12.6 13.4 12.2 Approach Delay (s) 14.2 13.4 12.2 Approach LOS B B B Intersection Summary Delay 13.6 HCM Level of Service B Intersection Capacity Utilization 59.7% ICU Level of Service B Analysis Period (min) 15

Synchro 6 Report 1/15/2007 Page 21 IBI Group HCM Signalized Intersection Capacity Analysis PM Peak Hour 22: Hearst Street & Shattuck Avenue 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Util. Factor 0.95 0.95 1.00 0.95 1.00 0.95 Frpb, ped/bikes 1.00 0.98 1.00 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 0.90 1.00 0.96 1.00 Frt 1.00 0.96 1.00 1.00 1.00 0.99 Flt Protected 0.99 0.99 0.95 1.00 0.95 1.00 Satd. Flow (prot) 3389 3224 1557 3422 1646 3375 Flt Permitted 0.72 0.82 0.36 1.00 0.32 1.00 Satd. Flow (perm) 2459 2656 595 3422 557 3375 Volume (vph) 72 236 3 91 324 143 17 595 14 99 529 27 Peak-hour factor, PHF 0.84 0.84 0.84 0.85 0.85 0.85 0.93 0.93 0.93 0.96 0.96 0.96 Adj. Flow (vph) 86 281 4 107 381 168 18 640 15 103 551 28 RTOR Reduction (vph) 0100400020040 Lane Group Flow (vph) 0 370 0 0 616 0 18 653 0 103 575 0 Confl. Peds. (#/hr) 31 36 36 31 130 117 117 130 Confl. Bikes (#/hr) 31 28 24 18 Turn Type Perm Perm Perm Perm Protected Phases 4826 Permitted Phases 4826 Actuated Green, G (s) 39.0 39.0 38.0 38.0 38.0 38.0 Effective Green, g (s) 40.0 40.0 39.0 39.0 39.0 39.0 Actuated g/C Ratio 0.47 0.47 0.46 0.46 0.46 0.46 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 1157 1250 273 1570 256 1549 v/s Ratio Prot c0.19 0.17 v/s Ratio Perm 0.15 c0.23 0.03 0.19 v/c Ratio 0.32 0.49 0.07 0.42 0.40 0.37 Uniform Delay, d1 14.0 15.5 12.8 15.4 15.3 15.0 Progression Factor 1.00 2.35 1.05 1.14 1.00 1.00 Incremental Delay, d2 0.7 1.1 0.4 0.8 4.7 0.7 Delay (s) 14.8 37.5 13.9 18.4 19.9 15.7 Level of Service B D B B B B Approach Delay (s) 14.8 37.5 18.2 16.3 Approach LOS B D B B Intersection Summary HCM Average Control Delay 22.4 HCM Level of Service C HCM Volume to Capacity ratio 0.45 Actuated Cycle Length (s) 85.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 74.0% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 22 IBI Group HCM Unsignalized Intersection Capacity Analysis PM Peak Hour 23: Berkeley Way & Shattuck Avenue 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 10 13 39 22 12 90 25 614 30 62 679 34 Peak Hour Factor 0.74 0.74 0.74 0.76 0.76 0.76 0.94 0.94 0.94 0.90 0.90 0.90 Hourly flow rate (vph) 14 18 53 29 16 118 27 653 32 69 754 38 Pedestrians 31 70 16 45 Lane Width (ft) 12.0 12.0 12.0 12.0 Walking Speed (ft/s) 4.0 4.0 4.0 4.0 Percent Blockage 3614 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 318 320 pX, platoon unblocked 0.92 0.92 0.92 0.92 0.92 0.92 vC, conflicting volume 1493 1750 443 1385 1753 458 823 755 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1447 1728 301 1329 1731 458 715 755 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 68 73 91 52 76 76 97 91 cM capacity (veh/h) 42 65 612 60 65 499 786 802 Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Volume Total 84 163 353 359 69 503 289 Volume Left 14 29 27 0 69 0 0 Volume Right 53 118 0 32 0 0 38 cSH 124 169 786 1700 802 1700 1700 Volume to Capacity 0.68 0.96 0.03 0.21 0.09 0.30 0.17 Queue Length 95th (ft) 91 186 30700 Control Delay (s) 80.2 114.8 1.1 0.0 9.9 0.0 0.0 Lane LOS F F A A Approach Delay (s) 80.2 114.8 0.6 0.8 Approach LOS F F Intersection Summary Average Delay 14.6 Intersection Capacity Utilization 63.2% ICU Level of Service B Analysis Period (min) 15

Synchro 6 Report 1/15/2007 Page 23 IBI Group HCM Signalized Intersection Capacity Analysis PM Peak Hour 24: University Avenue & Shattuck Avenue 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 3.0 Lane Util. Factor 1.00 0.95 0.91 0.91 0.91 Frpb, ped/bikes 1.00 0.91 0.98 0.74 0.96 Flpb, ped/bikes 0.95 1.00 0.99 1.00 0.99 Frt 1.00 0.96 0.99 0.85 0.98 Flt Protected 0.95 1.00 1.00 1.00 1.00 Satd. Flow (prot) 1634 3021 3141 1043 4601 Flt Permitted 0.24 1.00 0.86 1.00 1.00 Satd. Flow (perm) 419 3021 2702 1043 4601 Volume (vph) 86 484 157 52 622 427 0 0 0 31 519 79 Peak-hour factor, PHF 0.94 0.94 0.94 0.83 0.83 0.83 1.00 1.00 1.00 0.95 0.95 0.95 Adj. Flow (vph) 91 515 167 63 749 514 0 0 0 33 546 83 RTOR Reduction (vph) 030091770000220 Lane Group Flow (vph) 91 679 0 0 886 254 00006400 Confl. Peds. (#/hr) 202 450 450 202 130 338 Confl. Bikes (#/hr) 112 65 71 Turn Type Perm Perm Perm Perm Protected Phases 4 8 6 Permitted Phases 4 8 8 6 Actuated Green, G (s) 49.0 49.0 49.0 49.0 28.0 Effective Green, g (s) 50.0 50.0 50.0 50.0 29.0 Actuated g/C Ratio 0.59 0.59 0.59 0.59 0.34 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 246 1777 1589 614 1570 v/s Ratio Prot 0.22 v/s Ratio Perm 0.22 c0.33 0.24 0.14 v/c Ratio 0.37 0.38 0.56 0.41 0.41 Uniform Delay, d1 9.2 9.3 10.7 9.5 21.4 Progression Factor 0.86 0.93 1.30 4.23 0.70 Incremental Delay, d2 2.0 0.3 1.3 1.9 0.8 Delay (s) 10.0 9.0 15.3 42.2 15.8 Level of Service A A B D B Approach Delay (s) 9.1 24.0 0.0 15.8 Approach LOS A C A B Intersection Summary HCM Average Control Delay 17.9 HCM Level of Service B HCM Volume to Capacity ratio 0.50 Actuated Cycle Length (s) 85.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 74.8% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 24 IBI Group HCM Signalized Intersection Capacity Analysis PM Peak Hour 25: University Avenue & Shattuck Square 1/15/2007

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 Lane Util. Factor 0.95 0.95 0.94 0.86 Frpb, ped/bikes 1.00 1.00 0.99 0.88 Flpb, ped/bikes 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 Satd. Flow (prot) 3446 3446 4830 1171 Flt Permitted 1.00 1.00 0.95 1.00 Satd. Flow (perm) 3446 3446 4830 1171 Volume (vph) 517 0 0 388 859 270 Peak-hour factor, PHF 0.85 0.85 0.79 0.79 0.89 0.89 Adj. Flow (vph) 608 0 0 491 965 303 RTOR Reduction (vph) 0000488 Lane Group Flow (vph) 608 0 0 491 989 187 Confl. Peds. (#/hr) 87 Confl. Bikes (#/hr) 16 Turn Type Perm Protected Phases 4 8 2 Permitted Phases 2 Actuated Green, G (s) 36.0 36.0 41.0 41.0 Effective Green, g (s) 37.0 37.0 42.0 42.0 Actuated g/C Ratio 0.44 0.44 0.49 0.49 Clearance Time (s) 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 1500 1500 2387 579 v/s Ratio Prot c0.18 0.14 c0.20 v/s Ratio Perm 0.16 v/c Ratio 0.41 0.33 0.41 0.32 Uniform Delay, d1 16.5 15.8 13.7 12.9 Progression Factor 0.97 1.47 0.48 0.14 Incremental Delay, d2 0.8 0.5 0.5 1.3 Delay (s) 16.8 23.8 7.0 3.2 Level of Service B C A A Approach Delay (s) 16.8 23.8 6.2 Approach LOS B C A Intersection Summary HCM Average Control Delay 12.6 HCM Level of Service B HCM Volume to Capacity ratio 0.41 Actuated Cycle Length (s) 85.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 40.6% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 25 IBI Group HCM Signalized Intersection Capacity Analysis PM Peak Hour 26: Addison Street & Shattuck Avenue 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 Lane Util. Factor 1.00 1.00 0.91 Frpb, ped/bikes 0.87 1.00 0.95 Flpb, ped/bikes 1.00 0.92 0.98 Frt 0.91 1.00 0.99 Flt Protected 1.00 0.98 1.00 Satd. Flow (prot) 1431 1632 4552 Flt Permitted 1.00 0.81 1.00 Satd. Flow (perm) 1431 1353 4552 Volume (vph) 0 38 71 63 64 00003587772 Peak-hour factor, PHF 0.74 0.74 0.74 0.74 0.74 0.74 1.00 1.00 1.00 0.85 0.85 0.85 Adj. Flow (vph) 0 51 96 85 86 0000411032 85 RTOR Reduction (vph) 0100000000110 Lane Group Flow (vph) 0 146 0 0 171 000001147 0 Confl. Peds. (#/hr) 173 171 171 173 616 614 614 616 Turn Type Perm Perm Protected Phases 4 8 6 Permitted Phases 8 6 Actuated Green, G (s) 36.0 36.0 41.0 Effective Green, g (s) 37.0 37.0 42.0 Actuated g/C Ratio 0.44 0.44 0.49 Clearance Time (s) 4.0 4.0 4.0 Lane Grp Cap (vph) 623 589 2249 v/s Ratio Prot 0.10 v/s Ratio Perm c0.13 0.25 v/c Ratio 0.23 0.29 0.51 Uniform Delay, d1 15.1 15.5 14.5 Progression Factor 1.00 0.72 0.67 Incremental Delay, d2 0.9 1.2 0.8 Delay (s) 16.0 12.3 10.5 Level of Service B B B Approach Delay (s) 16.0 12.3 0.0 10.5 Approach LOS BBAB Intersection Summary HCM Average Control Delay 11.3 HCM Level of Service B HCM Volume to Capacity ratio 0.41 Actuated Cycle Length (s) 85.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 47.8% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 26 IBI Group HCM Signalized Intersection Capacity Analysis PM Peak Hour 27: Addison Street & Shattuck Square 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 Lane Util. Factor 1.00 1.00 0.91 Frpb, ped/bikes 1.00 0.93 0.98 Flpb, ped/bikes 0.96 1.00 0.99 Frt 1.00 0.93 0.99 Flt Protected 0.98 1.00 1.00 Satd. Flow (prot) 1694 1569 4769 Flt Permitted 0.80 1.00 1.00 Satd. Flow (perm) 1390 1569 4769 Volume (vph) 37 40 0 0 72 70 65 1035 42 0 0 0 Peak-hour factor, PHF 0.60 0.60 0.60 0.63 0.63 0.63 0.94 0.94 0.94 1.00 0.95 1.00 Adj. Flow (vph) 62 67 0 0 114 111 69 1101 45 0 0 0 RTOR Reduction (vph) 0000100050000 Lane Group Flow (vph) 0 129 0 0 215 0 0 1210 0000 Confl. Peds. (#/hr) 117 117 125 198 Confl. Bikes (#/hr) 9 33 Turn Type Perm Perm Protected Phases 4 8 2 Permitted Phases 4 2 Actuated Green, G (s) 36.0 36.0 41.0 Effective Green, g (s) 37.0 37.0 42.0 Actuated g/C Ratio 0.44 0.44 0.49 Clearance Time (s) 4.0 4.0 4.0 Lane Grp Cap (vph) 605 683 2356 v/s Ratio Prot c0.14 v/s Ratio Perm 0.09 0.25 v/c Ratio 0.21 0.32 0.51 Uniform Delay, d1 14.9 15.7 14.6 Progression Factor 0.86 0.95 0.44 Incremental Delay, d2 0.8 1.2 0.7 Delay (s) 13.6 16.1 7.1 Level of Service B B A Approach Delay (s) 13.6 16.1 7.1 0.0 Approach LOS BBAA Intersection Summary HCM Average Control Delay 8.9 HCM Level of Service A HCM Volume to Capacity ratio 0.42 Actuated Cycle Length (s) 85.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 55.7% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 27 IBI Group HCM Signalized Intersection Capacity Analysis PM Peak Hour 28: Center Street & Shattuck Avenue 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 Lane Util. Factor 1.00 1.00 0.91 Frpb, ped/bikes 0.73 1.00 0.93 Flpb, ped/bikes 1.00 0.95 0.99 Frt 0.93 1.00 0.98 Flt Protected 1.00 0.99 1.00 Satd. Flow (prot) 1230 1703 4469 Flt Permitted 1.00 0.94 1.00 Satd. Flow (perm) 1230 1611 4469 Volume (vph) 0 76 85 32 181 0000858295 Peak-hour factor, PHF 0.77 0.77 0.77 0.90 0.90 0.90 0.95 0.95 0.95 0.88 0.88 0.88 Adj. Flow (vph) 0 99 110 36 201 00009661108 RTOR Reduction (vph) 0 16 0000000070 Lane Group Flow (vph) 0 193 0 0 237 000007710 Confl. Peds. (#/hr) 663 1141 1141 663 253 258 258 253 Confl. Bikes (#/hr) 83 53 Turn Type Perm Perm Protected Phases 4 8 6 Permitted Phases 8 6 Actuated Green, G (s) 40.0 40.0 37.0 Effective Green, g (s) 41.0 41.0 38.0 Actuated g/C Ratio 0.48 0.48 0.45 Clearance Time (s) 4.0 4.0 4.0 Lane Grp Cap (vph) 593 777 1998 v/s Ratio Prot c0.16 v/s Ratio Perm 0.15 0.17 v/c Ratio 0.33 0.31 0.39 Uniform Delay, d1 13.5 13.4 15.7 Progression Factor 1.00 0.62 0.71 Incremental Delay, d2 1.5 0.9 0.5 Delay (s) 15.0 9.2 11.7 Level of Service B A B Approach Delay (s) 15.0 9.2 0.0 11.7 Approach LOS BAAB Intersection Summary HCM Average Control Delay 11.8 HCM Level of Service B HCM Volume to Capacity ratio 0.35 Actuated Cycle Length (s) 85.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 62.7% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 28 IBI Group HCM Signalized Intersection Capacity Analysis PM Peak Hour 29: Center Street & Shattuck Square 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 Lane Util. Factor 1.00 1.00 0.91 Frpb, ped/bikes 1.00 0.92 0.98 Flpb, ped/bikes 0.95 1.00 0.97 Frt 1.00 0.96 0.99 Flt Protected 0.98 1.00 1.00 Satd. Flow (prot) 1699 1601 4671 Flt Permitted 0.83 1.00 1.00 Satd. Flow (perm) 1441 1601 4671 Volume (vph) 50 87 0 0 144 72 73 1060 40 0 0 0 Peak-hour factor, PHF 0.92 0.92 0.92 0.79 0.79 0.79 0.96 0.96 0.96 0.95 0.95 0.95 Adj. Flow (vph) 54 95 0 0 182 91 76 1104 42 0 0 0 RTOR Reduction (vph) 000060040000 Lane Group Flow (vph) 0 149 0 0 267 0 0 1218 0000 Confl. Peds. (#/hr) 184 184 270 262 Confl. Bikes (#/hr) 18 39 Turn Type Perm Perm Protected Phases 4 8 2 Permitted Phases 4 2 Actuated Green, G (s) 37.0 37.0 40.0 Effective Green, g (s) 38.0 38.0 41.0 Actuated g/C Ratio 0.45 0.45 0.48 Clearance Time (s) 4.0 4.0 4.0 Lane Grp Cap (vph) 644 716 2253 v/s Ratio Prot c0.17 v/s Ratio Perm 0.10 0.26 v/c Ratio 0.23 0.37 0.54 Uniform Delay, d1 14.5 15.6 15.4 Progression Factor 0.62 1.28 1.00 Incremental Delay, d2 0.8 1.5 0.9 Delay (s) 9.8 21.5 16.3 Level of Service A C B Approach Delay (s) 9.8 21.5 16.3 0.0 Approach LOS A C B A Intersection Summary HCM Average Control Delay 16.6 HCM Level of Service B HCM Volume to Capacity ratio 0.46 Actuated Cycle Length (s) 85.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 59.6% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 29 IBI Group HCM Signalized Intersection Capacity Analysis PM Peak Hour 30: Allston Way & Shattuck Avenue 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Util. Factor 1.00 1.00 1.00 0.95 1.00 0.95 Frpb, ped/bikes 0.81 0.88 1.00 0.95 1.00 0.94 Flpb, ped/bikes 0.94 0.96 0.90 1.00 0.93 1.00 Frt 0.92 0.95 1.00 0.99 1.00 0.99 Flt Protected 0.99 0.99 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1262 1433 1542 3221 1595 3192 Flt Permitted 0.91 0.89 0.17 1.00 0.13 1.00 Satd. Flow (perm) 1166 1295 281 3221 225 3192 Volume (vph) 61 49 157 17 25 27 70 867 68 49 960 85 Peak-hour factor, PHF 0.82 0.82 0.82 0.69 0.69 0.69 0.75 0.75 0.75 0.94 0.94 0.94 Adj. Flow (vph) 74 60 191 25 36 39 93 1156 91 52 1021 90 RTOR Reduction (vph) 010010070080 Lane Group Flow (vph) 0 324 0 0 99 0 93 1240 0 52 1103 0 Confl. Peds. (#/hr) 259 283 383 259 909 862 862 909 Confl. Bikes (#/hr) 43 15 73 77 Turn Type Perm Perm Perm Perm Protected Phases 4826 Permitted Phases 4826 Actuated Green, G (s) 31.0 31.0 46.0 46.0 46.0 46.0 Effective Green, g (s) 32.0 32.0 47.0 47.0 47.0 47.0 Actuated g/C Ratio 0.38 0.38 0.55 0.55 0.55 0.55 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 439 488 155 1781 124 1765 v/s Ratio Prot c0.39 0.35 v/s Ratio Perm c0.28 0.08 0.33 0.23 v/c Ratio 0.74 0.20 0.60 0.70 0.42 0.63 Uniform Delay, d1 22.9 17.9 12.7 13.8 11.1 13.0 Progression Factor 1.00 0.89 0.63 0.64 1.00 1.00 Incremental Delay, d2 10.6 0.9 12.8 1.8 10.1 1.7 Delay (s) 33.5 16.9 20.8 10.7 21.2 14.7 Level of Service C B C B C B Approach Delay (s) 33.5 16.9 11.4 15.0 Approach LOS C B B B Intersection Summary HCM Average Control Delay 15.5 HCM Level of Service B HCM Volume to Capacity ratio 0.71 Actuated Cycle Length (s) 85.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 70.8% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 30 IBI Group HCM Signalized Intersection Capacity Analysis PM Peak Hour 31: Kittredge Street & Shattuck Avenue 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Util. Factor 1.00 1.00 1.00 0.95 1.00 0.95 Frpb, ped/bikes 0.86 0.93 1.00 0.96 1.00 0.97 Flpb, ped/bikes 0.98 0.93 0.87 1.00 0.93 1.00 Frt 0.92 0.96 1.00 0.99 1.00 0.99 Flt Protected 0.99 0.98 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1381 1484 1496 3290 1607 3330 Flt Permitted 0.91 0.87 0.22 1.00 0.15 1.00 Satd. Flow (perm) 1265 1310 348 3290 249 3330 Volume (vph) 19 18 50 60 64 50 81 1047 65 76 902 37 Peak-hour factor, PHF 0.81 0.81 0.81 0.54 0.54 0.54 0.89 0.89 0.89 0.94 0.94 0.94 Adj. Flow (vph) 23 22 62 111 119 93 91 1176 73 81 960 39 RTOR Reduction (vph) 010030050030 Lane Group Flow (vph) 0 106 0 0 320 0 91 1244 0 81 996 0 Confl. Peds. (#/hr) 213 208 208 213 807 576 576 807 Turn Type Perm Perm Perm Perm Protected Phases 4826 Permitted Phases 4826 Actuated Green, G (s) 28.0 28.0 49.0 49.0 49.0 49.0 Effective Green, g (s) 29.0 29.0 50.0 50.0 50.0 50.0 Actuated g/C Ratio 0.34 0.34 0.59 0.59 0.59 0.59 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 432 447 205 1935 146 1959 v/s Ratio Prot c0.38 0.30 v/s Ratio Perm 0.08 c0.24 0.26 0.33 v/c Ratio 0.24 0.72 0.44 0.64 0.55 0.51 Uniform Delay, d1 20.1 24.4 9.8 11.6 10.7 10.3 Progression Factor 1.00 1.00 0.69 0.64 0.48 0.52 Incremental Delay, d2 1.3 9.5 5.8 1.4 11.2 0.7 Delay (s) 21.5 33.9 12.5 8.8 16.3 6.1 Level of Service C C B A B A Approach Delay (s) 21.5 33.9 9.1 6.8 Approach LOS C C A A Intersection Summary HCM Average Control Delay 11.5 HCM Level of Service B HCM Volume to Capacity ratio 0.67 Actuated Cycle Length (s) 85.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 65.3% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 31 IBI Group HCM Signalized Intersection Capacity Analysis PM Peak Hour 32: Bancroft Way & Shattuck Avenue 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 0.95 Frpb, ped/bikes 0.92 1.00 0.96 1.00 1.00 0.97 Flpb, ped/bikes 1.00 0.94 1.00 0.93 1.00 1.00 Frt 0.86 1.00 0.89 1.00 1.00 0.99 Flt Protected 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1445 1613 1554 1594 3446 3320 Flt Permitted 1.00 0.95 1.00 0.17 1.00 1.00 Satd. Flow (perm) 1445 1613 1554 287 3446 3320 Volume (vph) 0 0 46 205 76 179 52 1008 0 0 928 51 Peak-hour factor, PHF 0.82 0.82 0.82 0.86 0.86 0.86 0.94 0.94 0.94 0.90 0.90 0.90 Adj. Flow (vph) 0 0 56 238 88 208 55 1072 0 0 1031 57 RTOR Reduction (vph) 0080440000050 Lane Group Flow (vph) 0 0 48 238 252 0 55 1072 0 0 1083 0 Confl. Peds. (#/hr) 55 55 40 326 326 Confl. Bikes (#/hr) 9 5 59 Turn Type custom Perm Perm Protected Phases 8 2 6 Permitted Phases 4 8 2 Actuated Green, G (s) 33.0 33.0 33.0 44.0 44.0 44.0 Effective Green, g (s) 34.0 34.0 34.0 45.0 45.0 45.0 Actuated g/C Ratio 0.40 0.40 0.40 0.53 0.53 0.53 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 578 645 622 152 1824 1758 v/s Ratio Prot c0.16 0.31 c0.33 v/s Ratio Perm 0.03 0.15 0.19 v/c Ratio 0.08 0.37 0.41 0.36 0.59 0.62 Uniform Delay, d1 15.8 17.9 18.3 11.6 13.7 14.0 Progression Factor 1.00 1.00 1.00 0.53 0.57 0.46 Incremental Delay, d2 0.3 1.6 2.0 4.3 0.9 1.4 Delay (s) 16.1 19.6 20.2 10.5 8.7 7.9 Level of Service B B C B A A Approach Delay (s) 16.1 19.9 8.8 7.9 Approach LOS BBAA Intersection Summary HCM Average Control Delay 10.7 HCM Level of Service B HCM Volume to Capacity ratio 0.53 Actuated Cycle Length (s) 85.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 66.7% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 32 IBI Group HCM Signalized Intersection Capacity Analysis PM Peak Hour 33: Durant Avenue & Shattuck Avenue 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 3.0 Lane Util. Factor 0.95 1.00 0.95 1.00 0.95 Frpb, ped/bikes 0.99 1.00 0.97 1.00 0.99 Flpb, ped/bikes 1.00 0.92 1.00 1.00 1.00 Frt 0.95 1.00 0.98 1.00 1.00 Flt Protected 0.99 0.95 1.00 0.95 1.00 Satd. Flow (prot) 3183 1578 3251 1723 3404 Flt Permitted 0.99 0.25 1.00 0.10 1.00 Satd. Flow (perm) 3183 418 3251 176 3404 Volume (vph) 26 58 47 0 0 0 79 1041 208 97 1025 22 Peak-hour factor, PHF 0.80 0.80 0.80 0.95 0.95 0.95 0.94 0.94 0.94 0.93 0.93 0.93 Adj. Flow (vph) 32 72 59 0 0 0 84 1107 221 104 1102 24 RTOR Reduction (vph) 0 35 00000200020 Lane Group Flow (vph) 0 128 0000841308 0 104 1124 0 Confl. Peds. (#/hr) 21 20 210 154 154 210 Confl. Bikes (#/hr) 4 27 27 Turn Type Split Perm pm+pt Protected Phases 4 4 2 1 6 Permitted Phases 2 6 Actuated Green, G (s) 22.0 44.0 44.0 55.0 55.0 Effective Green, g (s) 23.0 45.0 45.0 56.0 56.0 Actuated g/C Ratio 0.27 0.53 0.53 0.66 0.66 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 861 221 1721 262 2243 v/s Ratio Prot c0.04 c0.40 0.04 c0.33 v/s Ratio Perm 0.20 0.22 v/c Ratio 0.15 0.38 0.76 0.40 0.50 Uniform Delay, d1 23.6 11.8 15.8 10.5 7.4 Progression Factor 1.00 0.65 0.58 2.02 0.66 Incremental Delay, d2 0.4 3.3 2.1 3.8 0.7 Delay (s) 23.9 10.9 11.3 25.0 5.6 Level of Service C B B C A Approach Delay (s) 23.9 0.0 11.2 7.2 Approach LOS C A B A Intersection Summary HCM Average Control Delay 10.2 HCM Level of Service B HCM Volume to Capacity ratio 0.55 Actuated Cycle Length (s) 85.0 Sum of lost time (s) 9.0 Intersection Capacity Utilization 71.4% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 33 IBI Group HCM Signalized Intersection Capacity Analysis PM Peak Hour 34: Channing Way & Shattuck Avenue 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Util. Factor 1.00 1.00 1.00 0.95 1.00 0.95 Frpb, ped/bikes 0.98 0.99 1.00 0.98 1.00 0.99 Flpb, ped/bikes 1.00 0.99 0.95 1.00 1.00 1.00 Frt 0.94 0.97 1.00 0.99 1.00 0.99 Flt Protected 0.99 0.98 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1667 1690 1638 3368 1723 3378 Flt Permitted 0.90 0.74 0.16 1.00 0.11 1.00 Satd. Flow (perm) 1520 1273 283 3368 193 3378 Volume (vph) 27 70 70 162 143 94 109 1185 59 25 1008 38 Peak-hour factor, PHF 0.76 0.76 0.76 0.88 0.88 0.88 0.93 0.93 0.93 0.93 0.93 0.93 Adj. Flow (vph) 36 92 92 184 162 107 117 1274 63 27 1084 41 RTOR Reduction (vph) 0 17 0 0 12 0040030 Lane Group Flow (vph) 0 203 0 0 441 0 117 1333 0 27 1122 0 Confl. Peds. (#/hr) 29 21 21 29 192 157 157 192 Confl. Bikes (#/hr) 5 10 36 34 Turn Type Perm Perm Perm Perm Protected Phases 4826 Permitted Phases 4826 Actuated Green, G (s) 32.0 32.0 45.0 45.0 45.0 45.0 Effective Green, g (s) 33.0 33.0 46.0 46.0 46.0 46.0 Actuated g/C Ratio 0.39 0.39 0.54 0.54 0.54 0.54 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 590 494 153 1823 104 1828 v/s Ratio Prot 0.40 0.33 v/s Ratio Perm 0.13 c0.35 c0.41 0.14 v/c Ratio 0.34 0.89 0.76 0.73 0.26 0.61 Uniform Delay, d1 18.4 24.3 15.3 14.8 10.4 13.4 Progression Factor 1.00 1.00 0.58 0.57 0.58 0.55 Incremental Delay, d2 1.6 21.0 24.9 2.1 5.3 1.4 Delay (s) 20.0 45.4 33.7 10.5 11.4 8.7 Level of Service B D C B B A Approach Delay (s) 20.0 45.4 12.4 8.8 Approach LOS B D B A Intersection Summary HCM Average Control Delay 16.2 HCM Level of Service B HCM Volume to Capacity ratio 0.82 Actuated Cycle Length (s) 85.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 94.4% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 34 IBI Group HCM Signalized Intersection Capacity Analysis PM Peak Hour 35: Haste Street & Shattuck Avenue 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 Lane Util. Factor 0.95 1.00 0.95 0.95 Frpb, ped/bikes 0.99 1.00 1.00 0.99 Flpb, ped/bikes 1.00 0.98 1.00 1.00 Frt 0.97 1.00 1.00 0.99 Flt Protected 0.99 0.95 1.00 1.00 Satd. Flow (prot) 3293 1690 3446 3397 Flt Permitted 0.99 0.15 1.00 1.00 Satd. Flow (perm) 3293 267 3446 3397 Volume (vph) 0 0 0 184 362 114 88 1182 0 0 1106 48 Peak-hour factor, PHF 0.95 0.95 0.95 0.89 0.89 0.89 0.91 0.91 0.91 0.89 0.89 0.89 Adj. Flow (vph) 0 0 0 207 407 128 97 1299 0 0 1243 54 RTOR Reduction (vph) 0000200000040 Lane Group Flow (vph) 00007220971299 0 0 1293 0 Confl. Peds. (#/hr) 7 12 155 155 Confl. Bikes (#/hr) 7 31 Turn Type Split Perm Protected Phases 8 8 2 6 Permitted Phases 2 Actuated Green, G (s) 24.0 53.0 53.0 53.0 Effective Green, g (s) 25.0 54.0 54.0 54.0 Actuated g/C Ratio 0.29 0.64 0.64 0.64 Clearance Time (s) 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 969 170 2189 2158 v/s Ratio Prot c0.22 0.38 c0.38 v/s Ratio Perm 0.36 v/c Ratio 0.74 0.57 0.59 0.60 Uniform Delay, d1 27.1 8.9 9.1 9.1 Progression Factor 1.00 0.62 0.47 0.62 Incremental Delay, d2 5.2 7.5 0.7 1.0 Delay (s) 32.3 13.1 4.9 6.6 Level of Service C B A A Approach Delay (s) 0.0 32.3 5.5 6.6 Approach LOS A C A A Intersection Summary HCM Average Control Delay 11.7 HCM Level of Service B HCM Volume to Capacity ratio 0.65 Actuated Cycle Length (s) 85.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 74.8% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 35 IBI Group HCM Signalized Intersection Capacity Analysis PM Peak Hour 36: Dwight Way & Shattuck Avenue 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 Lane Util. Factor 0.95 0.95 1.00 0.95 Frpb, ped/bikes 0.99 0.99 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 Frt 0.96 0.99 1.00 1.00 Flt Protected 0.99 1.00 0.95 1.00 Satd. Flow (prot) 3247 3360 1723 3446 Flt Permitted 0.99 1.00 0.08 1.00 Satd. Flow (perm) 3247 3360 151 3446 Volume (vph) 60 375 152 00001256 100 124 1245 0 Peak-hour factor, PHF 0.91 0.91 0.91 0.95 0.95 0.95 0.93 0.93 0.93 0.94 0.94 0.94 Adj. Flow (vph) 66 412 167 00001351 108 132 1324 0 RTOR Reduction (vph) 0 41 0000070000 Lane Group Flow (vph) 0 604 000001452 0 132 1324 0 Confl. Peds. (#/hr) 34 36 150 150 Confl. Bikes (#/hr) 5 18 Turn Type Split pm+pt Protected Phases 4 4 2 1 6 Permitted Phases 6 Actuated Green, G (s) 22.0 44.0 55.0 55.0 Effective Green, g (s) 23.0 45.0 56.0 56.0 Actuated g/C Ratio 0.27 0.53 0.66 0.66 Clearance Time (s) 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 879 1779 247 2270 v/s Ratio Prot c0.19 c0.43 0.05 c0.38 v/s Ratio Perm 0.30 v/c Ratio 0.69 0.82 0.53 0.58 Uniform Delay, d1 27.8 16.6 13.2 8.0 Progression Factor 1.00 1.00 1.75 0.77 Incremental Delay, d2 4.4 4.3 6.4 0.9 Delay (s) 32.1 20.8 29.4 7.1 Level of Service C C C A Approach Delay (s) 32.1 0.0 20.8 9.1 Approach LOS C A C A Intersection Summary HCM Average Control Delay 18.1 HCM Level of Service B HCM Volume to Capacity ratio 0.76 Actuated Cycle Length (s) 85.0 Sum of lost time (s) 9.0 Intersection Capacity Utilization 74.8% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 36 IBI Group HCM Signalized Intersection Capacity Analysis PM Peak Hour 37: Hearst Street & Oxford Street 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Util. Factor 1.00 0.95 0.91 0.91 1.00 0.95 1.00 0.95 Frpb, ped/bikes 1.00 0.97 1.00 0.99 1.00 1.00 0.91 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 0.98 1.00 1.00 1.00 Frt 1.00 0.96 1.00 0.98 1.00 1.00 0.85 0.99 Flt Protected 0.95 1.00 0.95 0.99 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1723 3223 1568 3195 1694 3446 1406 3374 Flt Permitted 0.95 1.00 0.95 0.99 0.34 1.00 1.00 0.83 Satd. Flow (perm) 1723 3223 1568 3195 604 3446 1406 2813 Volume (vph) 21 226 81 330 442 59 111 702 187 30 400 30 Peak-hour factor, PHF 0.84 0.84 0.84 0.88 0.88 0.88 0.94 0.94 0.94 0.88 0.88 0.88 Adj. Flow (vph) 25 269 96 375 502 67 118 747 199 34 455 34 RTOR Reduction (vph) 0 42 0 0 10 0000060 Lane Group Flow (vph) 25 323 0 308 626 0 118 747 199 0 517 0 Confl. Peds. (#/hr) 62 54 54 62 36 205 205 36 Confl. Bikes (#/hr) 36 37 78 16 Turn Type Split Split Perm Free Perm Protected Phases 4 4 8 8 2 6 Permitted Phases 2 Free 6 Actuated Green, G (s) 22.0 22.0 24.0 24.0 27.0 27.0 85.0 27.0 Effective Green, g (s) 23.0 23.0 25.0 25.0 28.0 28.0 85.0 28.0 Actuated g/C Ratio 0.27 0.27 0.29 0.29 0.33 0.33 1.00 0.33 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 466 872 461 940 199 1135 1406 927 v/s Ratio Prot 0.01 c0.10 c0.20 0.20 c0.22 v/s Ratio Perm 0.20 0.14 0.18 v/c Ratio 0.05 0.37 0.67 0.67 0.59 0.66 0.14 0.56 Uniform Delay, d1 22.9 25.1 26.4 26.3 23.8 24.4 0.0 23.4 Progression Factor 1.25 1.17 1.00 1.00 0.59 0.57 1.00 1.00 Incremental Delay, d2 0.2 1.2 7.5 3.7 11.0 2.7 0.2 2.4 Delay (s) 28.9 30.5 33.8 30.1 25.1 16.5 0.2 25.8 Level of Service C C C C C B A C Approach Delay (s) 30.4 31.3 14.4 25.8 Approach LOS C C B C Intersection Summary HCM Average Control Delay 24.0 HCM Level of Service C HCM Volume to Capacity ratio 0.57 Actuated Cycle Length (s) 85.0 Sum of lost time (s) 9.0 Intersection Capacity Utilization 88.3% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 37 IBI Group HCM Signalized Intersection Capacity Analysis PM Peak Hour 38: Berkeley Way & Oxford Street 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.96 1.00 1.00 1.00 1.00 Flpb, ped/bikes 0.99 1.00 1.00 0.98 1.00 0.97 1.00 Frt 0.92 1.00 0.90 1.00 1.00 1.00 1.00 Flt Protected 0.98 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1612 1723 1558 1690 3438 1675 3430 Flt Permitted 0.89 0.67 1.00 0.23 1.00 0.21 1.00 Satd. Flow (perm) 1463 1217 1558 405 3438 377 3430 Volume (vph) 41 0 67 30 18 42 69 899 6 3 802 12 Peak-hour factor, PHF 0.84 0.84 0.84 0.87 0.87 0.87 0.94 0.94 0.94 0.88 0.88 0.88 Adj. Flow (vph) 49 0 80 34 21 48 73 956 6 3 911 14 RTOR Reduction (vph) 0 48 0 0 29 0000010 Lane Group Flow (vph) 0 81 0 34 40 0 73 962 0 3 924 0 Confl. Peds. (#/hr) 29 29 49 77 77 49 Confl. Bikes (#/hr) 26 103 85 Turn Type Perm Perm Perm Perm Protected Phases 4826 Permitted Phases 4826 Actuated Green, G (s) 33.0 33.0 33.0 44.0 44.0 44.0 44.0 Effective Green, g (s) 34.0 34.0 34.0 45.0 45.0 45.0 45.0 Actuated g/C Ratio 0.40 0.40 0.40 0.53 0.53 0.53 0.53 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 585 487 623 214 1820 200 1816 v/s Ratio Prot 0.03 c0.28 0.27 v/s Ratio Perm c0.06 0.03 0.18 0.01 v/c Ratio 0.14 0.07 0.06 0.34 0.53 0.02 0.51 Uniform Delay, d1 16.2 15.7 15.7 11.5 13.1 9.5 12.9 Progression Factor 0.90 1.00 1.00 0.89 0.90 0.37 0.38 Incremental Delay, d2 0.5 0.3 0.2 4.0 1.0 0.1 0.8 Delay (s) 15.1 16.0 15.9 14.2 12.8 3.6 5.7 Level of Service B B B B B A A Approach Delay (s) 15.1 15.9 12.9 5.7 Approach LOS BBBA Intersection Summary HCM Average Control Delay 10.1 HCM Level of Service B HCM Volume to Capacity ratio 0.36 Actuated Cycle Length (s) 85.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 57.4% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 38 IBI Group HCM Signalized Intersection Capacity Analysis PM Peak Hour 39: University Avenue & Oxford Street 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 0.95 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.73 0.93 1.00 1.00 1.00 0.98 Flpb, ped/bikes 0.90 0.93 1.00 0.98 1.00 1.00 0.90 1.00 Frt 1.00 1.00 0.85 0.92 1.00 1.00 1.00 0.98 Flt Protected 0.95 0.96 1.00 0.99 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1478 1540 1121 1510 1719 3440 1557 3294 Flt Permitted 0.75 0.77 1.00 0.96 0.16 1.00 0.36 1.00 Satd. Flow (perm) 1161 1227 1121 1458 292 3440 594 3294 Volume (vph) 298 50 245 6 12 23 236 692 3 8 693 122 Peak-hour factor, PHF 0.89 0.89 0.89 0.64 0.64 0.64 0.91 0.91 0.91 0.95 0.95 0.95 Adj. Flow (vph) 335 56 275 9 19 36 259 760 3 8 729 128 RTOR Reduction (vph) 0 0 194 0 25 00000170 Lane Group Flow (vph) 168 223 81 0 39 0 259 763 0 8 840 0 Confl. Peds. (#/hr) 95 201 201 95 101 144 144 101 Confl. Bikes (#/hr) 71 17 59 46 Turn Type Perm Perm Perm pm+pt Perm Protected Phases 4 8 5 2 6 Permitted Phases 4 4 8 2 6 Actuated Green, G (s) 24.0 24.0 24.0 24.0 53.0 53.0 30.8 30.8 Effective Green, g (s) 25.0 25.0 25.0 25.0 54.0 54.0 31.8 31.8 Actuated g/C Ratio 0.29 0.29 0.29 0.29 0.64 0.64 0.37 0.37 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 341 361 330 429 508 2185 222 1232 v/s Ratio Prot c0.12 0.22 c0.26 v/s Ratio Perm 0.14 c0.18 0.07 0.03 0.21 0.01 v/c Ratio 0.49 0.62 0.25 0.09 0.51 0.35 0.04 0.68 Uniform Delay, d1 24.8 25.9 22.8 21.8 9.9 7.3 16.9 22.4 Progression Factor 0.61 0.61 0.53 1.00 2.38 0.77 0.65 0.53 Incremental Delay, d2 4.7 7.2 1.6 0.4 3.4 0.4 0.3 2.8 Delay (s) 19.9 23.0 13.6 22.2 27.1 6.0 11.2 14.7 Level of Service B C B C C A B B Approach Delay (s) 18.3 22.2 11.3 14.7 Approach LOS B C B B Intersection Summary HCM Average Control Delay 14.5 HCM Level of Service B HCM Volume to Capacity ratio 0.62 Actuated Cycle Length (s) 85.0 Sum of lost time (s) 9.0 Intersection Capacity Utilization 76.3% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 39 IBI Group HCM Unsignalized Intersection Capacity Analysis PM Peak Hour 40: Addison Street & Oxford Street 1/15/2007

Movement EBL EBR NBL NBT SBT SBR Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 22 129 37 998 1052 53 Peak Hour Factor 0.72 0.72 0.80 0.80 0.78 0.78 Hourly flow rate (vph) 31 179 46 1248 1349 68 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 322 364 pX, platoon unblocked 0.90 0.81 0.81 vC, conflicting volume 2099 708 1417 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1554 414 1284 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 63 63 89 cM capacity (veh/h) 83 478 437 Direction, Lane # EB 1 NB 1 NB 2 NB 3 SB 1 SB 2 Volume Total 210 46 624 624 899 518 Volume Left 31 46 0000 Volume Right 179 000068 cSH 283 437 1700 1700 1700 1700 Volume to Capacity 0.74 0.11 0.37 0.37 0.53 0.30 Queue Length 95th (ft) 135 90000 Control Delay (s) 46.9 14.2 0.0 0.0 0.0 0.0 Lane LOS E B Approach Delay (s) 46.9 0.5 0.0 Approach LOS E Intersection Summary Average Delay 3.6 Intersection Capacity Utilization 47.7% ICU Level of Service A Analysis Period (min) 15

Synchro 6 Report 1/15/2007 Page 40 IBI Group HCM Signalized Intersection Capacity Analysis PM Peak Hour 41: Center Street & Oxford Street 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Util. Factor 1.00 1.00 1.00 0.95 1.00 0.95 Frpb, ped/bikes 0.88 0.99 1.00 0.99 1.00 0.98 Flpb, ped/bikes 0.98 0.92 0.95 1.00 0.92 1.00 Frt 0.92 0.98 1.00 1.00 1.00 0.99 Flt Protected 0.98 0.97 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1429 1572 1640 3399 1578 3357 Flt Permitted 0.90 0.81 0.20 1.00 0.22 1.00 Satd. Flow (perm) 1308 1316 352 3399 366 3357 Volume (vph) 37 11 65 37 15 9 74 872 19 9 940 56 Peak-hour factor, PHF 0.76 0.76 0.76 0.85 0.85 0.85 0.91 0.91 0.91 0.97 0.97 0.97 Adj. Flow (vph) 49 14 86 44 18 11 81 958 21 9 969 58 RTOR Reduction (vph) 0 34 0070020050 Lane Group Flow (vph) 0 115 0 0 66 0 81 977 0 9 1022 0 Confl. Peds. (#/hr) 46 156 156 46 147 232 232 147 Confl. Bikes (#/hr) 37 14 88 28 Turn Type Perm Perm Perm Perm Protected Phases 4826 Permitted Phases 4826 Actuated Green, G (s) 30.0 30.0 47.0 47.0 47.0 47.0 Effective Green, g (s) 31.0 31.0 48.0 48.0 48.0 48.0 Actuated g/C Ratio 0.36 0.36 0.56 0.56 0.56 0.56 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 477 480 199 1919 207 1896 v/s Ratio Prot 0.29 c0.30 v/s Ratio Perm c0.09 0.05 0.23 0.02 v/c Ratio 0.24 0.14 0.41 0.51 0.04 0.54 Uniform Delay, d1 18.8 18.1 10.5 11.3 8.3 11.6 Progression Factor 0.64 1.00 1.00 1.00 1.27 1.10 Incremental Delay, d2 1.2 0.6 6.1 1.0 0.4 1.0 Delay (s) 13.1 18.7 16.5 12.3 10.8 13.7 Level of Service B B B B B B Approach Delay (s) 13.1 18.7 12.6 13.7 Approach LOS BBBB Intersection Summary HCM Average Control Delay 13.3 HCM Level of Service B HCM Volume to Capacity ratio 0.42 Actuated Cycle Length (s) 85.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 61.5% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 41 IBI Group HCM Unsignalized Intersection Capacity Analysis PM Peak Hour 42: Allston Way & Oxford Street 1/15/2007

Movement EBL EBR NBL NBT SBT SBR Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 89 21 27 888 993 35 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 97 23 29 965 1079 38 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 317 pX, platoon unblocked 0.82 0.82 0.82 vC, conflicting volume 1640 559 1117 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1560 238 921 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 0 96 95 cM capacity (veh/h) 80 624 603 Direction, Lane # EB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 120 351 643 720 398 Volume Left 97 29 0 0 0 Volume Right 23 0 0 0 38 cSH 96 603 1700 1700 1700 Volume to Capacity 1.24 0.05 0.38 0.42 0.23 Queue Length 95th (ft) 208 4000 Control Delay (s) 252.1 1.6 0.0 0.0 0.0 Lane LOS F A Approach Delay (s) 252.1 0.6 0.0 Approach LOS F Intersection Summary Average Delay 13.8 Intersection Capacity Utilization 58.3% ICU Level of Service B Analysis Period (min) 15

Synchro 6 Report 1/15/2007 Page 42 IBI Group HCM Unsignalized Intersection Capacity Analysis PM Peak Hour 43: Kittredge Street & Fulton Street 1/15/2007

Movement EBL EBR NBL NBT SBT SBR Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 21 73 38 986 1185 92 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 23 79 41 1072 1288 100 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 267 pX, platoon unblocked vC, conflicting volume 1957 694 1388 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1957 694 1388 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 55 79 92 cM capacity (veh/h) 51 385 489 Direction, Lane # EB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 102 399 714 859 529 Volume Left 23 41 0 0 0 Volume Right 79 0 0 0 100 cSH 156 489 1700 1700 1700 Volume to Capacity 0.65 0.08 0.42 0.51 0.31 Queue Length 95th (ft) 92 7000 Control Delay (s) 63.3 2.6 0.0 0.0 0.0 Lane LOS F A Approach Delay (s) 63.3 0.9 0.0 Approach LOS F Intersection Summary Average Delay 2.9 Intersection Capacity Utilization 69.0% ICU Level of Service C Analysis Period (min) 15

Synchro 6 Report 1/15/2007 Page 43 IBI Group HCM Signalized Intersection Capacity Analysis PM Peak Hour 44: Bancroft Way & Fulton Street 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 3.0 Lane Util. Factor 0.95 1.00 1.00 1.00 0.91 Frpb, ped/bikes 1.00 0.93 1.00 1.00 0.98 Flpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 Frt 1.00 0.85 1.00 1.00 0.98 Flt Protected 0.99 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3410 1432 1685 1814 4746 Flt Permitted 0.99 1.00 0.17 1.00 1.00 Satd. Flow (perm) 3410 1432 299 1814 4746 Volume (vph) 0 0 0 83 306 813 8 136 0 0 954 142 Peak-hour factor, PHF 0.95 0.95 0.95 0.91 0.91 0.91 0.88 0.88 0.88 0.94 0.94 0.94 Adj. Flow (vph) 0 0 0 91 336 893 9 155 0 0 1015 151 RTOR Reduction (vph) 0000000000260 Lane Group Flow (vph) 00004278939155001140 0 Confl. Peds. (#/hr) 175 149 139 139 Confl. Bikes (#/hr) 74 61 Turn Type Split Free Perm Protected Phases 8 8 2 6 Permitted Phases Free 2 Actuated Green, G (s) 33.0 75.0 34.0 34.0 34.0 Effective Green, g (s) 34.0 75.0 35.0 35.0 35.0 Actuated g/C Ratio 0.45 1.00 0.47 0.47 0.47 Clearance Time (s) 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 1546 1432 140 847 2215 v/s Ratio Prot 0.13 0.09 0.24 v/s Ratio Perm c0.62 0.03 v/c Ratio 0.28 0.62 0.06 0.18 0.51 Uniform Delay, d1 12.8 0.0 11.0 11.7 14.0 Progression Factor 1.00 1.00 1.87 1.92 1.00 Incremental Delay, d2 0.4 2.1 0.9 0.5 0.9 Delay (s) 13.3 2.1 21.4 22.9 14.9 Level of Service B A C C B Approach Delay (s) 0.0 5.7 22.8 14.9 Approach LOS A A C B Intersection Summary HCM Average Control Delay 10.8 HCM Level of Service B HCM Volume to Capacity ratio 0.62 Actuated Cycle Length (s) 75.0 Sum of lost time (s) 0.0 Intersection Capacity Utilization 54.2% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 44 IBI Group HCM Signalized Intersection Capacity Analysis PM Peak Hour 45: Durant Avenue & Fulton Street 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 3.0 Lane Util. Factor 1.00 0.95 1.00 0.95 Frpb, ped/bikes 1.00 0.99 1.00 1.00 Flpb, ped/bikes 0.84 1.00 0.91 1.00 Frt 1.00 0.98 1.00 1.00 Flt Protected 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1455 3338 1564 3446 Flt Permitted 0.95 1.00 0.95 1.00 Satd. Flow (perm) 1455 3338 1564 3446 Volume (vph) 155 177 24 0000003966480 Peak-hour factor, PHF 0.96 0.96 0.96 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 161 184 25 0000004176820 RTOR Reduction (vph) 0 14 0000000000 Lane Group Flow (vph) 161 195 00000004176820 Confl. Peds. (#/hr) 152 91 90 Confl. Bikes (#/hr) 24 Turn Type Perm Perm Protected Phases 4 6 Permitted Phases 4 6 Actuated Green, G (s) 30.0 30.0 37.0 37.0 Effective Green, g (s) 31.0 31.0 38.0 38.0 Actuated g/C Ratio 0.41 0.41 0.51 0.51 Clearance Time (s) 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 601 1380 792 1746 v/s Ratio Prot 0.06 0.20 v/s Ratio Perm c0.11 c0.27 v/c Ratio 0.27 0.14 0.53 0.39 Uniform Delay, d1 14.5 13.7 12.4 11.4 Progression Factor 1.00 1.00 0.46 0.48 Incremental Delay, d2 1.1 0.2 2.2 0.6 Delay (s) 15.6 13.9 7.9 6.0 Level of Service B B A A Approach Delay (s) 14.7 0.0 0.0 6.7 Approach LOS BAAA Intersection Summary HCM Average Control Delay 8.7 HCM Level of Service A HCM Volume to Capacity ratio 0.41 Actuated Cycle Length (s) 75.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 54.7% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 45 IBI Group HCM Unsignalized Intersection Capacity Analysis PM Peak Hour 46: Channing Way & Fulton Street 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Stop Stop Volume (vph) 0 125 20 20 300 00005060075 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Hourly flow rate (vph) 0 139 22 22 333 00005666783 Direction, Lane # EB 1 WB 1 SB 1 SB 2 Volume Total (vph) 161 356 389 417 Volume Left (vph) 0 22 56 0 Volume Right (vph) 22 0 0 83 Hadj (s) -0.05 0.05 0.11 -0.11 Departure Headway (s) 6.3 6.0 6.2 6.0 Degree Utilization, x 0.28 0.59 0.67 0.69 Capacity (veh/h) 543 581 567 587 Control Delay (s) 11.8 17.4 19.5 20.0 Approach Delay (s) 11.8 17.4 19.8 Approach LOS B C C Intersection Summary Delay 18.2 HCM Level of Service C Intersection Capacity Utilization 64.4% ICU Level of Service C Analysis Period (min) 15

Synchro 6 Report 1/15/2007 Page 46 IBI Group HCM Signalized Intersection Capacity Analysis PM Peak Hour 47: Haste Street & Fulton Street 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 Lane Util. Factor 0.95 0.95 Frpb, ped/bikes 1.00 0.97 Flpb, ped/bikes 1.00 1.00 Frt 1.00 0.97 Flt Protected 1.00 1.00 Satd. Flow (prot) 3415 3245 Flt Permitted 1.00 1.00 Satd. Flow (perm) 3415 3245 Volume (vph) 0 0 0 55 518 00000469138 Peak-hour factor, PHF 0.95 0.95 0.95 0.90 0.90 0.90 0.95 0.95 0.95 0.91 0.91 0.91 Adj. Flow (vph) 0 0 0 61 576 00000515152 RTOR Reduction (vph) 00001100000370 Lane Group Flow (vph) 0000626000006300 Confl. Peds. (#/hr) 45 83 Confl. Bikes (#/hr) 36 Turn Type Perm Protected Phases 8 6 Permitted Phases 8 Actuated Green, G (s) 34.0 33.0 Effective Green, g (s) 35.0 34.0 Actuated g/C Ratio 0.47 0.45 Clearance Time (s) 4.0 4.0 Lane Grp Cap (vph) 1594 1471 v/s Ratio Prot c0.19 v/s Ratio Perm 0.18 v/c Ratio 0.39 0.43 Uniform Delay, d1 13.1 13.9 Progression Factor 1.00 1.00 Incremental Delay, d2 0.7 0.9 Delay (s) 13.8 14.8 Level of Service B B Approach Delay (s) 0.0 13.8 0.0 14.8 Approach LOS ABAB Intersection Summary HCM Average Control Delay 14.3 HCM Level of Service B HCM Volume to Capacity ratio 0.41 Actuated Cycle Length (s) 75.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 54.8% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 47 IBI Group HCM Signalized Intersection Capacity Analysis PM Peak Hour 48: Dwight Way & Fulton Street 1/15/2007

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 Total Lost time (s) 3.0 3.0 3.0 Lane Util. Factor 0.95 1.00 0.97 Frpb, ped/bikes 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 Frt 1.00 0.86 1.00 Flt Protected 1.00 1.00 0.95 Satd. Flow (prot) 3415 1569 3343 Flt Permitted 1.00 1.00 0.95 Satd. Flow (perm) 3415 1569 3343 Volume (vph) 0 553 18 000003951700 Peak-hour factor, PHF 0.89 0.89 0.89 0.95 0.95 0.95 0.75 0.75 0.75 0.83 0.83 0.83 Adj. Flow (vph) 0 621 20 000005262300 RTOR Reduction (vph) 030000002820200 Lane Group Flow (vph) 0 638 0000002442100 Confl. Peds. (#/hr) 61 Confl. Bikes (#/hr) 21 Turn Type custom custom Protected Phases 4 Permitted Phases 2 6 Actuated Green, G (s) 34.0 33.0 33.0 Effective Green, g (s) 35.0 34.0 34.0 Actuated g/C Ratio 0.47 0.45 0.45 Clearance Time (s) 4.0 4.0 4.0 Lane Grp Cap (vph) 1594 711 1515 v/s Ratio Prot c0.19 v/s Ratio Perm 0.02 c0.13 v/c Ratio 0.40 0.03 0.28 Uniform Delay, d1 13.1 11.4 12.8 Progression Factor 1.00 1.00 0.18 Incremental Delay, d2 0.8 0.1 0.4 Delay (s) 13.9 11.5 2.7 Level of Service B B A Approach Delay (s) 13.9 0.0 11.5 2.7 Approach LOS BABA Intersection Summary HCM Average Control Delay 8.5 HCM Level of Service A HCM Volume to Capacity ratio 0.34 Actuated Cycle Length (s) 75.0 Sum of lost time (s) 6.0 Intersection Capacity Utilization 57.1% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group

Synchro 6 Report 1/15/2007 Page 48 IBI Group

EXISTING OFF‐STREET HOURLY PARKING UTILIZATION SUMMARY SHEETS CENTER STREET GARAGE - HOURLY UTILIZATION DATA JULY 2005 - OCCUPANCY REPORT

Mon Tues Wed Thurs Fri Sat Sun Mon Tues Wed Thurs Fri Sat Sun 1-Jul 2-Jul 3-Jul 4-Jul 5-Jul 6-Jul 7-Jul 8-Jul 9-Jul 10-Jul 5:00:00 AM 0 0 3 0 0 1 0 5 0 1 6:00:00 AM 6 3 3 0 23 29 25 31 7 1 7:00:00 AM 12 5 3 0 28 44 39 41 11 1 8:00:00 AM 44 12 3 0 58 85 65 76 21 1 9:00:00 AM 78 22 3 1 90 115 110 118 34 1 10:00:00 AM 86 68 3 1 94 124 134 126 57 1 11:00:00 AM 81 94 3 1 105 129 123 125 79 1 12:00:00 PM 86 89 9 6 102 137 129 132 85 9 1:00:00 PM 80 125 61 3 98 112 112 126 61 25 2:00:00 PM 78 109 69 7 83 121 94 115 61 29 3:00:00 PM 64 106 38 6 65 80 67 80 41 16 4:00:00 PM 53 79 49 0 49 67 62 61 27 13 5:00:00 PM 35 71 46 0 19 38 37 41 17 18 6:00:00 PM 33 72 66 0 11 39 40 35 24 19 7:00:00 PM 49 108 66 0 5 46 53 51 39 19 8:00:00 PM 49 92 35 0 1 35 47 48 42 12 9:00:00 PM 22 28 15 0 0 17 14 28 21 7 10:00:00 PM 3 9 4 0 0 0 2 11 2 5 11:00:00 PM 0 0 0 0 0 -2 0 3 0 1

Mon Tues Wed Thurs Fri Sat Sun Mon Tues Wed Thurs Fri Sat Sun 11-Jul 12-Jul 13-Jul 14-Jul 15-Jul 16-Jul 17-Jul 18-Jul 19-Jul 20-Jul 21-Jul 22-Jul 23-Jul 24-Jul 5:00:00 AM 2 0 6 Data 9 1 0 2 N/A 10 3 4 1 0 6:00:00 AM 30 23 29 Not 25 13 0 25 29 25 18 10 0 7:00:00 AM 40 33 44 Used 32 21 0 34 40 31 28 18 0 8:00:00 AM 66 70 75 64 30 0 70 78 68 48 21 0 9:00:00 AM 104 106 122 102 50 0 115 105 101 83 47 0 10:00:00 AM 109 139 132 106 84 0 116 115 108 109 86 0 11:00:00 AM 109 141 118 102 108 0 117 119 117 110 98 0 12:00:00 PM 108 132 113 113 109 2 119 122 129 103 91 3 1:00:00 PM 112 122 124 116 117 23 108 124 117 99 60 19 2:00:00 PM 107 113 116 94 107 21 95 116 116 73 52 25 3:00:00 PM 65 90 79 61 87 14 75 87 89 60 35 22 4:00:00 PM 64 69 73 46 78 14 68 62 72 49 26 33 5:00:00 PM 46 31 52 28 47 21 38 39 53 27 23 48 6:00:00 PM 55 49 69 32 39 10 40 56 49 61 47 80 7:00:00 PM 48 55 83 92 74 12 38 81 58 101 103 71 8:00:00 PM 32 38 67 111 79 4 25 65 46 99 106 41 9:00:00 PM 14 6 26 86 56 2 15 24 16 20 81 6 10:00:00 PM 0 0 8 57 36 0 0 5 5 4 31 0 11:00:00 PM 0 0 3 0 0 0 0 2 1 0 1 0

Mon Tues Wed Thurs Fri Sat Sun 25-Jul 26-Jul 27-Jul 28-Jul 29-Jul 30-Jul 31-Jul 5:00:00 AM 1 3 1 1 3 0 3 6:00:00 AM 23 27 23 25 19 1 3 7:00:00 AM 30 40 39 42 25 4 3 8:00:00 AM 65 70 72 77 56 13 3 9:00:00 AM 87 95 99 114 90 40 3 10:00:00 AM 100 113 110 122 95 96 3 11:00:00 AM 101 109 114 126 90 101 5 12:00:00 PM 95 107 113 144 91 103 12 1:00:00 PM 97 107 113 145 94 74 43 2:00:00 PM 89 107 106 110 90 49 46 3:00:00 PM 58 76 84 73 50 30 63 4:00:00 PM 42 55 77 63 38 30 60 5:00:00 PM 27 27 28 52 17 27 98 6:00:00 PM 36 31 35 92 31 30 126 7:00:00 PM 31 34 37 125 115 67 119 8:00:00 PM 24 25 19 105 112 71 80 9:00:00 PM 14 11 9 68 87 48 26 10:00:00 PM 0 1 1 3 32 9 6 11:00:00 PM 0 0 0 0 0 0 0

AUGUST 2005 - OCCUPANCY REPORT

Mon Tues Wed Thurs Fri Sat Sun Mon Tues Wed Thurs Fri Sat Sun 10- 11- 12- 13- 14- 1-Aug 2-Aug 3-Aug 4-Aug 5-Aug 6-Aug 7-Aug 8-Aug 9-Aug Aug Aug Aug Aug Aug 5:00:00 AM 3 1 3 3 1 0 0 5 4 1 1 4 0 0 6:00:00 AM 27 26 25 31 25 3 0 30 29 25 20 24 7 0 7:00:00 AM 40 34 40 43 37 11 0 43 44 40 38 34 9 0 8:00:00 AM 61 64 70 76 70 25 0 70 76 75 73 65 23 0 9:00:00 AM 100 104 104 112 107 46 0 102 114 113 109 102 36 0 10:00:00 AM 122 114 111 117 121 111 0 104 131 136 108 107 63 0 11:00:00 AM 114 134 150 133 125 149 1 113 129 139 125 116 68 0 12:00:00 PM 117 169 163 193 109 119 4 109 124 153 123 111 56 9 1:00:00 PM 114 162 168 196 95 118 11 110 112 147 119 108 55 13 2:00:00 PM 113 151 142 176 93 91 13 107 106 118 103 101 41 12 3:00:00 PM 104 107 135 131 62 85 15 77 86 86 78 81 39 13 4:00:00 PM 113 115 132 106 51 105 12 58 80 67 57 57 22 19 5:00:00 PM 111 85 103 107 36 102 11 41 60 50 44 42 21 18 6:00:00 PM 106 117 93 126 33 116 7 36 52 79 46 50 30 40 7:00:00 PM 84 122 100 158 65 160 9 35 47 74 64 94 77 43 8:00:00 PM 56 103 74 147 61 153 5 29 27 65 53 110 85 37 9:00:00 PM 33 65 40 89 50 125 4 14 11 12 36 94 74 8 10:00:00 PM 0 24 3 25 6 70 0 6 3 4 4 35 22 0 11:00:00 PM 0 0 0 1 0 0 0 1 0 0 0 0 0 0

Mon Tues Wed Thurs Fri Sat Sun Mon Tues Wed Thurs Fri Sat Sun 15- 16- 17- 18- 19- 20- 21- 22- 23- 24- 25- 26- 27- 28- Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug 5:00:00 AM 0 11 2 0 3 0 0 6 10 4 4 1 N/A 1 6:00:00 AM 16 27 28 29 30 13 0 28 31 30 38 24 N/A 1 7:00:00 AM 38 44 48 46 51 11 0 51 51 48 55 43 N/A 1 8:00:00 AM 62 88 80 85 96 23 0 98 98 91 111 81 N/A 1 9:00:00 AM 98 118 128 126 135 39 0 131 151 127 131 121 N/A 1 10:00:00 AM 108 131 147 148 151 75 0 145 147 142 137 126 N/A 1 11:00:00 AM 128 136 149 154 155 90 0 138 160 149 147 120 N/A 1 12:00:00 PM 127 140 152 161 145 86 6 130 163 143 145 130 N/A 5 1:00:00 PM 125 125 138 147 132 84 14 119 150 136 139 119 N/A 5 2:00:00 PM 114 117 133 148 99 52 15 85 144 136 133 107 N/A 8 3:00:00 PM 91 100 109 116 80 46 17 75 111 97 104 86 N/A 12 4:00:00 PM 73 75 84 75 39 34 14 39 94 68 81 61 N/A 11 5:00:00 PM 48 50 42 52 76 25 11 42 41 49 49 48 N/A 9 6:00:00 PM 29 42 41 47 140 23 6 30 35 74 40 51 N/A 6 7:00:00 PM 23 37 47 71 133 39 10 30 32 61 36 46 N/A 5 8:00:00 PM 20 25 34 61 61 50 8 3 27 48 25 36 N/A 6 9:00:00 PM 5 8 11 35 31 34 4 2 12 18 7 25 N/A 2 10:00:00 PM 0 1 4 11 0 13 2 0 1 10 4 14 N/A 1 11:00:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 N/A 1

Mon Tues Wed 29- 30- 31- Aug Aug Aug 5:00:00 AM 1 0 0 6:00:00 AM 23 19 18 7:00:00 AM 48 46 41 8:00:00 AM 76 99 74 9:00:00 AM 121 129 104 10:00:00 AM 140 136 130 11:00:00 AM 128 138 137 12:00:00 PM 134 142 130 1:00:00 PM 123 132 133 2:00:00 PM 123 126 133 3:00:00 PM 86 101 105 4:00:00 PM 63 81 80 5:00:00 PM 41 49 37 6:00:00 PM 26 33 41 7:00:00 PM 18 28 36 8:00:00 PM 14 16 20 9:00:00 PM 2 4 1 10:00:00 PM 0 0 0 11:00:00 PM 0 0 0

SEPTEMBER 2005 - OCCUPANCY REPORT

Mon Tues Wed Thurs Fri Sat Sun Mon Tues Wed Thurs Fri Sat Sun 10- 11- 1-Sep 2-Sep 3-Sep 4-Sep 5-Sep 6-Sep 7-Sep 8-Sep 9-Sep Sep Sep 5:00:00 AM 0 2 0 0 0 3 5 5 2 0 0 6:00:00 AM 20 12 3 0 0 31 28 34 31 9 0 7:00:00 AM 49 33 8 0 0 52 52 54 58 21 0 8:00:00 AM 87 67 11 0 0 98 107 106 96 31 0 9:00:00 AM 124 99 21 0 0 145 153 145 132 42 0 10:00:00 AM 139 117 67 0 0 158 159 154 148 93 0 11:00:00 AM 126 126 75 0 0 146 155 151 145 92 0 12:00:00 PM 127 124 109 3 0 160 162 161 157 87 8 1:00:00 PM 133 119 144 18 0 140 144 159 145 75 23 2:00:00 PM 109 101 132 26 0 133 127 143 131 73 31 3:00:00 PM 81 92 119 20 0 101 107 127 100 37 27 4:00:00 PM 69 68 94 6 0 86 72 102 69 21 10 5:00:00 PM 45 44 57 6 0 43 49 59 57 21 14 6:00:00 PM 65 38 24 6 0 44 47 73 63 39 78 7:00:00 PM 77 55 34 8 0 38 52 86 128 93 84 8:00:00 PM 56 50 35 9 0 28 47 80 123 96 81 9:00:00 PM 9 31 28 4 0 9 29 48 111 85 7 10:00:00 PM 0 8 5 0 0 4 3 13 16 14 1 11:00:00 PM 0 1 0 0 0 0 1 0 0 0 0

Mon Tues Wed Thurs Fri Sat Sun Mon Tues Wed Thurs Fri Sat Sun 12- 13- 14- 15- 16- 17- 18- 19- 20- 21- 22- 23- 24- 25- Sep Sep Sep Sep Sep Sep Sep Sep Sep Sep Sep Sep Sep Sep 5:00:00 AM 4 9 11 9 5 0 0 6 8 10 8 4 0 0 6:00:00 AM 28 31 34 33 26 9 0 33 35 34 29 26 4 0 7:00:00 AM 50 55 60 54 51 16 0 59 58 57 67 47 14 0 8:00:00 AM 93 99 91 101 83 28 0 97 109 91 118 80 23 0 9:00:00 AM 137 142 135 153 128 60 0 138 145 137 139 121 47 0 10:00:00 AM 142 151 148 145 140 128 0 147 153 154 147 128 86 0 11:00:00 AM 136 160 151 162 143 165 0 157 161 137 158 137 106 0 12:00:00 PM 150 162 163 165 139 190 8 148 167 149 165 146 88 15 1:00:00 PM 125 151 141 152 128 230 64 140 174 145 177 124 78 122 2:00:00 PM 116 127 127 134 93 219 73 145 152 122 155 94 65 121 3:00:00 PM 94 113 112 116 90 190 72 151 123 105 132 76 47 113 4:00:00 PM 83 97 98 97 83 125 15 118 100 83 88 57 32 44 5:00:00 PM 44 54 67 58 57 72 12 74 55 69 42 38 28 31 6:00:00 PM 29 68 123 69 62 50 60 53 86 138 17 52 39 67 7:00:00 PM 18 118 171 99 120 98 65 47 109 155 13 118 99 64 8:00:00 PM 14 113 160 91 126 90 56 32 91 129 9 118 99 59 9:00:00 PM 7 88 131 68 103 88 4 9 60 41 5 99 99 2 10:00:00 PM 1 5 28 2 11 17 0 2 5 5 2 14 15 0 11:00:00 PM 0 0 2 0 0 1 0 0 0 0 0 0 0 0

Mon Tues Wed Thurs Fri 26- 27- 28- 29- 30- Sep Sep Sep Sep Sep 5:00:00 AM 5 6 6 6 n/a 6:00:00 AM 27 27 29 24 n/a 7:00:00 AM 40 52 51 52 n/a 8:00:00 AM 85 101 94 100 n/a 9:00:00 AM 126 142 136 134 n/a 10:00:00 AM 136 153 153 139 n/a 11:00:00 AM 128 150 151 150 n/a 12:00:00 PM 124 147 150 159 n/a 1:00:00 PM 116 147 131 160 n/a 2:00:00 PM 108 115 129 146 n/a 3:00:00 PM 85 96 109 132 n/a 4:00:00 PM 74 90 90 91 n/a 5:00:00 PM 55 57 77 74 n/a 6:00:00 PM 55 99 133 137 n/a 7:00:00 PM 41 137 140 232 n/a 8:00:00 PM 28 121 129 192 n/a 9:00:00 PM 6 98 48 132 n/a 10:00:00 PM 0 5 2 29 n/a 11:00:00 PM 0 0 1 0 n/a

OCTOBER 2005 - OCCUPANCY REPORT

Mon Tues Wed Thurs Fri Sat Sun Mon Tues Wed Thurs Fri Sat Sun 1-Oct 2-Oct 3-Oct 4-Oct 5-Oct 6-Oct 7-Oct 8-Oct 9-Oct 5:00:00 AM 5 2 5 7 7 0 6:00:00 AM 30 20 25 26 24 0 7:00:00 AM 49 45 45 50 42 0 8:00:00 AM 79 78 72 92 77 0 9:00:00 AM 116 114 106 141 113 0 10:00:00 AM 113 118 121 131 139 0 11:00:00 AM 115 138 124 122 151 0 12:00:00 PM 122 144 131 149 138 19 1:00:00 PM 121 126 111 173 140 123 2:00:00 PM 105 105 95 162 108 137 3:00:00 PM 86 89 91 145 89 143 4:00:00 PM 70 77 81 93 66 45 5:00:00 PM 9 59 71 79 49 48 6:00:00 PM 39 85 131 136 96 87 7:00:00 PM 34 135 143 238 202 89 8:00:00 PM 26 120 124 216 200 63 9:00:00 PM 19 91 47 129 139 6 10:00:00 PM 7 5 5 21 21 1 11:00:00 PM 1 120 1 0 0 0

Mon Tues Wed Thurs Fri Sat Sun Mon Tues Wed Thurs Fri Sat Sun 10- 11- 12- 13- 14- 15- 16- 17- 18- 19- 20- 21- 22- 23- Oct Oct Oct Oct Oct Oct Oct Oct Oct Oct Oct Oct Oct Oct 5:00:00 AM 1 8 8 6 0 3 6:00:00 AM 4 26 29 23 0 29 7:00:00 AM 7 55 51 54 0 48 8:00:00 AM 19 95 90 91 0 84 9:00:00 AM 43 146 133 115 0 112 10:00:00 AM 43 170 149 125 0 124 11:00:00 AM 17 173 147 129 0 120 12:00:00 PM 0 180 156 141 0 113 1:00:00 PM 0 173 133 137 0 107 2:00:00 PM 0 148 111 112 0 87 3:00:00 PM 0 142 97 110 0 91 4:00:00 PM 0 130 79 92 0 79 5:00:00 PM 0 104 70 63 0 50 6:00:00 PM 0 137 120 103 0 54 7:00:00 PM 0 199 124 171 0 67 8:00:00 PM 0 186 102 166 0 60 9:00:00 PM 0 133 27 104 0 20 10:00:00 PM 0 16 10 10 0 1 11:00:00 PM 0 0 1 0 0 0

Mon Tues Wed Thurs Fri Sat Sun Mon 24- 25- 26- 27- 28- 29- 30- 31- Oct Oct Oct Oct Oct Oct Oct Oct 5:00:00 AM 6:00:00 AM 7:00:00 AM 8:00:00 AM 9:00:00 AM 10:00:00 AM 11:00:00 AM 12:00:00 PM 1:00:00 PM 2:00:00 PM 3:00:00 PM 4:00:00 PM 5:00:00 PM 6:00:00 PM 7:00:00 PM 8:00:00 PM 9:00:00 PM 10:00:00 PM 11:00:00 PM

NOVEMBER 2005 - OCCUPANCY REPORT

Mon Tues Wed Thurs Fri Sat Sun Mon Tues Wed Thurs Fri Sat Sun 10- 11- 12- 13- 1-Nov 2-Nov 3-Nov 4-Nov 5-Nov 6-Nov 7-Nov 8-Nov 9-Nov Nov Nov Nov Nov 5:00:00 AM 0 1 3 1 0 0 1 1 1 12 4 1 0 6:00:00 AM 20 0 24 0 0 0 0 0 0 35 29 8 0 7:00:00 AM 49 5 60 2 0 0 3 2 2 59 35 19 0 8:00:00 AM 87 4 130 7 2 0 10 5 6 102 47 36 0 9:00:00 AM 124 16 149 16 8 0 14 20 14 127 72 83 0 10:00:00 AM 139 31 155 27 18 0 37 32 29 112 77 83 0 11:00:00 AM 126 44 153 26 50 0 30 27 26 132 87 73 0 12:00:00 PM 127 42 181 34 46 1 31 42 35 143 98 74 2 1:00:00 PM 133 39 167 45 40 6 32 51 46 139 94 155 20 2:00:00 PM 109 32 142 37 28 10 37 40 51 115 74 156 30 3:00:00 PM 81 48 122 49 74 44 42 44 50 87 47 122 32 4:00:00 PM 69 38 106 42 26 27 36 30 32 96 30 72 20 5:00:00 PM 45 66 87 52 27 23 66 66 64 62 19 46 26 6:00:00 PM 65 105 101 52 52 62 66 62 53 106 70 91 86 7:00:00 PM 77 23 136 72 91 13 23 28 22 127 188 166 83 8:00:00 PM 56 76 113 23 28 44 34 18 27 110 202 167 79 9:00:00 PM 9 36 24 55 63 7 28 19 26 45 174 131 2 10:00:00 PM 0 15 6 28 33 4 7 18 14 11 27 10 0 11:00:00 PM 0 5 0 28 0 0 0 5 5 4 0 1 0

Mon Tues Wed Thurs Fri Sat Sun Mon Tues Wed Thurs Fri Sat Sun 14- 15- 16- 17- 18- 19- 20- 21- 22- 23- 24- 25- 26- 27- Nov Nov Nov Nov Nov Nov Nov Nov Nov Nov Nov Nov Nov Nov 5:00:00 AM 10 15 18 13 14 N/A N/A 7 11 2 0 4 0 1 6:00:00 AM 36 41 44 39 41 N/A N/A 34 41 18 0 6 0 1 7:00:00 AM 50 62 56 58 59 N/A N/A 51 53 26 0 5 0 1 8:00:00 AM 91 96 90 94 94 N/A N/A 86 90 54 0 10 3 1 9:00:00 AM 138 122 117 126 130 N/A N/A 94 115 65 0 18 9 1 10:00:00 AM 142 140 127 132 133 N/A N/A 103 111 75 0 22 27 1 11:00:00 AM 141 142 143 133 137 N/A N/A 107 127 82 0 36 22 1 12:00:00 PM 148 152 149 155 146 N/A N/A 108 132 83 0 36 52 15 1:00:00 PM 116 146 143 140 140 N/A N/A 105 148 68 0 48 144 109 2:00:00 PM 100 128 124 116 121 N/A N/A 96 127 58 0 42 130 122 3:00:00 PM 86 109 106 105 102 N/A N/A 74 93 53 0 48 105 91 4:00:00 PM 75 89 86 79 61 N/A N/A 66 81 33 0 34 13 25 5:00:00 PM 50 54 81 57 54 N/A N/A 37 41 24 0 33 10 25 6:00:00 PM 56 96 118 114 104 N/A N/A 67 73 51 0 39 26 77 7:00:00 PM 47 178 190 182 191 N/A N/A 103 115 65 0 107 69 74 8:00:00 PM 35 150 172 174 185 N/A N/A 96 108 34 0 106 71 39 9:00:00 PM 6 35 122 67 157 N/A N/A 26 40 21 0 44 33 5 10:00:00 PM 0 3 21 15 21 N/A N/A 2 9 1 0 15 2 2 11:00:00 PM 0 0 2 0 2 N/A N/A 0 2 0 0 4 0 1

Mon Tues Wed 28- 29- 30- Nov Nov Nov 5:00:00 AM 10 10 8 6:00:00 AM 36 29 29 7:00:00 AM 55 57 54 8:00:00 AM 92 111 97 9:00:00 AM 116 144 111 10:00:00 AM 128 146 120 11:00:00 AM 129 148 124 12:00:00 PM 134 171 138 1:00:00 PM 126 175 136 2:00:00 PM 96 156 113 3:00:00 PM 71 119 86 4:00:00 PM 64 102 82 5:00:00 PM 41 74 65 6:00:00 PM 40 86 146 7:00:00 PM 46 127 169 8:00:00 PM 40 109 109 9:00:00 PM 20 13 64 10:00:00 PM 1 13 11 11:00:00 PM 0 3 0

DECEMBER 2005 - OCCUPANCY REPORT

Mon Tues Wed Thurs Fri Sat Sun Mon Tues Wed Thurs Fri Sat Sun 10- 11- 1-Dec 2-Dec 3-Dec 4-Dec 5-Dec 6-Dec 7-Dec 8-Dec 9-Dec Dec Dec 5:00:00 AM 8 10 0 0 4 5 0 3 11 0 0 6:00:00 AM 26 34 3 0 33 33 25 24 30 6 0 7:00:00 AM 54 53 16 1 59 65 39 45 44 13 0 8:00:00 AM 101 106 25 1 91 114 84 83 87 21 0 9:00:00 AM 136 137 47 1 127 145 117 100 117 35 0 10:00:00 AM 144 145 82 1 125 137 115 102 126 73 0 11:00:00 AM 143 165 111 1 121 143 118 120 134 85 0 12:00:00 PM 176 188 108 37 135 163 124 146 123 109 10 1:00:00 PM 214 175 72 142 133 166 107 161 113 165 121 2:00:00 PM 189 134 47 195 108 152 95 135 107 170 135 3:00:00 PM 148 99 34 170 79 121 81 111 91 147 112 4:00:00 PM 95 76 17 78 68 90 71 85 75 42 27 5:00:00 PM 98 61 34 80 55 83 67 67 69 36 59 6:00:00 PM 145 93 61 131 39 125 134 98 96 58 145 7:00:00 PM 193 199 154 103 35 193 156 159 189 116 144 8:00:00 PM 179 189 159 93 22 169 104 153 186 136 120 9:00:00 PM 53 109 103 7 4 38 33 49 112 79 5 10:00:00 PM 9 24 28 2 0 8 4 7 28 28 0 11:00:00 PM 2 3 0 0 0 2 0 0 6 0 0

Mon Tues Wed Thurs Fri Sat Sun Mon Tues Wed Thurs Fri Sat Sun 12- 13- 14- 15- 16- 17- 18- 19- 20- 21- 22- 23- 24- 25- Dec Dec Dec Dec Dec Dec Dec Dec Dec Dec Dec Dec Dec Dec 5:00:00 AM 2 2 10 2 3 0 1 5 N/A 6 7 3 0 6:00:00 AM 23 26 34 29 26 2 1 22 N/A 28 31 8 0 7:00:00 AM 30 40 55 52 41 7 1 34 N/A 40 39 15 1 8:00:00 AM 46 77 89 92 81 11 1 61 N/A 65 59 36 3 9:00:00 AM 69 104 118 123 115 14 1 79 N/A 86 76 53 7 10:00:00 AM 85 101 115 119 113 56 1 92 N/A 90 87 55 9 11:00:00 AM 94 117 117 135 114 65 1 115 N/A 120 97 60 94 12:00:00 PM 98 142 138 168 130 97 16 114 N/A 121 116 72 98 1:00:00 PM 96 135 124 188 125 174 115 110 N/A 103 168 73 89 2:00:00 PM 90 113 100 169 98 167 122 96 N/A 87 184 67 11 3:00:00 PM 63 78 81 131 73 140 96 70 N/A 71 161 57 11 4:00:00 PM 63 68 69 57 55 36 29 63 N/A 48 56 29 40 5:00:00 PM 56 44 80 41 49 33 45 45 N/A 37 55 19 40 6:00:00 PM 51 33 147 73 68 53 104 47 N/A 102 79 30 15 7:00:00 PM 39 26 157 156 153 125 105 50 N/A 115 132 83 5 8:00:00 PM 31 12 81 73 158 124 100 38 N/A 55 119 74 0 9:00:00 PM 4 6 41 34 109 72 11 13 N/A 31 37 18 0 10:00:00 PM 0 2 7 0 24 5 1 4 N/A 6 9 5 0 11:00:00 PM 0 0 5 0 1 0 1 0 N/A 2 1 1 0

Mon Tues Wed Thurs Fri Sat 26- 27- 28- 29- 30- 31- Dec Dec Dec Dec Dec Dec 5:00:00 AM 0 0 2 4 2 0 6:00:00 AM 0 12 14 5 9 0 7:00:00 AM 0 15 17 6 15 1 8:00:00 AM 0 19 24 12 26 2 9:00:00 AM 0 24 46 16 49 8 10:00:00 AM 0 32 55 10 44 21 11:00:00 AM 0 43 59 4 59 27 12:00:00 PM 0 67 81 4 58 29 1:00:00 PM 0 144 149 4 51 13 2:00:00 PM 0 154 138 4 56 9 3:00:00 PM 1 114 99 4 46 6 4:00:00 PM 2 34 39 4 38 4 5:00:00 PM 0 44 48 4 30 4 6:00:00 PM 0 73 109 4 20 1 7:00:00 PM 0 132 134 4 35 0 8:00:00 PM 0 131 108 4 34 0 9:00:00 PM 0 26 38 4 31 0 10:00:00 PM 0 5 4 4 8 0 11:00:00 PM 0 0 0 4 0 0

OXFORD STREET GARAGE - HOURLY UTILIZATION DATA JULY 2005 - OCCUPANCY REPORT

Mon Tues Wed Thurs Fri Sat Sun Mon Tues Wed Thurs Fri Sat Sun 1-Jul 2-Jul 3-Jul 4-Jul 5-Jul 6-Jul 7-Jul 8-Jul 9-Jul 10-Jul 7:00:00 AM 8:00:00 AM 10 15 16 6 9 2 9:00:00 AM 19 5 1 39 44 35 27 9 10:00:00 AM 42 8 51 71 58 32 16 11:00:00 AM 59 22 63 80 68 38 21 12:00:00 PM 63 38 3 70 89 67 47 28 1:00:00 PM 55 55 14 65 79 60 60 52 2:00:00 PM 56 56 21 58 74 63 48 67 3:00:00 PM 55 44 13 45 75 50 43 62 4:00:00 PM 56 54 13 40 64 50 32 59 5:00:00 PM 76 57 16 42 69 45 44 68 6:00:00 PM 125 85 17 48 73 54 63 104 7:00:00 PM 110 89 18 61 78 53 94 112 8:00:00 PM 92 73 18 34 58 43 74 97 9:00:00 PM 92 71 19 15 41 24 67 90 10:00:00 PM 54 45 18 7 32 11 44 80 11:00:00 PM 17 17 18 7 32 9 10 48 12:00:00 AM 9 13 35

Mon Tues Wed Thurs Fri Sat Sun Mon Tues Wed Thurs Fri Sat Sun 11-Jul 12-Jul 13-Jul 14-Jul 15-Jul 16-Jul 17-Jul 18-Jul 19-Jul 20-Jul 21-Jul 22-Jul 23-Jul 24-Jul 7:00:00 AM 6 8:00:00 AM 13 13 18 20 9 18 24 22 28 10 11 9:00:00 AM 38 36 43 31 10 37 46 50 51 20 17 10:00:00 AM 64 54 67 52 28 51 63 69 59 27 49 11:00:00 AM 66 72 84 81 34 64 82 82 82 39 44 12:00:00 PM 70 84 110 100 51 73 103 87 94 44 97 1:00:00 PM 82 82 102 96 76 67 84 96 108 60 119 2:00:00 PM 75 67 88 72 72 62 69 80 87 60 151 3:00:00 PM 69 49 75 47 89 42 66 63 92 62 4:00:00 PM 45 59 53 67 83 33 64 53 84 72 5:00:00 PM 61 66 59 82 107 45 51 65 95 92 6:00:00 PM 91 107 104 121 122 100 69 108 113 138 7:00:00 PM 109 108 116 130 114 118 95 121 112 142 8:00:00 PM 115 99 102 122 126 104 88 102 113 125 9:00:00 PM 114 71 75 134 122 83 55 81 111 133 10:00:00 PM 43 41 113 95 55 15 45 81 112 11:00:00 PM 13 8 80 48 15 8 48 81 12:00:00 AM 15 81

Mon Tues Wed Thurs Fri Sat Sun 25-Jul 26-Jul 27-Jul 28-Jul 29-Jul 30-Jul 31-Jul 7:00:00 AM 8:00:00 AM 10 22 18 12 6 9:00:00 AM 45 42 42 37 13 10:00:00 AM 53 49 51 77 15 11:00:00 AM 64 57 64 101 26 12:00:00 PM 57 65 79 101 32 1:00:00 PM 60 63 71 86 40 2:00:00 PM 59 67 56 87 52 3:00:00 PM 40 53 45 79 45 4:00:00 PM 30 38 33 76 43 5:00:00 PM 31 58 51 77 53 6:00:00 PM 60 109 105 119 78 7:00:00 PM 80 118 118 108 109 8:00:00 PM 59 99 100 108 103 9:00:00 PM 51 73 82 109 106 10:00:00 PM 33 39 52 86 79 11:00:00 PM 16 2 18 53 47 12:00:00 AM

AUGUST 2005 - OCCUPANCY REPORT

Mon Tues Wed Thurs Fri Sat Sun Mon Tues Wed Thurs Fri Sat Sun 1-Aug 2-Aug 3-Aug 4-Aug 5-Aug 6-Aug 7-Aug 8-Aug 9-Aug 10-Aug 11-Aug 12-Aug 13-Aug 14-Aug 7:00:00 AM 8:00:00 AM 15 11 32 15 13 12 13 11 14 21 5 9:00:00 AM 34 37 54 45 42 21 29 32 46 52 45 10:00:00 AM 53 47 71 60 59 26 47 51 59 70 62 11:00:00 AM 64 53 75 81 80 26 67 72 84 81 85 12:00:00 PM 67 67 98 93 89 48 68 79 96 102 83 1:00:00 PM 62 72 94 86 86 68 72 78 84 108 79 2:00:00 PM 58 66 85 65 76 66 65 64 66 92 66 3:00:00 PM 51 48 66 54 62 66 53 45 66 74 65 4:00:00 PM 47 44 51 38 48 49 56 30 52 64 57 5:00:00 PM 49 46 50 57 63 45 54 27 63 69 46 6:00:00 PM 68 73 32 84 113 75 79 80 113 85 83 7:00:00 PM 82 80 70 100 100 89 84 123 157 117 92 8:00:00 PM 66 68 65 88 87 81 67 134 172 89 90 9:00:00 PM 41 61 42 61 54 85 44 137 178 93 117 10:00:00 PM 33 33 9 28 25 52 36 140 95 112 11:00:00 PM 21 20 18 30 97 12:00:00 AM

Mon Tues Wed Thurs Fri Sat Sun Mon Tues Wed Thurs Fri Sat Sun 15-Aug 16-Aug 17-Aug 18-Aug 19-Aug 20-Aug 21-Aug 22-Aug 23-Aug 24-Aug 25-Aug 26-Aug 27-Aug 28-Aug 7:00:00 AM 8:00:00 AM 7 10 14 13 16 9 22 25 16 20 20 11 9:00:00 AM 40 33 47 38 38 19 43 40 32 51 42 16 10:00:00 AM 47 51 54 55 68 33 59 56 47 67 64 21 11:00:00 AM 51 58 72 75 87 51 78 67 73 82 93 30 12:00:00 PM 61 67 87 89 109 90 101 81 100 78 114 41 1:00:00 PM 64 61 86 83 113 90 108 78 93 77 104 73 2:00:00 PM 48 46 69 67 110 84 86 75 85 68 94 95 3:00:00 PM 53 54 58 54 66 67 68 62 63 62 75 90 4:00:00 PM 46 39 13 17 37 84 48 53 55 53 65 75 5:00:00 PM 48 41 5 7 76 105 49 63 48 59 102 103 6:00:00 PM 75 77 26 67 100 137 67 81 93 118 128 157 7:00:00 PM 90 93 52 77 94 127 80 80 87 117 129 159 8:00:00 PM 63 80 44 77 81 115 46 61 83 96 126 157 9:00:00 PM 46 59 14 45 70 121 28 39 67 77 104 161 10:00:00 PM 35 36 15 49 111 11 24 41 51 87 146 11:00:00 PM 15 23 17 79 16 12 17 48 121 12:00:00 AM

Mon Tues Wed 29-Aug 30-Aug 31-Aug 7:00:00 AM 8:00:00 AM 23 18 27 9:00:00 AM 51 44 39 10:00:00 AM 70 60 62 11:00:00 AM 81 60 79 12:00:00 PM 89 68 91 1:00:00 PM 82 68 79 2:00:00 PM 72 64 78 3:00:00 PM 58 56 80 4:00:00 PM 46 47 61 5:00:00 PM 37 60 70 6:00:00 PM 57 80 102 7:00:00 PM 82 85 128 8:00:00 PM 70 80 108 9:00:00 PM 44 57 89 10:00:00 PM 28 30 60 11:00:00 PM 15 17 36 12:00:00 AM 0 0 0

SEPTEMBER 2005 - OCCUPANCY REPORT

Mon Tues Wed Thurs Fri Sat Sun Mon Tues Wed Thurs Fri Sat Sun 1-Sep 2-Sep 3-Sep 4-Sep 5-Sep 6-Sep 7-Sep 8-Sep 9-Sep 10-Sep 11-Sep 7:00:00 AM 8:00:00 AM 23 21 7 13 3 6 19 14 8 4 9:00:00 AM 51 36 12 31 4 29 41 41 25 21 10:00:00 AM 73 49 19 46 7 41 49 58 59 25 11:00:00 AM 89 64 42 54 12 58 60 65 77 32 12:00:00 PM 96 87 65 36 25 74 71 69 90 49 1:00:00 PM 80 94 93 40 43 65 69 63 91 50 2:00:00 PM 66 88 120 67 23 53 66 63 90 50 3:00:00 PM 76 82 127 12 44 68 60 75 52 4:00:00 PM 65 84 132 29 37 47 51 62 46 5:00:00 PM 68 83 130 39 50 56 46 82 49 6:00:00 PM 95 115 191 58 70 54 61 127 97 7:00:00 PM 92 125 184 69 70 66 83 115 90 8:00:00 PM 83 111 157 53 64 52 79 116 90 9:00:00 PM 64 98 148 41 43 32 51 107 94 10:00:00 PM 42 75 134 24 26 7 26 80 63 11:00:00 PM 30 42 127 12 50 32 12:00:00 AM 30 6

Mon Tues Wed Thurs Fri Sat Sun Mon Tues Wed Thurs Fri Sat Sun 12-Sep 13-Sep 14-Sep 15-Sep 16-Sep 17-Sep 18-Sep 19-Sep 20-Sep 21-Sep 22-Sep 23-Sep 24-Sep 25-Sep 7:00:00 AM 8:00:00 AM 15 18 19 18 14 10 17 14 12 17 15 9:00:00 AM 30 48 40 37 33 19 19 31 31 36 39 31 10:00:00 AM 41 58 49 52 39 21 27 39 45 51 52 43 11:00:00 AM 43 62 64 79 99 44 33 52 60 59 69 53 12:00:00 PM 64 80 70 77 112 82 40 57 89 80 89 69 1:00:00 PM 59 72 67 73 110 124 35 58 90 73 68 68 2:00:00 PM 38 53 66 66 93 123 32 50 70 64 61 63 3:00:00 PM 38 44 74 82 86 123 31 42 59 61 47 67 4:00:00 PM 34 31 83 62 79 126 27 31 51 53 41 59 5:00:00 PM 26 28 81 81 89 149 35 25 53 76 65 90 6:00:00 PM 32 51 111 135 136 209 49 30 97 113 166 140 7:00:00 PM 68 66 114 136 140 224 47 50 116 134 199 147 8:00:00 PM 53 53 103 127 126 208 22 45 99 119 220 127 9:00:00 PM 40 30 70 100 118 197 5 25 76 96 245 123 10:00:00 PM 23 18 47 69 103 153 2 4 42 66 252 103 11:00:00 PM 11 36 82 115 1 24 34 71 12:00:00 AM 36 24

Mon Tues Wed Thurs Fri 26-Sep 27-Sep 28-Sep 29-Sep 30-Sep 7:00:00 AM 8:00:00 AM 14 13 8 4 17 9:00:00 AM 34 29 23 23 36 10:00:00 AM 37 50 34 47 60 11:00:00 AM 47 55 55 52 76 12:00:00 PM 61 68 76 63 92 1:00:00 PM 59 59 70 62 95 2:00:00 PM 50 52 58 61 89 3:00:00 PM 40 51 58 57 105 4:00:00 PM 35 34 47 58 105 5:00:00 PM 38 37 42 53 135 6:00:00 PM 45 78 72 127 155 7:00:00 PM 38 92 71 137 145 8:00:00 PM 23 74 60 128 142 9:00:00 PM 9 49 43 104 146 10:00:00 PM 2 21 30 81 127 11:00:00 PM 24 58 99 12:00:00 AM

OCTOBER 2005 - OCCUPANCY REPORT

Mon Tues Wed Thurs Fri Sat Sun Mon Tues Wed Thurs Fri Sat Sun 1-Oct 2-Oct 3-Oct 4-Oct 5-Oct 6-Oct 7-Oct 8-Oct 9-Oct 7:00:00 AM 8:00:00 AM 14 27 25 19 33 7 6 9:00:00 AM 32 49 40 39 59 22 21 10:00:00 AM 32 65 52 53 72 30 57 11:00:00 AM 27 66 57 53 96 34 128 12:00:00 PM 49 57 67 60 99 41 122 1:00:00 PM 74 69 56 65 113 55 107 2:00:00 PM 99 64 52 58 124 61 107 3:00:00 PM 127 65 50 72 133 73 4:00:00 PM 130 40 39 64 126 65 5:00:00 PM 130 40 40 81 105 92 6:00:00 PM 150 44 63 134 167 137 7:00:00 PM 176 52 70 134 163 128 8:00:00 PM 210 40 53 127 162 116 9:00:00 PM 208 30 43 95 156 103 10:00:00 PM 196 13 23 64 133 80 11:00:00 PM 163 10 91 48 12:00:00 AM

Mon Tues Wed Thurs Fri Sat Sun Mon Tues Wed Thurs Fri Sat Sun 10-Oct 11-Oct 12-Oct 13-Oct 14-Oct 15-Oct 16-Oct 17-Oct 18-Oct 19-Oct 20-Oct 21-Oct 22-Oct 23-Oct 7:00:00 AM 8:00:00 AM 27 23 26 23 7 25 25 40 30 16 9:00:00 AM 45 41 50 42 48 40 48 56 57 28 10:00:00 AM 61 62 74 51 81 53 62 67 67 38 11:00:00 AM 61 56 94 65 127 61 59 71 70 56 12:00:00 PM 69 64 97 82 130 67 60 77 112 67 1:00:00 PM 79 61 86 87 134 63 63 68 92 101 2:00:00 PM 72 47 94 88 135 62 53 67 63 83 3:00:00 PM 69 43 92 86 140 54 55 60 107 68 4:00:00 PM 52 33 89 80 142 39 55 105 5:00:00 PM 64 34 104 105 157 51 68 124 6:00:00 PM 67 76 137 148 206 84 116 173 7:00:00 PM 68 88 134 138 194 94 103 161 8:00:00 PM 63 70 123 128 195 78 84 164 9:00:00 PM 41 45 99 112 189 46 57 160 10:00:00 PM 30 18 66 94 160 29 30 132 11:00:00 PM 16 39 70 130 17 4 101 12:00:00 AM 1 70 14

Mon Tues Wed Thurs Fri Sat Sun Mon 24-Oct 25-Oct 26-Oct 27-Oct 28-Oct 29-Oct 30-Oct 31-Oct 7:00:00 AM 8:00:00 AM 19 30 26 23 26 9:00:00 AM 35 50 39 47 38 10:00:00 AM 46 67 73 59 54 11:00:00 AM 59 74 105 78 53 12:00:00 PM 66 80 119 93 54 1:00:00 PM 62 81 103 81 52 2:00:00 PM 56 63 94 108 44 3:00:00 PM 54 61 88 115 37 4:00:00 PM 44 68 87 129 23 5:00:00 PM 48 78 92 152 6:00:00 PM 75 107 126 285 7:00:00 PM 74 101 125 208 8:00:00 PM 48 87 109 197 9:00:00 PM 28 62 86 210 10:00:00 PM 12 37 57 196 11:00:00 PM 9 38 164 12:00:00 AM 8

NOVEMBER 2005 - OCCUPANCY REPORT

Mon Tues Wed Thurs Fri Sat Sun Mon Tues Wed Thurs Fri Sat Sun 1-Nov 2-Nov 3-Nov 4-Nov 5-Nov 6-Nov 7-Nov 8-Nov 9-Nov 10-Nov 11-Nov 12-Nov 13-Nov 7:00:00 AM 8:00:00 AM 29 25 8 26 29 27 14 8 9:00:00 AM 51 38 29 43 48 39 35 10:00:00 AM 60 57 40 49 56 59 44 11:00:00 AM 68 62 49 75 69 74 58 12:00:00 PM 61 79 61 72 73 67 74 1:00:00 PM 62 71 64 72 79 77 88 2:00:00 PM 62 72 48 62 72 56 78 8 3:00:00 PM 50 74 60 52 78 83 69 10 4:00:00 PM 42 73 54 33 88 70 70 28 5:00:00 PM 31 71 62 51 84 64 61 6:00:00 PM 85 110 115 71 121 96 125 7:00:00 PM 81 120 112 75 103 99 124 8:00:00 PM 64 104 87 58 97 79 115 9:00:00 PM 40 76 59 31 78 54 97 10:00:00 PM 47 36 13 78 37 80 11:00:00 PM 16 1 66 12:00:00 AM

Mon Tues Wed Thurs Fri Sat Sun Mon Tues Wed Thurs Fri Sat Sun 14-Nov 15-Nov 16-Nov 17-Nov 18-Nov 19-Nov 20-Nov 21-Nov 22-Nov 23-Nov 24-Nov 25-Nov 26-Nov 27-Nov 7:00:00 AM 11 8:00:00 AM 10 18 21 12 21 10 17 12 4 3 9:00:00 AM 29 52 42 36 38 19 28 18 9 5 10:00:00 AM 46 69 64 53 69 26 34 32 18 9 11:00:00 AM 47 82 81 72 76 40 47 46 29 33 12:00:00 PM 74 97 81 76 62 42 53 62 58 76 1:00:00 PM 78 91 76 73 51 62 116 66 110 84 2:00:00 PM 58 91 70 75 46 75 124 61 123 80 3:00:00 PM 46 87 64 76 52 78 96 98 134 84 4:00:00 PM 31 84 57 56 49 91 81 14 69 141 38 5:00:00 PM 44 90 90 53 72 139 105 9 64 116 62 6:00:00 PM 29 109 128 29 66 122 109 149 78 123 76 7:00:00 PM 58 107 118 36 64 163 105 156 105 111 83 8:00:00 PM 43 91 95 26 71 152 77 143 83 105 67 9:00:00 PM 73 77 13 69 140 37 125 57 84 40 10:00:00 PM 60 48 48 136 17 105 36 59 17 11:00:00 PM 34 20 112 96 36 28 18 12:00:00 AM 34 20 112 36

Mon Tues Wed 28-Nov 29-Nov 30-Nov 7:00:00 AM 24 8:00:00 AM 6 36 9:00:00 AM 19 42 10:00:00 AM 35 36 11:00:00 AM 43 58 12:00:00 PM 54 47 1:00:00 PM 62 41 2:00:00 PM 54 38 3:00:00 PM 52 23 4:00:00 PM 43 10 49 5:00:00 PM 45 19 101 6:00:00 PM 50 70 101 7:00:00 PM 49 64 86 8:00:00 PM 37 52 68 9:00:00 PM 25 29 50 10:00:00 PM 14 2 42 11:00:00 PM 42 12:00:00 AM

DECEMBER 2005 - OCCUPANCY REPORT

Mon Tues Wed Thurs Fri Sat Sun Mon Tues Wed Thurs Fri Sat Sun 1-Dec 2-Dec 3-Dec 4-Dec 5-Dec 6-Dec 7-Dec 8-Dec 9-Dec 10-Dec 11-Dec 7:00:00 AM 8:00:00 AM 16 23 22 15 18 10 1 9:00:00 AM 30 46 32 41 30 29 10 10:00:00 AM 49 65 41 52 37 41 18 11:00:00 AM 71 79 43 68 54 51 27 12:00:00 PM 89 88 68 65 70 70 50 1:00:00 PM 86 86 88 69 60 63 80 2:00:00 PM 73 81 94 62 66 54 82 3:00:00 PM 68 69 89 55 71 51 87 4:00:00 PM 64 67 94 47 97 62 51 85 5:00:00 PM 92 99 126 66 126 50 79 88 6:00:00 PM 144 148 154 96 163 60 112 155 7:00:00 PM 143 136 145 100 152 57 111 144 8:00:00 PM 153 143 149 51 128 34 103 130 9:00:00 PM 122 131 134 16 97 27 90 114 10:00:00 PM 90 140 109 12 69 68 83 11:00:00 PM 60 110 81 8 39 67 78 12:00:00 AM 81 1 67

Mon Tues Wed Thurs Fri Sat Sun Mon Tues Wed Thurs Fri Sat Sun 12-Dec 13-Dec 14-Dec 15-Dec 16-Dec 17-Dec 18-Dec 19-Dec 20-Dec 21-Dec 22-Dec 23-Dec 24-Dec 25-Dec 7:00:00 AM 8:00:00 AM 11 11 7 13 2 4 11 5 4 9:00:00 AM 19 28 26 27 3 24 18 19 9 10:00:00 AM 30 35 35 42 99 43 33 28 13 11:00:00 AM 39 49 48 78 40 70 62 33 25 12:00:00 PM 52 71 57 103 87 109 79 63 66 1:00:00 PM 54 85 49 107 112 136 88 53 96 2:00:00 PM 32 83 44 134 166 157 79 68 77 3:00:00 PM 24 82 39 168 188 173 74 77 64 4:00:00 PM 15 6 92 36 179 213 168 86 82 70 5:00:00 PM 35 1 74 38 210 203 153 81 75 53 6:00:00 PM 56 13 87 113 222 221 172 120 110 81 7:00:00 PM 56 16 85 132 226 211 191 128 148 84 8:00:00 PM 15 6 70 130 215 207 165 107 135 75 9:00:00 PM 6 43 89 220 185 149 85 120 52 10:00:00 PM 9 23 45 198 152 138 60 99 20 11:00:00 PM 3 172 144 130 28 80 12:00:00 AM 172 130 80

Mon Tues Wed Thurs Fri Sat 26-Dec 27-Dec 28-Dec 29-Dec 30-Dec 31-Dec 7:00:00 AM 8:00:00 AM 1 4 9:00:00 AM 2 8 5 7 10:00:00 AM 4 15 11 9 11:00:00 AM 13 31 23 21 12:00:00 PM 69 76 77 61 1:00:00 PM 93 81 103 89 2:00:00 PM 107 72 111 71 3:00:00 PM 61 134 72 4:00:00 PM 119 12 57 150 60 5:00:00 PM 133 2 56 168 58 6:00:00 PM 150 17 80 182 79 7:00:00 PM 154 3 72 196 76 8:00:00 PM 101 1 51 191 65 9:00:00 PM 48 3 38 188 53 10:00:00 PM 28 3 16 163 47 11:00:00 PM 11 3 8 132 12:00:00 AM 8 3 132