Del Mar Corridor Study – Recommendation/Stakeholder Mobility Tool Preferences Evaluation Participants Were Then Asked to Rank These Measures in Terms of Importance

Laredo Urban Transportation Study Del Mar Boulevard Corridor Study Metropolitan Planning Organization Final Report October, 2011

Prepared by: Alliance Transportation Group, Inc.-- TBPE Firm No. F-812 11500 Metric Boulevard, Building M-1, Suite 150 Austin, TX 78758

Laredo Urban Transportation Study – Metropolitan Planning Organization – Del Mar Boulevard Corridor Study

Acknowledgements

Lead Agency Laredo Urban Transportation Study

Nathan Bratton – MPO Director

Vanessa Guerra – MPO Coordinator

Participating Agencies City of Laredo

Texas Department of Transportation – Laredo District

Consultant Team Alliance Transportation Group, Inc.

Steven J. Miller, P.E.

J. Michael Heath, P.E.

Scott Feldman, P.E., PTOE

Jacob Benfield, P.E., PTOE

Sowmya Chandrasekhar, E.I.T.

AMEC (Formerly MACTEC, Inc.)

Salvador Mercado, P.E.

Gilpin Engineering Company

Judd Gilpin, P.E.

Edward Ochoa, P.E.

Ximenes & Associates, Inc.

Linda Ximenes

Sonia Jimenez

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Laredo Urban Transportation Study – Metropolitan Planning Organization – Del Mar Boulevard Corridor Study

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Laredo Urban Transportation Study – Metropolitan Planning Organization – Del Mar Boulevard Corridor Study

Table of Contents 3.4 Stakeholder Mobility Tool Preferences ...... 28 3.5 Stakeholder Measures of Effectiveness ...... 31 Executive Summary ...... 5 4.0 Project Analysis ...... 33 1.0 Introduction ...... 7 4.1 Analysis Methodology ...... 33 1.1 Purpose of Study ...... 7 4.2 Mobility Tools ...... 33 1.2 Study Area ...... 7 4.2.1 Thru Capacity Improvements...... 33 1.3 Study Goals and Objectives ...... 7 4.2.2 Channelized (Raised) Medians ...... 33 2.0 Existing Conditions ...... 9 4.2.3 Turn Lanes or Auxiliary Lanes ...... 33 2.1 Area Description ...... 9 4.2.4 Driveway Consolidation/Access Management ...... 33 2.1.1 Land Uses ...... 9 4.2.5 Signal Modification ...... 34 2.1.2 Planned Projects in the Area...... 9 4.2.6 Bicycle, Pedestrian and Transit Improvements ...... 34 2.1.3 Right-of-Way ...... 9 4.2.7 Alternate Roadways ...... 35 2.1.4 Transit ...... 10 4.2.8 Alternative Intersections ...... 35 2.2 Roadway Characteristics ...... 11 4.3 Future Traffic Volumes ...... 36 2.2.1 Roadway Segment Characteristics ...... 11 4.4 Existing and Future No-Build Conditions ...... 36 2.2.2 Driveways and Access ...... 14 4.5 Analysis of Mobility Improvement Recommendations...... 39 2.2.3 Intersections ...... 15 4.5.1 Synchro Analysis – Build Conditions ...... 39 2.2.4 Pedestrian and Bicycle Infrastructure ...... 16 4.5.2 Del Mar and McPherson Road ...... 39 2.3 Data Collection ...... 16 4.5.3 Qualitative Improvements ...... 39 2.3.1 24-Hour Tube Count Locations ...... 17 4.6 Improvement Recommendations ...... 41 2.3.2 Peak Hour Turning Movement Count Locations ...... 17 5.0 Final Recommendations ...... 43 2.3.3 12-hour Traffic Signal Warrant Study ...... 17 5.1 Final Recommendations ...... 43 2.3.4 Video GPS Runs ...... 17 5.2 Preliminary Estimate of Probable Cost ...... 43 2.4 Measures of Effectiveness ...... 18 5.3 Implementation Strategies...... 43 2.4.1 Intersection LOS ...... 20 5.3.1 Governmental Entities ...... 43 2.4.2 Arterial LOS ...... 20 5.3.2 Private Funding ...... 43 2.5 Crash History ...... 21 5.3.3 District Overlays, Associations, and Agreements ...... 43 2.6 Existing Areas of Concern ...... 23 References ...... 59 2.6.1 Signal Warrant Analysis ...... 23 Appendix A: Traffic Data ...... 61 2.6.2 Traffic Congestion Impacts on Economy, Commerce, and Environment ...... 24 Appendix B: Synchro Model Output ...... 63 2.6.3 Identified Deficiencies ...... 26 3.0 Public Participation ...... 27 3.1 Stakeholder Outreach ...... 27 3.2 Stakeholder Meeting ...... 27 3.3 Stakeholder Concerns ...... 27

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Laredo Urban Transportation Study – Metropolitan Planning Organization – Del Mar Boulevard Corridor Study

List of Tables List of Figures

Table 1: Access- Points by Study Segment...... 14 Figure 1: Study Limits ...... 7 Table 2: Study Intersections ...... 15 Figure 2: Project Limits and Land Uses ...... 9 Table 3: Existing Sidewalks on the Corridor ...... 16 Figure 3: Planned Projects in Study Area ...... 10 Table 4: Local Projects on Del Mar ...... 16 Figure 4: Current Bus Routes ...... 10 Table 5: Level-of-Service ...... 18 Figure 5: Study Segments & Typical Roadway Cross Sections ...... 11 Table 6: LOS Criteria for Signalized and Stop Controlled Intersections ...... 19 Figure 6: Western Perspective on Del Mar at Springfield Ave...... 11 Table 7: Existing Level-of-Service at Signalized Intersections ...... 19 Figure 7: Eastern Perspective on Del Mar Blvd at Village Blvd...... 11 Table 8: Existing Arterial Level-of-Service...... 20 Figure 8: Western Perspective on Del Mar Blvd. at Broadcrest Dr ...... 12 Table 9: Top Three Factors Contributing to Crashes along Corridor ...... 21 Figure 9: Eastern Perspective on Del Mar Blvd at Fenwick Dr ...... 12 Table 10: Three-Year Crash Summary ...... 22 Figure 10: Eastern Perspective on Del Mar Blvd between Lindenwood Dr & McPherson Rd ...... 12 Table 11: Top Three Intersection Crash Locations by Year ...... 22 Figure 11: Western Perspective on Del Mar Blvd from McPherson Rd & Country Club Dr ...... 12 Table 12: Crash Rates by Study Segment ...... 23 Figure 12: Western Perspective on Del Mar Dr at Bartlett Ave ...... 13 Table 13: Laredo Mobility Data...... 24 Figure 13: Eastern Perspective on Del Mar Blvd at Bartlett Dr ...... 13 Table 14: Stakeholder Attendance List ...... 27 Figure 14: Eastern Perspective on Del Mar Blvd at Winfield Pkwy ...... 13 Table 15: Del Mar Corridor Stakeholder Mobility Tools ...... 30 Figure 15: Western Perspective on Del Mar Blvd at J. B. Alexander School Driveway ...... 13 Table 16: Stakeholder Mobility Tool Evaluation ...... 31 Figure 16: Example of Multiple Access Points near Springfield ...... 14 Table 17: Stakeholder Assessment of Measures of Effectiveness...... 31 Figure 17: Example of Signalized Intersection on the Corridor ...... 15 Table 18: Stakeholder Weighted Ranking of Measures of Effectiveness ...... 32 Figure 18: Study Intersections ...... 15 Table 19: TxDOT Access Managment Manual Recommended Minimum Connection Spacing ...... 34 Figure 19: Existing Sidewalk and ADA Ramp on the Corridor ...... 16 Table 20: Existing (2010) and Projected Intersection Level-of-Service ...... 37 Figure 20: Observed ADT on Del Mar Boulevard ...... 17 Table 21: Intersection Deficiencies ...... 38 Figure 21: Number and Type of Crashes by Year...... 21 Table 22: Available and Required Turning Storage ...... 38 Figure 22: VOC and Nitros Oxide Vehicle Emissions ...... 26 Table 23: Recommendations ...... 42 Figure 23: CO Vehicle Emissions ...... 26 Table 24: Estimates of Conceptual Cost ...... 56 Figure 24: Del Mar from Santa Maria to Springfield ...... 28 Figure 25: Del Mar from Springfield to Broadcrest ...... 29 Figure 26: Del Mar from Broadcrest to Fenwick ...... 29 Figure 27: Del Mar from Fenwick to Country Club ...... 29 Figure 28: Del Mar from Country Club to Loop 20 ...... 29 Figure 29: Median U-Turn ...... 35 Figure 30: Partial Continuous Flow Intersection ...... 35 Figure 31: High Tee Intersection ...... 35 Figure 32: Example of Access Management Consolidation San Dario Ave. to Springfield Ave...... 40 Figure 33: Recommended Improvements ...... 45

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Laredo Urban Transportation Study – Metropolitan Planning Organization – Del Mar Boulevard Corridor Study

Executive Summary Short Term:

The Laredo Urban Transportation Study, in partnership with the City of Laredo and TxDOT – Laredo 1 Coordination of signals/implementation of revised signal timing west of McPherson Avenue.

District, retained the services of Alliance Transportation Group, Inc. (Alliance) to study the Del Mar 2 Construction of updated ADA ramps at all intersections, with updated pedestrian signals at Boulevard Corridor from Santa Maria Avenue to 500 feet east of Loop 20. Also included on the consultant signalized intersections. team for this project are AMEC (formerly MACTEC, Inc.), Gilpin Engineering Company, and Ximenes and 3 Implement Access Management strategies for new development along corridor.

Associates, Inc. 4 Coordination with UISD to improve traffic circulation around schools. 5 Retime and rephrase signals from Santa Maria Avenue to Springfield. The purpose of the study is to evaluate Del Mar Boulevard and identify mobility improvements. This study 6 Construct new sidewalk on south side of Del Mar from Santa Maria to Springfield. includes collection of sufficient information to measure, evaluate, and identify a range of mobility tool 7 Provide Border Patrol with an emergency median crossing west of Springfield; educate Border concepts that will improve mobility and safety. These tools are designed to reduce travel delay, reduce Patrol on importance of pedestrians crossing at Springfield rather than mid-block. crash rates, improve pedestrian and transit mobility, enhance land use, enhance the aesthetic character of 8 Construct 10-foot multi-use path by bicycles and pedestrians on the south side of Del Mar from the corridor, and promote economic vitality along the corridor. Springfield to McPherson Avenue. 9 Install warranted traffic signal at Del Mar and Broadcrest. Existing year data was collected for turning movements at signalized intersections, and 24-hour volumes 10 Work with Saint Patrick Catholic Church to remove nose-in parking on church property. on Del Mar at multiple locations. Alliance examined current (2010) and future (2020 and 2025) traffic 11 Restripe southbound left turn lane at Lindenwood to 225 ft. conditions. Proposed improvements focused on thru capacity improvements, channelized (raised) 12 Sign and stripe existing sidewalk on north side of del Mar from east of McPherson to Loop 20 as medians, turn lanes or auxiliary lanes, driveway consolidation/access management, signal modifications, shared use path for bicycles and pedestrians; complete existing gaps in this walk. bicycle, pedestrian and transit improvements, alternate access roadways, and alternative intersections. 13 Restripe southbound left turn lane at Country Club to 200 ft. Key stakeholders were interviewed for corridor concerns. In addition, a stakeholder meeting was held 14 Work with USID to alleviate parking situation and congestion at J.B. Alexander High School. where interested parties could provide input to the project. The top corridor needs identified by the 15 Construct free right turn lane with acceleration lane at Loop 20 (Currently under development by stakeholders were: TxDOT). 16 Implement a conditional timing plan at Del Mar and Loop 20 to facilitate Sunday traffic to Iglesia  Reduction in crash frequency. Cristiana Misericordia.  Improvement of major intersection Level of Service. 17 Provide signage and markings indicating the improved shoulder east of Loop 20 may be used as a  Reduction in school-related congestion. bike lane.  Reduction in number of conflicting movements.  Increase in pedestrian ability to traverse the corridor. Medium term:  Reduction in peak period travel times. 18 Construct bus turnouts at El Metro stop locations that do not currently have turnouts. Short, medium and long term recommendations were developed to meet corridor measures of 19 Increase westbound right turn storage at San Dario by constructing auxiliary lane back to HEB effectiveness, including level of service and intersection delay, as well as address identified stakeholder driveway. concerns. Recommendations include: 20 In lieu of signalization, construct High Tee intersection at Village. 21 Reconstruct eastbound / westbound right turn lanes at Del Mar and McPherson Avenue to accommodate increased storage, alleviate crash issues. Improvements to be compatible with long term recommendations at this intersection.

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Laredo Urban Transportation Study – Metropolitan Planning Organization – Del Mar Boulevard Corridor Study

Long Term:

22 Establish a standard section on Del Mar with four 12 ft lanes and a minimum 14 ft center median; evaluate replacing existing flush medians with raised medians. 23 Implement Access Management strategies for redevelopment along corridor. 24 Widen Del Mar to four lanes with median through residential area from McPherson Drive to Lindenwood; consider boulevard section with raised median access control. 25 Widen 2-lane section of Del Mar from East Country to Loop 20 to a four lane section with median. Consider raised medians.

Estimated cost of the improvements is $6,092,544 for identified segment improvements. In addition, several general improvements are calculated at an “each” basis, and are not included in the cost above. These items are: Number 2, Construct ADA Ramps and signal improvements, estimated at $64,404 per intersection; Number 18, Construct bus turnouts, estimated at 31,565 per turnout; and, Number 22, widen the Del Mar cross section, estimated at $79,499 per station (assuming no right-of-way is required.

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Laredo Urban Transportation Study – Metropolitan Planning Organization – Del Mar Boulevard Corridor Study

1.0 Introduction

1.1 Purpose of Study Figure 1: Study Limits

The Laredo Urban Transportation Study, the designated Metropolitan Transportation Planning Organization (MPO) for the Laredo urban area, in partnership with the City of Laredo and TxDOT – Laredo District, retained the services of Alliance Transportation Group, Inc. (Alliance) to study the Del Mar Boulevard Corridor, a principal arterial in the City of Laredo. The purpose of the study is to evaluate Del Mar Boulevard and identify mobility improvements. Also included on the consultant team for this project are AMEC (formerly MACTEC, Inc.), Gilpin Engineering Company, and Ximenes and Associates, Inc.

This study includes collection of sufficient information to measure, evaluate, and identify a range of mobility tool concepts that will improve mobility and safety. These tools are designed to reduce travel delay, reduce crash rates, improve pedestrian and transit mobility, enhance land use, enhance the aesthetic character of the corridor, and promote economic vitality along the corridor.

1.2 Study Area Del Mar Boulevard Study Limits This study focuses on Del Mar Boulevard between Santa Maria Avenue and 500 feet east of Loop 20. The adjacent map indentifies the limits of the study.

1.3 Study Goals and Objectives

The overall goal of this study is to develop a mobility improvement plan for the Del Mar Corridor. Specific objectives of this study are as follows:

Study Objectives Identify corridor needs

Identify community desires Formulate a list of potential improvements Evaluate potential improvements Recommend mobility improvements Identify possible funding sources for the improvements

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Laredo Urban Transportation Study – Metropolitan Planning Organization – Del Mar Boulevard Corridor Study

1.4 Study Methodology

This study is being conducted with Highway Capacity Manual methodologies for measuring roadway performance. This study evaluates existing roadway and intersections conditions as well as proposed. The following steps detail the methodology used to conduct this study:

 Traffic data collection -- both turning movement counts and 24-hour counts are utilized to perform this study.  Field assessment to establish existing corridor conditions.  Agency data collection such as future roadway plans, travel demand models with traffic volume forecast, existing traffic signal timing, and other pertinent project information.  Assess stakeholder desires, concerns, and vision for the Del Mar Boulevard Corridor.  Model existing conditions to determine existing congestion and identify deficiencies.  Quantify existing Measure’s of Effectiveness or roadway performance using Highway Capacity Methodologies.  Establish the social, environmental, and economic impact of existing traffic congestion.  Use the travel demand model, agency guidance, and examination of current development trends to project future traffic volumes.  Formulate mitigation measures to address stakeholder concerns and existing traffic congestion.  Model the corridor with and without proposed mitigation measures in the current and future years.  Analyze proposed improvements against MOE’s, stakeholder preferences.  Estimate cost of recommendations.  Prioritize recommendations as short, medium or long term, based on construction requirements, funding requirements, and need.

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2.0 Existing Conditions West of McPherson Avenue, the corridor is heavily developed with residential, institutional and commercial land uses. Single family and multi-family residential uses are located along the corridor with 2.1 Area Description direct access to Del Mar. The west side of the corridor also hosts traffic for three United Independent School District (UISD) schools and a private institution. The commercial developments are concentrated Del Mar Boulevard is a principal arterial located on the north side of Laredo, Texas. Del Mar begins at near the Interstate 35 (IH-35). Santa Maria Avenue on the west and extends east of Loop 20; the study area terminates 500 feet east of Loop 20. Del Mar facilitates regional trips in the east/west direction. Area attractions include the Laredo Del Mar corridor, east of McPherson Avenue, is rapidly developing with residential and some commercial Country Club and Krueger Field – which hosts high school football and soccer games. Adjacent land uses land uses. It should be noted that none of the residential development east of McPherson has direct along the Del Mar Corridor include commercial, residential, institutional and governmental land uses access to Del Mar. The commercial developments are concentrated near the intersection of Del Mar including multiple schools. The corridor hosts all modes of transportation including, vehicular, transit, Boulevard and McPherson Avenue. One UISD middle school is located on Del Mar west of Loop 20. pedestrian, and bicycle traffic. 2.1.2 Planned Projects in the Area 2.1.1 Land Uses The consideration of regional planned projects in the vicinity of our study corridor is vital to assess the An urban area transportation network exists to provide access to land uses. The intensity of urban adequacy of future transportation needs. This also helps foresee how the various planning efforts may fit development determines the amount of traffic generated by these land uses. Generally, high intensity together. development produces a greater travel demand. Greater the travel demand, producing greater traffic There are several planned projects in the area surrounding Del Mar Boulevard. These are illustrated in volumes, the more probable an urban roadway network will have localized traffic congestion. The general Figure 3. The projects shown in the exhibit are categorized by type (as MPO or local) and priorities (as land uses in the vicinity of Del Mar corridor are as shown in Figure 2. short or long term). The planned projects include roadway widening, median installation, grade separation Figure 2: Project Limits and Land Uses and new roadway construction. These projects are listed in Laredo Metropolitan Transportation Plan (MTP) 2010 – 2035.

2.1.3 Right-of-Way

Alliance did not have available existing as-builts or right-of-way (ROW) maps for the corridor. Discussions with City of Laredo and LUTS staff, coupled with review of physical corridor characteristics, were used to establish an approximate ROW value for each segment. Generally the corridor has 100 ft or wider existing ROW. Two segments appear to be narrower, with ROW between 60-100 ft. between Bennington and Lindenwood as described in Section 2.2, Segments 3 and 4. These values were used to evaluate roadway improvements in Section 4, and to develop cost of improvements in Section 5. It should be noted that any

proposed improvements must include a confirmation of existing and available ROW as a first step.

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Figure 3: Planned Projects in Study Area 2.1.4 Transit Public transportation serves the needs of non-drivers and helps reduce the number of vehicles on the road. El Metro currently operates four bus routes along Del Mar Boulevard, servicing part of or the entire length of corridor. The Texas Commission for the Blind is located near the intersection of Del Mar and Springfield and is serviced by the Del Mar bus routes. The bus routes are illustrated in Figure 4.

Figure 4: Current Bus Routes

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Laredo Urban Transportation Study – Metropolitan Planning Organization – Del Mar Boulevard Corridor Study

2.2 Roadway Characteristics 2.2.1 Roadway Segment Characteristics

In this context, roadway characteristics refer to the physical dimensions of the roadway such as lane Typical roadway characteristics by study area segments are as follows: widths, right-of-way (ROW) widths. The typical roadway segment for Del Mar Boulevard varies throughout the corridor. For the purposes of this study, Del Mar has been divided into ten segments – each with Figure 6: Western Perspective on Del Mar at individual characteristics. These ten segments are as follows: Segment 1: Santa Maria Avenue to Springfield Avenue Springfield Ave. 1. Santa Maria Avenue to Springfield  Four 10’-12’ Thru-Lanes with Raised Median and 2. McPherson Road to Country Club Drive Avenue Left Turn Bays 3. Springfield Avenue to Candlewood Drive 4. Country Club Drive to Bartlett Avenue  Varying ROW Width 5. Candlewood Drive to Broadcrest Drive 6. Bartlett Avenue to Winfield Parkway o Between Santa Maria Road and San 7. Broadcrest Drive to Lindenwood Drive 8. Winfield Parkway to East Country Drive Bernardo Avenue – 50 feet observed 9. Lindenwood Drive to McPherson Road 10. East Country Drive to 500 ft. East of Loop 20 o Between San Bernardo Avenue and Springfield Avenue – 100 feet observed An overall view of the 10 study segments is illustrated in Figure 5.  Speed Limit – 30 mph  Pedestrian Facilities Figure 5: Study Segments & Typical Roadway Cross Sections o Sidewalk Along North Curb – Entire Segment

Figure 7: Eastern Perspective on Del Mar Blvd at Village Blvd. Segment 2: Springfield Avenue to Candlewood Road

 Four 10’ Thru-lanes with 10’ Continuous Two-Way Left Turn Lane (TWLTL)  ROW Width – 100 feet observed  Speed Limit – 30 mph (20 mph in the school zones)  Pedestrian Facilities o Sidewalk Along South Curb

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Laredo Urban Transportation Study – Metropolitan Planning Organization – Del Mar Boulevard Corridor Study

Segment 3: Candlewood Road to Broadcrest Drive Segment 5: Lindenwood Drive to McPherson Road

 Varying Cross-Section  Four 11’ Thru Lanes with TWLTL Figure 8: Western Perspective on Del Mar Blvd. at o Candlewood to appx. 200 feet West of  ROW Width – 100 feet observed Figure 10: Eastern Perspective on Del Mar Blvd Broadcrest Dr between Lindenwood Dr & McPherson Rd McPherson: Four 10’ Thru Lanes with  Speed Limit – 30 mph (20 mph school zone) 10’ TWLTL  Pedestrian Facilities o Appx. 200 feet West of McPherson o Sidewalk Along North Curb – Entire Drive to Broadcrest Drive: Three 10’ Segment Thru-Lanes (One Eastbound and Two o Sidewalk Along South Curb – Westbound) with Striped Median Intermittent  ROW Width – varies 80 - 100 feet observed

 Speed Limit – 30 mph  Pedestrian Facilities o Sidewalk Along North Curb – Entire Segment o Sidewalk Along South Curb – Between Candlewood Road and McPherson Drive

Segment 4: Broadcrest Drive to Lindenwood Drive Segment 6: McPherson Road to Country Club Drive

 Varying Cross-Section  Figure 9: Eastern Perspective on Del Mar Blvd at Four 12’ Thru-Lanes with 14’ TWLTL Figure 11: Western Perspective on Del Mar Blvd from o Broadcrest to Fenwick: Two appx. 16’ Fenwick Dr  ROW Width – 100 feet observed McPherson Rd & Country Club Dr Thru-Lanes (Undivided)  Speed Limit – 40 mph o Fenwick to appx. 300 feet West of  Pedestrian Facilities Lindenwood: Three 10’-11’ Thru o Sidewalk Along North Curb – Entire Lanes (Two Eastbound and One Segment Westbound) with 12’ TWLTL o Sidewalk Along South Curb – Entire o 300 feet West of Lindenwood to Segment Lindenwood: Four 12’ Thru Lanes with 12’ TWLTL  ROW Width – var. 60 - 100 feet observed  Speed Limit – 30 mph  Pedestrian Facilities o Sidewalk Along North Curb – Entire Segment o Sidewalk Along South Curb – Between Fenwick Drive and Lindenwood Drive

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Laredo Urban Transportation Study – Metropolitan Planning Organization – Del Mar Boulevard Corridor Study

Segment 7: Country Club Drive to Bartlett Avenue Segment 9: Winfield Parkway to East Country Drive Figure 12: Western Perspective on Del Mar Dr at  Four 12’ Thru Lanes with 14’ TWLTL Bartlett Ave  Varying Cross-Section Figure 14: Eastern Perspective on Del Mar Blvd at  ROW Width – 100 feet observed o Winfield Pkwy to J.B. Alexander High Winfield Pkwy  Speed Limit – 40 mph School West Drive: Four 12’ Thru Lanes  Pedestrian Facilities with Raised Median and Left Turn Bays o Sidewalk Along North Curb – o J.B. Alexander School High School West Entire Segment Drive to High School Main (Central) Drive: o Sidewalk Along South Curb – Four 12’ Thru-Lanes with 14’ Flush Entire Segment Median o J.B. Alexander High School Main (Central)

Drive to East Country Drive: Four 12’ Thru Lanes with 14’ TWLTL  ROW Width – 100 feet observed  Speed Limit – 30 mph (20 mph school zone)  Segment 8: Bartlett Avenue to Winfield Parkway Pedestrian Facilities o Sidewalk Along North Curb – Entire Segment  Varying Cross-Section o Sidewalk Along South Curb – Entire Segment o Bartlett Avenue to appx. 300 feet East of Bartlett: Four 12’ Thru Lanes with 14’ TWLTL o Appx. 300 feet East of Bartlett to appx. 500 feet West of Winfield: Four Thru-Lanes with Segment 10: East Country Drive to Loop 20 (Bob Bullock Loop) Intersection flush median  Varying Cross-Section o Appx. 500 feet West of Winfield o East Country to appx. 300 feet East of East Figure 13: Eastern Perspective on Del Mar Blvd at Figure 15: Western Perspective on Del Mar Blvd at Pkwy to Winfield Pkwy: Four Thru Country: Four 12’ Thru-Lanes, 14’ TWLTL Bartlett Dr J. B. Alexander School Driveway Lanes with Raised Median and Left o Appx. 300 feet East of East Country to Turn Bays 500’ East of Loop 20: Two 12’ Thru-  ROW Width – 100 feet observed Lanes  Speed Limit – 35 mph  ROW Width – 100 feet observed  Pedestrian Facilities  Speed Limit – 30 mph (20 mph school zone) o Sidewalk Along North Curb – Entire  Pedestrian Facilities Segment o Sidewalk Along North Curb for 300 feet o Sidewalk Along South Curb – east of East Country Drive; between Intermittent Sand Hill Drive and Loop 20 o Sidewalk Along South Curb for 300 feet east of East Country Drive

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Laredo Urban Transportation Study – Metropolitan Planning Organization – Del Mar Boulevard Corridor Study

Table 1: Access- Points by Study Segment Figure 16: Example of Multiple Access Points near Springfield Access Points Access Points/Mile Segment Desired Access Limits Length Density* (Streets & Driveways) (Streets & Driveways) Segment (Access From To (Mile) EB WB EB WB Points/Mile)

1 Santa Maria Springfield 0.32 15 13 46.9 40.6 16.0

2 Springfield Candlewood 0.40 10 7 25.0 17.5 16.0

3 Candlewood Broadcrest 0.40 18 15 45.0 37.5 16.0

4 Broadcrest Lindenwood 0.40 19 21 47.5 52.5 16.0

5 Lindenwood McPherson 0.40 31 8 77.5 20.0 16.0

2.2.2 Driveways and Access 6 McPherson Country Club 0.60 15 6 25.0 10.0 8.4 7 Country Club Bartlett 0.30 5 2 16.7 6.7 8.4 Driveways provide access to the land along the roadway. The amount of activity at each access point contributes to changes in travel speed. Hence, driveway or access-point density – the number of 8 Bartlett Winfield 0.60 9 7 15.0 11.7 11.2 driveways per mile of road – has a significant influence on the roadway’s operations. 9 Winfield East Country 0.30 3 1 10.0 3.3 16.0

Based on the review of aerial maps, existing driveways were located along Del Mar Boulevard. From this 10 East Country Loop 20 0.80 5 7 6.3 8.8 16.0 assessment, 171 access points were identified within the study area – with access point on each side of the roadway counted separately. Source: Access Management Manual, Transportation Research Board, Table 9-9, 2003. Desirable densities are based on minimum access spacing for a given posted speed. Values depicted in red indicate values that are greater than desirable rates. The access-point densities by study segments have been tabulated in Table 1. It is noted that streets and drives on the opposite side of the road have been included when determining access-point density as they are expected to have a significant effect on traffic flow in direction of interest. Note that on this corridor, a significant source of driveway density is residential access. Typically, on a major arterial corridor, there would not be residential property adjacent to the roadway.

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Laredo Urban Transportation Study – Metropolitan Planning Organization – Del Mar Boulevard Corridor Study

2.2.3 Intersections Of the 12 currently-signalized study intersections, three signals are maintained by the Texas Department of Transportation and the rest are maintained by the City of Laredo. The intersections east of McPherson on Intersections are critical points along a roadway Figure 17: Example of Signalized Intersection on the Del Mar Boulevard fall under a single closed loop signal system, with the master controller at the where two or more roads meet. The operations at Corridor intersection of McPherson and Fenwick. Figure 18 illustrates the signalized and potentially-signalized study intersections have significant impact on the intersections. road’s overall operation. Lane configuration and signalization are aspects which affect intersection performance. The ability to measure, evaluate, and forecast traffic Figure 18: Study Intersections operations is a fundamental element of effectively diagnosing problems and selecting appropriate treatments for signalized intersections.

The Del Mar corridor has twelve signalized intersections and seventeen unsignalized intersections within the study area. As part of this study, evaluation to determine if an unsignalized intersection warranted a signal for acceptable operations was performed at four high volume unsignalized intersections. Table 2 lists the signalized as well as warrant study intersections within the study limits.

Table 2: Study Intersections

Existing Signalized Intersections Warrant Study Intersections Del Mar Blvd & Santa Maria Rd Del Mar Blvd & Village Blvd Del Mar Blvd & I-35 SBFR Del Mar Blvd & Broadcrest Dr Del Mar Blvd & I-35 NBFR Del Mar Blvd & Fenwick Dr Del Mar Blvd & Springfield Av Del Mar Blvd & Bartlett Av Del Mar Blvd & Bennington Av Del Mar Blvd & McPherson Dr Del Mar Blvd & Lindenwood Dr Del Mar Blvd & McPherson Rd Del Mar Blvd & Country Club Dr Del Mar Blvd & Winfield Pkwy

Del Mar Blvd & JB Alexander Drwy Del Mar Blvd & Loop 20

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Laredo Urban Transportation Study – Metropolitan Planning Organization – Del Mar Boulevard Corridor Study

2.2.4 Pedestrian and Bicycle Infrastructure Figure 19: Existing Sidewalk and ADA Ramp on An area of concern for pedestrians exists near J.B. Alexander High School, where traffic on Del Mar is the Corridor stopped by law enforcement officers in order to assist students in crossing to the school, which leads to In addition to providing viable and safe alternatives to significant vehicle queues on Del Mar. vehicular transportation, pedestrian and bicycle facilities also indicate how multimodal the area is Improvements on Del Mar Boulevard, which include street widening and sidewalk construction, are based on the location, type and usability of these included in the Capital Improvement Programs (CIPs) maintained by the City of Laredo and Webb County. facilities. Projects included in the CIP programs which have pedestrian elements are listed in the Table 4.

There are no exclusive bicycle facilities in the study Table 4: Local Projects on Del Mar area. The sidewalk is continuous along the residential segments on the north curb of the roadway for most of Segment of Del Mar Blvd Project Description the corridor. On the south curb, the sidewalk runs From To intermittently. Existing pedestrian facilities are detailed in the Table 3. Springfield Av Broadcrest Dr Widen road and construct sidewalks (0.8 miles) Table 3: Existing Sidewalks on the Corridor Broadcrest Dr Fenwick Dr Widen road and construct sidewalks (0.2 miles) Segment of Del Mar Blvd Pedestrian 1000’ east of McPherson Loop 20 Widen road and construct sidewalks Curb Notes From To Facilities (2.0 miles) Approximately 270 ft Existing IH-35 Frontage Roads At Del Mar Completed construction of fly over ramps I-35 North W of Springfield Av sidewalk East of Loop 20 Approximately ¼ Widen road and construct sidewalks Approximately 270 ft W Approximately 130 ft North Existing mile (development) of Springfield Av E of Springfield Av & South sidewalk Approximately 130 ft E Approximarely 170 ft Existing South of Springfield Av E of Candlewood Rd sidewalk

Approximately 170 ft North Existing McPherson Dr east of Candlewood Rd & South sidewalk Existing 2.3 Data Collection McPherson Dr Fenwick Dr North sidewalk North Existing Excluding the south-east, south-west Fenwick Dr Merlin Rd Traffic data is the backbone of this type of study. Various types of traffic data have been collected for this & South sidewalk corners at Northview Ln study. The types of data collected include, traffic volumes data, intersection turning movement counts, Existing Merlin Rd Eden Ln North sidewalk traffic congestion data, vehicular crash data, GIS data, and past or future project data. Traffic data is used Approximately 500 ft North Existing to update trip tables in the travel demand model, calibrate the travel demand model, measure the Eden Ln E of Bartlett Av & South sidewalk performance of the existing roadway network, and to establish a base line for the purpose of evaluating Approximately 500 ft E Approximately 625 ft Existing North of Bartlett Av W of Reserve Dr sidewalk any roadway improvement recommendations. Approximately 625 ft W Approximately 360 ft North Existing Excluding south side of the bridge (E of of Reserve Dr E of East County Dr & South sidewalk Reserve Dr), and at east end of segment Existing Sandhill Dr Bob Bullock Lp North sidewalk

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Traffic volume data was collected at the following locations: Twenty-four hour traffic volume counts were conducted at four locations along Del Mar Corridor for both directions of travel in May 2010. The location of the counts and summary of the average daily traffic (ADT) 2.3.1 24-Hour Tube Count Locations volumes are illustrated in Figure 20. Full traffic count data is included in Appendix A.  EB and WB Del Mar East of Village From the traffic count data, it was determined that commercial vehicles comprise 1.5 % of the daily traffic  EB and WB Del Mar West of Broadcrest Dr volumes east of East Country Club Drive and 0.8 % west of Broadcrest Drive. It is noted that commercial  EB and WB Del Mar West of Country Club Dr vehicles are prohibited from Del Mar Boulevard; however, local deliveries are permitted which accounts  EB and WB Del Mar West of Bob Bullock Loop for the low percentage of truck traffic. 2.3.2 Peak Hour Turning Movement Count Locations

 Old Santa Maria Rd and Del Mar

 San Bernardo Ave. (IH 35 SBFR) and Del Mar  San Dario Ave. (IH 35 NBFR) and Del Mar  Springfield Ave. and Del Mar

 Bennington Dr and Del Mar  McPherson Dr West and Del Mar  Lindenwood Dr. South and Del Mar  McPherson Ave and Del Mar  Country Club and Del Mar

 John B Alexander Pkwy and Del Mar  Exit from JB Alexander High School and Del Mar  Bob Bullock Loop and Del Mar  Fenwick and Del Mar (PM ONLY) Figure 20: Observed ADT on Del Mar Boulevard  Bartlett and Del Mar (PM ONLY)

2.3.3 12-hour Traffic Signal Warrant Study

 Village at Del Mar  Broadcrest at Del Mar  Fenwick at Del Mar  Bartlett at Del Mar

2.3.4 Video GPS Runs

 2 AM runs between SBFR of I35 and the Loop  2 PM runs between SBFR of I35 and the Loop

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2.4 Measures of Effectiveness Table 5: Level-of-Service

The performance of an urban roadway network is determined by its ability to meet the demand placed on Level-of-Service the roadway network and the ability of that roadway network to facilitate vehicular movement throughout Represents free-flow. Individual users are the urban area. To quantify roadway performance a system must be in place to evaluate the roadway’s A virtually unaffected by the presence of others in the traffic stream. Freedom to select desired effectiveness or ability to meet the travel demand of the area. speeds and to maneuver within the traffic stream is extremely high. This system of evaluation is commonly referred to as “Measures of Effectiveness” (MOE). It should be Within the range of stable flow, but the Excellent noted that MOEs were developed by stakeholders to measure how well any study recommendations or B presence of others in the traffic stream begins alternatives meet community desire, vision, and expectation. The MOEs discussed in this segment are to be noticeable. Freedom to select desired based on Highway Capacity Manual (HCM) mythologies and calculated using Synchro 6.0. Common HCM speed is relatively unaffected, but there is slight decline in the freedom to maneuver MOEs include: within the traffic stream. Within the range of stable flow, but LOS C  Level-of-Service C marks the beginning of the range of flow in  Travel Delay which operation of individual users becomes Good  Volume to Capacity Ratios (V/C) significantly affected by interactions with

 Travel Time others in the traffic stream. LOS D represents high-density, but stable flow.  Average Travel Speed D Speed and freedom to maneuver are severely  Total Stops restricted, and the driver experiences a  Stops per Vehicle generally poor level of comfort and convenience. Perhaps the most descriptive MOE is Level-of-Service (LOS). An LOS C represents a traffic congestion LOS E represents operating conditions at or Acceptable degree that maintains mobility without over constructing a roadway to the point that it is underutilized E near capacity levels. Freedom to maneuver within the traffic stream is extremely difficult. during non-peak hours. A LOS D in the peak hour is often considered an acceptable trade-off for Comfort and convenience levels are extremely congested urban corridors, to balance mobility against the cost of roadway expansion. These measures of poor, and driver frustration is generally high. performance will be used to quantify the capacity needs of Del Mar. Table 5 details the various LOS LOS F is used to define forced or breakdown Acceptable conditions. F flow. This condition exists when the amount of traffic approaching a point exceeds the

Level-of-Service is measured both at intersections and roadway segments (arterial). However, the capacity amount which can traverse the point. of an urban roadway network is determined by intersections where all approaches may be stopped. If an intersection has a traffic signal that makes side street traffic stop longer than the main roadway, the The key difference between the intersection LOS and arterial LOS is that intersection LOS considers delay for all movements at the intersection, including the main roadway and the side street, whereas arterial intersection may have a lower LOS than its arterial segment, because the side street delay is part of the level of service only considers delay on through movements of the main roadway. equation. Likewise, high turning volumes at intersections, which reduce the amount of time allotted to through movements, can decrease levels-of-service. Table 6 details the relationship between LOS and delay. Congested

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Table 6: LOS Criteria for Signalized and Stop Controlled Intersections Table 7: Existing Level-of-Service at Signalized Intersections

Intersections: Arterials: Type of Intersection AM Peak PM Peak Level of Service (LOS) Average Delay Average Speed Control (seconds/vehicle) (miles/hour) Del Mar Blvd LOS D E Signalized A ≤10 >35 & Santa Maria Rd Delay 38.0 69.1 B >10 and ≤20 <28 and ≤35 Del Mar Blvd LOS C D Signalized C >20 and ≤35 <22 and ≤28 & I-35 SBFR Delay 20.7 48.2 D >35 and ≤55 <17 and ≤22 Del Mar Blvd LOS D D Signalized E >55 and ≤80 <13 and ≤17 & I-35 NBFR Delay 36.0 39.8 F >80 ≤13 Del Mar Blvd LOS C D Signalized & Springfield Av Delay 28.4 35.7

Del Mar Blvd LOS B A Signalized & Bennington Av Delay 10.1 5.9

Del Mar Blvd LOS B A Signalized & McPherson Dr Delay 10.3 8.2 Del Mar Blvd LOS B B Signalized & Lindenwood Dr Delay 17.8 16.9 Del Mar Blvd LOS F F Signalized & McPherson Rd Delay 93.7 220.5 Del Mar Blvd LOS B B Signalized & Country Club Dr Delay 15.3 12.6 Del Mar Blvd LOS D C Signalized & Winfield Pkwy Delay 41.2 23.6 Del Mar Blvd LOS B C & JB Alexander Signalized Delay 13.2 23.2 Drwy Del Mar Blvd LOS B B Signalized & Loop 20 Delay 19.1 18.9

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2.4.1 Intersection LOS 2.4.2 Arterial LOS

Intersections reach their maximum demand during the AM and PM peak travel periods or “Rush Hours”. Arterial LOS is determined by finding the time required to travel a given segment without interference of Based on the Synchro analysis, the LOS and intersection delays for the various signalized intersections traffic signals, adding in delay time due to traffic signals, and dividing by segment length. This calculation along Del Mar are tabulated in Table 7. LOS performance below LOS D is considered substandard. Note results in an average speed over the course of the segment. Speed can then be referenced in the Highway that the LOS shown is for the overall intersection performance. Individual movements may be Capacity Manual to determine LOS. substantively better or worse than these overall numbers. Detailed data from this analysis may be found For arterial level of service, it is important to note that speed is averaged over the entire segment. If in Appendix B. traffic moves very slowly on the first part the segment and very fast on the second, speed is still measured The intersection of Del Mar and McPherson performed at an unacceptable LOS for both AM and PM as an average and it may appear that traffic moved at a moderate speed for the entire segment. The periods. This intersection experiences excessive delay during the peak period owing to the high volume of speeds and LOS for the various arterial segments along the corridor are listed in Table 8. The values traffic. The intersection of Del Mar Boulevard and Santa Maria Road operated at LOS E during both AM depicted in red represent values that are below an acceptable LOS. and PM Periods. This is mainly due to high volume of northbound-right turns and southbound-left turns.

In the PM peak period, the maximum queue lengths are estimated to exceed 800 feet. Long wait times at signal and lack of signal progression was also noted as an issue along the Del Mar Corridor. Table 8: Existing Arterial Level-of-Service

Special Generators Impact on Corridor Congestion Eastbound Westbound Arterial Speed Arterial LOS Arterial Speed Arterial LOS Cross Street The impact of special generators (especially schools) on corridor operations was also noted, summarized AM PM AM PM AM PM AM PM by the following points: Peak Peak Peak Peak Peak Peak Peak Peak I-35 SBFR 11.2 10.1 E E 11.0 11.3 E E  Based on field observation, the traffic queues extend from United Middle School to the intersection I-35 NBFR 19.5 14.1 C D 9.1 25.5 F B of Del Mar Boulevard and McPherson Road in the westbound direction during school drop-off and Springfield Dr 15.3 11.3 D E 19.8 10.6 C E pick-up hours. Bennington Dr 24.4 26.0 B B 20.7 27.3 C B  Parents waiting to pick up students at the J.B. Alexander High School tend to wait on East Country McPherson Dr 21.0 21.8 C C 26.3 14.7 B D Drive across from the school. In addition, a portion of the student population prefers to park off Lindenwood Dr 24.6 25.0 B B 21.6 20.2 C C campus, north of Del Mar. As a result, a significant number of students tend to cross Del Mar McPherson Av 4.7 2.5 F F 16.0 27.1 D B Boulevard. The traffic on Del Mar is stopped by the law enforcement in order to assist students in Country Club Dr 26.2 26.9 B B 27.1 23.1 B C crossing which leads to significant vehicle queues on Del Mar. Winfield Pkwy 21.3 25.9 C B 12.3 17.6 E D J B Alexander School  Traffic queues and congestion occurring in the vicinity of the school during school hours tend to 17.3 14.5 D D 26.5 7.6 B F Drwy primiarly occur in the minutes before and after school begins. Loop 20 16.9 16.8 D D 11.8 5.3 E F

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The results show that several segments of Del Mar currently operate below an acceptable LOS. As The latest available crash reports were obtained from Texas Department of Transportation and Laredo discussed in the previous segment, the LOS of urban arterial networks is not as much a function of the Police Depart crash records for the period of January 2008 through November 2010. There were a total of roadway segments as the intersections or major traffic generators such as the schools located along Del 486 crashes reported in this period. Although, none of the crashes resulted in a fatality, 122 crashes were Mar Boulevard. Mitigation measures designed to improve the LOS at the intersections will likely improve found to be injury causing crashes. The property damage was estimated to be $1000 or greater in 336 the LOS of the arterial segments. crash reports.

To further understand the nature of crashes along the corridor, the crash reports were categorized based on the type of crashes. Table 9 illustrates the number and type of crashes by year. The summary of the 2.5 Crash History crash data is also tabulated in Figure 21. It was found that majority of the crashes reported involved rear end collisions. Roadway safety is quantified through analysis of vehicular crash reports and related databases. Applied spatially, crash data can be used to assess the relative safety of specific roadway segments. A concentration of crashes at a particular location can indicate a safety problem.

Table 9: Three-Year Crash Summary Figure 21: Number and Type of Crashes by Year

Year Type of Collision 2008 2009 2010

Rear End 91 84 92

Head On 1 0 0

Side Swipe (Same Dir.) 17 19 14

Side Swipe (Opp. Dir.) 5 0 1

Out of Control 1 2 1

Left Turn 20 23 24

Right Angle 22 8 17 w/ Bicycle or Pedestrian 3 2 3 w/ Fixed Object 8 7 9

Other 4 4 4

Total 172 149 165

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The crash reports were further sorted based on the factors that were reported to have contributed to the  Along the study corridor, the highest concentration of intersection crashes occurred at Del Mar collisions. Table 10 tabulates the top three factors contributing to crashes along the corridor by year. Boulevard and McPherson Road. The top three locations for crashes at intersection have been tabulated in Table 11.

 The consistently largest cause of crashes is “Failure to control speed” which is typically associated Table 10: Top Three Factors Contributing to Crashes along Corridor with rear-end collisions, and driving in congested conditions.

Year Factors Number of crashes Table 11: Top Three Intersection Crash Locations by Year Failure to control speed 87

Intersections on Del Mar 2008 Failure to yield ROW – Private Drive 16 Year Number of crashes Corridor Driver Inattention 15 McPherson Rd 21 2008 Country Club Dr 10 Failure to control speed 71 Winfield Pkwy 10 2009 Changed lane when unsafe 13 McPherson Rd 31 2009 Bob Bullock Lp 11 Failed to yield ROW – Turning Left 13 Winfield Pkwy 7

Failure to control speed 69 McPherson Rd 36 2010 San Dario Av 10 Followed too closely 18 Lindenwood Dr 8 2010 Driver Inattention 15 The number of vehicular crashes at a given intersection or roadway segment during a specified time period Failed to yield ROW – Turning Left 15 alone does not indicate the safety records of the intersections or the roadway segments. Ten crashes reported within a 12 month period on a residential street with low traffic volumes are not the same as 10 crashes at a heavily traveled arterial intersection. To better quantify the data from crash reports, crash The following conclusions were drawn from the crash data: rates are compared to universal values which have been derived from various data sources across the country. Crash rates higher than expected rates indicate a need for greater examination and may indicate  Between 2008 and 2010, there were 486 crashes along the study corridor. This represents an a roadway safety issue. Crash rates have been calculated for the Del Mar Boulevard study segments and average of about 162 crashes per year over the three-year period or about 0.4 crashes per day. are shown in Table 12.  There were 122 crashes that involved injuries, with an average of 41 injuries over a three-year period or 0.1 injuries per day.  Of the 486 crashes that occurred on the study corridor, 452 crashes (93%) involved two or more vehicles. Four crashes involved bicyclists and another four involved pedestrians.

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Table 12: Crash Rates by Study Segment All of the above intersections are currently minor street stop controlled. For the purposes of this study, Del Mar Boulevard is considered as the major street. Village Boulevard, Broadcrest Drive, Fenwick Drive Segment Expected Access Points and Bartlett Avenue are considered as the minor streets. Del Mar Boulevard is a five-lane roadway with Segment Crash Median Type Crash per mile* two-way center left turn lane at Village Boulevard and Bartlett Avenue. At its intersection with Broadcrest Rate Rate 1 4.49 Non Traversable Median 65.63 8.2 Drive, Del Mar Boulevard has an exclusive left-turn lane and a through lane on its west leg. The east leg 2 0.60 TWLTL 32.50 5.9 has a single lane which flares up at the intersection to accommodate dual lanes west of the intersection. 3 0.70 Varies: TWLTL to Undivided 62.50 9.2-10.6 At its intersection with Fenwick Drive, Del Mar Boulevard has a five-lane cross segment east of the 4 0.70 Varies: Undivided to TWLTL 87.50 9.2-10.6 intersection. The eastbound approach has an exclusive left-turn lane and a shared through-right lane. The 5 5.15 TWLTL 87.50 9.2 minor street approaches at the intersections of Broadcrest, Fenwick and Bartlett have a single lane for all 6 0.90 TWLTL 28.33 5.9 applicable movements and are stop-controlled. Village Boulevard approach has an exclusive left-turn lane 7 1.20 TWLTL 16.67 3.4 and a shared through-right lane. The posted speed limit varies along Del Mar Boulevard, ranging from 30 Varies: TWLTL to Undivided mph, from the interchange to McPherson Avenue to 40 mph, from McPherson to east of Bartlett Avenue. 8 1.11 16.67 3.4-3.8 to divided Varies: Divided to This signal warrant study was conducted in accordance with chapter 4C of the Texas Manual on Uniform 9 2.05 10.00 2.9-3.8 Undivided to TWLTL Traffic Control Devices (TMUTCD). As stated in the TMUTCD, traffic control signals should not be installed 10 1.07 Varies: TWLTL to undivided 8.76 3.4-3.8 unless one or more of the signal warrants are met. *Includes both signalized and unsignalized access points (both directions) # Source: NCHRP Report 420 NOTE: Crash rates in this table are per one million vehicle miles traveled. As noted earlier in this report, bi-directional 24-hour counts were conducted along the corridor in May 2010. For the warrant analyses, additional intersection approach counts were conducted in September Based on the available crash data none of the Del Mar roadway segments have a crash rate higher than 2010. The count data are tabulated in Appendix A. This count data has been used to perform this warrant expected. Not all the intersection crash data was available therefore intersection crash rates have not study. Additional traffic signal warrant study details will be included in the final report. been calculated. The crash rates observed do not indicate significant crash-related improvements are needed on the corridor. However, crash and safety-related aspects of corridor improvements will still be Based on the traffic volumes and vehicle count data collected, the results of the analysis revealed the considered as part of the study. It is also noted that the intersection of Del Mar and McPherson was following: independently identified by the MPO as an area of significant crash concern.  A traffic signal is not currently warranted at the intersection of Fenwick Drive and Del Mar 2.6 Existing Areas of Concern Boulevard  A traffic signal is not currently warranted at the intersection of Bartlett Drive and Del Mar 2.6.1 Signal Warrant Analysis Boulevard  The intersection of Village Boulevard and Del Mar Boulevard meets warrant criteria. As part of the overall corridor study, four intersections were identified as existing areas of concern for  The intersection of Broadcrest Drive and Del Mar Boulevard meets warrant criteria. signalization. These locations are:

 Del Mar Boulevard and Village Boulevard,  Del Mar Boulevard and Broadcrest Drive,  Del Mar Boulevard and Fenwick Drive; and,  Del Mar Boulevard and Bartlett Avenue.

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2.6.2 Traffic Congestion Impacts on Economy, Commerce, and Environment Table 13: Laredo Mobility Data Traffic congestion has a direct impact on an urban area's quality of life and economic viability. The ability of an urban area's transportation network to serve its land use and travel demand determines the level of traffic congestion. Del Mar Boulevard is currently the only continuous east/west arterial roadway between Bob Bullock (Loop 20) and IH-35 on the northwest side of Laredo. Traffic congestion on Del Mar impacts the entire north side of Laredo. The purpose of this segment is to qualify and quantify the adverse impact that congestion has on area residents, the natural environment, the local economy and the movement of commerce through and within the Laredo urbanized area.

The Texas Transportation Institute (TTI) of Texas A&M University creates an annual report on urban mobility (2) that tracks various measures of vehicular travel in 110 urban areas (including Laredo) to determine congestion measures and trends in urban mobility. The study identifies a number of measures of congestion which include:

 Total Delay - described in person- or vehicle-hours, is the sum of the lost time due to congestion, a value relative to free-flow travel conditions.  Travel Time Index - a dimensionless quantity that compares travel conditions in the peak period to travel under free-flow conditions. A Travel Time Index of 1.20 indicates a trip that takes 20 minutes during the normal off-peak will take 24 minutes in the peak period, or 20 percent longer.  Delay per Traveler - described in daily-minutes or annual-hours, is a measure of the individual motorist delay.  Congestion Cost - in annual-dollars or dollars per peak-period traveler, is the cost incurred by the motorist based on a unit cost of person-travel or unit cost of truck time for the particular urban area. Laredo has been assigned values of $16.00 per hour per person and $106 per hour per truck.  Number of Rush Hours - the daily number of hours when the system might have congestion.

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The 2010 TTl Urban Mobility Report (2) identified overall impacts based on 2009 data collected nationwide Impacts on Area Residents comprising of 439 urban areas. These impacts are summarized as follows: Residents on Del Mar are impacted in several ways. Congestion creates delay for residents that travel on  Congestion Costs (based on wasted time and fuel) totaled $115 billion the corridor. Each resident who utilizes the roadway during peak periods can be expected to bear an  The Average Cost per Traveler was $808 in 2009 additional $318 per year cost of delay and excess fuel consumption. Congestion on Del Mar may also  Approximately 3.9 billion gallons of fuel were wasted due to congestion in 2009 impact the character of the residential areas along Del Mar, lowering the quality of life. Residents living in areas subject to cut-through traffic also are impacted by congestion on Del Mar as motorists navigate Laredo is one of 85 regions that have been included in TTl's annual mobility report since 1982. Laredo is through their neighborhoods to avoid the congestion on Del Mar. ranked 99th out of the 110 regions studied in terms of population. The mobility data for Laredo for the years 2004-2009 (current) is shown in Table 13.

The Travel Time Index for 2009 was 1.07 and ranked 79th among the 110 regions studied. In addition, the Impacts on the Environment annual Cost per Peak Traveler for 2009 was $318 and ranked 98th of the 110 regions. Congestion creates undesirable air and noise impacts. Generally, the level of air and noise pollution Del Mar Boulevard Congestion Impacts increases with traffic congestion. The Environmental Protection Agency has indentified six pollutants to be monitored for compliance with National Ambient Air Quality Standards. Three pollutants are commonly of The Laredo Metropolitan Area data provided by the TTl 2010 Urban Mobility Report provides a basis to particular interest in terms of localized traffic congestion: estimate the congestion impacts for the Del Mar Corridor. Information provided in the LUTS 2035 Metropolitan Transportation Plan update has been utilized as well as the previous 2030 update.  Nitrogen Oxides (NOX)  Volatile Organic Compounds (VOC) Based on this data, generalized mobility measures of congestion have been calculated for Del Mar within  Carbon Monoxides (CO) the study limits. The summary of these measures are as follows:  The U.S. Environmental Protection Agency, in cooperation with the Federal Highway 2010 Del Mar Mobility Measures  Administration has monitored and reported emission characteristics of mobile (on-road vehicle) sources since the 1970's. Long-term study and development of models has produced relationships Lane-Miles: 15 between emissions and vehicle speed which are illustrated in Figure 22 and Figure 23. Daily Peak Travelers: 1950 Annual Excess Fuel Consumed (gallons): 97,610 Arterial vehicle speeds less than 30 mph generally occur in congested conditions with speeds of 35 mph or Annual Total Delay (person-hours): 86,403 more being free-flow conditions. The graphs above demonstrate that pollutant emissions increase with Annual Congestion Cost ($): 2,322,000 decreasing vehicle speed, which is a characteristic of congested roadway (stop and go conditions).

The constant rates of the TTl study that apply to Del Mar include:

Congested Travel (% of peak VMT): 29 Congested Time (no. of "rush hours"): 1.5

Excess fuel consumed per peak traveler (gallons): 14 Annual delay per peak traveler (person-hours): 12 Congestion Cost per peak traveler ($): 318

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Congestion Impacts on the Local Economy and Commerce  Crash rates show that the Del Mar roadway segments have an overall low crash rate as compared to expected rates. A frequently referenced study conducted for the Portland, Oregon Business Alliance (3) in 2005 best mirrors  The traffic signal warrant analysis showed that the intersections of Del Mar at Broadcrest and Del the business and commerce activities of Laredo. Similar to Laredo, Portland is a major rail, highway and air Mar at Village met at least one warrant for the installation of a traffic signal. hub to international destinations. The study concludes that – “Increasing congestion -- even with currently  Overall Del Mar operates well at the arterial level; however, areas of significant traffic congestion planned improvements - will significantly impact the region's ability to maintain and grow business, as well lower the performance of Del Mar as a whole. The magnitude of traffic congestion in these areas is as our quality of life." Longer travel times hamper commerce by incurring greater costs for additional likely to grow in the future as new areas of traffic congestion appear. resources to avoid missed deliveries, loss of productivity, costs for increased inventories and the reduction of market areas. Additional existing areas of concern were identified as part of stakeholder outreach as discussed in Section 3. Section 4 of this report will analyze these identified deficiencies, as well as identify other areas of Laredo, as a major US/Mexico point-of-entry, is tied to transportation. LUTS 2035 travel demand model existing concern, and also consider future conditions. Proposed methods to mitigate these concerns will identifies areas of greater congestion. Greater traffic congestion levels could not only limit the City’s then be developed. economic growth but threaten the existing state of commerce.

2.6.3 Identified Deficiencies

 The intersection of McPherson Avenue and Del Mar Boulevard operates at an unacceptable LOS during both the AM and PM peaks. This intersection has more travel demand than capacity, Figure 22: VOC and Nitros Oxide Vehicle Emissions Figure 23: CO Vehicle Emissions especially in terms of turning vehicles.  The intersection of Del Mar Boulevard and Santa Maria Road operates at an unacceptable LOS during both AM and PM Periods. This intersection has a high volume of northbound right-turning traffic and southbound left-turn traffic.  A lack of traffic signal coordination west of McPherson appears to contribute to travel delay.  Traffic queues extend from United Middle School to the intersection of Del Mar Boulevard and McPherson Road in the westbound direction during the schools drop-off/pick-up time frames.  Parents waiting to pick up students at the J.B. Alexander High School tend to wait on East Country Drive across from the school, and students park north of campus, across Del Mar. As a result, a significant number of students tend to cross Del Mar Boulevard. The traffic on Del Mar is stopped by the law enforcement in order to assist students in crossing which leads to significant vehicle queues on Del Mar.  Traffic queues and congestion occurring in the vicinity of the various schools, along Del Mar Corridor, during the drop-off/pick-up time frames for about 30 minutes.  Crash data shows a high number of rear-end accidents in the eastbound direction at McPherson Avenue. The majority of the rear-end accidents occur in the right-turn lane. The crash reports cite excessive speed as a contributing factor in these accidents.

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3.0 Public Participation 3.2 Stakeholder Meeting

3.1 Stakeholder Outreach A Stakeholder meeting was held on December 16, 2010 at the Laredo Public Library. The purpose of the meeting was to identify Stakeholder concerns, identify Stakeholder desires in terms of mobility As part of project development, one-on-one discussions were held in person or via telephone with improvements, and to establish Stakeholder expectations by developing Stakeholder measures of identified key stakeholders to solicit insight into corridor issues and to develop input into corridor effectiveness to assist in evaluating any proposed mobility improvements. solutions. The project team met with United ISD, City of Laredo Traffic, US Border Patrol, and TxDOT – Laredo District. Invitations to this meeting were mailed to all property owners within the study corridor, elected officials, and LUTS Transportation Advisory Committee and Policy advisory Committee members. Table 14 lists Table 14: Stakeholder Attendance List those stakeholders that attended the meeting.

Name Agency Name Agency Mike Hansen Border Patrol Javier Rangel UISD 3.3 Stakeholder Concerns Salinda Ragsdale Border Patrol Roberto Murillo City of Laredo Cornelio Cepeda UISD Arthur Raymond LISD After the project was introduced Stakeholders in attendance expressed the following concerns regarding Edward Ochoa Gilpin Engineering Randy Blair Resident Ruth Orenday Gilpin Engineering Joseph Meudito LDF the Del Mar Boulevard Corridor: Robert Pena City of Laredo Weudolyne Univision  Residential Access – 300, 400 block of Del Mar Rocio Chaparro UISD Reynaldo Adame Resident o Speed: Observed speeding in 30 mph zone Adrian Dominguez UISD Mrs. Adame Resident o Melisa Montemayor TxDOT Gerardo Gonzalez A & J Laredo Desire for a center turn lane Mathew Ochoa Border Patrol Nancy Blair Resident o Perceived lack of safety Fosrick Mandigo Border Patrol Rose Cadcon Resident o Concern that widening this section would make speeding worse Danny Trevino UISD Yu-hsien Huang Tokyo Garden  Del Mar at McPherson Larry Shaw Catholic Diocese Keith Selman MPO o Problems turning left onto Del Mar at McPherson Javier Trevino Resident Auaora Nolen Resident o McPherson left turn lane from Del Mar (WB to SB): Vanessa Guerra MPO Edward Nolen Resident o Turn signal shorts, backs up past bank Martha Garza Resident Clayton Baum Resident o Cars cut thru Junction Loop Dalia Trevino Resident Robert Summers Jiffy Lube o Same issue EB Roberto Rodriguez TxDOT Manuel Maldonado City of Laredo o Louis Ochoa UISD HEB left turn’s part of problem o Left turn in both direction needs more green  School Traffic o Traffic in morning, school release queues on Del Mar o United Middle School: Right lane backs up to Wendy’s in the afternoon

o Lack of marked crosswalks

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 Truck traffic on Del Mar 3.4 Stakeholder Mobility Tool Preferences o Cement Trucks use the roadway o Trucks Making U-turns at Del Mar & Broadcrest Del Mar was presented to meeting participants in five sections representing general changes in both o Non-local trucks ignore “No Trucks” signage – tractor trailers on the roadway roadway character and adjacent land use. The five sections were as follows: o Intersection turning radii very tight for truck sat some locations, Example: Springfield right turn from Del Mar- tight for all vehicles, trucks can’t make turn  Crosswalk sign at Loop 20 not close enough to walk  Santa Maria to Springfield  Markings East of McPherson need remarking  Springfield to Broadcrest  Bridge between McPherson and Loop 20 needs widening to South  Broadcrest to Fenwick  Poor pavement conditions East of McPherson  Fenwick to Country Club  Intersection at Vineyard (The Reserve)  Country Club to Loop 20  Turning lane WB towards Alexander from Loop is not long enough

 NB McPherson left turn lane spills into thru lane  Winfield left turn lane -cannot see turn lane signal as approaching, also entering wrong way when Each of these segments is illustrated in Figure 24 through Figure 28. turning  Border Patrol o 75 – 90 personnel crossing to HEB o 3 shift changes and lunch (7:30 – 8:00, 3:30 – 4:00, 11:00 – 11:30) Figure 24: Del Mar from Santa Maria to Springfield o Not crossing at light o Median prevents left turn out of Border Patrol, and No u-turn at Springfield o Desire for lefts out of facility  Residential Drives o Difficulty pulling onto Del Mar o Get EB gap and WB gap, but not at same time for left turns  Speeding  Panhandling / Fundraising causes safety concerns

 Reduction of school related congestion  Iglesia Cristiana Misericordia (east of Loop 20) has difficulties at Loop 20 on Sundays

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Laredo Urban Transportation Study – Metropolitan Planning Organization – Del Mar Boulevard Corridor Study

Figure 25: Del Mar from Springfield to Broadcrest Figure 27: Del Mar from Fenwick to Country Club

Figure 26: Del Mar from Broadcrest to Fenwick Figure 28: Del Mar from Country Club to Loop 20

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Laredo Urban Transportation Study – Metropolitan Planning Organization – Del Mar Boulevard Corridor Study

Meeting attendees were introduced to a mobility tool box, shown in Table 15, which provided relative merit and cost of the range of tools available to improvement roadway mobility. Each participant was asked to rank the relative merits of each tool to address the issues with the mobility along the segments of Del Mar Boulevard.

Table 15: Del Mar Corridor Stakeholder Mobility Tools

Del Mar Corridor Stakeholder Mobility Tools Tool Traffic Mobility Toolbox Benefit/Description Cost Considerations Traffic channelization Provides greater predictability of vehicular movements/stripping, delineators, medians, etc…… $$ May be controversial requires planning and engineering operational analysis Driveway Spacing Provides better traffic flow and improves safety/positive off-set driveways and drive consolidation $$ May be controversial requires planning and engineering operational analysis Street widening Provides additional roadway capacity/the construction of or restriping of existing pavement to provide $$$$ May require additional ROW, construction of new drainage facilities, utility relocation, additional travel lanes etc… Intersection widening Provides efficiency in terms of traffic flow/the construction of additional travel lanes at a signalized intersection $$$ May require additional ROW, utility relocation, modification of existing drainage either turn lanes or through lanes infrastructure Left/right turn bays Provides efficiency in terms of traffic flow/ the construction of exclusive right or left turn lanes at signalized $$$ May require additional ROW, utility relocation, modification of existing drainage intersections, non-signalized intersections, or drives with significant traffic infrastructure Turn prohibitions Provides efficiency and or improves safety/ the installation of signs, stripping, or channelization devices $-$$ May be controversial requires planning and engineering operational analysis

One-way streets Provides efficiency in terms of traffic progression/ typically requires restriping, signing, and modification to $$-$$$$ Requires extensive public participation existing traffic signal Improved traffic control Provides safety and reduces travel delay/ re-phasing traffic signals, installation of new traffic signals, removal of $-$$ May require updated equipment devices existing traffic signals, sings, or striping, etc….. Bus turnout bays Improves safety improves overall travel times/Construction of bus turnout bays $-$$ May require ROW easement or additional ROW Alternative routes Reduces the travel demand of Del Mar/ Construction of or modification to alternative roadways $$-$$$$ May require additional ROW on alternative roadways, requires master planning Safety Improvements to reduce crash requency. Includes signal timing, signal phasing, lighting, traffic signal device $-$$$ May require access tradeoffs visibility, roadway geometry, access management, turn restrictions, etc. Pedestrian & Bicycle Pedestrian and bicycle facilities/construction of facilities or modification to existing $-$$ May require operational tradeoffs Traffic signal timing $-$$ May require equipment updates, needs tri-annual maintenance, may require public Traffic signal coordination and progression/retiming traffic signals outreach Innovative Intersections Continuous Flow Intersections (CFI’s), Roundabouts, Median U-Turns, High-T intersections, reconstruction of $$-$$$$ May require additional ROW, requires planning study existing intersections Needs no improvements Relative Cost: $ - Inexpensive $$$ - Expensive $$ - Moderate $$$$ - Very Expensive

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Laredo Urban Transportation Study – Metropolitan Planning Organization – Del Mar Boulevard Corridor Study

Table 16 summarizes overall mobility tool preferences as expressed on questionnaires completed by 3.5 Stakeholder Measures of Effectiveness meeting participants. Establishing community vision and Stakeholder expectations can be complicated during mobility Table 16: Stakeholder Mobility Tool Evaluation improvement planning. In order to understand Stakeholder desires, meeting participants were guided through developing a list measures designed to evaluate any proposed mobility improvements. Meeting Del Mar Corridor Study – Recommendation/Stakeholder Mobility Tool Preferences Evaluation participants were then asked to rank these measures in terms of importance. Table 17 identifies the Mobility Tool IH-35 to Springfield Broadcrest Fenwick to Country Springfield to to Fenwick Country Club to Measures of Effectiveness (MOE’s) identified by Stake holders, and tabulates the perceived importance of Broadcrest Club Loop 20 particular MOE’s expressed by the meeting participants.

Table 17: Stakeholder Assessment of Measures of Effectiveness

end mend m mend mend mend

m m m m

om o o o nt

co 50% Re 50% Recommend 75% Rec 50% Recommend 75% Rec 50% Recommend 75% Rec 50% Recommend 75% Rec 50% Recommend 75% mportant Extremely Extremely Important Important I Traffic Channelization X X X X X X X Somewhat Not Not Important Street Widening X X Stakeholder Measures of Effectiveness Importa Very Intersection Widening X Stable Business Turnover Rates 23% 35% 29% 10% 3% Driveway Spacing X X X X X X Stable Commercial Property Occupancy 19% 39% 19% 13% 10% Left/Right Turn Bays X X X X X X X X X Increase in Parcel Interconnectivity 19% 29% 32% 13% 6% Turn Prohibitions Stable or increasing Residential Property Values 23% 32% 6% 10% 29% One-way Streets Improved Traffic Control Devices X X X X X X X Increase in Transit Opportunity 19% 23% 35% 16% 6% Bus Turnout Bays X X X X X X X X Reduction in Number of Stops when Traveling Del Mar 16% 19% 39% 6% 19% Alternative Routes X X X X Aesthetic Appearance of Del Mar 16% 16% 35% 16% 16% Safety X X X X X X X X X X Reduction in Peak Period Queue Lengths 6% 26% 26% 35% 6% Pedestrian & Bicycle X X X X X X Reduction in Number of Access Points Directly on Main Traffic Signal Timing X X X X X X X X X X Roadway 10% 19% 35% 23% 13% Innovative Intersections X X X X Reduction in Peak Period Travel Time 10% 19% 32% 19% 19% Increase in Pedestrian Ability to Traverse Corridor 13% 10% 16% 29% 32% Reduction in School Related Congestion 23% 0% 13% 16% 48% Reduction in the Number of Conflicting Movements 3% 3% 35% 29% 29% Improvements on Major Intersection Level of Service 6% 0% 26% 29% 39% Reduction in Crash Frequency (car, bike, pedestrian) 3% 3% 19% 19% 55%

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Laredo Urban Transportation Study – Metropolitan Planning Organization – Del Mar Boulevard Corridor Study

Table 18 summarizes the stakeholder’s stated preference for mobility implementation on Del Mar using a weighted ranking of the MOE responses. Stakeholder MOE’s are used in the evaluation of potential mobility improvements presented in this study, and are accommodated in solutions as practicable.

Table 18: Stakeholder Weighted Ranking of Measures of Effectiveness

Stakeholder Ranking of Measures of Effectiveness

Mobility Tool Rank

Reduction in Crash Frequency (car, bike, pedestrian) 1 Improvements on Major Intersection Level of Service 2 Reduction in School Related Congestion 3 Reduction in the Number of Conflicting Movements 4 Increase in Pedestrian Ability to Traverse Corridor 5 Reduction in Peak Period Travel Time 6 Reduction in Number of Access Points Directly on Main Roadway 7 Aesthetic Appearance of Del Mar 8 Reduction in Peak Period Queue Lengths 9 Stable or increasing Residential Property Values 10 Reduction in Number of Stops when Traveling Del Mar 11 Increase in Transit Opportunity 12 Increase in Parcel Interconnectivity 13 Stable Commercial Property Occupancy 14 Stable Business Turnover Rates 15

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Laredo Urban Transportation Study – Metropolitan Planning Organization – Del Mar Boulevard Corridor Study

4.0 Project Analysis improves overall corridor safety. In redesigning streets to use raised medians, the spacing of median openings becomes an access management issue. Median openings do not always allow full purpose 4.1 Analysis Methodology movements. For example, an opening may not allow a left turn from a side street. These movements would then need to be moved downstream to U-turn lanes. U-turn movements then require This study was conducted with Highway Capacity Manual methodologies for measuring roadway accommodation in design of the intersection. performance. The corridor was evaluated in existing and future conditions via Synchro modeling software. While the Del Mar Corridor crash data does not indicate a large crash issue, raised medians would create a 4.2 Mobility Tools safer corridor, and provide access management for turning movements. Addition of raised medians will be Multiple methods may be utilized to improve mobility on a roadway. These include the following considered as part of corridor improvements. In addition, identified crash problems at Del Mar and McPherson, related to congestion at this location, will be addressed via intersection modifications. applications: thru capacity improvements, channelized (raised) medians, turn lanes or auxiliary lanes, driveway consolidation/access management, signal modifications, bicycle, pedestrian and transit 4.2.3 Turn Lanes or Auxiliary Lanes improvements, alternate access roadways, and alternative intersections. One way to improve mobility for intersections experiencing significant delay is by adding turn or auxiliary 4.2.1 Thru Capacity Improvements lanes, or lengthening existing lanes that do not accommodate peak hour traffic. An auxiliary lane is defined One option to add capacity to a roadway is to add thru lanes, or improvement of a roadway to a certain as a lane striped as an acceleration lane, deceleration lane, right-turn lane or left-turn lane, but not for design standard. Challenges to this strategy are the cost of major capital improvement, often requiring thru traffic. If a turn lane already exists, a second one may be added or existing lane may be extended in right-of-way, utility relocation, or other significant elements, and long project development times. As Del length to “free up” thru movements by providing more queuing spaces for vehicles making turning Mar is a principal arterial, Alliance recommends that the ultimate corridor vision should be a four lane movements. Turn lanes can be added by reconfiguring existing lanes or by adding new lanes. The addition section with median, with consideration of raised medians, as discussed below. Areas that are currently of turn lanes generally requires the acquisition of additional ROW corner clips at an intersection. The less than four lanes, or currently have lanes narrower than 12 feet for thru lanes or 14 feet for median addition of acceleration or deceleration lanes also may require additional ROW adjacent to the roadway. lanes should be programmed for improvement if not already part of the CIP. 4.2.4 Driveway Consolidation/Access Management

4.2.2 Channelized (Raised) Medians Driveway density (i.e., the number of driveways along a length of road) is a major factor in the road’s A raised median is a barrier between opposite travel directions, elevated to prevent vehicles from crossing functionality. Studies have shown that when driveway access is granted to too many properties without over. Raised medians restrict driveway and cross street access and direct motorists where to access considering future traffic volumes and roadway classifications, the additional driveways result in an properties. As a positive trade-off, they allow better mobility for through traffic on the main roadway, increase in the rate of accidents and decrease the efficiency of the roadway. The National Cooperative improve overall safety due to the reduction in conflict points, and can provide pedestrian refuges. As a Highway Research Program (NCHRP) Report 3-52 shows that accident rates increase dramatically as the center lane treatment, a raised median is an alternative to the two-way left-turn lanes (TWLTLs) that exist number of driveways per mile increases along arterial roadways. For new development or new roadways, on multiple sections of Del Mar. The TxDOT Roadway Design Manual (RDM) suggests the consideration of driveway spacing is typically achieved through ordinance and development guidelines that mandate raised medians where the Average Daily Traffic (ADT) exceeds or is anticipated to exceed 20,000 vehicles minimum spacing, cross parcel access, etc. One clear way to address this issue on existing corridors or per day (VPD). Research has shown that raised median treatments provide better safety and mobility than properties is driveway consolidation which may be concurrent with an improvement to the existing TWLTLs (Iowa State University Institute for Transportation, Access Management Toolkit, 2009). roadway. The two main reasons for consolidation or removal of a specific driveway are:  Median openings should be provided periodically, typically at street intersections or prominent driveways. Driveway is located close to the functional area of an intersection. The reduction in the number of allowed movements decreases the number of conflict points and thus

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 Driveway provides redundant parcel access and does not meet spacing criteria as defined in the 4.2.5 Signal Modification local access management ordinance or the TxDOT Access Management Manual. The Institute of Transportation Engineers (ITE) describes traffic signal modification as one of the most cost- Recommended access spacing criteria (including side streets) from the TxDOT Access Management Manual effective ways to improve traffic movement and increase safety. The more signals are coordinated and is shown in Table 19. Driveway consolidation requires several concurrent efforts. Existing driveways properly spaced, the greater the reduction in overall travel time and roadway capacity. Consolidation or typically cannot be closed without the property owner’s consent. Most closures require agreements removal of traffic signals can work in tandem with other strategies to increase the overall mobility of an among adjacent parcel owners for shared maintenance and cross parcel access. The provision of alternate area. In some cases existing signal removal can be accomplished in conjunction with median modifications access roads may assist in discussions about consolidation and access. Jurisdictions may enforce more and other access modifications. In addition to signal consolidation, signal timing and coordination may be stringent access management criteria over time as parcels redevelop and effect closures in that manner. applied as an effective access management tool. In order to provide efficient progression, the signal timing In the Access Management Manual, the Transportation Research Board (TRB) has documented a direct (cycle length and coordination) should be optimized based on the signal spacing and travel speed. For this relationship between the total access points per mile and the accident rate. Additionally, the TxDOT corridor, signal removal is not considered a viable strategy. However, signal modifications, coordination Access Management Manual has a table showing a 2.5 mph reduction in free flow speed for every and timing will be considered as potential strategies. additional 10 access points per mile. 4.2.6 Bicycle, Pedestrian and Transit Improvements Another method for allowing driveway consolidation is cross parcel access or alternate access roadways. These methods require coordination between property owners to allow reduction in total number of Bicycle and pedestrian infrastructure can be classified as on-facility sidewalks, bike paths and shared use access points to the main roadway by increasing the ability of motorists to move between parcels without paths, and off-facility paths. On-facility infrastructure is directly adjacent to the roadway. Off-facility entering the roadway. An important factor in the driveway density on Del Mar Boulevard is the presence paths are located off the main roadway and provide alternative routes through parks or other green space. of residential property directly on the corridor. One should note that many of these parcels have circular Bicycle and pedestrian evaluation for Del Mar focused on on-facility infrastructure. Del Mar is designated drives, which increase the driveway density; these drives actually assist in parcel access, however, by as a proposed bicycle route. allowing residents to “nose” into traffic rather back into an active travel lane. Any efforts to reduce residential driveway spacing must consider methods to maintain this ability to turn around on the Transit improvements are tied to bicycle and pedestrian facilities, as they provide methods for transit residential property, such as hammerhead driveways. users to connect between stops and destinations. The Del Mar corridor is well serves at present by El Metro routes. In addition, some bus stops have existing transit pull outs and shelters. Long term, Del Mar is under consideration as a bus rapid transit corridor. Also El Metro has recently built bus turnouts on Del Mar east of McPherson. El Metro has stated its preference for bus turnouts at transit stops. Table 19: TxDOT Access Managment Manual Recommended Minimum Connection Spacing

Posted Speed (mph) Spacing (ft) =< 30 200 35 250 40 305 45 360 =>50 425

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Laredo Urban Transportation Study – Metropolitan Planning Organization – Del Mar Boulevard Corridor Study

4.2.7 Alternate Roadways Figure 30: Partial Continuous Flow Intersection

Alternate roadways provide parallel or complementary connections within the overall roadway network. The primary alternate routes for Del Mar are International, Shiloh and Loop 20; TxDOT, the City of Laredo, and LUTS already have planned improvements for these facilities, so no further improvements to these facilities were considered as part of this study. Impacts of these improvements on Del Mar are incorporated in the future year via data from the MPO 2035 model. Median U-Turn Partial Continuous Flow Intersection High Tee Intersection

4.2.8 Alternative Intersections

A variety of innovative intersection designs have evolved to address the challenges associated with heavily congested conventional signalized intersections. Innovative intersections reduce the number of signal phases at the main intersection, which results in increased efficiency and capacity. This is typically accomplished by rerouting turning movements to maximize signal green time or reduce the need for a signal. The types of innovative intersections considered for this corridor include:

 Median U-turn intersection (MUT) – Left turning vehicles proceed through the intersection, then turn around past the intersection and come back to make a right turn, as shown in Figure 29.  Continuous Flow Intersection (CFI) – Left turns cross over the opposing traffic lanes prior to the intersection. As shown in Figure 30, this may be accomplished for two (shown) or four intersection Figure 31: High Tee Intersection quadrants.  Quadrant Road – Turning vehicles use an adjacent roadway, and turns are prohibited at the intersection.  High Tee – A refuge median provides acceleration and deceleration for vehicles turning into and from a minor roadway, reducing or eliminating signalization need, as shown in Figure 31.

Figure 29: Median U-Turn Intersection

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4.3 Future Traffic Volumes However, also note that signal timing and optimization are incorporated into no build conditions, which may indicate improved future no build conditions versus current conditions. Finally, note that all future Alliance utilized the Laredo Urban Transportation Study’s travel demand model, existing traffic count data, scenarios assume the construction of a signal at Broadcrest since it meets current warrants and local land absorption rates to predict future traffic volumes on the Del Mar Corridor. Building upon the existing conditions, the anticipated traffic growth in the study area was determined for two future A number of intersections or movements at individual intersections within the corridor are projected to analysis years – 2020 and 2025. operate at LOS D or worse under 2025 no build conditions. These intersections or movements attributing to the operational deficiencies are tabulated Table 21, and corridor improvements were analyzed to The traffic volumes projected using the growth rate obtained from the LUTS Travel Demand Model were mitigate these issues. determined to be inconsistent for the out years of 2020 and 2025. Specifically, the model shows negative growth rates east of McPherson. The model shows new roads that provide alternative routes to Del Mar 95% percentile queues were evaluated in current conditions against available storage, as shown in Table that may explain the negative growth rates. The model also shows a growth rate of 3.05% east of East 22. The following intersections warrant an increase in storage length for specific turning movements: Country. This seems high based on current economic conditions and historical building permit data. In  I-35 NBFR order to simulate a feasible growth rate, factors such as land absorption and historical travel trends were o Westbound right-turn bay – 225 feet incorporated to establish the growth rates for the two horizon years.  Lindenwood Drive The level of development on the corridor east and west of McPherson Road is quite distinct. The west o Southbound left-turn bay – 225 feet section of the corridor is heavily developed with residential, commercial and institutional land uses  McPherson Road whereas the east section of the corridor is rapidly developing with residential and commercial uses. Based o Eastbound left-turn bay – 875 feet on this diverse level of development, two different growth rates were considered for each section. o Eastbound right-turn bay – 525 feet Further, Alliance determined that a range of growth rates would be more specific in outlining the o Northbound left-turn bay – 975 feet deficiencies along the corridor. o Northbound right-turn bay – 275 feet o Southbound right-turn bay – 150 feet Finally, improvements to alternate roadways such as Shiloh and International will mitigate to some extent  Country Club Drive the growth in traffic demand for Del Mar. o Southbound left-turn bay – 200 feet Incorporating the above stated considerations, a growth rate of 0.4 percent per year was determined for the corridor section west of McPherson Road. The modest growth factor reflects the maturity and largely At the intersection of Del Mar Boulevard and McPherson Road, the length of the left-turn bays as built out character of the corridor section. For the section east of McPherson Road, analysis was calculated above are practically infeasible considering the number of access points for the commercial performed by projecting traffic based on two growth rates of 1 percent and 2 percent per year. parcels on all four corners of this intersection. Hence, other alternatives such as continuous-flow- 4.4 Existing and Future No-Build Conditions intersections were evaluated to alleviate the delays at this intersection and efficiently accommodate the high volumes of left-turning traffic. This alternative is discussed in Section 4.5.2. The initial phase of the 2020 and 2025 analyses involved performing an intersection analysis under existing geometric conditions within the corridor, with the future traffic. The existing traffic volumes were grown over a period of 10 and 15 years based on the growth rate factors listed in the previous section. Traffic analysis was performed using Synchro version 6. Based on the Synchro analysis, the LOS and intersection delays for the various study intersections along Del Mar are tabulated in Table 20 for existing and future year no-build conditions. Note that the current congestion areas are consistent in the future conditions.

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Laredo Urban Transportation Study – Metropolitan Planning Organization – Del Mar Boulevard Corridor Study

Table 20: Existing (2010) and Projected Intersection Level-of-Service

Existing (2010) and Projected (2020 & 2025) Intersection Level-of-Service 2020 Projected – 2020 Projected – 2025 Projected – 2025 Projected – 2010 Existing Type of No-Build Build No-Build Build Intersection Control AM PM AM PM AM PM AM PM AM PM Peak Peak Peak Peak Peak Peak Peak Peak Peak Peak Del Mar Blvd LOS D E D E C C D E C C Signalized & Santa Maria Rd Delay 38.0 69.1 38.0 66.8 34.2 29.4 38.5 68.6 30.2 27.6 Del Mar Blvd LOS C D B B A A B C A A Signalized & I-35 SBFR Delay 20.7 48.2 14.6 19.2 2.6 1.9 17.0 21.3 1.5 2.1 Del Mar Blvd LOS D D C D B B C D C C Signalized & I-35 NBFR Delay 36.0 39.8 31.6 43.0 16.7 17.5 32.3 44.4 20.3 2.0 Del Mar Blvd LOS C D C D B C C D B C Signalized & Springfield Av Delay 28.4 35.7 25.5 36.6 14.8 26.4 25.7 37.6 14.7 26.1 Del Mar Blvd Unsignalized LOS - - A A A A A A A A & Village Blvd (High Tee Build)) Delay - - 1.8 2.6 3.2 6.2 1.8 2.7 4.6 6.7 Del Mar Blvd LOS B A A A A A A A A A Signalized & Bennington Av Delay 10.1 5.9 8.2 4.0 7.7 2.8 8.3 4.0 7.9 2.5 Del Mar Blvd LOS B A A A A A A A A A Signalized & McPherson Dr Delay 10.3 8.2 8.0 7.3 7.2 6.7 8.2 7.4 7.1 6.0 Del Mar Blvd Signalized (All LOS - - B B A A B B A A & Broadcrest Dr Future) Delay - - 12.9 18.1 5.1 2.7 17.5 19.6 5.4 3.1

Del Mar Blvd LOS - - A A A A A A A A Unsignalized & Fenwick Dr Delay - - 2.9 1.8 1.8 0.7 3.1 2.0 1.9 0.8 Del Mar Blvd LOS B B B B B B B B B B Signalized & Lindenwood Dr Delay 17.8 16.9 15.8 12.6 17.4 13.0 16.1 12.9 17.8 12.2 Del Mar Blvd LOS F F F F D F F* F* D* F* Signalized & McPherson Rd Delay 93.7 220.5 99.5 209.1 39.2 92.6 103.7 217.6 41.2 114.2 Del Mar Blvd LOS B B B B B B B B B B Signalized & Country Club Dr Delay 15.3 12.6 16.6 15.1 15.8 15.5 19.4 17.8 17.6 14.6 Del Mar Blvd LOS - - A A A A A A A A Unsignalized & Bartlett Av Delay - - 0.4 0.5 0.4 0.5 0.5 0.6 0.5 0.5 Del Mar Blvd LOS D C D C B B D C B B Signalized & Winfield Pkwy Delay 41.2 23.6 41.4 24.2 17.1 14.5 53.6 25.6 19.7 12.2 Del Mar Blvd LOS B C B B B B C B B B

& JB Alexander Signalized Delay 13.2 23.2 16.8 13.2 15.8 12.1 20.2 14.9 17.1 11.2 Drwy

Del Mar Blvd LOS B B B C B C C C B B Signalized & Loop 20 Delay 19.1 18.9 23.6 25.4 18.3 24.8 28.2 34.6 18.4 15.1 *without partial CFI

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Laredo Urban Transportation Study – Metropolitan Planning Organization – Del Mar Boulevard Corridor Study

Table 21: Intersection Deficiencies Table 22: Available and Required Turning Storage

Intersection Deficiencies – 2025 No Build Available and Required Turning Storage Failing Failing Intersection Notes th Scenario Movement 95 Percentile Queue Storage Lengths Lengths (2010 Existing) (* = Two-Way Left Turn Lane) Movement Del Mar Blvd AM PM Available Required AM Required PM AMPeak SB Left High Volume Approaches; & Santa Maria WBR 163 213 125 175 225 PM Peak NB Right, SB Left Insufficient Green Time I-35 NBFR Ave NBR 78 192 400 75 200

EBL 31 39 390 50 50

Del Mar Blvd AM Peak WB Thru WBL 61 121 375* 75 125 Insufficient Green Time & I-35 NBFR PM Peak WB Thru, NB Thru Springfield Av NBL 128 150 375* 125 150 SBL 142 142 375* 150 150 SBR 34 49 50 50 50 Del Mar Blvd PM Peak NB Left Insufficient Gaps EBL 4 8 375* 25 25 & Village Bennington Av NBL 65 6 140 75 25

EBL - 2 375* - 25 McPherson Dr Del Mar Blvd WBL 37 30 300 50 50 Am Peak, PM Peak SB Movements & Broadcrest Dr EBL 39 38 375* 50 50 Lindenwood Dr WBL 5 10 375* 25 25 SBL 234 69 100 225 75 Del Mar Blvd AM Peak, PM Peak NB & SB Movements Insufficient Gaps EBL 262 903 375* 250 875 & Fenwick EBR 380 546 275 375 525

AM Peak EB Thru, WB Left,WB Thru, WBL 306 276 375* 300 275 WBR 44 64 500 50 75 NB Left McPherson Rd NBL 584 1011 375* 575 975 Del Mar Blvd High Volume to Capacity Ratios NBR 122 285 175 125 275 & McPherson Dr PM Peak EB Left, EB Thru, EB SBL 126 161 375* 125 175 Right,WB Left,WB Thru, NB SBR 131 150 125 125 150 Left, SB Left EBL 36 67 375* 50 75 Del Mar Blvd & Country Club WBL 11 11 375* 25 25 AM Peak, PM Peak Southbound Lefts Country Club Dr NBR 17 20 100 25 25 Del Mar Blvd & SBL 186 156 120 200 150 Am Peak NB Movements Insifficient Gaps Bartlett WBL 105 151 200 100 150

AM Peak EB Thru, NB Left, SB EBR 41 30 200 50 50 Del Mar Blvd Movements High Volume Movements Winfield Pkwy WBL 29 48 200 50 50 & Winfield Pkwy PM Peak NB LEft WBR 6 7 200 25 25 Del Mar Blvd & NBL 131 134 275 125 150 AM Peak, PM Peak NB Left High Volume ot Capacity Ratios Loop 20 EBR 222 106 270 225 125 NBL 259 443 1000 250 425 Loop 20 SBL 6 8 360 25 25 SBR 20 32 240 25 50

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4.5 Analysis of Mobility Improvement Recommendations partial CFI was conceptually modeled and is anticipated to operate with approximately 25% greater efficiency than the traditional improvements tabulated. Implementation of a partial CFI at this location 4.5.1 Synchro Analysis – Build Conditions will require development of design plans in conjunction with further traffic modeling, as CFI functionality Proposed mobility improvements were modeled for both 2020 and 2025 using Synchro. These and operations are tightly tied to design. In addition, outreach both to adjacent property owners and to improvements consisted of intersection improvements to alleviate identified congestion / mobility the traveling public will be required as part of implementation. bottlenecks as previously discussed. Such improvements focused on signal modifications, addition or 4.5.3 Qualitative Improvements extension of turn lanes, and addition of thru capacity. As Del Mar is a principal arterial, and since the City of Laredo has already planned multiple widening projects on the roadway, it is assumed in the future year As previously shown in Section 3, stakeholder input to MOE’s indicated a “Top 6” that included: condition that Del Mar is a 4-lane roadway with 12-ft. lanes and median for the length of the study 1 Reduction in crash frequency. corridor. Note, however, that since the City of Laredo already has several projects in planning for 2 Improvements to Intersection LOS. accomplishing this, specific recommendations for same have not been included in cost tabulation in 3 Reduction in school-related congestion. Section 5, excepting the residential section from McPherson Drive to Lindenwood, as this was specifically 4 Reduction to number of conflicting movements. discussed with the MPO and stakeholders, and the existing 2-lane segment on the east end of the project. 5 Increase in pedestrian ability to traverse the corridor. Improvements were analyzed for improvements in mobility measures of effectiveness, as discussed in 6 Reduction in Peak Period travel time. Section 2 – LOS, v/c ratio, intersection delay. A tabulation of the impact of proposed improvements on The improvements developed via Synchro analysis will directly help all of these areas by reducing LOS and intersection delay may be found in Table 20. Individual recommendations will be discussed in congestion on the corridor, and specifically address numbers 2 and 6. However, there are additional tools Section 4.6. to assist in each of these areas. 4.5.2 Del Mar and McPherson Road Driveway Consolidation / Access Management The greatest roadway deficiency within the study limit is the intersection of McPherson Road and Del Mar. As previously noted, Del Mar has a high density of access points along the studied corridor. This results in This intersection operates at a Level-of-Service of ‘F’ under current conditions. This intersection has heavy a large number of conflicting movements, and requires a highly-vigilant driver to avoid other motorists. traffic volumes on all movements, particularly northbound / southbound left turns and eastbound / This also contributes to the perception of Del Mar as an unsafe corridor. Driveway consolidation is not westbound right turns. The study team looked at initial options to improve the LOS. Conventional easily-enacted. Property owners typically do not desire to give up existing access to a roadway. Cities improvements such as the addition of dual left-turn lanes and expanded right turn bays improve the level typically do not retroactively take away access. The most effective way to enact access management is of service, but do not remove the failing conditions (these conditions are indicated in Table 20 build through either voluntary consolidation by property owners, or consolidation over time via zoning and conditions. A grade separation was considered and discarded due to cost and impact on adjacent ordinance as property is developed or redeveloped. Alliance recommends establishing/enforcing access properties. management and driveway spacing requirements for new development east of McPherson, and The study team found that a partial continuous flow intersection for northbound/southbound left turn consolidating access west of McPherson over time. Figure 32 shows a sample access management movements, coupled with eastbound/westbound right turn improvements, would increase the consolidation for the segment of Del Mar between IH-35 and Springfield. intersections functionality to an acceptable level now and extend the functional life of the intersection in the future without the right-of-way and property access impacts of a grade separation. A Continuous Flow Intersection (CFI) displaces left-turns to improve traffic signal efficiency. It allows for the elimination of protected left-turn phases. A partial CFI only displaces left-turns on one of the intersecting roadways. The

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Existing nose-in parking located at St. Patrick Catholic Church also present both an access management and a safety concern. Alliance recommends a dialog with the church regarding removal of these spaces at some point in the future. Figure 32: Example of Access Management Consolidation San Dario Ave. to Springfield Ave.

Raised Medians

Raised medians are the single most effective access management tool for a principal arterial such as Del Mar. Raised medians also directly impact sideswipe, head-on and turning movement crash rates by providing channelization of vehicles. Traffic volumes west of East Country Drive are sufficiently high so as to merit consideration of a raised median under current conditions.

While raised medians can be placed in areas with narrow lanes and medians, the practical minimum width for a raised median is 14 feet. This allows for maintenance of a 12-foot lane with a 2-foot median nose at turning locations. The Del Mar corridor west of McPherson presently does not have sufficient width to accommodate a raised median. However, the City has plans to widen parts of this section. In addition, as noted above, Alliance recommends that existing 2-3 lane segments of Del Mar in this area should be widened over time. Alliance recommends that, as part of these long term improvements, a raised median should be considered.

East of McPherson, a raised median could be added to the existing 4-lane segments without changing the roadway cross section, since a 14-ft center lane already exists. Alliance recommends consideration of this addition by the City. Finally, the existing two-lane section west of Loop 20 should be evaluated for a raised median at such time as it is widened to 4 lanes.

Bicycle, Pedestrian and Transit Improvements School Congestion and Access

Existing pedestrian facilities on the western segments of the corridor are discontinuous. ADA ramps in Much public outreach discussion focused on congestion caused by the various schools along Del Mar, primarily from parents dropping off and picking up students. The schools have designated off-road several cases require updating. One of the reasons cited for school congestion was the lack of a continuous path for bicyclists and walkers to get to the schools. Also, Del Mar is designated as a future queuing areas for pick-up and drop off; however, parents prefer to queue on Del Mar because of perceived or real difficulty re-entering Del Mar otherwise. At J.B. Alexander High School, students parking across Del bike route, but currently has no marked bicycle facilities. For these reasons, a shared use on-facility bike Mar or parents parking across Del Mar for pick-up exacerbate the issue. The overall mobility and pedestrian path is proposed for the corridor, utilizing existing sidewalks where available. In addition, El Metro’s policy of placing bus turnouts at bus stops is recognized as helpful for corridor congestion, and improvements developed in this study, by alleviating overall corridor congestion will help with school- related congestion. The proposed bicycle and pedestrian improvements will help as well. The ultimate is endorsed by this study. solution for school congestion will require biking, walking, parent education, enforcement of off-street drop off locations, and community buy-in to such solutions.

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US Border Patrol Access  Short term – 0 to 5 years, requires no ROW, relatively low cost.  Mid term – 5 to 10 years, may require some ROW, low to moderate cost. Representatives of the US Border Patrol, with a facility located between IH 35 and Springfield, expressed  Long Term – 10 + years, major reconstruction, moderate to high cost. several concerns regarding their access along Del Mar: These time frames are approximate, and may be modified as appropriate by the MPO to accommodate  Employees park at HEB, then walk across Del Mar to the facility. overall mobility goals, or to accommodate available funding. Analysis assumes all proposed improvements  Vehicles pulling out of the facility cannot turn left onto Del Mar. are in place by the future year.  Vehicles wanting to go west on Del Mar cannot U-Turn at Springfield due to roadway geometrics.

In evaluation of these conditions, Alliance recommends the following:

 Employees should be educated to use the signal at Springfield to cross Del Mar, rather than jaywalk, for safety.  A median crossover with rollover curb could be constructed in front of the Border Patrol facility for emergency left turn access. However, education with the Border Patrol will be required to ensure it is used for emergency access only.  While consideration could be given in future CIP projects to rebuilding the radius returns at Springfield to allow for u-turns, such movement should not be encouraged. Rather, the border patrol vehicles can use Springfield itself for alternative access rather than u-turning on Del Mar.

General Intersection Improvements

Concern was expressed via stakeholder outreach regarding intersection geometry, specifically radius returns and pedestrian facilities. Any constructed improvements should address these issues. For radius returns, Alliance recommends accommodating a WB-40 design vehicle or larger as a goal. For pedestrian facilities, alliance recommends compliance with current ADA, Texas Accessibility Guidelines and TxMUTCD requirements.

4.6 Improvement Recommendations

A preliminary list of corridor improvement recommendations, incorporating those elements discussed above was distributed to the Laredo Urban Transportation Study’s Transportation Technical Committee for review, comment, and consensus in June 2011. Comments received from the Committee were incorporated into a final list of recommendations, presented in Table 23. The Table also provides an assessment of the timing of the improvement:

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Table 23: Recommendations

Segment Recommendation Timing Segment Recommendation Timing

Overall O-A: Coordinate traffic signals west of McPherson Avenue Short 4-C: Construct 10-ft. multi-use path on south side of Del Mar for bikes Short O-B: Widen Del Mar Corridor to 4-12' lanes with 14' median (Partly under Long and pedestrians, school access development by the City of Laredo) 4. Broadcrest to 4-D: Work with Saint Patrick Catholic Church to remove nose-in parking Short O-C: Consider addition of raised median to segments of roadway Long Lindenwood on church property without raised medians 4-E: Increase southbound left turn bay to 225 ft. at Lindenwood Short O-D: Construct ADA compliant ramps and pedestrian signals at all Short (restriping) intersections 5. Lindenwood to 5-A: Construct 10-ft. multi-use path on south side of Del Mar for bikes Short O-E: Construct bus turnouts for bus stops Medium McPherson and pedestrians, school access O-F: Implement Access Management for new development, Short/Long 5-B: Construct partial Continuous Flow Intersection at Del Mar and Long redevelopment along corridor McPherson to address northbound, southbound left turn issues O-G: Coordinate with UISD to improve traffic circulation around schools Short 5-C: Reconstruct eastbound, westbound right turn lanes at McPherson Medium to address crash and storage deficiencies, ensure improvements will 1: Santa Maria to 1-A: Retime and rephase signals from Santa Maria Ave. to Springfield Short accommodate 5-B Springfield 1-B: Construct sidewalk and ADA on South side of Del Mar Short 6. McPherson to 6-A: Sign and stripe existing sidewalk on north side of Del Mar as a multi- Short 1-C: Increase storage for Westbound Right Turn at San Dario Ave. by Medium Country Club use path for bicycles and pedestrians building auxiliary lane back to HEB driveway 6-B: Increase southbound left turn bay at Country Club to 200 ft. Short 1-D: Provide Border Patrol with emergency median crossover for left Short (restriping) turns 7. Country Club to 7-A: Sign and stripe existing sidewalk on north side of Del Mar as a multi- Short 1-E: Educate Border Patrol on importance of pedestrian traffic crossing at Short Bartlett use path for bicycles and pedestrians Springfield 8. Bartlett to Winfield 8-A: Sign and stripe existing sidewalk on north side of Del Mar as a multi- Short 2: Springfield to 2-A: Construct 10-ft. multi-use path on south side of Del Mar for bikes Short use path for bicycles and pedestrians Candlewood and pedestrians, school access 9. Winfield to East 9-A: Sign and stripe existing sidewalk on north side of Del Mar as a multi- Short 2-B: Consider High-Tee with pedestrian accommodations at Village, in Medium Country use path for bicycles and pedestrians, complete gap. lieu of signalization 9-B: Work with UISD to improve traffic circulation at J.B. Alexander High Short 3. Candlewood to 3-A: Construct 10-ft. multi-use path on south side of Del Mar for bikes Short School Broadcrest and pedestrians, school access 10. East Country to 10-A: Sign and stripe existing sidewalk on north side of Del Mar as a Short 3-B: Install traffic signal at Del Mar and Broadcrest. Short Loop 20 Intersection multi-use path for bicycles and pedestrians, complete gap 3-C: Widen 2-lane and 3-lane sections of Del Mar to 5 lane section, Long 10-B: Widen to five-lane section, consider raised median Long consider raised median (confirm ROW as part of improvement) 10-C: Construct a free eastbound right turn with acceleration lane on Short 4. Broadcrest to 4-A: Widen 2-lane and 3-lane sections of Del Mar to 5 lane section, Long Loop 20 (already planned by TxDOT) Lindenwood consider raised median (confirm ROW as part of improvement) 10-D: Provide a signal timing plan at Loop 20 that facilitates traffic Short 4-B: Consider a boulevard section to consolidate residential access as Long entering and leaving Iglesia Cristiana Misericordia part of 4-A 10-E: Provide signage/markings indicating improved shoulder east of Short Loop 20 may be used as a bike lane.

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5.0 Final Recommendations Since local, State and Federal entities currently face constrained funding, not sufficient to cover all mobility improvement needs, alternate funding mechanisms must be considered for project improvements. These 5.1 Final Recommendations mechanisms may come from governmental entities, private entities, or through district overlays, associations, and agreements. The final recommendations as presented in Table 23 are shown graphically in Figure 33 at a conceptual level. General recommendations, not shown on the figure, include: 5.3.1 Governmental Entities

 Widen narrow segments of Del Mar that are currently 4-lane to 4-12’ lanes with a 14’ median. While City, County, and TxDOT funding is constrained by budgetary needs, local projects can still be funded  Consider Implementing raised medians on parts of Del Mar with flush medians. via the City’s CIP process, or by the LUTS project nomination process, which places projects on the STIP.  Construct bus turnouts at all El Metro stops. Projects within this corridor are eligible for consideration as part of this process.  Implement access management strategies for driveway and parcel access management on the Funding for such projects can include regular Capital Improvements Plan (CIP) programming, inclusion in corridor. bond elections, and/or use of pass-through or State Infrastructure Bank financing. Such funding typically  Coordinate with UISD to improve traffic circulation at schools. requires sponsorship by or agreement and oversight from the local political entity with jurisdiction over the roadway, most likely the City of Laredo.

5.2 Preliminary Estimate of Probable Cost 5.3.2 Private Funding

Table 24 provides an assessment of conceptual probable cost for those improvements shown in Figure 33. In some cases the public entity can partner with a private landowner to share project development costs Note that these estimates are preliminary, based on conceptual evaluation, and will require evaluation as on a segment of roadway if the private landowner desires such improvements to enhance their property part of project development. However, they can provide guidance for programming of the projects for or development of same. The governmental entity may also require the private landowner to pay for development. As noted in Section 2, project ROW is approximate. Row costs have been included where some or all of a mobility enhancement as part of the land development process to mitigate a Alliance anticipates ROW acquisition will be required. ROW should be verified as part of project development’s impact on the roadway network. development for each proposed improvement. 5.3.3 District Overlays, Associations, and Agreements

There are several mechanisms that allow public agencies and associations of property owners to provide 5.3 Implementation Strategies improvements in a corridor. These mechanisms require legislative authorization for implementation. Desired outcomes may include improved safety, increased consumer flow, and beautification. Improvements and alterations identified in this study require funding by public entities for implementation. The study corridor lies within the City of Laredo, and crosses the TxDOT system; funding Participation in a property owners association may be voluntary or required due to the location of the would historically be provided through the City of Laredo CIP process or the LUTS project nomination property in a special overlay district. Involuntary participation in association goals may include taxation or process. the taking of property. Four particular types of associations appear to be most appropriate for this corridor: Transportation Reinvestment Zones (TRIZ), Tax Increment Finance (TIF) Zone, Transportation All improvements in this study must be approved for implementation by the City of Laredo and any other Corporations, and driveway sharing agreements. entity with jurisdiction over the applicable roadways (TxDOT, Webb County) as appropriate. Upon appropriate approvals, the recommendations of this study may be programmed per the implementation recommendations as funding is available.

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Transportation Reinvestment Zones (TRIZ)  Promote and develop transportation facilities and systems that are public, not private, in nature, although these facilities and systems may benefit private interests as well as the public. Municipal Transportation Reinvestment Zones (TRIZ) were created in the Texas Transportation Code Chapter 222, Section 106. As the name states, they must be proposed by municipalities, which means that Transportation Corporations must be incorporated and have boards assigned. The Texas Transportation the City of Laredo would have to sponsor a TRIZ under Section 106. Section 107 of Chapter 222, does allow Commission must recognize the Transportation Corporation or give the corporation permission to form the creation of County Transportation Reinvestment Zones. TRIZs may be created for any of four purposes: with a Minute Order. Transportation Corporations can issue bonds, accept cash donations, and provide services for a fee. Transportation Corporations do not appear to have any taxing authority, however it may

be possible for a corporation to be financed using a TIF.  Promote public safety; Driveway Sharing Agreements  Facilitate the development or redevelopment of property;  Facilitate the movement of traffic; and One way for a governing body to continuously evaluate access and the impact of land use on nearby  Enhance a local entity’s ability to sponsor a project authorized under Section 222.104 of the Texas facilities is to require a driveway evaluation during the property selling process. For properties on facilities Transportation Code. that have changed dramatically over the years, this can be an effective tool. Should the outcome of such an evaluation require the subsequent sharing of driveways, a legal agreement may be required. However, if either the municipality or the county creates a TRIZ it must be for the purpose of entering into a pass-through toll agreement with TxDOT. Counties that create a TRIZ must hold a public meeting, offer While these implementation strategies may be appropriate for the proposed improvements, the opportunities for public comment, describe the boundaries of the TRIZ, and describe the tax abatement jurisdictional entities should evaluate all available options and make the determination as to the and the benefits to the county. appropriateness of any funding strategy.

Tax Increment Finance (TIF) Zone

The Texas Tax Code, Chapter 311, Section 5, Subsection 1b allows the creation of reinvestment zones if an area has a “predominance of defective and inadequate sidewalks or street layout.” Section 311.0123 allows a sales tax increment to be used to pay back bonds or notes, if the increased sales are attributable to the improvements made in the zone.

Transportation Corporations

The concept of the Transportation Corporation is established in Chapter 431 of the Texas Transportation Code. Its purpose is to:

 Promote and develop public transportation facilities and systems by new and alternative means;  Expand and improve of transportation facilities and systems;  Create corporations to secure and obtain rights-of-way for urgently needed transportation systems and to assist in the planning and design of those systems;  Reduce the burdens and demands on the limited funds available to the commission and an increase in the effectiveness and efficiency of the commission; and

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Figure 33-1: Recommended Improvements Segment 1: Santa Maria Ave. to Springfield Ave.

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Figure 33-2: Recommended Improvements Segment 2: Springfield Ave. to Candlewood Rd.

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Figure 33-3: Recommended Improvements Segment 3: Candlewood Rd. to Broadcrest Dr.

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Figure 33-4: Recommended Improvements Segment 4: Broadcrest Dr. to Lindenwood Dr.

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Figure 33-5: Recommended Improvements Segment 5: Lindenwood Dr. to McPherson Rd.

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Figure 33-6: Recommended Improvements Del Mar Blvd. & McPherson Rd. Partial Continuous Flow Intersection

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Figure 33-7: Recommended Improvements Segment 6: McPherson Rd. to Country Club Dr.

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Figure 33-8: Recommended Improvements Segment 7: Country Club Dr. to Bartlett Ave.

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Figure 33-9: Recommended Improvements Segment 8: Bartlett Ave. to Winfield Pkwy.

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Figure 33-10: Recommended Improvements Segment 9: Winfield Pkwy. To East Country Dr.

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Figure 33-11: Recommended Improvements Segment 10: East Country Club Dr. to Loop 20

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Table 24: Estimates of Conceptual Cost

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References

1 Paniati, Jeffrey F, Associate Administrator of Operations, FHWA, Using Intelligent Transportation Systems (ITS) Technology and Strategies to Better Manage Congestion, June 26, 2003, Issues and Options Symposium on Traffic Congestion. 2 Schrank and Lomax, The 2010 Urban Mobility Report, Texas Transportation Institute, Texas A&M University, September 2010, http://mobility.tamu.edulums/reportl 3 "The Cost of Congestion the Economy of the Portland Region': a study prepared for the Portland Business Alliance, Metro, Port of Portland and Oregon Department of Transportation by the Economic Development Research Group of Boston, MA, December 2005 4 "The Impact of Congestion on Shipper's Inventory Costs", a report to the Federal Highway Administration by the Brookings Institution and the RAND Corporation, February 2004 5 “Access Management Manual”, Transportation Research Board, Table 9-9, 2003 6 NCHRP. Impacts of Access Management Techniques (NCHRP Project 3-52), 1998 7 TXDOT. Roadway Design Manual , May 2010 8 TXDOT. Access Management Manual, July 2011

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Appendix A: Traffic Data

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October, 2011 Page 62 AllianceTransportationGroup AllianceTransportationGroup T.B.P.E Firm Registration No. 812 T.B.P.E Firm Registration No. 812 11500 Metric Blvd., Bldg M-1, Ste. 150 11500 Metric Blvd., Bldg M-1, Ste. 150 Austin, Texas -78758 Austin, Texas -78758

Intersection: Santa Maria Rd & Del Mar Blvd - AM Peak Intersection: Santa Maria Rd & Del Mar Blvd - PM Peak Start Date: 5/27/2010 Start Date: 5/26/2010

Street Name Santa Maria Rd From North Del Mar Blvd From East Santa Maria Rd From South Del Mar Blvd From West Street Name Santa Maria Rd From North Del Mar Blvd From East Santa Maria Rd From South Del Mar Blvd From West Int. Total Int. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total 7:00 AM 35 10 0 45 0 0 79 79 0 20 12 32 0 0 0 0 156 4:00 PM 47 72 0 119 0 0 117 117 0 68 46 114 0000350 7:15 AM 49 28 0 77 0 0 106 106 0 37 13 50 0 0 0 0 233 4:15 PM 54 64 0 118 0 0 100 100 0 74 35 109 0000327 7:30 AM 81 42 0 123 0 0 108 108 0 49 17 66 0 0 0 0 297 4:30 PM 88 77 0 165 0 0 100 100 0 68 52 120 0000385 7:45 AM 77 40 0 117 0 0 107 107 0 48 25 73 0 0 0 0 297 4:45 PM 73 75 0 148 0 0 93 93 0 65 21 86 0000327 Total 242 120 0 362 0 0 400 400 0 154 67 221 0 0 0 0 983 Total 262 288 0 550 0 0 410 410 0 275 154 429 00001389

8:00 AM 46 44 0 90 0 0 103 103 0 40 18 58 0 0 0 0 251 5:00 PM 66 69 0 135 0 0 129 129 0 64 42 106 0000370 8:15 AM 53 35 0 88 0 0 102 102 0 48 27 75 0 0 0 0 265 5:15 PM 85 85 0 170 0 0 114 114 0 85 41 126 0000410 8:30 AM 52 52 0 104 0 0 113 113 0 58 11 69 0 0 0 0 286 5:30 PM 66 67 0 133 0 0 125 125 0 63 40 103 0000361 8:45 AM 66 47 0 113 0 0 98 98 0 72 28 100 0 0 0 0 311 5:45 PM 71 63 0 134 0 0 105 105 0 65 33 98 0000337 Total 217 178 0 395 0 0 416 416 0 218 84 302 0 0 0 0 1113 Total 288 284 0 572 0 0 473 473 0 277 156 433 00001478

Grand Total 459 298 0 757 0 0 816 816 0 372 151 523 0 0 0 0 2096 Grand Total 550 572 0 1122 0 0 883 883 0 552 310 862 00002867

Peak Hour for Entire Intersection Begins at7:30 AM Peak Hour for Entire Intersection Begins at4:30 PM Street Name Santa Maria Rd From North Del Mar Blvd From East Santa Maria Rd From South Del Mar Blvd From West Street Name Santa Maria Rd From North Del Mar Blvd From East Santa Maria Rd From South Del Mar Blvd From West Int. Total Int. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total 7:30 AM 81 42 0 123 0 0 108 108 0 49 17 66 0 0 0 0 297 4:30 PM 88 77 0 165 0 0 100 100 0 68 52 120 0000385 7:45 AM 77 40 0 117 0 0 107 107 0 48 25 73 0 0 0 0 297 4:45 PM 73 75 0 148 0 0 93 93 0 65 21 86 0000327 8:00 AM 46 44 0 90 0 0 103 103 0 40 18 58 0 0 0 0 251 5:00 PM 66 69 0 135 0 0 129 129 0 64 42 106 0000370 8:15 AM 53 35 0 88 0 0 102 102 0 48 27 75 0 0 0 0 265 5:15 PM 85 85 0 170 0 0 114 114 0 85 41 126 0000410 Total 257 161 0 418 0 0 420 420 0 185 87 272 0 0 0 0 1110 Total 312 306 0 618 0 0 436 436 0 282 156 438 00001492 PHF 0.79 0.91 0.00 0.85 0.00 0.00 0.97 0.97 0.00 0.94 0.81 0.91 0.00 0.00 0.00 0.00 0.93 PHF 0.89 0.90 0.00 0.91 0.00 0.00 0.84 0.84 0.00 0.83 0.75 0.87 0.00 0.00 0.00 0.00 0.91

AllianceTransportationGroup AllianceTransportationGroup T.B.P.E Firm Registration No. 812 T.B.P.E Firm Registration No. 812 11500 Metric Blvd., Bldg M-1, Ste. 150 11500 Metric Blvd., Bldg M-1, Ste. 150 Austin, Texas -78758 Austin, Texas -78758

Intersection: I-35 SBFR & Del Mar Blvd - AM Peak Intersection: I-35 SBFR & Del Mar Blvd - PM Peak Start Date: 5/27/2010 Start Date: 5/26/2010

Street Name I-35 SBFR From North Del Mar Blvd From East I-35 SBFR From South Del Mar Blvd From West Street Name I-35 SBFR From North Del Mar Blvd From East I-35 SBFR From South Del Mar Blvd From West Int. Total Int. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total 7:00 AM 0000907901690000045449218 4:00 PM 0000180117029700000821092389 7:15 AM 000013810602440000056662306 4:15 PM 000016710102680000072476344 7:30 AM 00001511080259000001145119378 4:30 PM 000015810002580000011610126384 7:45 AM 0000216107032300000955100423 4:45 PM 00001569302490000071475324 Total 0000595400099500000310203301325 Total 000066141101072 00000341283691441

8:00 AM 000015610302590000076581340 5:00 PM 000014312902720000071576348 8:15 AM 000014810202500000063669319 5:15 PM 0000128114024200000993102344 8:30 AM 000014411302570000075176333 5:30 PM 0000129125025400000701080334 8:45 AM 00001419802390000086389328 5:45 PM 000013810502430000075883326 Total 000058941601005 00000300153151320 Total 000053847301011 00000315263411352

Grand Total 00001184 816 0 2000 00000610356452645 Grand Total 00001199 884 0 2083 00000656547102793

Peak Hour for Entire Intersection Begins at7:30 AM Peak Hour for Entire Intersection Begins at4:30 PM Street Name I-35 SBFR From North Del Mar Blvd From East I-35 SBFR From South Del Mar Blvd From West Street Name I-35 SBFR From North Del Mar Blvd From East I-35 SBFR From South Del Mar Blvd From West Int. Total Int. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total 7:30 AM 00001511080259000001145119378 4:30 PM 000015810002580000011610126384 7:45 AM 0000216107032300000955100423 4:45 PM 00001569302490000071475324 8:00 AM 000015610302590000076581340 5:00 PM 000014312902720000071576348 8:15 AM 000014810202500000063669319 5:15 PM 0000128114024200000993102344 Total 000067142001091 00000348213691460 Total 000058543601021 00000357223791400 PHF 0.00 0.00 0.00 0.00 0.78 0.97 0.00 0.84 0.00 0.00 0.00 0.00 0.00 0.76 0.88 0.78 0.86 PHF 0.00 0.00 0.00 0.00 0.93 0.84 0.00 0.94 0.00 0.00 0.00 0.00 0.00 0.77 0.55 0.75 0.91 AllianceTransportationGroup AllianceTransportationGroup T.B.P.E Firm Registration No. 812 T.B.P.E Firm Registration No. 812 11500 Metric Blvd., Bldg M-1, Ste. 150 11500 Metric Blvd., Bldg M-1, Ste. 150 Austin, Texas -78758 Austin, Texas -78758

Intersection: I-35 NBFR & Del Mar Blvd - AM Peak Intersection: I-35 NBFR & Del Mar Blvd - PM Peak Start Date: 5/27/2010 Start Date: 5/26/2010

Street Name I-35 NBFR From North Del Mar Blvd From East I-35 NBFR From South Del Mar Blvd From West Street Name I-35 NBFR From North Del Mar Blvd From East I-35 NBFR From South Del Mar Blvd From West Int. Total Int. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total 7:00 AM 0000092121046622571451333046295 4:00 PM 000002132223595801443193060090644 7:15 AM 00000142171597524841831840058400 4:15 PM 000001682018871691252653548083536 7:30 AM 000002023623891401182491875093580 4:30 PM 00000201242257310011328652630115626 7:45 AM 000002454428966371072103263095594 4:45 PM 0000019322215941141423503256088653 Total 000006811097902981233667878121102921869 Total 00000775888633333635241220 149 227 0 376 2459

8:00 AM 00000187352227440761903139070482 5:00 PM 0000020323226921201513634152093682 8:15 AM 00000169241936759932192349072484 5:15 PM 00000189142038611617938162690131715 8:30 AM 00000137291667549952192350073458 5:30 PM 0000023420254781111453343847085673 8:45 AM 00000218402587555932232656082563 5:45 PM 00000201122137913113934942590101663 Total 0000071112883929120335785110319402971987 Total 00000827698963354786141427 183 227 0 410 2733

Grand Total 000001392 237 1629 589 326 723 1638 184 405 0 589 3856 Grand Total 000001602 157 1759 668 841 1138 2647 332 454 0 786 5192

Peak Hour for Entire Intersection Begins at7:30 AM Peak Hour for Entire Intersection Begins at4:30 PM Street Name I-35 NBFR From North Del Mar Blvd From East I-35 NBFR From South Del Mar Blvd From West Street Name I-35 NBFR From North Del Mar Blvd From East I-35 NBFR From South Del Mar Blvd From West Int. Total Int. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total 7:30 AM 000002023623891401182491875093580 4:30 PM 00000201242257310011328652630115626 7:45 AM 000002454428966371072103263095594 4:45 PM 0000019322215941141423503256088653 8:00 AM 00000187352227440761903139070482 5:00 PM 0000020323226921201513634152093682 8:15 AM 00000169241936759932192349072484 5:15 PM 00000189142038611617938162690131715 Total 0000080313994229817639486810422603302140 Total 00000786838693454505851380 187 240 0 427 2676 PHF 0.00 0.00 0.00 0.00 0.00 0.82 0.79 0.81 0.82 0.75 0.83 0.87 0.81 0.75 0.00 0.87 0.90 PHF 0.00 0.00 0.00 0.00 0.00 0.97 0.86 0.96 0.92 0.94 0.82 0.91 0.75 0.87 0.00 0.81 0.94

Intersection: Springfield Av & Del Mar Blvd - AM Peak Intersection: Springfield Av & Del Mar Blvd - PM Peak Start Date: 5/27/2010 Start Date: 5/26/2010

Street Name Springfield Av From North Del Mar Blvd From East Springfield Av From South Del Mar Blvd From West Street Name Springfield Av From North Del Mar Blvd From East Springfield Av From South Del Mar Blvd From West Int. Total Int. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total 7:00 AM 14 9 14 37 6 97 7 110 17 5 15 37 11 63 5 79 263 4:00 PM 37 44 10 91 54 180 21 255 29 28 36 93 9 182 25 216 655 7:15 AM 39 12 20 71 13 113 39 165 22 17 14 53 10 100 6 116 405 4:15 PM 17 49 17 83 47 149 14 210 36 26 43 105 5 155 31 191 589 7:30 AM 72 42 27 141 11 163 91 265 41 22 35 98 22 127 5 154 658 4:30 PM 30 52 14 96 48 164 18 230 31 31 40 102 16 152 26 194 622 7:45 AM 49 35 39 123 33 242 12 287 33 9 21 63 12 164 17 193 666 4:45 PM 33 36 15 84 38 144 13 195 31 24 37 92 11 158 29 198 569 Total 174 98 100 372 63 615 149 827 113 53 85 251 55 454 33 542 1992 Total 117 181 56 354 187 637 66 890 127 109 156 392 41 647 111 799 2435

8:00 AM 13 27 11 51 33 200 9 242 20 5 18 43 5 104 7 116 452 5:00 PM 36 53 13 102 36 153 26 215 38 40 46 124 10 155 28 193 634 8:15 AM 12 16 16 44 31 152 8 191 25 14 18 57 10 113 7 130 422 5:15 PM 39 59 19 117 31 161 24 216 49 37 35 121 14 192 22 228 682 8:30 AM 11 21 10 42 30 153 16 199 35 11 23 69 13 121 28 162 472 5:30 PM 37 52 13 102 48 178 23 249 41 23 37 101 10 158 15 183 635 8:45 AM 17 26 22 65 35 194 8 237 39 17 23 79 2 115 28 145 526 5:45 PM 35 65 20 120 46 162 22 230 44 36 36 116 12 178 28 218 684 Total 53 90 59 202 129 699 41 869 119 47 82 248 30 453 70 553 1872 Total 147 229 65 441 161 654 95 910 172 136 154 462 46 683 93 822 2635

Grand Total 227 188 159 574 192 1314 190 1696 232 100 167 499 85 907 103 1095 3864 Grand Total 264 410 121 795 348 1291 161 1800 299 245 310 854 87 1330 204 1621 5070

Peak Hour for Entire Intersection Begins at7:30 AM Peak Hour for Entire Intersection Begins at5:00 PM Street Name Springfield Av From North Del Mar Blvd From East Springfield Av From South Del Mar Blvd From West Street Name Springfield Av From North Del Mar Blvd From East Springfield Av From South Del Mar Blvd From West Int. Total Int. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total 7:30 AM 72 42 27 141 11 163 91 265 41 22 35 98 22 127 5 154 658 5:00 PM 36 53 13 102 36 153 26 215 38 40 46 124 10 155 28 193 634 7:45 AM 49 35 39 123 33 242 12 287 33 9 21 63 12 164 17 193 666 5:15 PM 39 59 19 117 31 161 24 216 49 37 35 121 14 192 22 228 682 8:00 AM 13 27 11 51 33 200 9 242 20 5 18 43 5 104 7 116 452 5:30 PM 37 52 13 102 48 178 23 249 41 23 37 101 10 158 15 183 635 8:15 AM 12 16 16 44 31 152 8 191 25 14 18 57 10 113 7 130 422 5:45 PM 35 65 20 120 46 162 22 230 44 36 36 116 12 178 28 218 684 Total 146 120 93 359 108 757 120 985 119 50 92 261 49 508 36 593 2198 Total 147 229 65 441 161 654 95 910 172 136 154 462 46 683 93 822 2635 PHF 0.51 0.71 0.60 0.64 0.82 0.78 0.33 0.86 0.73 0.57 0.66 0.67 0.56 0.77 0.53 0.77 0.83 PHF 0.94 0.88 0.81 0.92 0.84 0.92 0.91 0.91 0.88 0.85 0.84 0.93 0.82 0.89 0.83 0.90 0.96 AllianceTransportationGroup AllianceTransportationGroup T.B.P.E Firm Registration No. 812 T.B.P.E Firm Registration No. 812 11500 Metric Blvd., Bldg M-1, Ste. 150 11500 Metric Blvd., Bldg M-1, Ste. 150 Austin, Texas -78758 Austin, Texas -78758

Intersection: Bennington Dr & Del Mar Blvd - AM Peak Intersection: Bennington Dr & Del Mar Blvd - PM Peak Start Date: 5/26/2010 Start Date: 5/25/2010

Street Name Bennington Dr From North Del Mar Blvd From East Bennington Dr From South Del Mar Blvd From West Street Name Bennington Dr From North Del Mar Blvd From East Bennington Dr From South Del Mar Blvd From West Int. Total Int. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total 7:00 AM 603901310131120820277079239 4:00 PM 40480264827240131712450246543 7:15 AM 4 0 11 15 0 196 0 196 32 0 24 56 0 138 0 138 405 4:15 PM 0022020502055081322310233453 7:30 AM 9 0 32 41 0 240 2 242 51 0 51 102 2 163 0 165 550 4:30 PM 3036019501954061021910193404 7:45 AM 11 0 14 25 0 286 0 286 41 0 42 83 0 191 0 191 585 4:45 PM 302501533156206822020204373 Total 30 0 60 90 0 853 2 855 136 0 125 261 4 569 0 573 1779 Total 10 0 11 21 0 817 11 828 15 0 33 48 7 869 0 876 1773

8:00 AM 2 0 13 15 0 288 0 288 12 0 12 24 1 242 0 243 570 5:00 PM 20130198019870222942290233463 8:15 AM 0033021902198091701570157396 5:15 PM 6006020415219004442500254483 8:30 AM 005502720272700712110212496 5:30 PM 602803702372002243060310692 8:45 AM 200202412243205701860186438 5:45 PM 302503060306013422530255570 Total 4 0 21 25 0 1020 2 1022 29 0 26 55 2 796 0 798 1900 Total 17 0 5 22 0 1078 17 1095 7 1 31 39 14 1038 0 1052 2208

Grand Total 34 0 81 115 0 1873 4 1877 165 0 151 316 6 1365 0 1371 3679 Grand Total 27 0 16 43 0 1895 28 1923 22 1 64 87 21 1907 0 1928 3981

Peak Hour for Entire Intersection Begins at7:15 AM Peak Hour for Entire Intersection Begins at5:00 PM Street Name Bennington Dr From North Del Mar Blvd From East Bennington Dr From South Del Mar Blvd From West Street Name Bennington Dr From North Del Mar Blvd From East Bennington Dr From South Del Mar Blvd From West Int. Total Int. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total 7:15 AM 4 0 11 15 0 196 0 196 32 0 24 56 0 138 0 138 405 5:00 PM 20130198019870222942290233463 7:30 AM 9 0 32 41 0 240 2 242 51 0 51 102 2 163 0 165 550 5:15 PM 6006020415219004442500254483 7:45 AM 11 0 14 25 0 286 0 286 41 0 42 83 0 191 0 191 585 5:30 PM 602803702372002243060310692 8:00 AM 2 0 13 15 0 288 0 288 12 0 12 24 1 242 0 243 570 5:45 PM 302503060306013422530255570 Total 26 0 70 96 0 1010 2 1012 136 0 129 265 3 734 0 737 2110 Total 17 0 5 22 0 1078 17 1095 7 1 31 39 14 1038 0 1052 2208 PHF 0.59 0.00 0.55 0.59 0.00 0.88 0.25 0.88 0.67 0.00 0.63 0.65 0.38 0.76 0.00 0.76 0.90 PHF 0.71 0.00 0.63 0.69 0.00 0.73 0.28 0.74 0.25 0.25 0.35 0.34 0.88 0.85 0.00 0.85 0.80

Intersection: McPherson Dr & Del Mar Blvd - AM Peak Intersection: McPherson Dr & Del Mar Blvd - PM Peak Start Date: 5/26/2010 Start Date: 5/25/2010

Street Name McPherson Dr From North Del Mar Blvd From East McPherson Dr From South Del Mar Blvd From West Street Name McPherson Dr From North Del Mar Blvd From East McPherson Dr From South Del Mar Blvd From West Int. Total Int. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total 7:00 AM 0000811801261405190801595240 4:00 PM 0000925702661801028024321264558 7:15 AM 000081920200450954113312146400 4:15 PM 00001023602462401135025412266547 7:30 AM 000092810290600868021727244602 4:30 PM 0000152320247170320124417262529 7:45 AM 00001422102354601157024537282574 4:45 PM 0000822602341701633025618274541 Total 00003981208511650331981675917671816 Total 0000429510993760401161997681066 2175

8:00 AM 0000142142230110819018213195444 5:00 PM 0000624902551701431023530265551 8:15 AM 000072050212240630016711178420 5:15 PM 0000725302603101849030030330639 8:30 AM 00005186019126063201379146369 5:30 PM 0000202670287200525126521287599 8:45 AM 0000161780194200121021210222437 5:45 PM 000031500153100515014315158326 Total 0000427832827810211020698437411670 Total 0000369190955780421201943961040 2115

Grand Total 0000811595 2 1678 246 0 54 300 1 1373 134 1508 3486 Grand Total 0000781870 0 1948 154 0 82 236 2 1940 164 2106 4290

Peak Hour for Entire Intersection Begins at7:30 AM Peak Hour for Entire Intersection Begins at4:45 PM Street Name McPherson Dr From North Del Mar Blvd From East McPherson Dr From South Del Mar Blvd From West Street Name McPherson Dr From North Del Mar Blvd From East McPherson Dr From South Del Mar Blvd From West Int. Total Int. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total 7:30 AM 000092810290600868021727244602 4:45 PM 0000822602341701633025618274541 7:45 AM 00001422102354601157024537282574 5:00 PM 0000624902551701431023530265551 8:00 AM 0000142142230110819018213195444 5:15 PM 0000725302603101849030030330639 8:15 AM 000072050212240630016711178420 5:30 PM 0000202670287200525126521287599 Total 00004492129671410331740811888992040 Total 00004199501036 85 0 53 138 1 1056 99 1156 2330 PHF 0.00 0.00 0.00 0.00 0.79 0.82 0.25 0.83 0.59 0.00 0.75 0.64 0.00 0.83 0.59 0.80 0.85 PHF 0.00 0.00 0.00 0.00 0.51 0.93 0.00 0.90 0.69 0.00 0.74 0.70 0.25 0.88 0.83 0.88 0.91 AllianceTransportationGroup AllianceTransportationGroup T.B.P.E Firm Registration No. 812 T.B.P.E Firm Registration No. 812 11500 Metric Blvd., Bldg M-1, Ste. 150 11500 Metric Blvd., Bldg M-1, Ste. 150 Austin, Texas -78758 Austin, Texas -78758

Intersection: Lindenwood Dr & Del Mar Blvd - AM Peak Intersection: Lindenwood Dr & Del Mar Blvd - PM Peak Start Date: 5/26/2010 Start Date: 5/25/2010

Street Name Lindenwood Dr From North Del Mar Blvd From East Lindenwood Dr From South Del Mar Blvd From West Street Name Lindenwood Dr From North Del Mar Blvd From East Lindenwood Dr From South Del Mar Blvd From West Int. Total Int. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total 7:00 AM 17 0 34 51 0 88 6 94 4 5 1 10 10 79 2 91 246 4:00 PM 34 9 25 68 2 245 7 254 7 8 1 16 17 240 0 257 595 7:15 AM 76 2 47 125 1 108 12 121 18 5 6 29 13 112 16 141 416 4:15 PM 34 6 29 69 6 213 16 235 9 3 2 14 14 230 0 244 562 7:30 AM 91 20 66 177 1 169 19 189 18 9 15 42 23 170 21 214 622 4:30 PM 31 2 24 57 3 190 9 202 2439132311245513 7:45 AM 87 20 47 154 0 143 13 156 5 22 22 49 37 219 10 266 625 4:45 PM 24 6 19 49 1 219 6 226 5 6 2 13 18 250 3 271 559 Total 271 42 194 507 2 508 50 560 45 41 44 130 83 580 49 712 1909 Total 123 23 97 243 12 867 38 917 23 21 8 52 62 951 4 1017 2229

8:00 AM 85 14 55 154 3 133 14 150 9 13 20 42 18 185 9 212 558 5:00 PM 60 14 43 117 4 231 4 239 9 6 6 21 21 218 3 242 619 8:15 AM 52 8 30 90 1 142 9 152 8 2 8 18 15 158 0 173 433 5:15 PM 20 9 23 52 5 249 5 259 9 2 5 16 34 239 7 280 607 8:30 AM 26 5 17 48 3 155 15 173 7209101256141371 5:30 PM 32 7 29 68 5 275 15 295 8 2 7 17 21 254 1 276 656 8:45 AM 20 2 21 43 0 190 19 209 12031088199354 5:45 PM 32 7 19 58 1 232 15 248 6 5 1 12 21 204 0 225 543 Total 183 29 123 335 7 620 57 684 25 19 28 72 53 556 16 625 1716 Total 144 37 114 295 15 987 39 1041 32 15 19 66 97 915 11 1023 2425

Grand Total 454 71 317 842 9 1128 107 1244 70 60 72 202 136 1136 65 1337 3625 Grand Total 267 60 211 538 27 1854 77 1958 55 36 27 118 159 1866 15 2040 4654

Peak Hour for Entire Intersection Begins at7:30 AM Peak Hour for Entire Intersection Begins at4:45 PM Street Name Lindenwood Dr From North Del Mar Blvd From East Lindenwood Dr From South Del Mar Blvd From West Street Name Lindenwood Dr From North Del Mar Blvd From East Lindenwood Dr From South Del Mar Blvd From West Int. Total Int. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total 7:30 AM 91 20 66 177 1 169 19 189 18 9 15 42 23 170 21 214 622 4:45 PM 24 6 19 49 1 219 6 226 5 6 2 13 18 250 3 271 559 7:45 AM 87 20 47 154 0 143 13 156 5 22 22 49 37 219 10 266 625 5:00 PM 60 14 43 117 4 231 4 239 9 6 6 21 21 218 3 242 619 8:00 AM 85 14 55 154 3 133 14 150 9 13 20 42 18 185 9 212 558 5:15 PM 20 9 23 52 5 249 5 259 9 2 5 16 34 239 7 280 607 8:15 AM 52 8 30 90 1 142 9 152 8 2 8 18 15 158 0 173 433 5:30 PM 32 7 29 68 5 275 15 295 8 2 7 17 21 254 1 276 656 Total 315 62 198 575 5 587 55 647 40 46 65 151 93 732 40 865 2238 Total 136 36 114 286 15 974 30 1019 31 16 20 67 94 961 14 1069 2441 PHF 0.87 0.78 0.75 0.81 0.42 0.87 0.72 0.86 0.56 0.52 0.74 0.77 0.63 0.84 0.48 0.81 0.90 PHF 0.57 0.64 0.66 0.61 0.75 0.89 0.50 0.86 0.86 0.67 0.71 0.80 0.69 0.95 0.50 0.95 0.93

Intersection: McPherson Av & Del Mar Blvd - AM Peak Intersection: McPherson Av & Del Mar Blvd - PM Peak Start Date: 5/27/2010 Start Date: 5/26/2010

Street Name McPherson Av From North Del Mar Blvd From East McPherson Av From South Del Mar Blvd From West Street Name McPherson Av From North Del Mar Blvd From East McPherson Av From South Del Mar Blvd From West Int. Total Int. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total 7:00 AM 11 109 34 154 34 56 18 108 32 58 21 111 28 68 25 121 494 4:00 PM 42 182 47 271 43 166 43 252 186 247 82 515 124 406 112 642 1680 7:15 AM 21 133 66 220 55 105 21 181 47 64 29 140 30 57 37 124 665 4:15 PM 36 198 56 290 58 167 48 273 176 302 70 548 183 368 136 687 1798 7:30 AM 35 178 113 326 60 142 14 216 101 123 36 260 56 138 57 251 1053 4:30 PM 33 164 48 245 65 144 32 241 150 265 134 549 113 525 79 717 1752 7:45 AM 42 222 79 343 57 142 27 226 91 160 58 309 39 230 110 379 1257 4:45 PM 22 168 46 236 61 133 35 229 100 260 117 477 51 233 107 391 1333 Total 109 642 292 1043 206 445 80 731 271 405 144 820 153 493 229 875 3469 Total 133 712 197 1042 227 610 158 995 612 1074 403 2089 471 1532 434 2437 6563

8:00 AM 30 182 37 249 64 100 29 193 108 195 96 399 72 258 108 438 1279 5:00 PM 43 186 52 281 65 117 47 229 70 174 97 341 68 250 74 392 1243 8:15 AM 34 148 33 215 71 113 13 197 97 133 54 284 61 262 110 433 1129 5:15 PM 34 191 64 289 62 133 56 251 75 175 65 315 76 331 88 495 1350 8:30 AM 51 146 34 231 53 113 13 179 75 187 41 303 79 278 109 466 1179 5:30 PM 48 210 60 318 67 136 60 263 85 210 98 393 101 312 91 504 1478 8:45 AM 30 159 36 225 70 112 23 205 85 98 72 255 52 252 90 394 1079 5:45 PM 47 193 61 301 70 137 43 250 98 136 119 353 110 291 90 491 1395 Total 145 635 140 920 258 438 78 774 365 613 263 1241 264 1050 417 1731 4666 Total 172 780 237 1189 264 523 206 993 328 695 379 1402 355 1184 343 1882 5466

Grand Total 254 1277 432 1963 464 883 158 1505 636 1018 407 2061 417 1543 646 2606 8135 Grand Total 305 1492 434 2231 491 1133 364 1988 940 1769 782 3491 826 2716 777 4319 12029

Peak Hour for Entire Intersection Begins at7:45 AM Peak Hour for Entire Intersection Begins at4:00 PM Street Name McPherson Av From North Del Mar Blvd From East McPherson Av From South Del Mar Blvd From West Street Name McPherson Av From North Del Mar Blvd From East McPherson Av From South Del Mar Blvd From West Int. Total Int. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total 7:45 AM 42 222 79 343 57 142 27 226 91 160 58 309 39 230 110 379 1257 4:00 PM 42 182 47 271 43 166 43 252 186 247 82 515 124 406 112 642 1680 8:00 AM 30 182 37 249 64 100 29 193 108 195 96 399 72 258 108 438 1279 4:15 PM 36 198 56 290 58 167 48 273 176 302 70 548 183 368 136 687 1798 8:15 AM 34 148 33 215 71 113 13 197 97 133 54 284 61 262 110 433 1129 4:30 PM 33 164 48 245 65 144 32 241 150 265 134 549 113 525 79 717 1752 8:30 AM 51 146 34 231 53 113 13 179 75 187 41 303 79 278 109 466 1179 4:45 PM 22 168 46 236 61 133 35 229 100 260 117 477 51 233 107 391 1333 Total 157 698 183 1038 245 468 82 795 371 675 249 1295 251 1028 437 1716 4844 Total 133 712 197 1042 227 610 158 995 612 1074 403 2089 471 1532 434 2437 6563 PHF 0.77 0.79 0.58 0.76 0.86 0.82 0.71 0.88 0.86 0.87 0.65 0.81 0.79 0.92 0.99 0.92 0.95 PHF 0.79 0.90 0.88 0.90 0.87 0.91 0.82 0.91 0.82 0.89 0.75 0.95 0.64 0.73 0.80 0.85 0.91 AllianceTransportationGroup AllianceTransportationGroup T.B.P.E Firm Registration No. 812 T.B.P.E Firm Registration No. 812 11500 Metric Blvd., Bldg M-1, Ste. 150 11500 Metric Blvd., Bldg M-1, Ste. 150 Austin, Texas -78758 Austin, Texas -78758

Intersection: Country Club Dr & Del Mar Blvd - AM Peak Intersection: Country Club Dr & Del Mar Blvd - PM Peak Start Date: 5/26/2010 Start Date: 5/25/2010

Street Name Country Club Dr From North Del Mar Blvd From East Country Club Dr From South Del Mar Blvd From West Street Name Country Club Dr From North Del Mar Blvd From East Country Club Dr From South Del Mar Blvd From West Int. Total Int. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total 7:00 AM 17 0 13 30 0 91 8 99 7 4 6 17 4 74 3 81 227 4:00 PM 28 1 28 57 8 299 48 355 6 1 5 12 31 206 11 248 672 7:15 AM 27 0 35 62 3 164 16 183 17 3 7 27 3 123 1 127 399 4:15 PM 19 0 44 63 7 215 37 259 9 2 2 13 36 187 7 230 565 7:30 AM 30 0 58 88 2 238 13 253 15 4 10 29 15 185 4 204 574 4:30 PM 31 2 28 61 7 207 34 248 4228331818222539 7:45 AM 48 0 40 88 5 234 27 266 20 4 15 39 18 233 3 254 647 4:45 PM 32 2 45 79 6 178 34 218 7 0 5 12 20 180 7 207 516 Total 122 0 146 268 10 727 64 801 59 15 38 112 40 615 11 666 1847 Total 110 5 145 260 28 899 153 1080 26 5 14 45 120 754 33 907 2292

8:00 AM 39 3 35 77 3 183 29 215 14 2 5 21 27 259 1 287 600 5:00 PM 40 2 35 77 2 171 45 218 10 2 7 19 31 208 12 251 565 8:15 AM 34 1 36 71 2 229 31 262 11 3 8 22 20 239 5 264 619 5:15 PM 27 1 28 56 5 228 30 263 4 3 3 10 38 205 13 256 585 8:30 AM 30 0 22 52 6 229 29 264 12 3 10 25 14 234 8 256 597 5:30 PM 24 1 53 78 5 198 25 228 15 2 3 20 44 240 8 292 618 8:45 AM 39 0 28 67 6 234 29 269 12 4 10 26 13 140 4 157 519 5:45 PM 32 3 30 65 5 161 36 202 12 2 6 20 55 244 4 303 590 Total 142 4 121 267 17 875 118 1010 49 12 33 94 74 872 18 964 2335 Total 123 7 146 276 17 758 136 911 41 9 19 69 168 897 37 1102 2358

Grand Total 264 4 267 535 27 1602 182 1811 108 27 71 206 114 1487 29 1630 4182 Grand Total 233 12 291 536 45 1657 289 1991 67 14 33 114 288 1651 70 2009 4650

Peak Hour for Entire Intersection Begins at7:45 AM Peak Hour for Entire Intersection Begins at5:00 PM Street Name Country Club Dr From North Del Mar Blvd From East Country Club Dr From South Del Mar Blvd From West Street Name Country Club Dr From North Del Mar Blvd From East Country Club Dr From South Del Mar Blvd From West Int. Total Int. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total 7:45 AM 48 0 40 88 5 234 27 266 20 4 15 39 18 233 3 254 647 5:00 PM 40 2 35 77 2 171 45 218 10 2 7 19 31 208 12 251 565 8:00 AM 39 3 35 77 3 183 29 215 14 2 5 21 27 259 1 287 600 5:15 PM 27 1 28 56 5 228 30 263 4 3 3 10 38 205 13 256 585 8:15 AM 34 1 36 71 2 229 31 262 11 3 8 22 20 239 5 264 619 5:30 PM 24 1 53 78 5 198 25 228 15 2 3 20 44 240 8 292 618 8:30 AM 30 0 22 52 6 229 29 264 12 3 10 25 14 234 8 256 597 5:45 PM 32 3 30 65 5 161 36 202 12 2 6 20 55 244 4 303 590 Total 151 4 133 288 16 875 116 1007 57 12 38 107 79 965 17 1061 2463 Total 123 7 146 276 17 758 136 911 41 9 19 69 168 897 37 1102 2358 PHF 0.79 0.33 0.83 0.82 0.67 0.93 0.94 0.95 0.71 0.75 0.63 0.69 0.73 0.93 0.53 0.92 0.95 PHF 0.77 0.58 0.69 0.88 0.85 0.83 0.76 0.87 0.68 0.75 0.68 0.86 0.76 0.92 0.71 0.91 0.95

Intersection: Winfield Pkwy & Del Mar Blvd - AM Peak Intersection: Winfield Pkwy & Del Mar Blvd - PM Peak Start Date: 5/26/2010 Start Date: 5/25/2010

Street Name Winfield Pkwy From North Del Mar Blvd From East Winfield Pkwy From South Del Mar Blvd From West Street Name Winfield Pkwy From North Del Mar Blvd From East Winfield Pkwy From South Del Mar Blvd From West Int. Total Int. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total 7:00 AM 3 0 36 39 3 41 4 48 20 4 13 37 21 67 4 92 216 4:00 PM 8 9 31 48 31 264 18 313 35 6 10 51 40 159 14 213 625 7:15 AM 12 3 64 79 2 55 5 62 42 24 16 82 32 88 6 126 349 4:15 PM 4 2 27 33 13 168 13 194 34 8 9 51 36 126 21 183 461 7:30 AM 12 19 99 130 8 92 6 106 38 37 11 86 72 137 11 220 542 4:30 PM 4 2 31 37 6 163 10 179 17 3 8 28 32 104 22 158 402 7:45 AM 21 17 113 151 4 101 5 110 29 17 15 61 40 202 14 256 578 4:45 PM 8 8 33 49 9 126 2 137 17 4 11 32 42 111 38 191 409 Total 48 39 312 399 17 289 20 326 129 82 55 266 165 494 35 694 1685 Total 24 21 122 167 59 721 43 823 103 21 38 162 150 500 95 745 1897

8:00 AM 25 5 61 91 10 137 1 148 21 3 13 37 28 253 22 303 579 5:00 PM 6 5 24 35 15 153 10 178 32 2 5 39 38 134 39 211 463 8:15 AM 28 2 41 71 12 178 2 192 33 5 32 70 18 205 15 238 571 5:15 PM 9 11 34 54 4 161 3 168 38 2 5 45 43 109 29 181 448 8:30 AM 19 1 39 59 8 203 7 218 15 7 37 59 16 219 18 253 589 5:30 PM 6 3 27 36 5 149 5 159 32 0 10 42 63 126 45 234 471 8:45 AM 14 2 22 38 13 163 3 179 19 1 19 39 24 158 10 192 448 5:45 PM 16 3 44 63 6 86 21 113 41 6 7 54 57 144 40 241 471 Total 86 10 163 259 43 681 13 737 88 16 101 205 86 835 65 986 2187 Total 37 22 129 188 30 549 39 618 143 10 27 180 201 513 153 867 1853

Grand Total 134 49 475 658 60 970 33 1063 217 98 156 471 251 1329 100 1680 3872 Grand Total 61 43 251 355 89 1270 82 1441 246 31 65 342 351 1013 248 1612 3750

Peak Hour for Entire Intersection Begins at7:45 AM Peak Hour for Entire Intersection Begins at4:00 PM Street Name Winfield Pkwy From North Del Mar Blvd From East Winfield Pkwy From South Del Mar Blvd From West Street Name Winfield Pkwy From North Del Mar Blvd From East Winfield Pkwy From South Del Mar Blvd From West Int. Total Int. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total 7:45 AM 21 17 113 151 4 101 5 110 29 17 15 61 40 202 14 256 578 4:00 PM 8 9 31 48 31 264 18 313 35 6 10 51 40 159 14 213 625 8:00 AM 25 5 61 91 10 137 1 148 21 3 13 37 28 253 22 303 579 4:15 PM 4 2 27 33 13 168 13 194 34 8 9 51 36 126 21 183 461 8:15 AM 28 2 41 71 12 178 2 192 33 5 32 70 18 205 15 238 571 4:30 PM 4 2 31 37 6 163 10 179 17 3 8 28 32 104 22 158 402 8:30 AM 19 1 39 59 8 203 7 218 15 7 37 59 16 219 18 253 589 4:45 PM 8 8 33 49 9 126 2 137 17 4 11 32 42 111 38 191 409 Total 93 25 254 372 34 619 15 668 98 32 97 227 102 879 69 1050 2317 Total 24 21 122 167 59 721 43 823 103 21 38 162 150 500 95 745 1897 PHF 0.83 0.37 0.56 0.62 0.71 0.76 0.54 0.77 0.74 0.47 0.66 0.81 0.64 0.87 0.78 0.87 0.98 PHF 0.75 0.58 0.92 0.85 0.48 0.68 0.60 0.66 0.74 0.66 0.86 0.79 0.89 0.79 0.63 0.87 0.76 AllianceTransportationGroup AllianceTransportationGroup T.B.P.E Firm Registration No. 812 T.B.P.E Firm Registration No. 812 11500 Metric Blvd., Bldg M-1, Ste. 150 11500 Metric Blvd., Bldg M-1, Ste. 150 Austin, Texas -78758 Austin, Texas -78758

Intersection: J B Alexander HS Drwy & Del Mar Blvd - AM Intersection: J B Alexander HS Drwy & Del Mar Blvd - PM Start Date: 5/26/2010 Start Date: 5/25/2010

Street Name J B Alexander HS Drwy From North Del Mar Blvd From East J B Alexander HS Drwy From South Del Mar Blvd From West Street Name J B Alexander HS Drwy From North Del Mar Blvd From East J B Alexander HS Drwy From South Del Mar Blvd From West Int. Total Int. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total 7:00 AM 00000510510011080080132 4:00 PM 00000156015617604922501600160541 7:15 AM 0000062062700701180118187 4:15 PM 00000131013161076801430143342 7:30 AM 000008408420032311480149256 4:30 PM 00000127012730033301070107267 7:45 AM 0000080080460135912350236375 4:45 PM 00000138013813011401270127279 Total 000002770277730179025810583950 Total 000005520552280060340053705371429

8:00 AM 0000075075740259902680268442 5:00 PM 00000147014727002711340135309 8:15 AM 000007307312404817202690269514 5:15 PM 00000149014919052401330133306 8:30 AM 000008308311205016202690269514 5:30 PM 000001480148601701320132287 8:45 AM 000007107110303914201870187400 5:45 PM 000001100110601701670167284 Total 0000030203024130162575099309931870 Total 000005540554580765156605671186

Grand Total 000005790579486017966521574 0 1576 2820 Grand Total 000001106 0 1106 338 0 67 405 1 1103 0 1104 2615

Peak Hour for Entire Intersection Begins at8:00 AM Peak Hour for Entire Intersection Begins at4:00 PM Street Name J B Alexander HS Drwy From North Del Mar Blvd From East J B Alexander HS Drwy From South Del Mar Blvd From West Street Name J B Alexander HS Drwy From North Del Mar Blvd From East J B Alexander HS Drwy From South Del Mar Blvd From West Int. Total Int. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total 8:00 AM 0000075075740259902680268442 4:00 PM 00000156015617604922501600160541 8:15 AM 000007307312404817202690269514 4:15 PM 00000131013161076801430143342 8:30 AM 000008308311205016202690269514 4:30 PM 00000127012730033301070107267 8:45 AM 000007107110303914201870187400 4:45 PM 00000138013813011401270127279 Total 0000030203024130162575099309931870 Total 000005520552280060340053705371429 PHF 0.00 0.00 0.00 0.00 0.00 0.91 0.00 0.91 0.83 0.00 0.81 0.84 0.00 0.92 0.00 0.92 0.91 PHF 0.00 0.00 0.00 0.00 0.00 0.88 0.00 0.88 0.40 0.00 0.31 0.38 0.00 0.84 0.00 0.84 0.66

Intersection: Loop 20 & Del Mar Blvd - AM Peak Intersection: Loop 20 & Del Mar Blvd - PM Peak Start Date: 5/26/2010 Start Date: 5/25/2010

Street Name Loop 20 From North Del Mar Blvd From East Loop 20 From South Del Mar Blvd From West Street Name Loop 20 From North Del Mar Blvd From East Loop 20 From South Del Mar Blvd From West Int. Total Int. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total 7:00 AM 0 169 7 176 4 3 3 10 57 131 1 189 11 1 58 70 445 4:00 PM 0 197 22 219 0303801640244383125166632 7:15 AM 1 225 9 235 21256517312393116193572 4:15 PM 2 155 16 173 6107801610241340109143564 7:30 AM 3 212 27 242 321672298737746094140765 4:30 PM 2 201 17 220 11028417302571818099578 7:45 AM 1 305 33 339 0909792527338362104142828 4:45 PM 2 151 19 172 3 6 1 10 95 182 2 279 16 0 83 99 560 Total 5 911 76 992 9 15 6 30 273 854 16 1143 124 4 317 445 2610 Total 6 704 74 784 10 11 1 22 339 680 2 1021 106 4 397 507 2334

8:00 AM 1 175 45 221 3 11 0 14 87 206 12 305 26 2 87 115 655 5:00 PM 2 219 20 241 322799216231730497131696 8:15 AM 1 156 39 196 0 10 2 12 80 211 12 303 37 0 88 125 636 5:15 PM 1 199 25 225 2204127218334822083105682 8:30 AM 1 116 40 157 0 12 2 14 93 207 12 312 46 2 64 112 595 5:30 PM 0 243 20 263 050513518843272117698693 8:45 AM 0 120 25 145 1 10 0 11 99 227 10 336 33 5 72 110 602 5:45 PM 0 176 23 199 3003881993290221110133625 Total 3 567 149 719 4 43 4 51 359 851 46 1256 142 9 311 462 2488 Total 3 837 88 928 8 9 2 19 449 821 12 1282 95 6 366 467 2696

Grand Total 8 1478 225 1711 13 58 10 81 632 1705 62 2399 266 13 628 907 5098 Grand Total 9 1541 162 1712 18 20 3 41 788 1501 14 2303 201 10 763 974 5030

Peak Hour for Entire Intersection Begins at7:30 AM Peak Hour for Entire Intersection Begins at5:00 PM Street Name Loop 20 From North Del Mar Blvd From East Loop 20 From South Del Mar Blvd From West Street Name Loop 20 From North Del Mar Blvd From East Loop 20 From South Del Mar Blvd From West Int. Total Int. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total 7:30 AM 3 212 27 242 321672298737746094140765 5:00 PM 2 219 20 241 322799216231730497131696 7:45 AM 1 305 33 339 0909792527338362104142828 5:15 PM 1 199 25 225 2204127218334822083105682 8:00 AM 1 175 45 221 3 11 0 14 87 206 12 305 26 2 87 115 655 5:30 PM 0 243 20 263 050513518843272117698693 8:15 AM 1 156 39 196 0 10 2 12 80 211 12 303 37 0 88 125 636 5:45 PM 0 176 23 199 3003881993290221110133625 Total 6 848 144 998 6 32 3 41 318 967 38 1323 145 4 373 522 2884 Total 3 837 88 928 8 9 2 19 449 821 12 1282 95 6 366 467 2696 PHF 0.50 0.70 0.80 0.74 0.50 0.73 0.38 0.73 0.91 0.81 0.79 0.88 0.79 0.50 0.90 0.92 0.87 PHF 0.38 0.86 0.88 0.88 0.67 0.45 0.25 0.68 0.83 0.94 0.75 0.92 0.79 0.38 0.83 0.88 0.97 Project:Del Mar Corridor Study Location: [atr 1] east of springfield [atr 1] east of springfield Date: May 26, 2010 Time: Midnight to Noon Day of Week: Wednesday Direction: East (bound) 1,200 FHWA Scheme F Classification 1,000 12345678910111213 Client Name. : City of Laredo 800 Start Motor- Pass. 2 Axle, 3 Axle, 4 Axle, <5 Axle, 5 Axle, >6 Axle, <6 Axle, 6 Axle, >6 Axle, HOUR 600 Time Total cycle Car Pickup Bus 6 Tire Single Single Double Double Double Multi Multi Multi PER 0000 60 0 38 21 0001 000000 Project: Del Mar Corridor Study 400 0015 39 0 27 12 0000000000 0030 14 0 11 3 0000000000 200 Location: [atr 1] east of springfield VEHICLES 0045 19 0 13 6 0000000000 0 Hr Total 132 0 89 42 0001 000000 Date: May 26, 2010 123456789101112131415161718192021222324 Day of Week: Wednesday 0100 19 0 14 5 0000000000 TIME East(bound) 0115 21 0 14 7 0000000000 West (bound) 0130 18 0 15 3 0000000000 0145 18 0 11 7 0000000000 Hr Total 76 0 54 22 0000000000 Start East (bound) West (bound) Start East (bound) West (bound) Time Time 0200 13 0 940000000000 NC C NC C NC C NC C NC C NC C NC C NC C 0215 17 0 10 7 0000000000 0000 59 1 27 1 1200 211 5 201 17 0015 39 0 39 0 1215 188 10 202 15 0230 17 0 12 5 0000000000 0030 14 0 24 0 1230 162 15 181 19 0245 9 0 810000000000 Hr Total 56 0 39 17 0000000000 0045 19 0 131 1 24 0 114 1 1245 202 10 763 40 185 16 769 67 0100 19 0 15 0 1300 227 14 183 16 0300 9 0 630000000000 0115 21 0 20 0 1315 201 9 168 25 0315 5 0 410000000000 0130 18 0 12 1 1330 196 11 166 17 0330 4 0 310000000000 0145 18 0 76 0 15 0 62 1 1345 204 8 828 42 177 15 694 73 0345 4 0 310000000000 0200 13 0 14 0 1400 202 2 183 16 Hr Total 22 0 16 6 0000000000 0215 17 0 17 0 1415 216 7 152 22 0400 5 0 230000000000 0230 17 0 10 0 1430 218 7 158 9 0415 9 0 540000000000 0245 9 0 56 0 8 0 49 0 1445 222 8 858 24 225 22 718 69 0430 18 0 13 5 0000000000 0300 9 0 12 1 1500 209 13 178 19 0445 17 0 13 4 0000000000 0315 5 0 5 0 1515 230 15 228 18 Hr Total 49 0 33 16 0000000000 0330 4 0 4 0 1530 268 18 230 25 0500 22 0 16 6 0000000000 0345 4 0 22 0 6 0 27 1 1545 238 15 945 61 200 16 836 78 0515 17 0 12 5 0000000000 0400 5 0 5 0 1600 237 11 227 24 0530 27 0 18 8 00001 00000 0415 9 0 1 0 1615 216 12 193 22 0545 33 0 24 8 0001 000000 0430 18 0 11 0 1630 223 13 213 23 Hr Total 99 0 70 27 0001100000 0445 17 0 49 0 9 1 26 1 1645 247 17 923 53 207 17 840 86 0500 22 0 11 0 1700 235 13 215 17 0600 18 0 12 6 0000000000 0615 35 0 21 12 0001 0 1 0000 0515 17 0 15 1 1715 267 20 190 21 0630 38 0 28 8 0 110000000 0530 26 1 12 0 1730 254 15 238 28 0645 68 0 39 24 3 1 0 1 000000 0545 32 1 97 2 29 1 67 2 1745 272 9 1,028 57 226 23 869 89 Hr Total 159 0 1005032120 1 0000 0600 18 0 19 1 1800 282 12 181 13 0615 33 2 31 1 1815 288 6 225 17 0700 104 0 62 33 4 1 0 2200000 0630 36 2 51 5 1830 258 6 200 13 0715 178 0 119 52 1 0 3 0 3 00000 0730 244 1 155 74 1 2 0 260 110 1 0645 66 2 153 6 80 4 181 11 1845 240 12 1,068 36 187 18 793 61 0745 215 0 139572242411210 0700 99 5 120 5 1900 262 9 191 13 Hr Total741147521685761512311 0715 172 6 179 15 1915 227 8 195 15 0730 231 13 286 29 1930 223 11 165 15 0800 177 0 11744124350 1 000 0745 198 17 700 41 263 27 848 76 1945 201 6 913 34 163 6 714 49 0815 160 0 102 45 0 250 510000 0800 162 15 207 24 2000 190 2 137 11 0830 130 0 79 45 0 12110 1 000 0845 173 2 106 51 0 12230 110 4 0815 147 13 164 14 2015 169 4 150 17 Hr Total 640 2 404 185 1 6 13 6 14 1 3 1 0 4 0830 124 6 194 23 2030 168 6 151 9 0845 159 14 592 48 194 17 759 78 2045 180 8 707 20 144 6 582 43 0900 151 0 100 43 0 132200000 0900 143 8 184 17 2100 181 2 140 7 0915 130 1 78 44 0 2130001 00 0915 123 7 159 16 2115 170 6 137 9 0930 153 0 99 50 1 0 2 0 1 00000 0930 150 3 172 15 2130 174 1 120 5 0945 161 0 88 64 0 110 412000 0945 152 9 568 27 183 13 698 61 2145 146 4 671 13 85 11 482 32 Hr Total59513652011475712100 1000 141 4 162 13 2200 115 1 87 5 1000 145 0 89 52 0 1 0 2 001 000 1015 140 5 139 24 2215 124 2 88 5 1015 145 0 74 64 2 0 21100001 1030 125 6 157 13 2230 101 2 94 1 1030 131 0 78 45 2 2 2 0 2 00000 1045 140 5 546 20 170 13 628 63 2245 91 3 431 8 81 1 350 12 1045 145 0 88 52 0001211000 1100 160 10 164 16 2300 71 2 83 3 Hr Total 566 0 3292134344512001 1115 163 6 153 13 2315 68 0 61 2 1100 170 0 104 53 3 0 1340 1 001 1130 171 7 179 15 2330 66 1 75 1 1115 169 0 108 53 2 0 212001 00 1145 185 9 679 32 193 7 689 51 2345 54 1 259 4 49 1 268 7 1130 178 0 111 59 1 3 2 0 1 0001 0 Daily Traffic Data 13,063 569 13,063 569 12,063 1,012 12,063 1,012 1145 194 1 123 61 0 1133001 00 Total Directional 13,632 13,075 Hr Total71114462266467100 1211 Total 26,707 AM Total 3,846 5 2,420 1,221 23 24 38 32 52 5 10 7 2 7

Project:Del Mar Corridor Study Location: [atr 1] east of springfield Project:Del Mar Corridor Study Location: [atr 1] east of springfield

Date: May 26, 2010 Time: Noon to Midnight Date: May 26, 2010 Time: Midnight to Noon Day of Week: Wednesday Direction: East (bound) Day of Week: Wednesday Direction: West (bound)

FHWA Scheme F Classification FHWA Scheme F Classification 12345678910111213 12345678910111213

Start Motor- Pass. 2 Axle, 3 Axle, 4 Axle, <5 Axle, 5 Axle, >6 Axle, <6 Axle, 6 Axle, >6 Axle, Start Motor- Pass. 2 Axle, 3 Axle, 4 Axle, <5 Axle, 5 Axle, >6 Axle, <6 Axle, 6 Axle, >6 Axle, Time Total cycle Car Pickup Bus 6 Tire Single Single Double Double Double Multi Multi Multi Time Total cycle Car Pickup Bus 6 Tire Single Single Double Double Double Multi Multi Multi 1200 216 0 146 65 002 0 2 001 00 0000 28 0 24 3 001 0000000 1215 198 0 12265113130 1100 0015 39 0 31 8 0000000000 1230 177 0 106 56 0 144400110 0030 24 0 15 9 0000000000 1245 212 0 142 60 0 231400000 0045 24 0 19 5 0000000000 Hr Total 803 0 516 246 1 4 12 6 13 0 1310 Hr Total 115 0 89 25 001 0000000

1300 241 0 15571112450 1100 0100 15 0 14 1 0000000000 1315 210 0 127 73 1 0 2150 1 000 0115 20 0 13 7 0000000000 0130 13 0 84001 0000000 1330 207 0 13758113330001 0 0145 15 0 10 5 0000000000 1345 212 0 135 69 0041200001 Hr Total 63 0 45 17 001 0000000 Hr Total 870 0 554 271 3 2 11 9 15 0 2111 0200 14 0 950000000000 1400 204 0 128 74 0001100000 0215 17 0 14 3 0000000000 1415 223 0 147 68 1 2 2 0 3 00000 0230 10 0 550000000000 1430 225 0 154 62 2 0 32100001 0245 8 0 350000000000 1445 230 0 148 71 3 001412000 Hr Total 49 0 31 18 0000000000 Hr Total 882 0 5772756254912001 0300 13 0 10 2 000001 0000 1500 222 0 1436511424001 0 1 0315 5 0 320000000000 1515 245 0 15078217220 2 0 1 0 0330 4 0 310000000000 1530 286 0 18186124270 2100 0345 6 0 510000000000 1545 253 1 165 70 21516001 0 1 Hr Total 28 0 21 6 000001 0000 Hr Total 1,006 1 639 299 6 5 20 7 19 0 4312 0400 5 0 5 00000000000 1600 248 1 152 83 111230 210 1 0415 1 0 1 00000000000 1615 228 1 129 83 3 0 1361001 0 0430 11 0 641000000000 1630 236 0 144 74 5 0 24700000 0445 10 0 441100000000 1645 264 2 168 77 0 147500000 Hr Total 27 0 1682100000000 Hr Total9764593317928162112111 0500 11 0 740000000000 1700 248 0 162 72 1 1 0 540 2100 0515 16 0 96001 0000000 1715 287 1 180 85 113690 1 000 0530 12 0 552000000000 1730 269 2 178 74 003630 2100 0545 30 0 16 12 1 1 00000000 1745 281 1 190 81 0 12230 1 000 Hr Total 69 0 37 27 3 1 1 0000000 Hr Total 1,085 4 710 312 2 3 8 19 19 0 6200 0600 20 0 11117117 1 1 0000000000 0 0 0 0 0 0 1800 294 0 202 80 0 12250 1100 0615 32 0 14 12 5 1 00000000 1815 294 0 193 95 0022200000 0630 56 1 29 18 3 3 1 0 1 00000 1830 264 0 181 77 0023001 000 0645 84 0 51 26 3 0 2 0 1 001 00 1845 252 0 170 70 00344001 00 Hr Total 192 1 105 63 12 5 3 0 2 001 00 Hr Total 1,104 0 746 322 0 1 9 11 11 0 2200 0700 125 0 73452121100000 1900 271 0 179 83 0 132110 1 00 0715 194 0 127 50 2 0 5160 2100 1915 235 0 153 74 0022400000 0730 315 0 19191419471240 1 1930 234 0 160 63 0035300000 0745 290 1 198 64 0 196620003 1945 207 1 133 67 0 1 0 130 1 000 Hr Total 924 1 589 250 8 3 25 12 20 3 4 5 0 4 Hr Total 947 1 625 287 0 28101111100 0800 231 0 140 67 0058621200 2000 192 2 121 67 00002 00000 0815 178 0 124 40 0053121002 2015 173 1 120 48 001 0 3 00000 0830 217 1 128 65 0074820 1 0 1 2030 174 0 121 47 002 0 310000 0845 211 0 147 47 0 15230 120 3 2045 188 0 128 52 004210001 0 Hr Total 837 1 539 219 0 1 2217186 3 5 0 6 Hr Total 727 3 490 214 007291001 0 0900 201 0 1216212651002 0 1 2100 183 0 131 50 0 1 0 1 000000 0915 175 1 100 57 1 0 7130 2120 2115 176 2 118 50 00211002 00 0930 187 0 12150115350 1 000 2130 175 0 118 56 001 0000000 0945 196 0 135 47 1 0 71211100 2145 150 0 107 39 0011200000 Hr Total75914772164325101114421 Hr Total 684 2 474 195 0 1433002 00 1000 175 0 10357214230 110 1 2200 116 0 81 34 001 0000000 1015 163 0 104 35 0 1104410 121 2215 126 1 87 36 0001100000 1030 170 0 109 48 0 130 711000 2230 103 0 67 34 0001100000 1045 183 1 112 57 0052510000 2245 94 0 67 24 0002100000 Hr Total6911428197232281932222 Hr Total 439 1 302 128 0014300000 1100 180 0 111 53 00446001 0 1 2300 73 0 52 19 001 0 1 00000 1115 166 0 109 44 002370001 0 2315 68 1 47 20 0000000000 1130 194 0 127 50 2 0 6 0 212400 2330 67 1 47 18 001 0000000 1145 200 0 137 56 0012300001 2345 55 0 34 20 00001 00000 Hr Total 740 0 484 203 2 0 1391812512 Hr Total 263 2 180 77 002 0 2 00000 AM Total 4,494 5 2,861 1,249 33 17 113 56 88 15 15 22 5 15 PM Total 9,786 18 6,406 2,943 27 22 95 91 135 4 20 15 5 5

Total 13,632 23 8,826 4,164 50 46 133 123 187 9 30 22 7 12 Project:Del Mar Corridor Study Location: [atr 1] east of springfield [atr 3] west of amhurst Date: May 26, 2010 Time: Noon to Midnight Day of Week: Wednesday Direction: West (bound) 1,200 FHWA Scheme F Classification 12345678910111213 1,000 Client Name. : City of Laredo Start Motor- Pass. 2 Axle, 3 Axle, 4 Axle, <5 Axle, 5 Axle, >6 Axle, <6 Axle, 6 Axle, >6 Axle, 800 HOUR Time Total cycle Car Pickup Bus 6 Tire Single Single Double Double Double Multi Multi Multi 600 PER 1200 218 0 152 48 1 0 355003 0 1 Project: Del Mar Corridor Study 1215 217 1 141 60 003370 1100 400 1230 200 0 127 54 0032314123 200 1245 201 0 129551231613000 Location: [atr 3] west of amhurst VEHICLES Hr Total83615492172212112128524 0 Date: May 26, 2010 123456789101112131415161718192021222324 1300 199 0 1285411248001 00 Day of Week: Wednesday TIME East(bound) 1315 193 0 122 45 1 0 63632212 West (bound) 1330 183 0 114 50 2 0 11 1 2 0 2 001 1345 192 1 123 53 0032413200 Hr Total76714872024122102047513 Start East (bound) West (bound) Start East (bound) West (bound) 1400 199 0 13546215240 110 2 Time Time 1415 174 0 11039324740 110 3 NC C NC C NC C NC C NC C NC C NC C NC C 1430 167 0 121 36 1 0 1230 110 1 0000 46 0 34 0 1200 195 0 203 1 1445 247 1 167 55 2 0 5750 220 1 Hr Total 787 1 533 176 8 3 15 18 16 0 550 7 0015 44 0 41 0 1215 186 5 208 1 0030 18 0 22 0 1230 180 1 208 2 1500 197 0 139 39 0047510 1 0 1 0045 18 0 126 0 29 0 126 0 1245 193 3 754 9 204 6 823 10 1515 246 2 174 52 0 14530 1211 0100 18 0 15 0 1300 216 1 206 2 1530 255 2 159 67 2148611004 0115 16 0 17 0 1315 221 0 203 1 1545 216 1 155 44 003240 210 4 0130 12 0 11 0 1330 206 3 187 0 Hr Total914562720222152218244110 0145 20 0 66 0 16 0 59 0 1345 195 0 838 4 197 2 793 5 1600 251 0 159 66 2 0 53610 4 0 5 0200 8 0 15 0 1400 205 0 207 3 1615 215 0 155 38 006243230 2 0215 15 0 12 0 1415 192 3 192 6 1630 236 2 158 53 0011 2 7 002 0 1 0230 11 0 9 0 1430 173 1 210 1 1645 224 1 153 53 0062711000 0245 8 0 42 0 9 1 45 1 1445 273 4 843 8 198 1 807 11 Hr Total 926 3 625 210 2 0 2892453 9 0 8 0300 6 0 10 0 1500 217 2 211 2 1700 232 0 165 49 1 0 6240 310 1 0315 8 0 5 0 1515 272 2 227 1 1715 211 1 146 43 008370 2 001 0330 5 0 4 0 1530 285 4 237 2 1730 266 0 188 50 0085714111 0345 6 0 25 0 6 0 25 0 1545 261 2 1,035 10 233 0 908 5 1745 249 0 158 68 0 16470 1112 0400 6 0 5 0 1600 239 6 271 1 Hr Total 958 1 657 210 1 1 28 14 25 1 10 3 2 5 0415 8 0 1 0 1615 203 2 236 2 0430 13 0 11 0 1630 237 2 250 0 1800 194 0 12951116210 2 001 1815 242 0 163 62 006450 1 001 0445 26 0 53 0 10 1 27 1 1645 261 3 940 13 203 4 960 7 1830 213 0 152 48 0033410002 0500 25 0 6 0 1700 232 2 242 0 1845 205 0 153 34 009530 1 000 0515 18 0 16 0 1715 262 4 224 2 Hr Total 854 0 597 195 1 1 24 14 13 1 4 004 0530 28 0 15 0 1730 228 0 288 1 0545 33 0 104 0 20 1 57 1 1745 251 1 973 7 266 3 1,020 6 1900 204 0 152 39 006220 2100 1915 210 1 146 48 00525003 00 0600 34 0 21 1 1800 260 1 224 0 1930 180 0 128 37 00517002 00 0615 27 1 34 1 1815 268 0 251 2 1945 169 0 126 37 002 0 211000 0630 41 0 43 4 1830 241 2 236 2 Hr Total 763 1 552 161 001851613 6 00 0645 69 2 171 3 65 0 163 6 1845 249 0 1,018 3 216 0 927 4 0700 94 1 118 1 1900 233 2 196 2 2000 148 0 96 41 004320 1 001 0715 151 2 177 0 1915 237 0 218 0 2015 167 1 120 29 0061710 110 2030 160 1 112 38 002220 2 001 0730 230 1 262 0 1930 224 0 172 0 2045 150 0 114 30 003 0 2 0 1 000 0745 246 4 721 8 221 1 778 2 1945 202 1 896 3 149 1 735 3 Hr Total 625 2 442 138 001561314112 0800 207 2 220 0 2000 175 0 151 1 0815 169 5 176 2 2015 156 0 172 0 2100 147 2 108 30 003 0 2 00011 0830 144 3 183 1 2030 145 1 172 1 2115 146 0 104 33 00124001 0 1 0845 146 7 666 17 200 4 779 7 2045 176 0 652 1 155 0 650 2 2130 125 1 91 28 001 0 1 0 1200 2145 96 0 65 20 00352001 00 0900 154 1 186 5 2100 177 1 158 0 Hr Total 514 3 368 111 008790 1412 0915 133 1 164 2 2115 159 1 165 1 0930 154 4 176 2 2130 163 0 128 1 2200 92 0 67 20 002110 1 000 0945 137 2 578 8 175 1 701 10 2145 127 0 626 2 99 1 550 3 2215 93 0 71 17 0002 0002 0 1 1000 152 0 185 2 2200 105 0 99 0 2230 95 2 68 24 000001 0000 2245 82 0 63 18 001 0000000 1015 147 3 143 4 2215 97 0 93 0 Hr Total 362 2 269 79 003311120 1 1030 125 3 166 2 2230 101 0 84 0 1045 136 2 560 8 189 1 683 9 2245 89 0 392 0 80 0 356 0 2300 86 0 67 16 003 0000000 1100 153 4 174 3 2300 63 0 90 0 2315 63 0 43 18 002 0000000 1115 165 3 161 1 2315 64 0 70 0 2330 76 0 57 18 001 0000000 1130 168 3 167 3 2330 56 1 69 0 2345 50 0 39 10 001 0000000 Hr Total 275 0 206 62 007 0000000 1145 174 2 660 12 195 3 697 10 2345 57 0 240 1 44 0 273 0 Daily Traffic Data 12,979 117 12,979 117 12,942 103 12,942 103 PM Total 8,581 20 5,912 1,963 20 10 195 119 176 18 50 44 8 46 Total Directional 13,096 13,045 Total 26,141 Total 13,075 25 8,773 3,212 53 27 308 175 264 33 65 66 13 61

Project:Del Mar Corridor Study Location: [atr 3] west of amhurst Project:Del Mar Corridor Study Location: [atr 3] west of amhurst

Date: May 26, 2010 Time: Midnight to Noon Date: May 26, 2010 Time: Noon to Midnight Day of Week: Wednesday Direction: East (bound) Day of Week: Wednesday Direction: East (bound)

FHWA Scheme F Classification FHWA Scheme F Classification 12345678910111213 12345678910111213

Start Motor- Pass. 2 Axle, 3 Axle, 4 Axle, <5 Axle, 5 Axle, >6 Axle, <6 Axle, 6 Axle, >6 Axle, Start Motor- Pass. 2 Axle, 3 Axle, 4 Axle, <5 Axle, 5 Axle, >6 Axle, <6 Axle, 6 Axle, >6 Axle, Time Total cycle Car Pickup Bus 6 Tire Single Single Double Double Double Multi Multi Multi Time Total cycle Car Pickup Bus 6 Tire Single Single Double Double Double Multi Multi Multi 0000 46 0 33 13 0000000000 1200 195 0 134 61 0000000000 0015 44 0 31 13 0000000000 1215 191 1 133 52 0 410000000 0030 18 0 10 8 0000000000 1230 181 0 130 50 0 1 00000000 0045 18 0 14 4 0000000000 1245 196 0 143 50 0 2 001 00000 Hr Total 126 0 88 38 0000000000 Hr Total 763 1 540 213 0 710 1 00000

0100 18 0 15 3 0000000000 1300 217 1 146 68 1 1 00000000 0115 16 0 13 3 0000000000 1315 221 0 152 68 1 000000000 0130 12 0 750000000000 1330 209 0 136 67 3 2 1 0000000 0145 20 0 11 9 0000000000 1345 195 0 135 60 0000000000 Hr Total 66 0 46 20 0000000000 Hr Total 842 1 569 263 5 3 1 0000000

0200 8 0 620000000000 1400 205 0 134 70 1 000000000 0215 15 0 870000000000 1415 195 0 128 63 1 2 1 0000000 1430 174 0 115 57 1 0 1 0000000 0230 11 0 10 1 0000000000 1445 277 0 197 74 2 3 1 0000000 0245 8 0 710000000000 Hr Total 851 0 574 264 5 5 3 0000000 Hr Total 42 0 31 11 0000000000 1500 219 0 143 73 1 1 1 0000000 0300 6 0 510000000000 1515 274 0 194 73 5 0 1 0 1 00000 0315 8 0 530000000000 1530 289 1 200 83 1 3 001 00000 0330 5 0 320000000000 1545 263 2 178 79 2 0 2 0000000 0345 6 0 510000000000 Hr Total 1,045 3 715 308 9 4 4 0 2 00000 Hr Total 25 0 18 7 0000000000 1600 245 2 167 68 2 3 1 001 0 1 00 0400 6 0 420000000000 1615 205 1 127 71 4 0 2 0000000 0415 8 0 530000000000 1630 239 0 157 72 8 1 1 0000000 0430 13 0 850000000000 1645 264 4 175 81 1 3 00000000 0445 26 0 19 7 0000000000 Hr Total 953 7 626 292 15 7 4 001 0 1 00 Hr Total 53 0 36 17 0000000000 1700 234 0 176 54 2 2 00000000 0500 25 0 22 3 0000000000 1715 266 1 187 74 0 210 1 00000 0515 18 0 12 6 0000000000 1730 228 2 159 67 0000000000 0530 28 0 18 10 0000000000 1745 252 0 185 65 1 0 1 0000000 0545 33 0 27 6 0000000000 Hr Total 980 3 707 260 3 4 2 0 1 00000 Hr Total 104 0 79 25 0000000000 1800 261 0 182 78 0 1 00000000 0600 34 0 22 12 0000000000 1815 268 0 196 72 0000000000 0615 28 0 20 7 000001 0000 1830 243 0 167 74 0 110000000 0630 41 0 24 17 0000000000 1845 249 0 187 62 0000000000 0645 71 0 44 23 2 2 00000000 Hr Total 1,021 0 732 286 0 210000000 Hr Total 174 0 110 59 2 2 0001 0000 1900 235 0 155 78 0 1 0001 0000 0700 95 0 61 33 0 1 00000000 1915 237 0 169 68 0000000000 0715 153 0 100 49 2 1 001 00000 1930 224 0 164 60 0000000000 0730 231 0 158 70 2 0001 00000 1945 203 1 136 65 0 1 00000000 0745 250 0 175 70 1 2 1 0000001 Hr Total 899 1 624 271 0 2 0001 0000 Hr Total 729 0 494 222 5 4 1 0 2 00001 2000 175 2 126 47 0000000000 0800 209 0 144 57 6 2 00000000 2015 156 1 116 39 0000000000 0815 174 0 119 49 1 3 1 001 0000 2030 146 0 101 44 000001 0000 0830 147 0 101 40 3 2 001 00000 2045 176 0 122 54 0000000000 0845 153 1 97 45 3 1 2 0 1 00003 Hr Total 653 3 465 184 000001 0000 Hr Total 683 1 461 191 13 8 3 0 210003 2100 178 0 136 41 0 1 00000000 0900 155 1 105 46 2 1 00000000 2115 160 1 118 40 00001 00000 0915 134 0 89 44 001 0000000 2130 163 0 117 46 0000000000 0930 158 0 99 55 0 310000000 2145 127 0 95 32 0000000000 0945 139 1 91 44 1 1 1 0000000 Hr Total 628 1 466 159 0 1 001 00000 Hr Total 586 2 384 189 3 5 3 0000000 2200 105 0 80 25 0000000000 1000 152 0 104 47 1 000000000 2215 97 1 70 26 0000000000 1015 150 0 86 59 2 1 2 0000000 2230 101 0 70 31 0000000000 1030 128 0 86 36 3 2 000001 00 2245 89 0 69 20 0000000000 1045 138 0 91 44 1 0 1 0 1 00000 Hr Total 392 1 289 102 0000000000 Hr Total 568 0 367 186 7 3 3 0 1 001 00 2300 63 0 51 12 0000000000 1100 157 0 99 53 1 1 2 0 1 00000 2315 64 1 39 24 0000000000 2330 57 0 42 14 00001 00000 1115 168 0 122 40 3 0 2 0 1 00000 2345 57 0 39 18 0000000000 1130 171 0 115 51 2 2 1 0000000 1145 176 1 119 54 0 2 00000000 Hr Total 241 1 171 68 00001 00000 Hr Total 672 1 455 198 6 5 5 0 2 00000 PM Total 9,268 22 6,478 2,670 37 35 16 0 630 1 00 AM Total 3,828 4 2,569 1,163 36 27 15 0 720 1 0 4 Total 13,096 26 9,047 3,833 73 62 31 0 13 5 0 2 0 4 Project:Del Mar Corridor Study Location: [atr 3] west of amhurst Project:Del Mar Corridor Study Location: [atr 3] west of amhurst

Date: May 26, 2010 Time: Midnight to Noon Date: May 26, 2010 Time: Noon to Midnight Day of Week: Wednesday Direction: West (bound) Day of Week: Wednesday Direction: West (bound)

FHWA Scheme F Classification FHWA Scheme F Classification 12345678910111213 12345678910111213

Start Motor- Pass. 2 Axle, 3 Axle, 4 Axle, <5 Axle, 5 Axle, >6 Axle, <6 Axle, 6 Axle, >6 Axle, Start Motor- Pass. 2 Axle, 3 Axle, 4 Axle, <5 Axle, 5 Axle, >6 Axle, <6 Axle, 6 Axle, >6 Axle, Time Total cycle Car Pickup Bus 6 Tire Single Single Double Double Double Multi Multi Multi Time Total cycle Car Pickup Bus 6 Tire Single Single Double Double Double Multi Multi Multi 0000 34 0 27 7 0000000000 1200 204 2 156 44 1 0 1 0000000 0015 41 0 29 12 0000000000 1215 209 0 141 67 001 0000000 0030 22 0 16 6 0000000000 1230 210 0 147 61 0 2 00000000 0045 29 0 20 9 0000000000 1245 210 0 150 54 0 410 1 00000 Hr Total 126 0 92 34 0000000000 Hr Total 833 2 594 226 1 6 3 0 1 00000

0100 15 0 12 3 0000000000 1300 208 0 139 67 0 2 00000000 0115 17 0 11 6 0000000000 1315 204 0 143 59 1 1 00000000 0130 11 0 920000000000 1330 187 0 134 49 4 000000000 0145 16 0 10 6 0000000000 1345 199 0 131 66 001 0 1 00000 Hr Total 59 0 42 17 0000000000 Hr Total 798 0 547 241 5 3 1 0 1 00000 0200 15 0 11 4 0000000000 0215 12 0 10 2 0000000000 1400 210 0 146 55 6 3 00000000 0230 9 0 540000000000 1415 198 0 133 52 7 5 1 0000000 0245 10 0 72000001 0000 1430 211 1 160 46 3 0 1 0000000 Hr Total 46 0 33 12 000001 0000 1445 199 1 131 64 2 0001 00000 Hr Total 818 2 570 217 18 8 2 0 1 00000 0300 10 0 820000000000 0315 5 0 230000000000 1500 213 0 159 51 1 0 1 0 1 00000 0330 4 0 220000000000 1515 228 0 161 63 3 1 00000000 0345 6 0 510000000000 1530 239 2 166 68 1 2 00000000 Hr Total 25 0 17 8 0000000000 1545 233 0 169 62 2 000000000 Hr Total 913 2 655 244 7 3 1 0 1 00000 0400 5 0 5 00000000000 0415 1 0 1 00000000000 1600 272 0 189 80 2 0 1 0000000 0430 11 0 551000000000 1615 238 0 173 60 3 0 2 0000000 0445 11 0 631100000000 1630 250 0 178 72 0000000000 Hr Total 28 0 1782100000000 1645 207 3 140 60 0 220000000 Hr Total 967 3 680 272 5 2 5 0000000 0500 6 0 6 00000000000 0515 16 0 10 6 0000000000 1700 242 0 179 61 2 000000000 0530 15 0 852000000000 1715 226 2 172 49 1 0 1 001 0000 0545 21 0 1262100000000 1730 289 0 207 81 00001 00000 Hr Total 58 0 36 17 4 1 00000000 1745 269 0 176 90 0 210000000 Hr Total 1,026 2 734 281 3 2 2 0 110000 0600 22 0 15 6 0 1 0000000000 0 0 0 0 0 0 0615 35 0 18 11 5 1 00000000 1800 224 0 164 60 0000000000 0630 47 0 26 12 5 4 00000000 1815 253 0 174 77 0011000000 0645 65 0 36 27 2 000000000 1830 238 0 171 65 001 0 1 00000 Hr Total 169 0 95 56 12 6 00000000 1845 216 0 151 65 0000000000 Hr Total 931 0 660 267 0021100000 0700 119 0 71 46 1 1 00000000 0715 177 0 122 54 1 000000000 1900 198 0 145 51 0 110000000 0730 262 0 177 82 3 000000000 1915 218 1 155 62 0000000000 0745 222 0 150 69 2 1 00000000 1930 172 0 129 43 0000000000 Hr Total 780 0 520 251 7 2 00000000 1945 150 1 109 39 000001 0000 Hr Total 738 2 538 195 0 11001 0000 0800 220 0 157 62 1 000000000 0815 178 0 129 47 0 110000000 2000 152 1 109 41 000001 0000 0830 184 1 122 59 1 1 00000000 2015 172 1 126 45 0000000000 0845 204 0 139 61 0 220000000 2030 173 1 118 53 00001 00000 Hr Total 786 1 547 229 2 4 3 0000000 2045 155 0 125 30 0000000000 Hr Total 652 3 478 169 0000110000 0900 191 0 116 70 0 320000000 0915 166 0 107 57 001 0 1 00000 2100 158 0 117 41 0000000000 0930 178 0 115 58 3 2 00000000 2115 166 0 125 40 000001 0000 0945 176 0 130 45 001 0000000 2130 129 1 102 25 0 1 00000000 Hr Total 711 0 468 230 3 5 4 0 1 00000 2145 100 0 74 25 001 0000000 Hr Total 553 1 418 131 0 11001 0000 1000 187 0 118 65 2 1 1 0000000 1015 147 0 90 53 0 130000000 2200 99 0 69 30 0000000000 1030 168 0 117 46 3 1 1 0000000 2215 93 0 76 17 0000000000 1045 190 0 115 74 0 1 00000000 2230 84 0 58 26 0000000000 Hr Total 692 0 440 238 5 4 5 0000000 2245 80 0 60 20 0000000000 Hr Total 356 0 263 93 0000000000 1100 177 1 120 53 002 001 0000 2300 90 0 69 21 0000000000 1115 162 0 109 52 0 1 00000000 2315 70 0 52 18 0000000000 1130 170 1 117 48 1 0 2 0 1 00000 2330 69 0 53 16 0000000000 1145 198 0 138 57 0 2 0000001 0 2345 44 0 37 7 0000000000 Hr Total 707 2 484 210 1 3 4 0 11001 0 Hr Total 273 0 211 62 0000000000

AM Total 4,187 3 2,791 1,310 36 26 16 0 22001 0 PM Total 8,858 17 6,348 2,398 39 26 18 1 7 4 0000

Total 13,045 20 9,139 3,708 75 52 34 1 9 6 001 0

Project:Del Mar Corridor Study Location: [atr 5] east of rocio [atr 5] east of rocio Date: May 26, 2010 Time: Midnight to Noon Day of Week: Wednesday Direction: East (bound) 1,200 FHWA Scheme F Classification 1,000 12345678910111213 Client Name. : City of Laredo 800 Start Motor- Pass. 2 Axle, 3 Axle, 4 Axle, <5 Axle, 5 Axle, >6 Axle, <6 Axle, 6 Axle, >6 Axle, HOUR 600 Time Total cycle Car Pickup Bus 6 Tire Single Single Double Double Double Multi Multi Multi PER 0000 51 0 37 13 00001 00000 Project: Del Mar Corridor Study 400 0015 43 0 31 12 0000000000 0030 30 0 21 8 001 0000000 200 Location: [atr 5] east of rocio VEHICLES 0045 17 0 13 4 0000000000 0 Hr Total 141 0 102 37 001 0 1 00000 Date: May 26, 2010 123456789101112131415161718192021222324 Day of Week: Wednesday 0100 18 0 15 3 0000000000 TIME East(bound) 0115 21 0 18 3 0000000000 West (bound) 0130 13 0 940000000000 0145 14 0 10 4 0000000000 Hr Total 66 0 52 14 0000000000 Start East (bound) West (bound) Start East (bound) West (bound) Time Time 0200 18 0 17 1 0000000000 NC C NC C NC C NC C NC C NC C NC C NC C 0215 31 0 20 11 0000000000 0000 50 1 32 1 1200 192 7 195 11 0015 43 0 24 0 1215 203 15 187 3 0230 19 0 17 2 0000000000 0030 29 1 18 0 1230 165 13 189 10 0245 11 0 920000000000 Hr Total 79 0 63 16 0000000000 0045 17 0 139 2 15 0 89 1 1245 167 6 727 41 178 14 749 38 0100 18 0 17 0 1300 196 8 167 11 0300 15 1 10 4 0000000000 0115 21 0 19 0 1315 168 7 186 6 0315 8 0 8 00000000000 0130 13 0 10 0 1330 210 8 196 9 0330 8 0 350000000000 0145 14 0 66 0 8 0 54 0 1345 187 6 761 29 177 10 726 36 0345 3 0 3 00000000000 0200 18 0 5 0 1400 166 9 179 4 Hr Total 34 1 24 9 0000000000 0215 31 0 5 0 1415 174 7 144 7 0400 8 0 710000000000 0230 19 0 4 1 1430 166 7 149 8 0415 3 0 3 00000000000 0245 11 0 79 0 8 0 22 1 1445 176 11 682 34 167 12 639 31 0430 6 0 420000000000 0300 15 0 9 0 1500 174 11 223 3 0445 23 0 19 2 2 000000000 0315 8 0 10 0 1515 227 11 169 6 Hr Total 40 0 33 5 2 000000000 0330 8 0 8 0 1530 261 25 183 7 0500 26 0 17 9 0000000000 0345 3 0 34 0 7 0 34 0 1545 238 19 900 66 255 23 830 39 0515 14 0 770000000000 0400 8 0 7 0 1600 247 11 274 25 0530 20 0 12 6 1 00001 0000 0415 3 0 8 0 1615 237 6 259 5 0545 21 0 12 9 0000000000 0430 6 0 9 0 1630 222 3 206 17 Hr Total 81 0 48 31 1 00001 0000 0445 23 0 40 0 11 1 35 1 1645 194 11 900 31 206 9 945 56 0500 26 0 11 1 1700 204 14 204 10 0600 15 0 11 4 0000000000 0615 30 1 14 10 0 31001 0000 0515 14 0 9 0 1715 235 10 205 10 0630 32 1 19 11 000001 0000 0530 19 1 14 0 1730 256 15 200 17 0645 64 0 36 24 2 001 001 000 0545 21 0 80 1 33 0 67 1 1745 243 11 938 50 200 6 809 43 Hr Total1412804923110 21000 0600 15 0 34 1 1800 281 13 202 7 0615 25 5 31 0 1815 224 14 189 12 0700 82 0 52 24 2 1 0 1110000 0630 31 1 38 1 1830 237 7 180 7 0715 120 0 91 24 1 001300000 0730 202 0 139 59 1 001100001 0645 62 2 133 8 61 3 164 5 1845 225 12 967 46 179 7 750 33 0745 248 0 169 59 1 0 64900000 0700 78 4 103 3 1900 237 13 173 7 Hr Total 652 0 45116651671410001 0715 116 4 192 7 1915 224 11 168 8 0730 199 3 272 18 1930 186 6 156 2 0800 269 0 170 78 7 0 43700000 0745 229 19 622 30 240 23 807 51 1945 179 7 826 37 156 2 653 19 0815 249 0 173621225111001 0800 255 14 210 14 2000 173 10 145 10 0830 239 0 160 66 0 151411000 0845 154 0 1014233211001 00 0815 236 13 232 16 2015 185 9 134 3 Hr Total 911 0 604 248 11 6 13 10 13 2 2 1 0 1 0830 226 13 236 17 2030 170 5 171 8 0845 146 8 863 48 236 15 914 62 2045 187 5 715 29 150 5 600 26 0900 166 2 110 41 0052211200 0900 153 13 160 9 2100 160 5 140 3 0915 130 0 81 43 002120 1 000 0915 124 6 165 5 2115 162 4 122 1 0930 132 0 87381131001 000 0930 126 6 159 9 2130 182 6 84 3 0945 142 0 97 37 0 131300000 0945 134 8 537 33 148 3 632 26 2145 145 5 649 20 92 2 438 9 Hr Total570237515912135713200 1000 147 5 153 6 2200 106 0 78 2 1000 152 1 98 48 0012001100 1015 151 7 157 7 2215 88 2 77 2 1015 158 0 92 57 2 1 1 0 320000 1030 112 8 171 7 2230 114 3 92 1 1030 120 0 76 35 1 0 412001 00 1045 121 6 531 26 170 8 651 28 2245 91 2 399 7 91 0 338 5 1045 127 0 81 38 2 001310001 1100 164 6 143 11 2300 86 1 76 1 Hr Total5571347178516483120 1 1115 132 4 157 6 2315 83 0 63 1 1100 170 0 126 37 1 0 41100000 1130 169 9 154 8 2330 66 1 50 0 1115 136 0 92 40 0011200000 1145 179 13 644 32 193 7 647 32 2345 44 0 279 2 41 1 230 3 1130 178 0 108 61 0011700000 Daily Traffic Data 12,511 572 12,511 572 11,823 546 11,823 546 1145 192 0 121 58 00353001 0 1 Total Directional 13,083 12,369 Hr Total 676 0 447 196 1 0 9813001 0 1 Total 25,452 AM Total 3,948 6 2,626 1,108 28 13 49 35 56 10 7 6 0 4 Project:Del Mar Corridor Study Location: [atr 5] east of rocio Project:Del Mar Corridor Study Location: [atr 5] east of rocio

Date: May 26, 2010 Time: Noon to Midnight Date: May 26, 2010 Time: Midnight to Noon Day of Week: Wednesday Direction: East (bound) Day of Week: Wednesday Direction: West (bound)

FHWA Scheme F Classification FHWA Scheme F Classification 12345678910111213 12345678910111213

Start Motor- Pass. 2 Axle, 3 Axle, 4 Axle, <5 Axle, 5 Axle, >6 Axle, <6 Axle, 6 Axle, >6 Axle, Start Motor- Pass. 2 Axle, 3 Axle, 4 Axle, <5 Axle, 5 Axle, >6 Axle, <6 Axle, 6 Axle, >6 Axle, Time Total cycle Car Pickup Bus 6 Tire Single Single Double Double Double Multi Multi Multi Time Total cycle Car Pickup Bus 6 Tire Single Single Double Double Double Multi Multi Multi 1200 199 0 136 56 0 122200000 0000 33 0 22 10 0001 000000 1215 218 1 142 60 0 43430 1 000 0015 24 0 19 5 0000000000 1230 178 0 112 53 0 21350 1 0 1 0 0030 18 0 14 4 0000000000 1245 173 0 116 51 0 2 0 1300000 0045 15 0 10 5 0000000000 Hr Total 768 1 506 220 0 9 6 10 13 0 2 0 1 0 Hr Total 90 0 65 24 0001 000000

1300 204 0 138 58 00213002 00 0100 17 0 10 7 0000000000 1315 175 0 118 50 0011400001 0115 19 0 15 4 0000000000 0130 10 0 730000000000 1330 218 0 141681114200000 0145 8 0 620000000000 1345 193 0 137 49 1 0 1130001 0 Hr Total 54 0 38 16 0000000000 Hr Total 790 0 53422521571200211 0200 5 0 5 00000000000 1400 175 0 120 45 1 0 51200001 0215 5 0 320000000000 1415 181 0 121 50 3 2 1 0 4 00000 0230 5 0 31001 0000000 1430 173 0 110 55 1 0 123001 00 0245 8 0 620000000000 1445 187 0 120 56 0032510000 Hr Total 23 0 17 5 001 0000000 Hr Total 716 0 471 206 5 2 10 5 14 1 0 1 0 1 0300 9 0 720000000000 1500 185 0 110631113600000 0315 10 0 640000000000 1515 238 0 155702115300001 0330 8 0 710000000000 1530 286 0 18571515890 1 0 1 0 0345 7 0 610000000000 1545 257 0 16172541270 3 002 Hr Total 34 0 26 8 0000000000 Hr Total 966 0 611 276 13 7 8 18 25 0 4 0 13 0400 7 0 520000000000 1600 258 0 183 63 1 2 7 0 2 00000 0415 8 0 620000000000 1615 243 1 160 76 003 0 2 00001 0430 9 0 720000000000 1630 225 1 153 66 2 0 21000000 0445 12 0 65000001 0000 1645 205 0 140 54 0 1324001 00 Hr Total 36 0 24 11 000001 0000 Hr Total 931 2 636 259 3 3 15 3 8 001 0 1 0500 12 0 83000001 0000 1700 218 0 158 46 00435001 0 1 0515 9 0 720000000000 1715 245 0 170 64 1 0 25200001 0530 14 0 950000000000 1730 271 2 180 74 0 138300000 0545 33 0 20 13 0000000000 1745 254 0 178 65 0 154100000 Hr Total 68 0 44 23 000001 0000 Hr Total 988 2 686 249 1 2 14 20 11 001 0 2 0600 35 0 24 10 0 1 0000000000 0 0 0 0 0 0 1800 294 0 191 89 1 0 3540 1 000 0615 31 0 20 11 0000000000 1815 238 0 158 66 004350 1 0 1 0 0630 39 0 25 12 1 1 00000000 1830 244 0 159 78 0 114100000 0645 64 0 40 21 0001110000 1845 237 0 158 67 003620001 0 Hr Total 169 0 109 54 1 2 0 1110000 Hr Total 1,013 0 666 300 1 1 11 18 12 0 2 0 2 0 0700 106 0 69 34 0 110 1 00000 1900 250 0 182 54 1 0 55300000 0715 199 0 125661112200001 1915 235 0 166 58 00334001 00 0730 290 0 196 76 0 14460 2 001 1930 192 0 141 45 0023100000 0745 263 0 185 55 0 15770 2 0 1 0 1945 186 0 138 41 001140 1 000 Hr Total 858 0 575 231 1 4 11 13 16 0 4 0 12 Hr Total 863 0 627 198 1 0 11 12 12 0 1100 0800 224 0 144 63 3 0 6250 1 000 2000 183 0 128 45 00143001 0 1 0815 248 1 162 60 9 0 5350 1110 2015 194 1 142 42 002510 1 000 0830 253 0 168662154500011 2030 175 1 108 61 0013000001 0845 251 0 181 55 0 26150 1 000 2045 192 0 134 53 0031100000 Hr Total 976 1 655 244 14 3 22 10 20 0 3121 Hr Total 744 2 512 201 007135 0 110 2 0900 169 0 107 53 0 220 2 0 110 1 2100 165 0 116 44 001110 1100 0915 170 0 118461112100000 2115 166 0 111 51 0012100000 0930 168 0 116 43 003 0 411000 2130 188 0 131 51 0014100000 0945 151 0 101 47 002 00001 00 2145 150 0 101 44 0013100000 Hr Total 658 0 442189138271220 1 Hr Total 669 0 459 190 004104 0 1100 1000 159 0 103 49 1 1 3 0 2 00000 2200 106 0 78 28 0000000000 1015 164 2 100 55 0 121110 1 00 2215 90 0 63 25 0001 0 1 0000 1030 178 0 116 55 002 0 4 00001 2230 117 0 83 31 0011100000 1045 178 1 122 47 001330 1 000 2245 93 0 70 21 0011000000 Hr Total67934412061284101110 1 Hr Total 406 0 294 105 0023110000 1100 154 0 94 47 2 0 433001 00 2300 87 0 66 20 00001 00000 1115 163 0 113 44 002 0 310000 2315 83 0 64 19 0000000000 1130 162 0 109441111500000 2330 67 0 50 16 001 0000000 1145 200 1 145 46 1 0 41200000 2345 44 0 35 9 0000000000 Hr Total 679 1 461 181 4 1 11 5 13 1 0 1 00 Hr Total 281 0 215 64 001 0 1 00000 AM Total 4,324 5 2,897 1,192 22 15 61 36 67 6 10 5 3 5 PM Total 9,135 7 6,217 2,493 26 25 94 119 118 2 11 8 5 10

Total 13,083 13 8,843 3,601 54 38 143 154 174 12 18 14 5 14

Project:Del Mar Corridor Study Location: [atr 5] east of rocio [atr 7] west of 20 Date: May 26, 2010 Time: Noon to Midnight Day of Week: Wednesday Direction: West (bound) 600 FHWA Scheme F Classification 12345678910111213 500 Client Name. : City of Laredo Start Motor- Pass. 2 Axle, 3 Axle, 4 Axle, <5 Axle, 5 Axle, >6 Axle, <6 Axle, 6 Axle, >6 Axle, 400 HOUR Time Total cycle Car Pickup Bus 6 Tire Single Single Double Double Double Multi Multi Multi 300 PER 1200 206 0 135 60 0 21250 1 000 Project: Del Mar Corridor Study 1215 190 0 116 70 1 0 11100000 200 1230 199 1 144 44 0 12240 1 000 100 1245 192 0 128 50 0 434300000 Location: [atr 7] west of 20 VEHICLES Hr Total78715232241779130 2 000 0 Date: May 26, 2010 123456789101112131415161718192021222324 1300 178 0 124 43 00415001 00 Day of Week: Wednesday TIME East(bound) 1315 192 0 124 62 0 1 0 22001 00 West (bound) 1330 205 0 128 67 1 0 14400000 1345 187 0 117 60 00432001 00 Hr Total 762 0 493 232 1 1 9 10 13 003 00 Start East (bound) West (bound) Start East (bound) West (bound) 1400 183 0 134 45 002 0 2 00000 Time Time 1415 151 1 110 33 001120 2100 NC C NC C NC C NC C NC C NC C NC C NC C 1430 157 0 103 45 1 0 1330 1 000 0000 21 0 20 0 1200 111 0 90 4 1445 179 1 118 47 1161400000 Hr Total 670 2 465 170 2 1 10 5 11 0 3100 0015 30 0 18 0 1215 90 4 87 0 0030 9 0 10 0 1230 85 2 79 1 1500 226 0 156 67 0 111000000 0045 16 0 76 0 8 0 56 0 1245 108 2 394 8 93 0 349 5 1515 175 0 1165212110 11000 0100 12 0 9 0 1300 98 0 95 2 1530 190 1 130 51 1122200000 0115 11 0 7 0 1315 92 3 73 2 1545 278 0 166 85 4 0 9840 1100 0130 6 0 7 0 1330 91 1 83 1 Hr Total8691568255641312612100 0145 10 0 39 0 4 0 27 0 1345 89 1 370 5 83 0 334 5 1600 299 0 184 86 4 1 10 6 5 002 0 1 0200 6 0 5 0 1400 93 0 84 0 1615 264 1 191 67 0 210 1 0 1 000 0215 21 0 3 0 1415 96 1 72 0 1630 223 0 14954316440 2 000 0230 10 0 4 0 1430 103 2 82 1 1645 215 0 153 51 2 0 32310000 0245 7 0 44 0 7 0 19 0 1445 92 3 384 6 79 3 317 4 Hr Total 1,001 1 677 258 9 4 20 12 13 1 3 2 0 1 0300 5 0 8 0 1500 99 3 100 1 1700 214 1 144 58 1232200001 0315 11 0 7 0 1515 86 3 85 4 1715 215 0 144 60 1 0 2150 2 000 0330 2 0 9 0 1530 97 2 118 0 1730 217 0 145 55 0 253610000 0345 11 0 29 0 5 1 29 1 1545 179 3 461 11 118 0 421 5 1745 206 0 143 57 0 1220 1 0000 0400 7 0 5 1 1600 168 7 139 0 Hr Total 852 1 576 230 2 5 12 8 13 2 2 001 0415 9 0 6 0 1615 133 2 94 3 0430 9 0 7 0 1630 110 1 121 3 1800 209 1 145 56 0 130 3 00000 1815 201 0 124 64 1 1 3 0 7 001 00 0445 11 1 36 1 15 1 33 2 1645 104 0 515 10 95 1 449 7 1830 187 0 122 58 004 0 3 00000 0500 12 0 5 0 1700 130 0 104 1 1845 186 0 125 54 0013210000 0515 9 1 13 1 1715 114 2 122 1 Hr Total 783 1 516 232 1 2 11 3 15 1 0 1 00 0530 14 1 16 0 1730 121 1 122 1 0545 21 0 56 2 10 1 44 2 1745 137 0 502 3 109 1 457 4 1900 180 0 130 43 0 120 3 0 1 000 1915 176 0 121 47 0034100000 0600 19 1 8 1 1800 135 0 111 1 1930 158 0 119 37 0001100000 0615 24 2 9 0 1815 121 0 99 0 1945 158 2 108 46 00002 00000 0630 38 2 18 0 1830 102 0 88 1 Hr Total 672 2 478 173 0 15570 1 000 0645 48 0 129 5 27 5 62 6 1845 100 1 458 1 102 0 400 2 0700 71 1 63 0 1900 135 1 98 2 2000 155 0 101 44 0031420000 0715 93 2 68 0 1915 113 0 73 0 2015 137 0 87 47 0 1 0 2 000000 2030 179 0 119 52 0011600000 0730 116 1 111 0 1930 90 0 99 0 2045 155 0 114 36 0011300000 0745 137 1 417 5 113 2 355 2 1945 86 0 424 1 82 0 352 2 Hr Total 626 0 421 179 0 1551320000 0800 125 0 155 1 2000 86 2 87 2 0815 123 2 125 1 2015 103 0 93 0 2100 143 0 97 43 0001200000 0830 125 1 153 3 2030 66 1 127 0 2115 123 0 88 34 0001 000000 0845 114 3 487 6 115 2 548 7 2045 77 0 332 3 82 0 389 2 2130 87 0 59 25 0 110 1 00000 2145 94 0 63 29 0000110000 0900 84 1 91 1 2100 86 0 80 1 Hr Total 447 0 307 131 0 112410000 0915 66 4 56 2 2115 74 0 59 0 0930 68 2 46 5 2130 62 0 54 1 2200 80 0 59 19 0001100000 0945 74 3 292 10 57 0 250 8 2145 58 0 280 0 44 1 237 3 2215 79 0 60 17 0011000000 1000 61 3 65 4 2200 34 0 49 0 2230 93 0 69 23 0001 000000 2245 91 0 72 19 0000000000 1015 79 3 64 3 2215 46 1 52 0 Hr Total 343 0 260 78 0013100000 1030 75 2 77 4 2230 54 0 40 0 1045 75 5 290 13 69 2 275 13 2245 38 1 172 2 48 0 189 0 2300 77 0 56 20 001 0000000 1100 73 2 73 2 2300 39 0 35 0 2315 64 1 51 11 001 0000000 1115 77 0 60 0 2315 38 0 17 0 2330 50 0 41 9 0000000000 1130 74 4 88 5 2330 40 0 29 0 2345 42 1 27 13 001 0000000 Hr Total 233 2 175 53 003 0000000 1145 80 0 304 6 89 2 310 9 2345 20 0 137 0 17 0 98 0 Daily Traffic Data 6,628 98 6,628 98 6,000 89 6,000 89 PM Total 8,045 11 5,459 2,215 22 27 97 74 109 8 13 8 0 2 Total Directional 6,726 6,089 Total 12,815 Total 12,369 16 8,356 3,407 44 42 158 110 176 14 23 13 3 7 Project:Del Mar Corridor Study Location: [atr 7] west of 20 Project:Del Mar Corridor Study Location: [atr 7] west of 20

Date: May 26, 2010 Time: Midnight to Noon Date: May 26, 2010 Time: Noon to Midnight Day of Week: Wednesday Direction: East (bound) Day of Week: Wednesday Direction: East (bound)

FHWA Scheme F Classification FHWA Scheme F Classification 12345678910111213 12345678910111213

Start Motor- Pass. 2 Axle, 3 Axle, 4 Axle, <5 Axle, 5 Axle, >6 Axle, <6 Axle, 6 Axle, >6 Axle, Start Motor- Pass. 2 Axle, 3 Axle, 4 Axle, <5 Axle, 5 Axle, >6 Axle, <6 Axle, 6 Axle, >6 Axle, Time Total cycle Car Pickup Bus 6 Tire Single Single Double Double Double Multi Multi Multi Time Total cycle Car Pickup Bus 6 Tire Single Single Double Double Double Multi Multi Multi 0000 21 0 15 6 0000000000 1200 111 0 78 33 0000000000 0015 30 0 24 6 0000000000 1215 94 0 55 35 0 130000000 0030 9 0 630000000000 1230 87 0 58 26 1 2 00000000 0045 16 0 13 3 0000000000 1245 110 0 73 35 0 1 001 00000 Hr Total 76 0 58 18 0000000000 Hr Total 402 0 264 129 1 4 3 0 1 00000

0100 12 0 750000000000 1300 98 0 71 26 1 000000000 0115 11 0 740000000000 1315 95 0 64 28 001 002 0000 0130 6 0 510000000000 1330 92 0 53 38 0 1 00000000 0145 10 0 730000000000 1345 90 0 66 23 001 0000000 Hr Total 39 0 26 13 0000000000 Hr Total 375 0 254 115 1 1 2 002 0000

0200 6 0 510000000000 1400 93 0 62 31 0000000000 0215 21 0 14 7 0000000000 1415 97 0 67 27 2 1 00000000 1430 105 0 65 38 00002 00000 0230 10 0 10 00000000000 1445 95 0 63 28 1 1 0002 0000 0245 7 0 520000000000 Hr Total 390 0 257 124 3 2 00220000 Hr Total 44 0 34 10 0000000000 1500 102 0 65 33 1 2 001 00000 0300 5 0 410000000000 1515 89 1 50 34 1 1 2 0000000 0315 11 0 830000000000 1530 99 1 70 25 1 1 1 0000000 0330 2 0 2 00000000000 1545 182 0 123 50 6 3 00000000 0345 11 0 740000000000 Hr Total 472 2 308 142 9 7 3 0 1 00000 Hr Total 29 0 21 8 0000000000 1600 175 0 123 41 4 3 2 0 1 0 1 000 0400 7 0 610000000000 1615 135 0 101 32 0 2 00000000 0415 9 0 9 00000000000 1630 111 0 77 32 1 00001 0000 0430 9 0 540000000000 1645 104 1 63 40 0000000000 0445 12 0 64100001 0000 Hr Total 525 1 364 145 5 5 2 0 111000 Hr Total 37 0 26 9 1 00001 0000 1700 130 0 89 41 0000000000 0500 12 0 741000000000 1715 116 2 78 34 002 0000000 0515 10 0 63001 0000000 1730 122 0 91 30 0 1 00000000 0530 15 0 59000001 0000 1745 137 0 97 40 0000000000 0545 21 0 12 8 1 000000000 Hr Total 505 2 355 145 0 120000000 Hr Total 58 0 30 24 2 0 1 001 0000 1800 135 0 88 47 0000000000 0600 20 0 13 5 1 00001 0000 1815 121 0 88 33 0000000000 0615 26 0 16 8 0 1 0001 0000 1830 102 0 68 34 0000000000 0630 40 1 20 16 1 0 1 001 0000 1845 101 1 74 25 0 1 00000000 0645 48 0 28 20 0000000000 Hr Total 459 1 318 139 0 1 00000000 Hr Total 134 1 77 49 2 1 1 003 0000 1900 136 0 98 37 00000001 00 0700 72 0 43 26 2 00001 0000 1915 113 0 76 37 0000000000 0715 95 0 64 29 0 1 00000001 1930 90 1 68 21 0000000000 0730 117 0 76 39 1 0001 00000 1945 86 0 65 21 0000000000 0745 138 0 92 45 0000001 000 Hr Total 425 1 307 116 00000001 00 Hr Total 422 0 275 139 3 1 00111001 2000 88 0 52 34 0 110000000 0800 125 0 83 41 1 000000000 2015 103 1 73 29 0000000000 0815 125 1 72 48 2 1 001 00000 2030 67 0 47 19 001 0000000 0830 126 0 87 38 001 0000000 2045 77 0 55 22 0000000000 0845 117 0 79 33 2 2 1 0000000 Hr Total 335 1 227 104 0 120000000 Hr Total 493 1 321 160 5 3 2 0 1 00000 2100 86 0 63 23 0000000000 0900 85 0 58 26 0 1 00000000 2115 74 0 51 23 0000000000 0915 70 0 42 24 002 002 0000 2130 62 1 34 27 0000000000 0930 70 0 40 28 0 2 00000000 2145 58 0 41 17 0000000000 0945 77 1 48 25 0 120000000 Hr Total 280 1 189 90 0000000000 Hr Total 302 1 188 103 0 44002 0000 2200 34 0 26 8 0000000000 1000 64 0 45 15 1 1 2 0000000 2215 47 0 38 8 000001 0000 1015 82 0 49 29 1 1 1 001 0000 2230 54 0 38 16 0000000000 1030 77 0 47 26 2 0 2 0000000 2245 39 0 31 7 000000001 0 1045 80 1 43 28 3 0 3 0 110000 Hr Total 174 0 133 39 000001 001 0 Hr Total 303 1 184 98 7 2 8 0 120000 2300 39 0 27 12 0000000000 1100 75 0 48 25 0000011000 2315 38 0 33 5 0000000000 2330 40 0 32 8 0000000000 1115 77 0 53 24 0000000000 2345 20 0 15 5 0000000000 1130 78 0 41 33 003 0 1 00000 1145 80 0 46 34 0000000000 Hr Total 137 0 107 30 0000000000 Hr Total 310 0 188 116 003 0 111000 PM Total 4,479 9 3,083 1,318 19 22 14 0 561110 AM Total 2,247 4 1,428 747 20 11 19 0 4112 001 Total 6,726 13 4,511 2,065 39 33 33 0 9173111

Project:Del Mar Corridor Study Location: [atr 7] west of 20 Project:Del Mar Corridor Study Location: [atr 7] west of 20

Date: May 26, 2010 Time: Midnight to Noon Date: May 26, 2010 Time: Noon to Midnight Day of Week: Wednesday Direction: West (bound) Day of Week: Wednesday Direction: West (bound)

FHWA Scheme F Classification FHWA Scheme F Classification 12345678910111213 12345678910111213

Start Motor- Pass. 2 Axle, 3 Axle, 4 Axle, <5 Axle, 5 Axle, >6 Axle, <6 Axle, 6 Axle, >6 Axle, Start Motor- Pass. 2 Axle, 3 Axle, 4 Axle, <5 Axle, 5 Axle, >6 Axle, <6 Axle, 6 Axle, >6 Axle, Time Total cycle Car Pickup Bus 6 Tire Single Single Double Double Double Multi Multi Multi Time Total cycle Car Pickup Bus 6 Tire Single Single Double Double Double Multi Multi Multi 0000 20 0 13 7 0000000000 1200 94 0 56 33 1 1 1 0 1 001 00 0015 18 0 11 7 0000000000 1215 87 1 55 30 1 000000000 0030 10 0 730000000000 1230 80 0 60 19 001 0000000 0045 8 0 530000000000 1245 93 0 67 26 0000000000 Hr Total 56 0 36 20 0000000000 Hr Total 354 1 238 108 2 1 2 0 1 001 00

0100 9 0 810000000000 1300 97 0 76 19 0001 0001 00 0115 7 0 520000000000 1315 75 0 55 18 000002 0000 0130 7 0 430000000000 1330 84 0 62 20 1 001 000000 0145 4 0 310000000000 1345 83 0 58 25 0000000000 Hr Total 27 0 20 7 0000000000 Hr Total 339 0 251 82 1 002 0 2 0 1 00 0200 5 0 410000000000 0215 3 0 210000000000 1400 84 0 60 24 0000000000 0230 4 1 3 00000000000 1415 72 0 51 20 1 000000000 0245 7 0 7 00000000000 1430 83 1 60 19 2 00001 0000 Hr Total 19 1 16 2 0000000000 1445 82 0 50 29 002 0 1 00000 Hr Total 321 1 221 92 3 0 2 0 110000 0300 8 0 530000000000 0315 7 0 520000000000 1500 101 0 71 27 2 1 00000000 0330 9 0 810000000000 1515 89 0 53 29 3 2 00110000 0345 6 0 5 0000001 0000 1530 118 1 78 37 2 000000000 Hr Total 30 0 23 6 000001 0000 1545 118 0 84 28 6 000000000 Hr Total 426 1 286 121 13 3 00110000 0400 6 0 41000001 0000 0415 6 0 6 00000000000 1600 139 0 102 36 1 000000000 0430 7 0 520000000000 1615 97 1 65 27 1 1 1 0 1 00000 0445 16 0 10 5 000001 0000 1630 124 0 84 34 3 1 1 001 0000 Hr Total 35 0 25 8 000002 0000 1645 96 0 69 24 2 00001 0000 Hr Total 456 1 320 121 7 2 2 0 120000 0500 5 0 230000000000 0515 14 0 94000001 0000 1700 105 1 77 25 1 1 00000000 0530 16 0 790000000000 1715 123 0 83 39 00001 00000 0545 11 0 82000001 0000 1730 123 1 90 31 0 1 00000000 Hr Total 46 0 26 18 000002 0000 1745 110 0 78 31 0 1 00000000 Hr Total 461 2 328 126 1 3 001 00000 0600 9 0 6622 000000 0 0 1 0000000 0 0 0 0615 9 0 810000000000 1800 112 1 84 26 0 1 00000000 0630 18 0 891000000000 1815 99 0 66 33 0000000000 0645 32 0 17 10 0 12002 0000 1830 89 0 64 24 000001 0000 Hr Total 68 0 39 22 1 1 2 0 120000 1845 102 0 77 25 0000000000 Hr Total 402 1 291 108 0 1 0001 0000 0700 63 0 44 18 1 000000000 0715 68 0 42 24 2 000000000 1900 100 0 75 23 0 1 00001 000 0730 111 0 73 35 3 000000000 1915 73 0 52 21 0000000000 0745 115 0 90 22 1 1 1 0000000 1930 99 0 79 20 0000000000 Hr Total 357 0 249 99 7 1 1 0000000 1945 82 1 59 22 0000000000 Hr Total 354 1 265 86 0 1 00001 000 0800 156 0 102 50 3 00001 0000 0815 126 0 88 34 3 1 00000000 2000 89 1 66 20 0001 0 1 0000 0830 156 2 108 42 1 2 1 0000000 2015 93 0 68 25 0000000000 0845 117 0 91 24 0 1 00001 000 2030 127 0 95 32 0000000000 Hr Total 555 2 389 150 7 4 1 0011000 2045 82 0 61 21 0000000000 Hr Total 391 1 290 98 0001 0 1 0000 0900 92 0 61 29 1 1 00000000 0915 58 0 33 23 0 2 00000000 2100 81 0 55 25 00001 00000 0930 51 0 32 13 1 1 3 0001 000 2115 59 0 48 11 0000000000 0945 57 0 39 17 1 000000000 2130 55 0 38 16 0 1 00000000 Hr Total 258 0 165 82 3 4 3 0001 000 2145 45 0 32 12 000001 0000 Hr Total 240 0 173 64 0 1 00110000 1000 69 0 43 22 0 130000000 1015 67 0 44 19 1 1 1 001 0000 2200 49 0 39 10 0000000000 1030 81 0 48 29 0 21001 0000 2215 52 0 36 16 0000000000 1045 71 0 53 16 002 0000000 2230 40 0 30 10 0000000000 Hr Total 288 0 188 86 1 4 7 002 0000 2245 48 0 35 13 0000000000 Hr Total 189 0 140 49 0000000000 1100 75 0 43 29 1 0 2 0000000 2300 35 0 21 14 0000000000 1115 60 0 44 16 0000000000 2315 17 0 15 2 0000000000 1130 93 0 51 36 1 1 2 0 2 00000 2330 29 0 15 14 0000000000 1145 91 0 64 25 002 0000000 2345 17 0 12 5 0000000000 Hr Total 319 0 202 106 2 1 6 0 2 00000 Hr Total 98 0 63 35 0000000000

AM Total 2,058 3 1,378 606 21 15 20 0 3102 000 PM Total4,03192,8661,090271263691200

Total 6,089 12 4,244 1,696 48 27 26 3 9 19 3 2 00

Laredo Urban Transportation Study – Metropolitan Planning Organization – Del Mar Boulevard Corridor Study

Appendix B: Synchro Model Output

October, 2011 Page 63

Laredo Urban Transportation Study – Metropolitan Planning Organization – Del Mar Boulevard Corridor Study

October, 2011 Page 64 Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1000: Del Mar Blvd & Santa Maria Rd 2010 Existing AM Peak 1000: Del Mar Blvd & Santa Maria Rd 2010 Existing PM Peak

Lane Group WBL WBR NBT NBR SBL SBT ø1 ø5 ø6 ø8 ø9 ø12 Lane Group WBL WBR NBT NBR SBL SBT ø1 ø5 ø6 ø8 ø9 ø12 Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 0 0 0 1611 3433 1863 Satd. Flow (prot) 0 0 0 1611 3433 1863 Flt Permitted 0.950 Flt Permitted 0.950 Satd. Flow (perm) 0 0 0 1611 3433 1863 Satd. Flow (perm) 0 0 0 1611 3433 1863 Satd. Flow (RTOR) Satd. Flow (RTOR) Volume (vph) 0 0 0 272 257 161 Volume (vph) 0 0 0 438 312 306 Lane Group Flow (vph) 0 0 0 299 302 189 Lane Group Flow (vph) 0 0 0 503 343 336 Turn Type custom Prot Turn Type custom Prot Protected Phases 4 2 Free 1568912 Protected Phases 4 2 Free 1568912 Permitted Phases Permitted Phases Detector Phases 4 2 Detector Phases 4 2 Minimum Initial (s) 7.0 7.0 7.0 7.0 7.0 7.0 10.0 2.0 Minimum Initial (s) 7.0 7.0 7.0 7.0 7.0 7.0 10.0 2.0 Minimum Split (s) 20.0 20.0 12.0 12.0 20.0 20.0 15.0 7.0 Minimum Split (s) 20.0 20.0 12.0 12.0 20.0 20.0 15.0 7.0 Total Split (s) 0.0 0.0 0.0 40.0 20.0 0.0 27.0 14.0 33.0 26.0 20.0 7.0 Total Split (s) 0.0 0.0 0.0 58.0 28.0 0.0 39.0 28.0 39.0 44.0 29.0 7.0 Total Split (%) 0.0% 0.0% 0.0% 33.3% 16.7% 0.0% 23% 12% 28% 22% 17% 6% Total Split (%) 0.0% 0.0% 0.0% 33.0% 15.9% 0.0% 22% 16% 22% 25% 16% 4% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lead Lag Lag Lead/Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode Max Max Max Max Max Max Max Max Recall Mode Max Max Max Max Max Max Max Max Act Effct Green (s) 36.0 16.0 120.0 Act Effct Green (s) 54.0 24.0 176.0 Actuated g/C Ratio 0.30 0.13 1.00 Actuated g/C Ratio 0.31 0.14 1.00 v/c Ratio 0.62 0.66 0.10 v/c Ratio 1.02 0.73 0.18 Control Delay 42.7 57.1 0.1 Control Delay 103.7 83.1 0.2 Queue Delay 0.0 0.0 0.0 Queue Delay 1.8 0.0 0.0 Total Delay 42.7 57.1 0.1 Total Delay 105.5 83.1 0.2 LOS D E A LOS F F A Approach Delay 35.1 Approach Delay 42.1 Approach LOS D Approach LOS D Intersection Summary Intersection Summary Cycle Length: 120 Cycle Length: 176 Actuated Cycle Length: 120 Actuated Cycle Length: 176 Offset: 0 (0%), Referenced to phase 2:SBL and 5:, Start of Yellow Offset: 0 (0%), Referenced to phase 2:SBL and 5:, Start of Yellow Natural Cycle: 100 Natural Cycle: 110 Control Type: Pretimed Control Type: Pretimed Maximum v/c Ratio: 1.03 Maximum v/c Ratio: 1.02 Intersection Signal Delay: 38.0 Intersection LOS: D Intersection Signal Delay: 69.1 Intersection LOS: E Intersection Capacity Utilization 30.8% ICU Level of Service A Intersection Capacity Utilization 42.7% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1000: Del Mar Blvd & Santa Maria Rd Splits and Phases: 1000: Del Mar Blvd & Santa Maria Rd

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 1 Alliance Texas Engineering Page 1

Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1003: Del Mar Blvd & I-35 SBFR 2010 Existing AM Peak 1003: Del Mar Blvd & I-35 SBFR 2010 Existing PM Peak

Lane Group EBT EBR WBL WBT NBL NBR ø2 ø4 ø5 ø6 ø8 ø9 Lane Group EBT EBR WBL WBT NBL NBR ø2 ø4 ø5 ø6 ø8 ø9 Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 3518 0 3433 0 0 0 Satd. Flow (prot) 3522 0 3433 0 0 0 Flt Permitted 0.182 Flt Permitted 0.950 Satd. Flow (perm) 3518 0 658 0 0 0 Satd. Flow (perm) 3522 0 3433 0 0 0 Satd. Flow (RTOR) 5 Satd. Flow (RTOR) 3 Volume (vph) 509 20 671 0 0 0 Volume (vph) 723 27 585 0 0 0 Lane Group Flow (vph) 679 0 799 0 0 0 Lane Group Flow (vph) 1000 0 622 0 0 0 Turn Type custom Turn Type Prot Protected Phases 2 4 12 1 245689 Protected Phases 2 4 12 1 245689 Permitted Phases 8 Permitted Phases Detector Phases 2 4 12 1 Detector Phases 2 4 12 1 Minimum Initial (s) 7.0 7.0 7.0 7.0 7.0 7.0 10.0 Minimum Initial (s) 7.0 7.0 7.0 7.0 7.0 7.0 10.0 Minimum Split (s) 12.0 20.0 20.0 12.0 20.0 20.0 15.0 Minimum Split (s) 12.0 20.0 20.0 12.0 20.0 20.0 15.0 Total Split (s) 67.0 0.0 27.0 0.0 0.0 0.0 20.0 40.0 14.0 33.0 26.0 20.0 Total Split (s) 93.0 0.0 39.0 0.0 0.0 0.0 28.0 58.0 28.0 39.0 44.0 29.0 Total Split (%) 55.8% 0.0% 22.5% 0.0% 0.0% 0.0% 17% 33% 12% 28% 22% 17% Total Split (%) 52.8% 0.0% 22.2% 0.0% 0.0% 0.0% 16% 33% 16% 22% 25% 16% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lag Lead Lead Lag Lag Lead/Lag Lag Lead Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode Max Max Max Max Max Max Max Recall Mode Max Max Max Max Max Max Max Act Effct Green (s) 63.0 45.0 Act Effct Green (s) 89.0 35.0 Actuated g/C Ratio 0.52 0.38 Actuated g/C Ratio 0.51 0.20 v/c Ratio 0.37 1.03 v/c Ratio 0.56 0.91 Control Delay 3.5 34.4 Control Delay 5.9 29.4 Queue Delay 1.1 0.0 Queue Delay 54.0 0.0 Total Delay 4.6 34.4 Total Delay 59.9 29.4 LOS A C LOS E C Approach Delay 4.6 Approach Delay 59.9 Approach LOS A Approach LOS E Intersection Summary Intersection Summary Cycle Length: 120 Cycle Length: 176 Actuated Cycle Length: 120 Actuated Cycle Length: 176 Offset: 0 (0%), Referenced to phase 2:SBL and 5:, Start of Yellow Offset: 0 (0%), Referenced to phase 2:SBL and 5:, Start of Yellow Natural Cycle: 100 Natural Cycle: 110 Control Type: Pretimed Control Type: Pretimed Maximum v/c Ratio: 1.03 Maximum v/c Ratio: 1.02 Intersection Signal Delay: 20.7 Intersection LOS: C Intersection Signal Delay: 48.2 Intersection LOS: D Intersection Capacity Utilization 40.5% ICU Level of Service A Intersection Capacity Utilization 44.2% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1003: Del Mar Blvd & I-35 SBFR Splits and Phases: 1003: Del Mar Blvd & I-35 SBFR

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 3 Alliance Texas Engineering Page 3 Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1009: Del Mar Blvd & I-35 NBFR 2010 Existing AM Peak 1009: Del Mar Blvd & I-35 NBFR 2010 Existing PM Peak

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 0 3444 0 0 3539 1583 0 5085 1583 0 0 0 Satd. Flow (prot) 0 3426 0 0 3539 1583 0 5085 1583 0 0 0 Flt Permitted 0.514 Flt Permitted 0.519 Satd. Flow (perm) 0 1819 0 0 3539 1583 0 5085 1583 0 0 0 Satd. Flow (perm) 0 1837 0 0 3539 1583 0 5085 1583 0 0 0 Satd. Flow (RTOR) 177 453 Satd. Flow (RTOR) 104 609 Volume (vph) 287 222 0 0 671 264 0 471 394 0 0 0 Volume (vph) 475 248 0 0 585 208 0 761 585 0 0 0 Lane Group Flow (vph) 0 585 0 0 828 326 0 541 453 0 0 0 Lane Group Flow (vph) 0 892 0 0 609 217 0 836 643 0 0 0 Turn Type pm+pt Perm Split Perm Turn Type pm+pt Perm Split Perm Protected Phases 55 6 13 9 6 8 8 Protected Phases 55 6 13 9 6 8 8 Permitted Phases 5 6 13 9 6 8 Permitted Phases 5 6 13 9 6 8 Detector Phases 55 6 13 9 66888 Detector Phases 55 6 13 9 66888 Minimum Initial (s) 7.0 7.0 7.0 7.0 7.0 7.0 Minimum Initial (s) 7.0 7.0 7.0 7.0 7.0 7.0 Minimum Split (s) 12.0 20.0 20.0 20.0 20.0 20.0 Minimum Split (s) 12.0 20.0 20.0 20.0 20.0 20.0 Total Split (s) 14.0 87.0 0.0 0.0 33.0 33.0 26.0 26.0 26.0 0.0 0.0 0.0 Total Split (s) 28.0 125.0 0.0 0.0 39.0 39.0 44.0 44.0 44.0 0.0 0.0 0.0 Total Split (%) 11.7% 72.5% 0.0% 0.0% 27.5% 27.5% 21.7% 21.7% 21.7% 0.0% 0.0% 0.0% Total Split (%) 15.9% 71.0% 0.0% 0.0% 22.2% 22.2% 25.0% 25.0% 25.0% 0.0% 0.0% 0.0% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lag Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Recall Mode Max Max Max Max Max Max Recall Mode Max Max Max Max Max Max Act Effct Green (s) 75.0 29.0 29.0 22.0 22.0 Act Effct Green (s) 113.0 35.0 35.0 40.0 40.0 Actuated g/C Ratio 0.62 0.24 0.24 0.18 0.18 Actuated g/C Ratio 0.64 0.20 0.20 0.23 0.23 v/c Ratio 0.92dl 0.97 0.63 0.58 0.69 v/c Ratio 1.13dl 0.87 0.55 0.72 0.77 Control Delay 4.7 69.3 24.2 47.6 9.9 Control Delay 5.6 81.6 37.9 67.1 12.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 Queue Delay 0.1 0.0 0.0 0.0 0.0 Total Delay 4.7 69.3 24.2 47.6 9.9 Total Delay 5.7 81.6 37.9 67.1 12.9 LOS A E C D A LOS A F D E B Approach Delay 4.7 56.6 30.4 Approach Delay 5.7 70.1 43.5 Approach LOS A E C Approach LOS A E D Intersection Summary Intersection Summary Cycle Length: 120 Cycle Length: 176 Actuated Cycle Length: 120 Actuated Cycle Length: 176 Offset: 0 (0%), Referenced to phase 2:SBL and 5:, Start of Yellow Offset: 0 (0%), Referenced to phase 2:SBL and 5:, Start of Yellow Natural Cycle: 100 Natural Cycle: 110 Control Type: Pretimed Control Type: Pretimed Maximum v/c Ratio: 1.03 Maximum v/c Ratio: 1.02 Intersection Signal Delay: 36.0 Intersection LOS: D Intersection Signal Delay: 39.8 Intersection LOS: D Intersection Capacity Utilization 53.5% ICU Level of Service A Intersection Capacity Utilization 69.2% ICU Level of Service C Analysis Period (min) 15 Analysis Period (min) 15 dl Defacto Left Lane. Recode with 1 though lane as a left lane. dl Defacto Left Lane. Recode with 1 though lane as a left lane.

Splits and Phases: 1009: Del Mar Blvd & I-35 NBFR Splits and Phases: 1009: Del Mar Blvd & I-35 NBFR

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 5 Alliance Texas Engineering Page 5

Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1033: Del Mar Blvd & Springfield Dr 2010 Existing AM Peak 1033: Del Mar Blvd & Springfield Dr 2010 Existing PM Peak

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 3504 0 1770 3465 0 1770 1682 0 1770 1863 1583 Satd. Flow (prot) 1770 3476 0 1770 3472 0 1770 1714 0 1770 1863 1583 Flt Permitted 0.179 0.236 0.800 0.800 Flt Permitted 0.176 0.125 0.605 0.267 Satd. Flow (perm) 333 3504 0 440 3465 0 1490 1682 0 1490 1863 1583 Satd. Flow (perm) 328 3476 0 233 3472 0 1127 1714 0 497 1863 1583 Satd. Flow (RTOR) 8 23 78 105 Satd. Flow (RTOR) 15 17 59 42 Volume (vph) 49 508 36 108 757 120 119 50 92 146 120 93 Volume (vph) 46 683 93 161 654 95 172 136 154 147 229 65 Lane Group Flow (vph) 64 707 0 126 1020 0 178 212 0 228 188 145 Lane Group Flow (vph) 51 862 0 177 823 0 185 312 0 160 249 71 Turn Type pm+pt pm+pt pm+pt pm+pt Perm Turn Type pm+pt pm+pt pm+pt pm+pt Perm Protected Phases 5 2 1 6 3 8 7 4 Protected Phases 5 2 1 6 3 8 7 4 Permitted Phases 26844 Permitted Phases 26844 Detector Phases 5 2 1 6 3 8 7 4 4 Detector Phases 5 2 1 6 3 8 7 4 4 Minimum Initial (s) 6.0 8.0 6.0 8.0 6.0 8.0 6.0 8.0 8.0 Minimum Initial (s) 6.0 8.0 6.0 8.0 6.0 8.0 6.0 8.0 8.0 Minimum Split (s) 10.0 13.0 10.0 13.0 10.0 13.0 10.0 13.0 13.0 Minimum Split (s) 10.0 13.0 10.0 13.0 10.0 13.0 10.0 13.0 13.0 Total Split (s) 12.0 42.0 0.0 18.0 48.0 0.0 15.0 20.0 0.0 20.0 25.0 25.0 Total Split (s) 14.0 32.0 0.0 18.0 36.0 0.0 20.0 35.0 0.0 15.0 30.0 30.0 Total Split (%) 12.0% 42.0% 0.0% 18.0% 48.0% 0.0% 15.0% 20.0% 0.0% 20.0% 25.0% 25.0% Total Split (%) 14.0% 32.0% 0.0% 18.0% 36.0% 0.0% 20.0% 35.0% 0.0% 15.0% 30.0% 30.0% Yellow Time (s) 3.0 4.0 3.0 4.0 3.0 4.0 3.0 4.0 4.0 Yellow Time (s) 3.0 4.0 3.0 4.0 3.0 4.0 3.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lead Lag Lag Lag Lead Lead Lead Lead/Lag Lead Lag Lead Lag Lag Lag Lead Lead Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode Max Max Max Max Max C-Max Max Max Max Recall Mode Max Max Max Max Max C-Max Max Max Max Act Effct Green (s) 46.0 38.0 56.0 44.0 16.0 16.0 21.0 21.0 21.0 Act Effct Green (s) 38.0 28.0 46.0 32.0 31.0 31.0 26.0 26.0 26.0 Actuated g/C Ratio 0.46 0.38 0.56 0.44 0.16 0.16 0.21 0.21 0.21 Actuated g/C Ratio 0.38 0.28 0.46 0.32 0.31 0.31 0.26 0.26 0.26 v/c Ratio 0.24 0.53 0.29 0.66 0.66 0.63 0.64 0.48 0.35 v/c Ratio 0.19 0.88 0.55 0.73 0.41 0.55 0.59 0.51 0.16 Control Delay 13.0 25.5 12.3 24.2 52.8 33.9 44.9 39.5 14.0 Control Delay 17.2 45.2 24.4 34.2 32.1 27.1 40.1 36.1 15.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 13.0 25.5 12.3 24.2 52.8 33.9 44.9 39.5 14.0 Total Delay 17.2 45.2 24.4 34.2 32.1 27.1 40.1 36.1 15.4 LOSBCBCDCDDB LOSBDCCCCDDB Approach Delay 24.5 22.9 42.5 35.1 Approach Delay 43.6 32.5 29.0 34.4 Approach LOS CCDD Approach LOS DCCC Intersection Summary Intersection Summary Cycle Length: 100 Cycle Length: 100 Actuated Cycle Length: 100 Actuated Cycle Length: 100 Offset: 6 (6%), Referenced to phase 8:NBTL, Start of Yellow Offset: 0 (0%), Referenced to phase 8:NBTL, Start of Yellow Natural Cycle: 60 Natural Cycle: 55 Control Type: Actuated-Coordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.66 Maximum v/c Ratio: 0.88 Intersection Signal Delay: 28.4 Intersection LOS: C Intersection Signal Delay: 35.7 Intersection LOS: D Intersection Capacity Utilization 59.5% ICU Level of Service B Intersection Capacity Utilization 68.8% ICU Level of Service C Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1033: Del Mar Blvd & Springfield Dr Splits and Phases: 1033: Del Mar Blvd & Springfield Dr

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 7 Alliance Texas Engineering Page 7 Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1077: Del Mar Blvd & Bennington Dr 2010 Existing AM Peak 1077: Del Mar Blvd & Bennington Dr 2010 Existing PM Peak

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 3539 0 0 3539 0 1770 1583 0 0 1657 0 Satd. Flow (prot) 1770 3539 0 0 3532 0 1770 1593 0 0 1738 0 Flt Permitted 0.148 0.682 0.892 Flt Permitted 0.138 0.736 0.829 Satd. Flow (perm) 276 3539 0 0 3539 0 1270 1583 0 0 1497 0 Satd. Flow (perm) 257 3539 0 0 3532 0 1371 1593 0 0 1498 0 Satd. Flow (RTOR) 62 35 Satd. Flow (RTOR) 4 36 7 Volume (vph) 3 734 0 0 1010 2 136 0 129 26 0 70 Volume (vph) 14 1038 0 0 1078 17 7 1 31 17 0 5 Lane Group Flow (vph) 4 966 0 0 1150 0 209 198 0 0 163 0 Lane Group Flow (vph) 16 1221 0 0 1480 0 21 94 0 0 32 0 Turn Type Perm Perm Perm Turn Type Perm Perm Perm Protected Phases 2684 Protected Phases 2684 Permitted Phases 2 8 4 Permitted Phases 2 8 4 Detector Phases 2 2 6 8 8 4 4 Detector Phases 2 2 6 8 8 4 4 Minimum Initial (s) 15.0 15.0 15.0 8.0 8.0 10.0 10.0 Minimum Initial (s) 15.0 15.0 15.0 8.0 8.0 10.0 10.0 Minimum Split (s) 20.0 20.0 20.0 13.0 13.0 27.0 27.0 Minimum Split (s) 20.0 20.0 20.0 13.0 13.0 27.0 27.0 Total Split (s) 31.0 31.0 0.0 0.0 31.0 0.0 29.0 29.0 0.0 29.0 29.0 0.0 Total Split (s) 33.0 33.0 0.0 0.0 33.0 0.0 27.0 27.0 0.0 27.0 27.0 0.0 Total Split (%) 51.7% 51.7% 0.0% 0.0% 51.7% 0.0% 48.3% 48.3% 0.0% 48.3% 48.3% 0.0% Total Split (%) 55.0% 55.0% 0.0% 0.0% 55.0% 0.0% 45.0% 45.0% 0.0% 45.0% 45.0% 0.0% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead/Lag Lead-Lag Optimize? Lead-Lag Optimize? Recall Mode None None None None None None None Recall Mode None None None None None None None Act Effct Green (s) 23.3 23.3 23.3 13.9 13.9 14.4 Act Effct Green (s) 27.4 27.4 27.4 10.4 10.4 11.3 Actuated g/C Ratio 0.58 0.58 0.58 0.33 0.33 0.33 Actuated g/C Ratio 0.76 0.76 0.76 0.25 0.25 0.27 v/c Ratio 0.03 0.47 0.56 0.50 0.35 0.31 v/c Ratio 0.08 0.46 0.55 0.06 0.22 0.08 Control Delay 8.0 8.9 9.8 17.1 10.2 11.1 Control Delay 5.5 5.1 6.0 14.9 11.7 13.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 8.0 8.9 9.8 17.1 10.2 11.1 Total Delay 5.5 5.1 6.0 14.9 11.7 13.1 LOS A A A B B B LOS A A A B B B Approach Delay 8.9 9.8 13.7 11.1 Approach Delay 5.1 6.0 12.2 13.1 Approach LOS AABB Approach LOS AABB Intersection Summary Intersection Summary Cycle Length: 60 Cycle Length: 60 Actuated Cycle Length: 40.1 Actuated Cycle Length: 36.2 Natural Cycle: 55 Natural Cycle: 60 Control Type: Actuated-Uncoordinated Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.56 Maximum v/c Ratio: 0.55 Intersection Signal Delay: 10.1 Intersection LOS: B Intersection Signal Delay: 5.9 Intersection LOS: A Intersection Capacity Utilization 54.3% ICU Level of Service A Intersection Capacity Utilization 45.3% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1077: Del Mar Blvd & Bennington Dr Splits and Phases: 1077: Del Mar Blvd & Bennington Dr

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 8 Alliance Texas Engineering Page 8

Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1098: Del Mar Blvd & Park Entrance 2010 Existing AM Peak 1098: Del Mar Blvd & Park Entrance 2010 Existing PM Peak

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1863 3486 0 1770 3539 0 0 1744 0 0 1863 0 Satd. Flow (prot) 1770 3493 0 1770 3539 0 0 1713 0 0 1863 0 Flt Permitted 0.148 0.767 Flt Permitted 0.154 0.143 0.828 Satd. Flow (perm) 1863 3486 0 276 3539 0 0 1392 0 0 1863 0 Satd. Flow (perm) 287 3493 0 266 3539 0 0 1462 0 0 1863 0 Satd. Flow (RTOR) 26 24 Satd. Flow (RTOR) 22 34 Volume (vph) 0 811 88 44 921 2 141 0 33 0 0 0 Volume (vph) 1 1056 99 41 995 0 85 0 53 0 0 0 Lane Group Flow (vph) 0 1124 0 53 1112 0 0 272 0000 Lane Group Flow (vph) 1 1312 0 46 1106 0 0 197 0000 Turn Type Perm Perm Perm Perm Turn Type Perm Perm Perm Perm Protected Phases 2684 Protected Phases 2684 Permitted Phases 2684 Permitted Phases 2684 Detector Phases 2 2 6 6 8 8 4 4 Detector Phases 2 2 6 6 8 8 4 4 Minimum Initial (s) 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 Minimum Initial (s) 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 Minimum Split (s) 31.0 31.0 28.0 28.0 28.0 28.0 28.0 28.0 Minimum Split (s) 31.0 31.0 28.0 28.0 28.0 28.0 28.0 28.0 Total Split (s) 32.0 32.0 0.0 32.0 32.0 0.0 28.0 28.0 0.0 28.0 28.0 0.0 Total Split (s) 32.0 32.0 0.0 32.0 32.0 0.0 28.0 28.0 0.0 28.0 28.0 0.0 Total Split (%) 53.3% 53.3% 0.0% 53.3% 53.3% 0.0% 46.7% 46.7% 0.0% 46.7% 46.7% 0.0% Total Split (%) 53.3% 53.3% 0.0% 53.3% 53.3% 0.0% 46.7% 46.7% 0.0% 46.7% 46.7% 0.0% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 All-Red Time (s) 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 Lead/Lag Lead/Lag Lead-Lag Optimize? Lead-Lag Optimize? Recall Mode None None None None None None None None Recall Mode None None None None None None None None Act Effct Green (s) 23.8 23.8 23.8 14.0 Act Effct Green (s) 25.0 25.0 25.0 25.0 11.5 Actuated g/C Ratio 0.60 0.60 0.60 0.33 Actuated g/C Ratio 0.64 0.64 0.64 0.64 0.28 v/c Ratio 0.54 0.32 0.53 0.58 v/c Ratio 0.01 0.58 0.27 0.49 0.46 Control Delay 9.2 15.9 9.3 17.5 Control Delay 5.0 7.9 11.6 7.0 15.8 Queue Delay 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 9.2 15.9 9.3 17.5 Total Delay 5.0 7.9 11.6 7.0 15.8 LOS A B A B LOS A A B A B Approach Delay 9.2 9.6 17.5 Approach Delay 7.9 7.2 15.8 Approach LOS A A B Approach LOS A A B Intersection Summary Intersection Summary Cycle Length: 60 Cycle Length: 60 Actuated Cycle Length: 40 Actuated Cycle Length: 39 Natural Cycle: 60 Natural Cycle: 60 Control Type: Actuated-Uncoordinated Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.58 Maximum v/c Ratio: 0.58 Intersection Signal Delay: 10.3 Intersection LOS: B Intersection Signal Delay: 8.2 Intersection LOS: A Intersection Capacity Utilization 52.0% ICU Level of Service A Intersection Capacity Utilization 48.7% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1098: Del Mar Blvd & Park Entrance Splits and Phases: 1098: Del Mar Blvd & Park Entrance

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 9 Alliance Texas Engineering Page 9 Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1153: Del Mar Blvd & Lindenwood Dr 2010 Existing AM Peak 1153: Del Mar Blvd & Lindenwood Dr 2010 Existing PM Peak

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 3511 0 1770 3493 0 0 1732 0 1770 1650 0 Satd. Flow (prot) 1770 3532 0 1770 3525 0 0 1747 0 1770 1650 0 Flt Permitted 0.247 0.190 0.853 0.635 Flt Permitted 0.190 0.190 0.817 0.702 Satd. Flow (perm) 460 3511 0 354 3493 0 0 1497 0 1183 1650 0 Satd. Flow (perm) 354 3532 0 354 3525 0 0 1461 0 1308 1650 0 Satd. Flow (RTOR) 10 18 71 244 Satd. Flow (RTOR) 3 6 25 187 Volume (vph) 93 732 40 5 587 55 40 46 65 315 62 198 Volume (vph) 94 961 14 15 974 30 31 16 20 136 36 114 Lane Group Flow (vph) 115 953 0 6 747 0 0 196 0 389 321 0 Lane Group Flow (vph) 99 1027 0 17 1168 0 0 84 0 223 246 0 Turn Type pm+pt pm+pt Perm Perm Turn Type pm+pt pm+pt Perm Perm Protected Phases 5 2 1 6 8 4 Protected Phases 5 2 1 6 8 4 Permitted Phases 2684 Permitted Phases 2684 Detector Phases 5 2 1 6 8 8 4 4 Detector Phases 5 2 1 6 8 8 4 4 Minimum Initial (s) 5.0 15.0 5.0 15.0 12.0 12.0 12.0 12.0 Minimum Initial (s) 5.0 15.0 5.0 15.0 12.0 12.0 12.0 12.0 Minimum Split (s) 9.0 25.0 9.0 25.0 21.0 21.0 21.0 21.0 Minimum Split (s) 9.0 25.0 9.0 25.0 21.0 21.0 21.0 21.0 Total Split (s) 9.0 25.0 0.0 9.0 25.0 0.0 26.0 26.0 0.0 26.0 26.0 0.0 Total Split (s) 9.0 25.0 0.0 9.0 25.0 0.0 26.0 26.0 0.0 26.0 26.0 0.0 Total Split (%) 15.0% 41.7% 0.0% 15.0% 41.7% 0.0% 43.3% 43.3% 0.0% 43.3% 43.3% 0.0% Total Split (%) 15.0% 41.7% 0.0% 15.0% 41.7% 0.0% 43.3% 43.3% 0.0% 43.3% 43.3% 0.0% Yellow Time (s) 3.0 4.0 3.0 4.0 4.0 4.0 4.0 4.0 Yellow Time (s) 3.0 4.0 3.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lead Lag Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Recall Mode None None None None None None None None Recall Mode None None None None None None None None Act Effct Green (s) 24.8 24.0 22.6 18.9 20.5 20.5 20.5 Act Effct Green (s) 26.5 25.6 24.1 20.4 16.2 16.2 16.2 Actuated g/C Ratio 0.44 0.44 0.37 0.35 0.38 0.38 0.38 Actuated g/C Ratio 0.50 0.50 0.41 0.40 0.31 0.31 0.31 v/c Ratio 0.36 0.61 0.02 0.61 0.32 0.87 0.41 v/c Ratio 0.32 0.58 0.06 0.84 0.18 0.54 0.38 Control Delay 11.6 14.6 9.4 17.8 10.5 41.0 5.9 Control Delay 9.7 12.8 9.0 23.0 11.3 21.3 6.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 11.6 14.6 9.4 17.8 10.5 41.0 5.9 Total Delay 9.7 12.8 9.0 23.0 11.3 21.3 6.4 LOS B B A B B D A LOS A B A C B C A Approach Delay 14.3 17.7 10.5 25.1 Approach Delay 12.6 22.8 11.3 13.5 Approach LOS B B B C Approach LOS B C B B Intersection Summary Intersection Summary Cycle Length: 60 Cycle Length: 60 Actuated Cycle Length: 54.4 Actuated Cycle Length: 51.6 Natural Cycle: 60 Natural Cycle: 60 Control Type: Semi Act-Uncoord Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.87 Maximum v/c Ratio: 0.84 Intersection Signal Delay: 17.8 Intersection LOS: B Intersection Signal Delay: 16.9 Intersection LOS: B Intersection Capacity Utilization 66.5% ICU Level of Service C Intersection Capacity Utilization 66.4% ICU Level of Service C Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1153: Del Mar Blvd & Lindenwood Dr Splits and Phases: 1153: Del Mar Blvd & Lindenwood Dr

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 10 Alliance Texas Engineering Page 10

Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1198: Del Mar Blvd & McPherson Rd 2010 Existing AM Peak 1198: Del Mar Blvd & McPherson Rd 2010 Existing PM Peak

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 3539 1583 1770 3539 1583 1770 3539 1583 1770 3539 1583 Satd. Flow (prot) 1770 3539 1583 1770 3539 1583 1770 3539 1583 1770 3539 1583 Flt Permitted 0.278 0.114 0.103 0.179 Flt Permitted 0.157 0.114 0.166 0.082 Satd. Flow (perm) 518 3539 1583 212 3539 1583 192 3539 1583 333 3539 1583 Satd. Flow (perm) 292 3539 1583 212 3539 1583 309 3539 1583 153 3539 1583 Satd. Flow (RTOR) 293 93 198 107 Satd. Flow (RTOR) 196 171 201 113 Volume (vph) 251 1028 437 245 468 82 371 675 249 157 698 183 Volume (vph) 471 1532 434 227 610 158 612 1074 403 133 712 197 Lane Group Flow (vph) 273 1117 475 278 532 93 408 742 274 207 918 241 Lane Group Flow (vph) 554 1802 511 249 670 174 644 1131 424 148 791 219 Turn Type pm+pt Perm pm+pt Perm pm+pt Perm pm+pt Perm Turn Type pm+pt Perm pm+pt Perm pm+pt Perm pm+pt Perm Protected Phases 7 4 3 8 5 2 1 6 Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 8 2 2 6 6 Permitted Phases 4 4 8 8 2 2 6 6 Detector Phases 744388522166 Detector Phases 744388522166 Minimum Initial (s) 8.0 8.0 8.0 5.0 8.0 8.0 5.0 12.0 12.0 5.0 12.0 12.0 Minimum Initial (s) 8.0 8.0 8.0 5.0 8.0 8.0 5.0 12.0 12.0 5.0 12.0 12.0 Minimum Split (s) 12.0 26.0 26.0 9.0 26.0 26.0 9.0 26.0 26.0 9.0 26.0 26.0 Minimum Split (s) 12.0 26.0 26.0 9.0 26.0 26.0 9.0 26.0 26.0 9.0 26.0 26.0 Total Split (s) 26.0 35.0 35.0 31.0 40.0 40.0 31.0 52.0 52.0 32.0 53.0 53.0 Total Split (s) 26.0 35.0 35.0 31.0 40.0 40.0 31.0 52.0 52.0 32.0 53.0 53.0 Total Split (%) 17.3% 23.3% 23.3% 20.7% 26.7% 26.7% 20.7% 34.7% 34.7% 21.3% 35.3% 35.3% Total Split (%) 17.3% 23.3% 23.3% 20.7% 26.7% 26.7% 20.7% 34.7% 34.7% 21.3% 35.3% 35.3% Yellow Time (s) 3.0 4.0 4.0 3.0 4.0 4.0 3.0 4.0 4.0 3.0 4.0 4.0 Yellow Time (s) 3.0 4.0 4.0 3.0 4.0 4.0 3.0 4.0 4.0 3.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Act Effct Green (s) 50.9 31.0 31.0 56.1 33.8 33.8 84.3 66.7 66.7 66.9 53.3 53.3 Act Effct Green (s) 55.4 34.3 34.3 53.3 32.9 32.9 83.1 66.8 66.8 64.4 52.1 52.1 Actuated g/C Ratio 0.34 0.21 0.21 0.37 0.23 0.23 0.56 0.44 0.44 0.45 0.36 0.36 Actuated g/C Ratio 0.37 0.23 0.23 0.36 0.22 0.22 0.55 0.45 0.45 0.43 0.35 0.35 v/c Ratio 0.80 1.53 0.85 0.88 0.67 0.22 1.04 0.47 0.34 0.74 0.73 0.38 v/c Ratio 1.70 2.22 0.99 0.86 0.86 0.36 1.48 0.72 0.52 0.75 0.64 0.35 Control Delay 51.6 283.6 36.5 69.9 57.4 9.5 96.3 31.9 9.9 37.3 47.0 22.2 Control Delay 359.3 581.4 73.4 68.1 68.4 8.7 257.5 38.5 18.6 56.2 44.7 19.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 51.6 283.6 36.5 69.9 57.4 9.5 96.3 31.9 9.9 37.3 47.0 22.2 Total Delay 359.3 581.4 73.4 68.1 68.4 8.7 257.5 38.5 18.6 56.2 44.7 19.4 LOS DFDEEAFCADDC LOS FFEEEAFDBEDB Approach Delay 186.7 56.3 46.1 41.2 Approach Delay 447.9 58.8 98.8 41.4 Approach LOS F E D D Approach LOS F E F D Intersection Summary Intersection Summary Cycle Length: 150 Cycle Length: 150 Actuated Cycle Length: 150 Actuated Cycle Length: 150 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Yellow Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Yellow Natural Cycle: 100 Natural Cycle: 120 Control Type: Actuated-Coordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.53 Maximum v/c Ratio: 2.22 Intersection Signal Delay: 93.7 Intersection LOS: F Intersection Signal Delay: 220.5 Intersection LOS: F Intersection Capacity Utilization 95.2% ICU Level of Service F Intersection Capacity Utilization 121.8% ICU Level of Service H Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1198: Del Mar Blvd & McPherson Rd Splits and Phases: 1198: Del Mar Blvd & McPherson Rd

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 11 Alliance Texas Engineering Page 11 Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1253: Del Mar Blvd & Country Club Dr 2010 Existing AM Peak 1253: Del Mar Blvd & Country Club Dr 2010 Existing PM Peak

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 3529 0 1770 3476 0 0 1788 1583 1770 1591 0 Satd. Flow (prot) 1770 3518 0 1770 3458 0 0 1788 1583 1770 1596 0 Flt Permitted 0.201 0.194 0.584 0.660 Flt Permitted 0.207 0.207 0.687 0.719 Satd. Flow (perm) 374 3529 0 361 3476 0 0 1088 1583 1229 1591 0 Satd. Flow (perm) 386 3518 0 386 3458 0 0 1280 1583 1339 1596 0 Satd. Flow (RTOR) 2 20 55 162 Satd. Flow (RTOR) 6 29 22 166 Volume (vph) 79 965 17 16 875 116 57 12 38 151 4 133 Volume (vph) 168 897 37 17 758 136 41 9 19 123 7 146 Lane Group Flow (vph) 86 1067 0 17 1043 0 0 100 55 184 167 0 Lane Group Flow (vph) 185 1027 0 20 1027 0 0 58 22 140 174 0 Turn Type pm+pt pm+pt Perm Perm Perm Turn Type pm+pt pm+pt Perm Perm Perm Protected Phases 5 2 1 6 8 4 Protected Phases 5 2 1 6 8 4 Permitted Phases 2 6 8 8 4 Permitted Phases 2 6 8 8 4 Detector Phases 5 2 1 6 88844 Detector Phases 5 2 1 6 88844 Minimum Initial (s) 6.0 18.0 6.0 18.0 8.0 8.0 8.0 8.0 8.0 Minimum Initial (s) 6.0 18.0 6.0 18.0 8.0 8.0 8.0 8.0 8.0 Minimum Split (s) 10.0 23.0 10.0 23.0 25.0 25.0 25.0 25.0 25.0 Minimum Split (s) 10.0 23.0 10.0 23.0 25.0 25.0 25.0 25.0 25.0 Total Split (s) 14.0 73.0 0.0 14.0 73.0 0.0 33.0 33.0 33.0 33.0 33.0 0.0 Total Split (s) 14.0 73.0 0.0 14.0 73.0 0.0 33.0 33.0 33.0 33.0 33.0 0.0 Total Split (%) 11.7% 60.8% 0.0% 11.7% 60.8% 0.0% 27.5% 27.5% 27.5% 27.5% 27.5% 0.0% Total Split (%) 11.7% 60.8% 0.0% 11.7% 60.8% 0.0% 27.5% 27.5% 27.5% 27.5% 27.5% 0.0% Yellow Time (s) 3.0 4.0 3.0 4.0 4.0 4.0 4.0 4.0 4.0 Yellow Time (s) 3.0 4.0 3.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lead Lag Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Recall Mode None C-Max None Max None None None None None Recall Mode None Max None C-Max None None None None None Act Effct Green (s) 87.4 84.4 84.6 79.8 23.6 23.6 23.6 23.6 Act Effct Green (s) 92.4 88.7 86.9 80.9 19.3 19.3 19.3 19.3 Actuated g/C Ratio 0.73 0.70 0.70 0.66 0.20 0.20 0.20 0.20 Actuated g/C Ratio 0.77 0.74 0.72 0.67 0.16 0.16 0.16 0.16 v/c Ratio 0.25 0.43 0.05 0.45 0.47 0.15 0.76 0.38 v/c Ratio 0.48 0.39 0.06 0.44 0.28 0.08 0.65 0.44 Control Delay 7.0 9.6 5.8 11.4 48.7 10.4 64.9 8.7 Control Delay 8.4 7.6 4.9 10.4 45.6 14.9 60.2 10.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 7.0 9.6 5.8 11.4 48.7 10.4 64.9 8.7 Total Delay 8.4 7.6 4.9 10.4 45.6 14.9 60.2 10.5 LOS AA AB DBEA LOS AA AB DBEB Approach Delay 9.4 11.3 35.1 38.2 Approach Delay 7.7 10.3 37.1 32.7 Approach LOS A B D D Approach LOS A B D C Intersection Summary Intersection Summary Cycle Length: 120 Cycle Length: 120 Actuated Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:EBTL, Start of Yellow Offset: 0 (0%), Referenced to phase 6:WBTL, Start of Yellow Natural Cycle: 60 Natural Cycle: 60 Control Type: Actuated-Coordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.76 Maximum v/c Ratio: 0.65 Intersection Signal Delay: 15.3 Intersection LOS: B Intersection Signal Delay: 12.6 Intersection LOS: B Intersection Capacity Utilization 61.3% ICU Level of Service B Intersection Capacity Utilization 64.0% ICU Level of Service B Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1253: Del Mar Blvd & Country Club Dr Splits and Phases: 1253: Del Mar Blvd & Country Club Dr

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 12 Alliance Texas Engineering Page 12

Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1343: Del Mar Blvd & Winfield Pkwy 2010 Existing AM Peak 1343: Del Mar Blvd & Winfield Pkwy 2010 Existing PM Peak

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 3539 1583 1770 3539 1583 1770 1654 0 0 3137 0 Satd. Flow (prot) 1770 3539 1583 1770 3539 1583 1770 1684 0 0 3128 0 Flt Permitted 0.287 0.133 0.000 0.455 Flt Permitted 0.100 0.436 0.000 0.455 Satd. Flow (perm) 535 3539 1583 248 3539 1583 0 1654 0 0 1444 0 Satd. Flow (perm) 186 3539 1583 812 3539 1583 0 1684 0 0 1433 0 Satd. Flow (RTOR) 61 18 120 392 Satd. Flow (RTOR) 109 53 48 144 Volume (vph) 102 879 69 34 619 15 98 32 97 93 25 254 Volume (vph) 150 500 95 59 721 43 103 21 38 24 21 122 Lane Group Flow (vph) 117 1010 79 44 804 19 121 160 0 0 600 0 Lane Group Flow (vph) 172 575 109 89 1092 65 130 75 0 0 197 0 Turn Type pm+pt Perm pm+pt Perm pm+pt pm+pt Turn Type pm+pt Perm pm+pt Perm pm+pt pm+pt Protected Phases 5 2 1 6 3 8 7 4 Protected Phases 5 2 1 6 3 8 7 4 Permitted Phases 2 2 6 6 8 4 Permitted Phases 2 2 6 6 8 4 Detector Phases 52216638 74 Detector Phases 52216638 74 Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 8.0 8.0 5.0 8.0 Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 8.0 8.0 5.0 8.0 Minimum Split (s) 10.0 20.0 20.0 10.0 20.0 20.0 13.0 28.0 10.0 28.0 Minimum Split (s) 9.0 20.0 20.0 9.0 20.0 20.0 13.0 28.0 9.0 28.0 Total Split (s) 15.0 45.0 45.0 15.0 45.0 45.0 35.0 35.0 0.0 25.0 25.0 0.0 Total Split (s) 15.0 55.0 55.0 15.0 55.0 55.0 25.0 25.0 0.0 25.0 25.0 0.0 Total Split (%) 12.5% 37.5% 37.5% 12.5% 37.5% 37.5% 29.2% 29.2% 0.0% 20.8% 20.8% 0.0% Total Split (%) 12.5% 45.8% 45.8% 12.5% 45.8% 45.8% 20.8% 20.8% 0.0% 20.8% 20.8% 0.0% Yellow Time (s) 3.0 4.0 4.0 3.0 4.0 4.0 4.0 4.0 3.0 4.0 Yellow Time (s) 3.0 4.0 4.0 3.0 4.0 4.0 4.0 4.0 3.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lag Lag Lag Lead Lead Lead Lag Lag Lead Lead Lead/Lag Lead Lead Lead Lag Lag Lag Lead Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode Max C-Max C-Max Max Max Max None None None None Recall Mode Max Max Max Max C-Max C-Max Min None None None Act Effct Green (s) 41.0 41.0 41.0 60.2 60.2 60.2 13.9 36.8 18.9 Act Effct Green (s) 65.3 65.3 65.3 51.0 51.0 51.0 14.9 31.7 12.8 Actuated g/C Ratio 0.34 0.34 0.34 0.50 0.50 0.50 0.12 0.31 0.16 Actuated g/C Ratio 0.54 0.54 0.54 0.42 0.42 0.42 0.12 0.26 0.11 v/c Ratio 0.40 0.84 0.14 0.09 0.45 0.02 0.59 0.27 1.08 v/c Ratio 0.39 0.30 0.12 0.21 0.73 0.09 0.59 0.16 0.70 Control Delay 39.2 43.7 10.2 16.9 19.9 7.8 61.3 9.5 77.3 Control Delay 22.4 16.7 3.7 20.3 26.0 6.5 60.2 13.5 28.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.1 0.0 0.0 0.0 0.0 Total Delay 39.2 43.7 10.2 16.9 19.9 7.8 61.3 9.5 77.3 Total Delay 22.4 16.7 3.7 20.3 26.2 6.5 60.2 13.5 28.9 LOS DDBBBAEA E LOS CBACCAEB C Approach Delay 41.1 19.5 31.8 77.3 Approach Delay 16.2 24.7 43.1 28.9 Approach LOS D B C E Approach LOS B C D C Intersection Summary Intersection Summary Cycle Length: 120 Cycle Length: 120 Actuated Cycle Length: 120 Actuated Cycle Length: 120 Offset: 57 (48%), Referenced to phase 2:EBTL, Start of Yellow Offset: 57 (48%), Referenced to phase 6:WBTL, Start of Yellow Natural Cycle: 80 Natural Cycle: 80 Control Type: Actuated-Coordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.08 Maximum v/c Ratio: 0.73 Intersection Signal Delay: 41.2 Intersection LOS: D Intersection Signal Delay: 23.6 Intersection LOS: C Intersection Capacity Utilization 61.1% ICU Level of Service B Intersection Capacity Utilization 54.9% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1343: Del Mar Blvd & Winfield Pkwy Splits and Phases: 1343: Del Mar Blvd & Winfield Pkwy

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 13 Alliance Texas Engineering Page 13 Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1356: Del Mar Blvd & J B Alexander HS Exit Drwy 2010 Existing AM Peak 1356: Del Mar Blvd & J B Alexander HS Exit Drwy 2010 Existing PM Peak

Lane Group EBT EBR WBL WBT NBL NBR Lane Group EBT EBR WBL WBT NBL NBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 3539 0 0 3539 1770 1583 Satd. Flow (prot) 3539 0 0 3539 1770 1583 Flt Permitted 0.950 Flt Permitted 0.950 Satd. Flow (perm) 3539 0 0 3539 1770 1583 Satd. Flow (perm) 3539 0 0 3539 1770 1583 Satd. Flow (RTOR) 38 Satd. Flow (RTOR) 157 Volume (vph) 993 0 0 302 413 162 Volume (vph) 537 0 0 552 280 60 Lane Group Flow (vph) 1079 0 0 332 492 193 Lane Group Flow (vph) 639 0 0 627 737 158 Turn Type Perm Turn Type Perm Protected Phases 2 6 8 Protected Phases 2 6 8 Permitted Phases 8 Permitted Phases 8 Detector Phases 2 6 8 8 Detector Phases 2 6 8 8 Minimum Initial (s) 4.0 4.0 4.0 4.0 Minimum Initial (s) 4.0 4.0 4.0 4.0 Minimum Split (s) 21.0 21.0 21.0 21.0 Minimum Split (s) 21.0 21.0 21.0 21.0 Total Split (s) 30.0 0.0 0.0 30.0 30.0 30.0 Total Split (s) 30.0 0.0 0.0 30.0 30.0 30.0 Total Split (%) 50.0% 0.0% 0.0% 50.0% 50.0% 50.0% Total Split (%) 50.0% 0.0% 0.0% 50.0% 50.0% 50.0% Yellow Time (s) 4.0 4.0 4.0 4.0 Yellow Time (s) 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 Lead/Lag Lead/Lag Lead-Lag Optimize? Lead-Lag Optimize? Recall Mode C-Max None None None Recall Mode Max C-Max None None Act Effct Green (s) 30.4 30.4 21.6 21.6 Act Effct Green (s) 26.0 26.0 26.0 26.0 Actuated g/C Ratio 0.51 0.51 0.36 0.36 Actuated g/C Ratio 0.43 0.43 0.43 0.43 v/c Ratio 0.60 0.18 0.77 0.32 v/c Ratio 0.42 0.41 0.96 0.20 Control Delay 9.2 9.5 25.4 11.4 Control Delay 14.4 12.7 44.0 3.0 Queue Delay 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 9.2 9.5 25.4 11.4 Total Delay 14.4 12.7 44.0 3.0 LOS A A C B LOS B B D A Approach Delay 9.2 9.5 21.5 Approach Delay 14.4 12.7 36.8 Approach LOS A A C Approach LOS B B D Intersection Summary Intersection Summary Cycle Length: 60 Cycle Length: 60 Actuated Cycle Length: 60 Actuated Cycle Length: 60 Offset: 0 (0%), Referenced to phase 2:EBT, Start of Yellow Offset: 0 (0%), Referenced to phase 6:WBT, Start of Yellow Natural Cycle: 45 Natural Cycle: 45 Control Type: Actuated-Coordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.77 Maximum v/c Ratio: 0.96 Intersection Signal Delay: 13.2 Intersection LOS: B Intersection Signal Delay: 23.2 Intersection LOS: C Intersection Capacity Utilization 57.0% ICU Level of Service B Intersection Capacity Utilization 37.4% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1356: Del Mar Blvd & J B Alexander HS Exit Drwy Splits and Phases: 1356: Del Mar Blvd & J B Alexander HS Exit Drwy

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 14 Alliance Texas Engineering Page 14

Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1416: Del Mar Blvd & Loop 20 2010 Existing AM Peak 1416: Del Mar Blvd & Loop 20 2010 Existing PM Peak

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 0 1777 1583 0 1831 0 1770 5055 0 1770 5085 1583 Satd. Flow (prot) 0 1779 1583 0 1798 0 1770 5075 0 1770 5085 1583 Flt Permitted 0.717 0.963 0.140 0.202 Flt Permitted 0.728 0.901 0.148 0.303 Satd. Flow (perm) 0 1336 1583 0 1776 0 261 5055 0 376 5085 1583 Satd. Flow (perm) 0 1356 1583 0 1655 0 276 5075 0 564 5085 1583 Satd. Flow (RTOR) 245 3 7 195 Satd. Flow (RTOR) 390 3 2 100 Volume (vph) 145 4 373 6 32 3 318 967 38 6 848 144 Volume (vph) 95 6 366 8 9 2 449 821 12 3 837 88 Lane Group Flow (vph) 0 162 405 0 56 0 361 1142 0 8 1146 195 Lane Group Flow (vph) 0 115 416 0 28 0 488 905 0 3 951 100 Turn Type Perm Perm Perm pm+pt pm+pt Perm Turn Type Perm Perm Perm pm+pt pm+pt Perm Protected Phases 4 8 5 2 1 6 Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 2 6 6 Permitted Phases 4 4 8 2 6 6 Detector Phases 44488 52 166 Detector Phases 44488 52 166 Minimum Initial (s) 15.0 15.0 15.0 15.0 15.0 8.0 20.0 8.0 20.0 20.0 Minimum Initial (s) 15.0 15.0 15.0 15.0 15.0 8.0 20.0 8.0 20.0 20.0 Minimum Split (s) 38.5 38.5 38.5 38.5 38.5 15.0 28.0 15.0 28.0 28.0 Minimum Split (s) 38.5 38.5 38.5 38.5 38.5 15.0 28.0 15.0 28.0 28.0 Total Split (s) 41.0 41.0 41.0 41.0 41.0 0.0 26.0 61.0 0.0 18.0 53.0 53.0 Total Split (s) 41.0 41.0 41.0 41.0 41.0 0.0 26.0 61.0 0.0 18.0 53.0 53.0 Total Split (%) 34.2% 34.2% 34.2% 34.2% 34.2% 0.0% 21.7% 50.8% 0.0% 15.0% 44.2% 44.2% Total Split (%) 34.2% 34.2% 34.2% 34.2% 34.2% 0.0% 21.7% 50.8% 0.0% 15.0% 44.2% 44.2% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 5.0 5.0 5.0 5.0 5.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 5.0 5.0 5.0 5.0 5.0 All-Red Time (s) 1.5 1.5 1.5 1.5 1.5 2.0 2.0 2.0 2.0 2.0 All-Red Time (s) 1.5 1.5 1.5 1.5 1.5 2.0 2.0 2.0 2.0 2.0 Lead/Lag Lead Lag Lead Lag Lag Lead/Lag Lead Lead Lag Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode Min Min Min None None None C-Max None C-Max C-Max Recall Mode Min Min Min None None None C-Max None C-Max C-Max Act Effct Green (s) 22.6 22.6 22.6 89.4 86.4 74.7 63.7 63.7 Act Effct Green (s) 18.5 18.5 18.5 89.9 89.9 49.0 49.0 49.0 Actuated g/C Ratio 0.19 0.19 0.19 0.74 0.72 0.62 0.53 0.53 Actuated g/C Ratio 0.15 0.15 0.15 0.75 0.75 0.41 0.41 0.41 v/c Ratio 0.64 0.81 0.17 0.77 0.31 0.02 0.42 0.21 v/c Ratio 0.55 0.72 0.11 0.69 0.24 0.01 0.46 0.14 Control Delay 55.8 31.0 37.0 29.2 7.9 7.7 19.5 3.6 Control Delay 56.8 13.8 39.8 25.0 5.8 21.3 26.7 4.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 55.8 31.0 37.0 29.2 7.9 7.7 19.5 3.6 Total Delay 56.8 13.8 39.8 25.0 5.8 21.3 26.7 4.8 LOS ECDCAABA LOS E B D C A C C A Approach Delay 38.1 37.0 13.0 17.2 Approach Delay 23.1 39.8 12.5 24.6 Approach LOS D D B B Approach LOS C D B C Intersection Summary Intersection Summary Cycle Length: 120 Cycle Length: 120 Actuated Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Yellow Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Yellow Natural Cycle: 85 Natural Cycle: 85 Control Type: Actuated-Coordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.81 Maximum v/c Ratio: 0.72 Intersection Signal Delay: 19.1 Intersection LOS: B Intersection Signal Delay: 18.9 Intersection LOS: B Intersection Capacity Utilization 62.3% ICU Level of Service B Intersection Capacity Utilization 64.0% ICU Level of Service C Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1416: Del Mar Blvd & Loop 20 Splits and Phases: 1416: Del Mar Blvd & Loop 20

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 15 Alliance Texas Engineering Page 15 Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1000: Del Mar Blvd & Santa Maria Rd 2020 Projected AM Peak - No Build 1000: Del Mar Blvd & Santa Maria Rd 2020 Projected PM Peak - No Build

Lane Group WBL WBR NBT NBR SBL SBT ø1 ø5 ø6 ø8 ø9 ø12 Lane Group WBL WBR NBT NBR SBL SBT ø1 ø5 ø6 ø8 ø9 ø12 Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 0 0 0 1611 3433 1863 Satd. Flow (prot) 0 0 0 1611 3433 1863 Flt Permitted 0.950 Flt Permitted 0.950 Satd. Flow (perm) 0 0 0 1611 3433 1863 Satd. Flow (perm) 0 0 0 1611 3433 1863 Satd. Flow (RTOR) Satd. Flow (RTOR) Volume (vph) 0 0 0 283 267 168 Volume (vph) 0 0 0 456 325 318 Lane Group Flow (vph) 0 0 0 308 290 183 Lane Group Flow (vph) 0 0 0 496 353 346 Turn Type custom Prot Turn Type custom Prot Protected Phases 4 2 Free 1568912 Protected Phases 4 2 Free 1568912 Permitted Phases Permitted Phases Detector Phases 4 2 Detector Phases 4 2 Minimum Initial (s) 7.0 7.0 7.0 7.0 7.0 7.0 10.0 2.0 Minimum Initial (s) 7.0 7.0 7.0 7.0 7.0 7.0 10.0 2.0 Minimum Split (s) 20.0 20.0 12.0 12.0 20.0 20.0 15.0 7.0 Minimum Split (s) 20.0 20.0 12.0 12.0 20.0 20.0 15.0 7.0 Total Split (s) 0.0 0.0 0.0 40.0 20.0 0.0 27.0 14.0 33.0 26.0 20.0 7.0 Total Split (s) 0.0 0.0 0.0 58.0 28.0 0.0 39.0 28.0 39.0 44.0 29.0 7.0 Total Split (%) 0.0% 0.0% 0.0% 33.3% 16.7% 0.0% 23% 12% 28% 22% 17% 6% Total Split (%) 0.0% 0.0% 0.0% 33.0% 15.9% 0.0% 22% 16% 22% 25% 16% 4% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lead Lag Lag Lead/Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode Max Max Max Max Max Max Max Max Recall Mode Max Max Max Max Max Max Max Max Act Effct Green (s) 36.0 16.0 120.0 Act Effct Green (s) 54.0 24.0 176.0 Actuated g/C Ratio 0.30 0.13 1.00 Actuated g/C Ratio 0.31 0.14 1.00 v/c Ratio 0.64 0.63 0.10 v/c Ratio 1.00 0.75 0.19 Control Delay 43.4 56.1 0.1 Control Delay 100.7 84.3 0.2 Queue Delay 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 Total Delay 43.4 56.1 0.1 Total Delay 100.7 84.3 0.2 LOS D E A LOS F F A Approach Delay 34.5 Approach Delay 42.7 Approach LOS C Approach LOS D Intersection Summary Intersection Summary Cycle Length: 120 Cycle Length: 176 Actuated Cycle Length: 120 Actuated Cycle Length: 176 Offset: 0 (0%), Referenced to phase 2:SBL and 5:, Start of Yellow Offset: 0 (0%), Referenced to phase 2:SBL and 5:, Start of Yellow Natural Cycle: 90 Natural Cycle: 120 Control Type: Pretimed Control Type: Pretimed Maximum v/c Ratio: 0.97 Maximum v/c Ratio: 1.00 Intersection Signal Delay: 38.0 Intersection LOS: D Intersection Signal Delay: 66.8 Intersection LOS: E Intersection Capacity Utilization 31.8% ICU Level of Service A Intersection Capacity Utilization 44.2% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1000: Del Mar Blvd & Santa Maria Rd Splits and Phases: 1000: Del Mar Blvd & Santa Maria Rd

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 1 Alliance Texas Engineering Page 1

Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1003: Del Mar Blvd & I-35 SBFR 2020 Projected AM Peak - No Build 1003: Del Mar Blvd & I-35 SBFR 2020 Projected PM Peak - No Build

Lane Group EBT EBR WBL WBT NBL NBR ø2 ø4 ø5 ø6 ø8 ø9 Lane Group EBT EBR WBL WBT NBL NBR ø2 ø4 ø5 ø6 ø8 ø9 Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 3518 0 3433 0 0 0 Satd. Flow (prot) 3522 0 3433 0 0 0 Flt Permitted 0.182 Flt Permitted 0.950 Satd. Flow (perm) 3518 0 658 0 0 0 Satd. Flow (perm) 3522 0 3433 0 0 0 Satd. Flow (RTOR) 5 Satd. Flow (RTOR) 3 Volume (vph) 530 21 698 0 0 0 Volume (vph) 752 28 609 0 0 0 Lane Group Flow (vph) 599 0 759 0 0 0 Lane Group Flow (vph) 847 0 662 0 0 0 Turn Type custom Turn Type Prot Protected Phases 2 4 12 1 245689 Protected Phases 2 4 12 1 245689 Permitted Phases 8 Permitted Phases Detector Phases 2 4 12 1 Detector Phases 2 4 12 1 Minimum Initial (s) 7.0 7.0 7.0 7.0 7.0 7.0 10.0 Minimum Initial (s) 7.0 7.0 7.0 7.0 7.0 7.0 10.0 Minimum Split (s) 12.0 20.0 20.0 12.0 20.0 20.0 15.0 Minimum Split (s) 12.0 20.0 20.0 12.0 20.0 20.0 15.0 Total Split (s) 67.0 0.0 27.0 0.0 0.0 0.0 20.0 40.0 14.0 33.0 26.0 20.0 Total Split (s) 93.0 0.0 39.0 0.0 0.0 0.0 28.0 58.0 28.0 39.0 44.0 29.0 Total Split (%) 55.8% 0.0% 22.5% 0.0% 0.0% 0.0% 17% 33% 12% 28% 22% 17% Total Split (%) 52.8% 0.0% 22.2% 0.0% 0.0% 0.0% 16% 33% 16% 22% 25% 16% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lag Lead Lead Lag Lag Lead/Lag Lag Lead Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode Max Max Max Max Max Max Max Recall Mode Max Max Max Max Max Max Max Act Effct Green (s) 63.0 45.0 Act Effct Green (s) 89.0 35.0 Actuated g/C Ratio 0.52 0.38 Actuated g/C Ratio 0.51 0.20 v/c Ratio 0.32 0.97 v/c Ratio 0.48 0.97 Control Delay 1.7 24.1 Control Delay 1.9 36.1 Queue Delay 0.9 0.0 Queue Delay 4.0 0.0 Total Delay 2.6 24.1 Total Delay 5.9 36.1 LOS A C LOS A D Approach Delay 2.6 Approach Delay 5.9 Approach LOS A Approach LOS A Intersection Summary Intersection Summary Cycle Length: 120 Cycle Length: 176 Actuated Cycle Length: 120 Actuated Cycle Length: 176 Offset: 0 (0%), Referenced to phase 2:SBL and 5:, Start of Yellow Offset: 0 (0%), Referenced to phase 2:SBL and 5:, Start of Yellow Natural Cycle: 90 Natural Cycle: 120 Control Type: Pretimed Control Type: Pretimed Maximum v/c Ratio: 0.97 Maximum v/c Ratio: 1.00 Intersection Signal Delay: 14.6 Intersection LOS: B Intersection Signal Delay: 19.2 Intersection LOS: B Intersection Capacity Utilization 41.9% ICU Level of Service A Intersection Capacity Utilization 45.7% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1003: Del Mar Blvd & I-35 SBFR Splits and Phases: 1003: Del Mar Blvd & I-35 SBFR

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 3 Alliance Texas Engineering Page 3 Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1009: Del Mar Blvd & I-35 NBFR 2020 Projected AM Peak - No Build 1009: Del Mar Blvd & I-35 NBFR 2020 Projected PM Peak - No Build

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 0 3444 0 0 3539 1583 0 5085 1583 0 0 0 Satd. Flow (prot) 0 3426 0 0 3539 1583 0 5085 1583 0 0 0 Flt Permitted 0.510 Flt Permitted 0.508 Satd. Flow (perm) 0 1805 0 0 3539 1583 0 5085 1583 0 0 0 Satd. Flow (perm) 0 1798 0 0 3539 1583 0 5085 1583 0 0 0 Satd. Flow (RTOR) 178 446 Satd. Flow (RTOR) 103 640 Volume (vph) 299 231 0 0 698 275 0 490 410 0 0 0 Volume (vph) 494 258 0 0 609 216 0 792 609 0 0 0 Lane Group Flow (vph) 0 576 0 0 759 299 0 533 446 0 0 0 Lane Group Flow (vph) 0 817 0 0 662 235 0 861 662 0 0 0 Turn Type pm+pt Perm Split Perm Turn Type pm+pt Perm Split Perm Protected Phases 55 6 13 9 6 8 8 Protected Phases 55 6 13 9 6 8 8 Permitted Phases 5 6 13 9 6 8 Permitted Phases 5 6 13 9 6 8 Detector Phases 55 6 13 9 66888 Detector Phases 55 6 13 9 66888 Minimum Initial (s) 7.0 7.0 7.0 7.0 7.0 7.0 Minimum Initial (s) 7.0 7.0 7.0 7.0 7.0 7.0 Minimum Split (s) 12.0 20.0 20.0 20.0 20.0 20.0 Minimum Split (s) 12.0 20.0 20.0 20.0 20.0 20.0 Total Split (s) 14.0 87.0 0.0 0.0 33.0 33.0 26.0 26.0 26.0 0.0 0.0 0.0 Total Split (s) 28.0 125.0 0.0 0.0 39.0 39.0 44.0 44.0 44.0 0.0 0.0 0.0 Total Split (%) 11.7% 72.5% 0.0% 0.0% 27.5% 27.5% 21.7% 21.7% 21.7% 0.0% 0.0% 0.0% Total Split (%) 15.9% 71.0% 0.0% 0.0% 22.2% 22.2% 25.0% 25.0% 25.0% 0.0% 0.0% 0.0% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lag Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Recall Mode Max Max Max Max Max Max Recall Mode Max Max Max Max Max Max Act Effct Green (s) 75.0 29.0 29.0 22.0 22.0 Act Effct Green (s) 113.0 35.0 35.0 40.0 40.0 Actuated g/C Ratio 0.62 0.24 0.24 0.18 0.18 Actuated g/C Ratio 0.64 0.20 0.20 0.23 0.23 v/c Ratio 0.46 0.89 0.58 0.57 0.68 v/c Ratio 1.09dl 0.94 0.59 0.74 0.78 Control Delay 5.2 57.5 20.6 47.5 9.9 Control Delay 3.5 90.9 42.0 67.9 11.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 Queue Delay 0.1 0.0 0.0 0.0 0.0 Total Delay 5.2 57.5 20.6 47.5 9.9 Total Delay 3.6 90.9 42.0 67.9 11.9 LOS A E C D A LOS A F D E B Approach Delay 5.2 47.1 30.4 Approach Delay 3.6 78.1 43.6 Approach LOS A D C Approach LOS A E D Intersection Summary Intersection Summary Cycle Length: 120 Cycle Length: 176 Actuated Cycle Length: 120 Actuated Cycle Length: 176 Offset: 0 (0%), Referenced to phase 2:SBL and 5:, Start of Yellow Offset: 0 (0%), Referenced to phase 2:SBL and 5:, Start of Yellow Natural Cycle: 90 Natural Cycle: 120 Control Type: Pretimed Control Type: Pretimed Maximum v/c Ratio: 0.97 Maximum v/c Ratio: 1.00 Intersection Signal Delay: 31.6 Intersection LOS: C Intersection Signal Delay: 43.0 Intersection LOS: D Intersection Capacity Utilization 55.3% ICU Level of Service B Intersection Capacity Utilization 71.7% ICU Level of Service C Analysis Period (min) 15 Analysis Period (min) 15 dl Defacto Left Lane. Recode with 1 though lane as a left lane. Splits and Phases: 1009: Del Mar Blvd & I-35 NBFR Splits and Phases: 1009: Del Mar Blvd & I-35 NBFR

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 5 Alliance Texas Engineering Page 5

Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1033: Del Mar Blvd & Springfield Dr 2020 Projected AM Peak - No Build 1033: Del Mar Blvd & Springfield Dr 2020 Projected PM Peak - No Build

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 3504 0 1770 3465 0 1770 1682 0 1770 1863 1583 Satd. Flow (prot) 1770 3476 0 1770 3472 0 1770 1714 0 1770 1863 1583 Flt Permitted 0.191 0.283 0.800 0.800 Flt Permitted 0.162 0.125 0.599 0.267 Satd. Flow (perm) 356 3504 0 527 3465 0 1490 1682 0 1490 1863 1583 Satd. Flow (perm) 302 3476 0 233 3472 0 1116 1714 0 497 1863 1583 Satd. Flow (RTOR) 8 23 78 105 Satd. Flow (RTOR) 15 17 59 42 Volume (vph) 51 529 37 112 788 125 124 52 96 152 125 97 Volume (vph) 48 711 97 168 681 99 179 142 160 153 238 68 Lane Group Flow (vph) 55 615 0 122 993 0 135 161 0 165 136 105 Lane Group Flow (vph) 52 878 0 183 848 0 195 328 0 166 259 74 Turn Type pm+pt pm+pt pm+pt pm+pt Perm Turn Type pm+pt pm+pt pm+pt pm+pt Perm Protected Phases 5 2 1 6 3 8 7 4 Protected Phases 5 2 1 6 3 8 7 4 Permitted Phases 26844 Permitted Phases 26844 Detector Phases 5 2 1 6 3 8 7 4 4 Detector Phases 5 2 1 6 3 8 7 4 4 Minimum Initial (s) 6.0 8.0 6.0 8.0 6.0 8.0 6.0 8.0 8.0 Minimum Initial (s) 6.0 8.0 6.0 8.0 6.0 8.0 6.0 8.0 8.0 Minimum Split (s) 10.0 13.0 10.0 13.0 10.0 13.0 10.0 13.0 13.0 Minimum Split (s) 10.0 13.0 10.0 13.0 10.0 13.0 10.0 13.0 13.0 Total Split (s) 12.0 42.0 0.0 18.0 48.0 0.0 15.0 20.0 0.0 20.0 25.0 25.0 Total Split (s) 14.0 32.0 0.0 18.0 36.0 0.0 20.0 35.0 0.0 15.0 30.0 30.0 Total Split (%) 12.0% 42.0% 0.0% 18.0% 48.0% 0.0% 15.0% 20.0% 0.0% 20.0% 25.0% 25.0% Total Split (%) 14.0% 32.0% 0.0% 18.0% 36.0% 0.0% 20.0% 35.0% 0.0% 15.0% 30.0% 30.0% Yellow Time (s) 3.0 4.0 3.0 4.0 3.0 4.0 3.0 4.0 4.0 Yellow Time (s) 3.0 4.0 3.0 4.0 3.0 4.0 3.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lead Lag Lag Lag Lead Lead Lead Lead/Lag Lead Lag Lead Lag Lag Lag Lead Lead Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode Max Max Max Max Max C-Max Max Max Max Recall Mode Max Max Max Max Max C-Max Max Max Max Act Effct Green (s) 46.0 38.0 56.0 44.0 16.0 16.0 21.0 21.0 21.0 Act Effct Green (s) 38.0 28.0 46.0 32.0 31.0 31.0 26.0 26.0 26.0 Actuated g/C Ratio 0.46 0.38 0.56 0.44 0.16 0.16 0.21 0.21 0.21 Actuated g/C Ratio 0.38 0.28 0.46 0.32 0.31 0.31 0.26 0.26 0.26 v/c Ratio 0.20 0.46 0.26 0.65 0.50 0.48 0.46 0.35 0.25 v/c Ratio 0.20 0.89 0.57 0.76 0.43 0.57 0.62 0.54 0.17 Control Delay 12.4 24.4 11.9 23.8 46.0 25.4 39.3 36.7 8.4 Control Delay 17.4 46.7 25.2 35.0 32.7 28.1 41.2 36.6 15.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 12.4 24.4 11.9 23.8 46.0 25.4 39.3 36.7 8.4 Total Delay 17.4 46.7 25.2 35.0 32.7 28.1 41.2 36.6 15.9 LOSBCBCDCDDA LOSBDCCCCDDB Approach Delay 23.4 22.5 34.8 30.4 Approach Delay 45.1 33.2 29.8 35.1 Approach LOS CCCC Approach LOS DCCD Intersection Summary Intersection Summary Cycle Length: 100 Cycle Length: 100 Actuated Cycle Length: 100 Actuated Cycle Length: 100 Offset: 6 (6%), Referenced to phase 8:NBTL, Start of Yellow Offset: 0 (0%), Referenced to phase 8:NBTL, Start of Yellow Natural Cycle: 60 Natural Cycle: 60 Control Type: Actuated-Coordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.65 Maximum v/c Ratio: 0.89 Intersection Signal Delay: 25.5 Intersection LOS: C Intersection Signal Delay: 36.6 Intersection LOS: D Intersection Capacity Utilization 61.2% ICU Level of Service B Intersection Capacity Utilization 71.1% ICU Level of Service C Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1033: Del Mar Blvd & Springfield Dr Splits and Phases: 1033: Del Mar Blvd & Springfield Dr

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 7 Alliance Texas Engineering Page 7 HCM Unsignalized Intersection Capacity Analysis Del Mar Corridor Study HCM Unsignalized Intersection Capacity Analysis Del Mar Corridor Study 1047: Del Mar Blvd & Village Blvd 2020 Projected AM Peak - No Build 1047: Del Mar Blvd & Village Blvd 2020 Projected PM Peak - No Build

Movement EBT EBR WBL WBT NBL NBR Movement EBT EBR WBL WBT NBL NBR Lane Configurations Lane Configurations Sign Control Free Free Stop Sign Control Free Free Stop Grade 0% 0% 0% Grade 0% 0% 0% Volume (veh/h) 646 34 108 972 55 82 Volume (veh/h) 927 49 101 910 78 118 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 702 37 117 1057 60 89 Hourly flow rate (vph) 1008 53 110 989 85 128 Pedestrians Pedestrians Lane Width (ft) Lane Width (ft) Walking Speed (ft/s) Walking Speed (ft/s) Percent Blockage Percent Blockage Right turn flare (veh) Right turn flare (veh) Median type TWLTL Median type TWLTL Median storage veh) 1 Median storage veh) 1 Upstream signal (ft) 751 Upstream signal (ft) 751 pX, platoon unblocked 0.91 0.91 0.91 pX, platoon unblocked 0.79 0.79 0.79 vC, conflicting volume 739 1484 370 vC, conflicting volume 1061 1748 530 vC1, stage 1 conf vol 721 vC1, stage 1 conf vol 1034 vC2, stage 2 conf vol 763 vC2, stage 2 conf vol 714 vCu, unblocked vol 612 1432 205 vCu, unblocked vol 807 1680 133 tC, single (s) 4.1 6.8 6.9 tC, single (s) 4.1 6.8 6.9 tC, 2 stage (s) 5.8 tC, 2 stage (s) 5.8 tF (s) 2.2 3.5 3.3 tF (s) 2.2 3.5 3.3 p0 queue free % 87 74 88 p0 queue free % 83 54 82 cM capacity (veh/h) 875 231 728 cM capacity (veh/h) 641 184 702 Direction, Lane # EB 1 EB 2 WB 1 WB 2 WB 3 NB 1 NB 2 Direction, Lane # EB 1 EB 2 WB 1 WB 2 WB 3 NB 1 NB 2 Volume Total 468 271 117 528 528 60 89 Volume Total 672 389 110 495 495 85 128 Volume Left 0 0 117 0 0 60 0 Volume Left 0 0 110 0 0 85 0 Volume Right 0 37 000089 Volume Right 0 53 0000128 cSH 1700 1700 875 1700 1700 231 728 cSH 1700 1700 641 1700 1700 184 702 Volume to Capacity 0.28 0.16 0.13 0.31 0.31 0.26 0.12 Volume to Capacity 0.40 0.23 0.17 0.29 0.29 0.46 0.18 Queue Length 95th (ft) 0 0 12 0 0 25 10 Queue Length 95th (ft) 0 0 15 0 0 55 17 Control Delay (s) 0.0 0.0 9.8 0.0 0.0 25.9 10.6 Control Delay (s) 0.0 0.0 11.8 0.0 0.0 40.3 11.3 Lane LOS A D B Lane LOS B E B Approach Delay (s) 0.0 1.0 16.8 Approach Delay (s) 0.0 1.2 22.8 Approach LOS C Approach LOS C Intersection Summary Intersection Summary Average Delay 1.8 Average Delay 2.6 Intersection Capacity Utilization 38.3% ICU Level of Service A Intersection Capacity Utilization 47.1% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 1 Alliance Texas Engineering Page 1

Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1077: Del Mar Blvd & Bennington Dr 2020 Projected AM Peak - No Build 1077: Del Mar Blvd & Bennington Dr 2020 Projected PM Peak - No Build

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 3539 0 0 3539 0 1770 1583 0 0 1657 0 Satd. Flow (prot) 1770 3539 0 0 3532 0 1770 1591 0 0 1744 0 Flt Permitted 0.148 0.748 0.916 Flt Permitted 0.138 0.741 0.859 Satd. Flow (perm) 276 3539 0 0 3539 0 1393 1583 0 0 1537 0 Satd. Flow (perm) 257 3539 0 0 3532 0 1380 1591 0 0 1557 0 Satd. Flow (RTOR) 94 36 Satd. Flow (RTOR) 4 35 5 Volume (vph) 3 764 0 0 1051 2 142 0 134 27 0 73 Volume (vph) 15 1080 0 0 1122 18 7 1 32 18 0 5 Lane Group Flow (vph) 3 830 0 0 1144 0 154 146 0 0 108 0 Lane Group Flow (vph) 16 1174 0 0 1240 0 8 36 0 0 25 0 Turn Type Perm Perm Perm Turn Type Perm Perm Perm Protected Phases 2684 Protected Phases 2684 Permitted Phases 2 8 4 Permitted Phases 2 8 4 Detector Phases 2 2 6 8 8 4 4 Detector Phases 2 2 6 8 8 4 4 Minimum Initial (s) 15.0 15.0 15.0 8.0 8.0 10.0 10.0 Minimum Initial (s) 15.0 15.0 15.0 8.0 8.0 10.0 10.0 Minimum Split (s) 20.0 20.0 20.0 13.0 13.0 27.0 27.0 Minimum Split (s) 20.0 20.0 20.0 13.0 13.0 27.0 27.0 Total Split (s) 31.0 31.0 0.0 0.0 31.0 0.0 29.0 29.0 0.0 29.0 29.0 0.0 Total Split (s) 33.0 33.0 0.0 0.0 33.0 0.0 27.0 27.0 0.0 27.0 27.0 0.0 Total Split (%) 51.7% 51.7% 0.0% 0.0% 51.7% 0.0% 48.3% 48.3% 0.0% 48.3% 48.3% 0.0% Total Split (%) 55.0% 55.0% 0.0% 0.0% 55.0% 0.0% 45.0% 45.0% 0.0% 45.0% 45.0% 0.0% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead/Lag Lead-Lag Optimize? Lead-Lag Optimize? Recall Mode None None None None None None None Recall Mode None None None None None None None Act Effct Green (s) 22.2 22.2 22.2 11.9 11.9 12.4 Act Effct Green (s) 24.9 24.9 24.9 9.9 9.9 11.2 Actuated g/C Ratio 0.60 0.60 0.60 0.30 0.30 0.31 Actuated g/C Ratio 0.83 0.83 0.83 0.26 0.26 0.29 v/c Ratio 0.02 0.39 0.54 0.37 0.27 0.22 v/c Ratio 0.07 0.40 0.42 0.02 0.08 0.06 Control Delay 6.0 6.9 8.2 15.0 7.1 9.8 Control Delay 4.9 3.8 3.9 13.1 6.9 12.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 6.0 6.9 8.2 15.0 7.1 9.8 Total Delay 4.9 3.8 3.9 13.1 6.9 12.0 LOS A A A B A A LOS A A A B A B Approach Delay 6.9 8.2 11.2 9.8 Approach Delay 3.8 3.9 8.0 12.0 Approach LOS AABA Approach LOS AAAB Intersection Summary Intersection Summary Cycle Length: 60 Cycle Length: 60 Actuated Cycle Length: 37.2 Actuated Cycle Length: 30 Natural Cycle: 55 Natural Cycle: 55 Control Type: Actuated-Uncoordinated Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.54 Maximum v/c Ratio: 0.42 Intersection Signal Delay: 8.2 Intersection LOS: A Intersection Signal Delay: 4.0 Intersection LOS: A Intersection Capacity Utilization 55.7% ICU Level of Service B Intersection Capacity Utilization 46.6% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1077: Del Mar Blvd & Bennington Dr Splits and Phases: 1077: Del Mar Blvd & Bennington Dr

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 8 Alliance Texas Engineering Page 8 Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1098: Del Mar Blvd & Park Entrance 2020 Projected AM Peak - No Build 1098: Del Mar Blvd & Park Entrance 2020 Projected PM Peak - No Build

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1863 3486 0 1770 3539 0 0 1745 0 0 1863 0 Satd. Flow (prot) 1770 3493 0 1770 3539 0 0 1713 0 0 1863 0 Flt Permitted 0.186 0.772 Flt Permitted 0.147 0.143 0.837 Satd. Flow (perm) 1863 3486 0 346 3539 0 0 1402 0 0 1863 0 Satd. Flow (perm) 274 3493 0 266 3539 0 0 1478 0 0 1863 0 Satd. Flow (RTOR) 26 23 Satd. Flow (RTOR) 22 34 Volume (vph) 0 844 92 46 959 2 147 0 34 0 0 0 Volume (vph) 1 1099 103 43 1036 0 88 0 55 0 0 0 Lane Group Flow (vph) 0 1017 0 50 1044 0 0 197 0000 Lane Group Flow (vph) 1 1307 0 47 1126 0 0 156 0000 Turn Type Perm Perm Perm Perm Turn Type Perm Perm Perm Perm Protected Phases 2684 Protected Phases 2684 Permitted Phases 2684 Permitted Phases 2684 Detector Phases 2 2 6 6 8 8 4 4 Detector Phases 2 2 6 6 8 8 4 4 Minimum Initial (s) 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 Minimum Initial (s) 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 Minimum Split (s) 31.0 31.0 28.0 28.0 28.0 28.0 28.0 28.0 Minimum Split (s) 31.0 31.0 28.0 28.0 28.0 28.0 28.0 28.0 Total Split (s) 32.0 32.0 0.0 32.0 32.0 0.0 28.0 28.0 0.0 28.0 28.0 0.0 Total Split (s) 32.0 32.0 0.0 32.0 32.0 0.0 28.0 28.0 0.0 28.0 28.0 0.0 Total Split (%) 53.3% 53.3% 0.0% 53.3% 53.3% 0.0% 46.7% 46.7% 0.0% 46.7% 46.7% 0.0% Total Split (%) 53.3% 53.3% 0.0% 53.3% 53.3% 0.0% 46.7% 46.7% 0.0% 46.7% 46.7% 0.0% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 All-Red Time (s) 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 Lead/Lag Lead/Lag Lead-Lag Optimize? Lead-Lag Optimize? Recall Mode None None None None None None None None Recall Mode None None None None None None None None Act Effct Green (s) 21.8 21.8 21.8 11.6 Act Effct Green (s) 24.6 24.6 24.6 24.6 10.6 Actuated g/C Ratio 0.61 0.61 0.61 0.30 Actuated g/C Ratio 0.65 0.65 0.65 0.65 0.26 v/c Ratio 0.48 0.24 0.49 0.45 v/c Ratio 0.01 0.57 0.27 0.49 0.38 Control Delay 7.2 10.1 7.4 15.0 Control Delay 5.0 7.1 10.7 6.4 14.6 Queue Delay 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.1 Total Delay 7.2 10.1 7.4 15.0 Total Delay 5.0 7.1 10.7 6.4 14.7 LOS A B A B LOS A A B A B Approach Delay 7.2 7.5 15.0 Approach Delay 7.1 6.6 14.7 Approach LOS A A B Approach LOS A A B Intersection Summary Intersection Summary Cycle Length: 60 Cycle Length: 60 Actuated Cycle Length: 35.9 Actuated Cycle Length: 37.7 Natural Cycle: 60 Natural Cycle: 60 Control Type: Actuated-Uncoordinated Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.49 Maximum v/c Ratio: 0.57 Intersection Signal Delay: 8.0 Intersection LOS: A Intersection Signal Delay: 7.3 Intersection LOS: A Intersection Capacity Utilization 53.5% ICU Level of Service A Intersection Capacity Utilization 50.6% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1098: Del Mar Blvd & Park Entrance Splits and Phases: 1098: Del Mar Blvd & Park Entrance

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 9 Alliance Texas Engineering Page 9

Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1112: Del Mar Blvd & Broadcrest Dr 2020 Projected AM Peak - No Build 1112: Del Mar Blvd & Broadcrest Dr 2020 Projected PM Peak - No Build

Lane Group EBL EBT WBT WBR SBL SBR Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 1863 1837 0 1660 0 Satd. Flow (prot) 1770 1863 1837 0 1662 0 Flt Permitted 0.066 0.985 Flt Permitted 0.069 0.985 Satd. Flow (perm) 123 1863 1837 0 1660 0 Satd. Flow (perm) 129 1863 1837 0 1662 0 Satd. Flow (RTOR) 12 116 Satd. Flow (RTOR) 11 86 Volume (vph) 44 832 890 99 52 123 Volume (vph) 57 1088 994 110 34 79 Lane Group Flow (vph) 48 904 1075 0 191 0 Lane Group Flow (vph) 62 1183 1200 0 123 0 Turn Type pm+pt Turn Type pm+pt Protected Phases 7 4 8 6 Protected Phases 7 4 8 6 Permitted Phases 4 Permitted Phases 4 Detector Phases 7 4 8 6 Detector Phases 7 4 8 6 Minimum Initial (s) 4.0 8.0 8.0 8.0 Minimum Initial (s) 6.0 8.0 8.0 8.0 Minimum Split (s) 8.0 21.0 21.0 21.0 Minimum Split (s) 11.0 21.0 21.0 21.0 Total Split (s) 8.0 69.0 61.0 0.0 21.0 0.0 Total Split (s) 11.0 69.0 58.0 0.0 21.0 0.0 Total Split (%) 8.9% 76.7% 67.8% 0.0% 23.3% 0.0% Total Split (%) 12.2% 76.7% 64.4% 0.0% 23.3% 0.0% Yellow Time (s) 3.5 3.5 3.5 3.5 Yellow Time (s) 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 1.5 1.5 1.5 All-Red Time (s) 1.5 1.5 1.5 1.5 Lead/Lag Lead Lag Lead/Lag Lead Lag Lead-Lag Optimize? Yes Yes Lead-Lag Optimize? Yes Yes Recall Mode None None None None Recall Mode None None None None Act Effct Green (s) 48.0 52.5 48.8 12.5 Act Effct Green (s) 62.8 64.5 56.2 10.1 Actuated g/C Ratio 0.69 0.79 0.73 0.18 Actuated g/C Ratio 0.78 0.82 0.72 0.12 v/c Ratio 0.24 0.62 0.80 0.48 v/c Ratio 0.25 0.77 0.91 0.43 Control Delay 6.1 7.3 16.8 19.1 Control Delay 4.8 10.2 26.1 18.2 Queue Delay 0.0 0.2 0.0 0.0 Queue Delay 0.0 0.5 0.0 0.0 Total Delay 6.1 7.5 16.8 19.1 Total Delay 4.8 10.7 26.1 18.2 LOS AAB B LOS A B C B Approach Delay 7.4 16.8 19.1 Approach Delay 10.4 26.1 18.2 Approach LOS A B B Approach LOS B C B Intersection Summary Intersection Summary Cycle Length: 90 Cycle Length: 90 Actuated Cycle Length: 66.7 Actuated Cycle Length: 78.3 Natural Cycle: 90 Natural Cycle: 100 Control Type: Actuated-Uncoordinated Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.80 Maximum v/c Ratio: 0.91 Intersection Signal Delay: 12.9 Intersection LOS: B Intersection Signal Delay: 18.1 Intersection LOS: B Intersection Capacity Utilization 70.0% ICU Level of Service C Intersection Capacity Utilization 72.4% ICU Level of Service C Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1112: Del Mar Blvd & Broadcrest Dr Splits and Phases: 1112: Del Mar Blvd & Broadcrest Dr

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 10 Alliance Texas Engineering Page 10 HCM Unsignalized Intersection Capacity Analysis Del Mar Corridor Study HCM Unsignalized Intersection Capacity Analysis Del Mar Corridor Study 1132: Del Mar Blvd & Fenwick Dr 2020 Projected AM Peak - No Build 1132: Del Mar Blvd & Fenwick Dr 2020 Projected PM Peak - No Build

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Sign Control Free Free Stop Stop Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Grade 0% 0% 0% 0% Volume (veh/h) 11 1076 57 12 627 6 19 6 11 28 19 47 Volume (veh/h) 11 1076 57 21 1020 10 18 7 10 2 1 4 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 12 1170 62 13 682 7 21 7 12 30 21 51 Hourly flow rate (vph) 12 1170 62 23 1109 11 20 8 11 2 1 4 Pedestrians Pedestrians Lane Width (ft) Lane Width (ft) Walking Speed (ft/s) Walking Speed (ft/s) Percent Blockage Percent Blockage Right turn flare (veh) Right turn flare (veh) Median type TWLTL TWLTL Median type TWLTL TWLTL Median storage veh) 1 1 Median storage veh) 1 1 Upstream signal (ft) 1066 1089 Upstream signal (ft) 1066 1089 pX, platoon unblocked 0.80 0.80 0.80 0.80 0.80 0.80 pX, platoon unblocked 0.54 0.54 0.54 0.54 0.54 0.54 vC, conflicting volume 688 1232 1993 1939 1201 1916 1963 682 vC, conflicting volume 1120 1232 2384 2390 1201 2362 2410 1109 vC1, stage 1 conf vol 1224 1224 708 708 vC1, stage 1 conf vol 1224 1224 1154 1154 vC2, stage 2 conf vol 769 714 1209 1255 vC2, stage 2 conf vol 1159 1165 1208 1255 vCu, unblocked vol 611 1232 2238 2170 1201 2142 2200 603 vCu, unblocked vol 1220 1232 3546 3557 1201 3507 3594 1200 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) 6.1 5.5 6.1 5.5 tC, 2 stage (s) 6.1 5.5 6.1 5.5 tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 98 98 82 96 95 76 86 87 p0 queue free % 96 96 66 89 95 96 98 96 cM capacity (veh/h) 776 566 116 149 225 124 143 400 cM capacity (veh/h) 311 566 57 69 225 61 72 123 Direction, Lane # EB 1 EB 2 WB 1 WB 2 WB 3 NB 1 SB 1 Direction, Lane # EB 1 EB 2 WB 1 WB 2 WB 3 NB 1 SB 1 Volume Total 12 1232 13 682 7 39 102 Volume Total 12 1232 23 1109 11 38 8 Volume Left 12 0 13 0 0 21 30 Volume Left 12 0 23 0 0 20 2 Volume Right 0 62 0 0 7 12 51 Volume Right 0 62 0 0 11 11 4 cSH 776 1700 566 1700 1700 142 198 cSH 311 1700 566 1700 1700 76 88 Volume to Capacity 0.02 0.72 0.02 0.40 0.00 0.27 0.52 Volume to Capacity 0.04 0.72 0.04 0.65 0.01 0.50 0.09 Queue Length 95th (ft) 102002666 Queue Length 95th (ft) 30300527 Control Delay (s) 9.7 0.0 11.5 0.0 0.0 39.6 41.2 Control Delay (s) 17.1 0.0 11.6 0.0 0.0 92.6 49.7 Lane LOS A B E E Lane LOS C B F E Approach Delay (s) 0.1 0.2 39.6 41.2 Approach Delay (s) 0.2 0.2 92.6 49.7 Approach LOS E E Approach LOS F E Intersection Summary Intersection Summary Average Delay 2.9 Average Delay 1.8 Intersection Capacity Utilization 72.6% ICU Level of Service C Intersection Capacity Utilization 70.2% ICU Level of Service C Analysis Period (min) 15 Analysis Period (min) 15

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 5 Alliance Texas Engineering Page 5

Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1153: Del Mar Blvd & Lindenwood Dr 2020 Projected AM Peak - No Build 1153: Del Mar Blvd & Lindenwood Dr 2020 Projected PM Peak - No Build

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 3511 0 1770 3493 0 0 1732 0 1770 1650 0 Satd. Flow (prot) 1770 3532 0 1770 3525 0 0 1745 0 1770 1650 0 Flt Permitted 0.259 0.190 0.864 0.663 Flt Permitted 0.190 0.190 0.848 0.708 Satd. Flow (perm) 482 3511 0 354 3493 0 0 1516 0 1235 1650 0 Satd. Flow (perm) 354 3532 0 354 3525 0 0 1515 0 1319 1650 0 Satd. Flow (RTOR) 10 18 72 224 Satd. Flow (RTOR) 3 6 23 129 Volume (vph) 97 762 42 5 611 57 42 48 68 328 65 206 Volume (vph) 98 1000 15 16 1014 31 32 17 21 142 37 119 Lane Group Flow (vph) 105 874 0 5 726 0 0 172 0 357 295 0 Lane Group Flow (vph) 107 1103 0 17 1136 0 0 76 0 154 169 0 Turn Type pm+pt pm+pt Perm Perm Turn Type pm+pt pm+pt Perm Perm Protected Phases 5 2 1 6 8 4 Protected Phases 5 2 1 6 8 4 Permitted Phases 2684 Permitted Phases 2684 Detector Phases 5 2 1 6 8 8 4 4 Detector Phases 5 2 1 6 8 8 4 4 Minimum Initial (s) 5.0 15.0 5.0 15.0 12.0 12.0 12.0 12.0 Minimum Initial (s) 5.0 15.0 5.0 15.0 12.0 12.0 12.0 12.0 Minimum Split (s) 9.0 25.0 9.0 25.0 21.0 21.0 21.0 21.0 Minimum Split (s) 9.0 25.0 9.0 25.0 21.0 21.0 21.0 21.0 Total Split (s) 9.0 25.0 0.0 9.0 25.0 0.0 26.0 26.0 0.0 26.0 26.0 0.0 Total Split (s) 9.0 25.0 0.0 9.0 25.0 0.0 26.0 26.0 0.0 26.0 26.0 0.0 Total Split (%) 15.0% 41.7% 0.0% 15.0% 41.7% 0.0% 43.3% 43.3% 0.0% 43.3% 43.3% 0.0% Total Split (%) 15.0% 41.7% 0.0% 15.0% 41.7% 0.0% 43.3% 43.3% 0.0% 43.3% 43.3% 0.0% Yellow Time (s) 3.0 4.0 3.0 4.0 4.0 4.0 4.0 4.0 Yellow Time (s) 3.0 4.0 3.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lead Lag Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Recall Mode None None None None None None None None Recall Mode None None None None None None None None Act Effct Green (s) 24.6 23.8 22.4 18.7 19.4 19.4 19.4 Act Effct Green (s) 26.5 28.8 24.6 23.9 14.3 14.3 14.3 Actuated g/C Ratio 0.45 0.45 0.37 0.35 0.37 0.37 0.37 Actuated g/C Ratio 0.55 0.63 0.46 0.52 0.29 0.29 0.29 v/c Ratio 0.31 0.55 0.02 0.58 0.29 0.79 0.40 v/c Ratio 0.30 0.50 0.06 0.62 0.17 0.40 0.30 Control Delay 10.7 13.3 9.4 17.1 9.7 31.9 5.9 Control Delay 7.9 10.2 7.4 15.3 11.9 19.3 6.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 10.7 13.3 9.4 17.1 9.7 31.9 5.9 Total Delay 7.9 10.2 7.4 15.3 11.9 19.3 6.9 LOS B B A B A C A LOS A B A B B B A Approach Delay 13.0 17.0 9.7 20.2 Approach Delay 10.0 15.2 11.9 12.8 Approach LOS B B A C Approach LOS BBBB Intersection Summary Intersection Summary Cycle Length: 60 Cycle Length: 60 Actuated Cycle Length: 53.1 Actuated Cycle Length: 46 Natural Cycle: 60 Natural Cycle: 60 Control Type: Semi Act-Uncoord Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.79 Maximum v/c Ratio: 0.62 Intersection Signal Delay: 15.8 Intersection LOS: B Intersection Signal Delay: 12.6 Intersection LOS: B Intersection Capacity Utilization 68.1% ICU Level of Service C Intersection Capacity Utilization 67.8% ICU Level of Service C Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1153: Del Mar Blvd & Lindenwood Dr Splits and Phases: 1153: Del Mar Blvd & Lindenwood Dr

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 11 Alliance Texas Engineering Page 11 Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1198: Del Mar Blvd & McPherson Rd 2020 Projected AM Peak - No Build 1198: Del Mar Blvd & McPherson Rd 2020 Projected PM Peak - No Build

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 3539 1583 1770 3539 1583 1770 3539 1583 1770 3539 1583 Satd. Flow (prot) 1770 3539 1583 1770 3539 1583 1770 3539 1583 1770 3539 1583 Flt Permitted 0.281 0.114 0.167 0.168 Flt Permitted 0.140 0.114 0.159 0.082 Satd. Flow (perm) 523 3539 1583 212 3539 1583 311 3539 1583 313 3539 1583 Satd. Flow (perm) 261 3539 1583 212 3539 1583 296 3539 1583 153 3539 1583 Satd. Flow (RTOR) 294 92 198 107 Satd. Flow (RTOR) 195 170 201 112 Volume (vph) 261 1070 455 255 487 85 386 702 259 163 726 190 Volume (vph) 490 1594 452 236 635 164 637 1118 419 138 741 205 Lane Group Flow (vph) 284 1163 495 277 529 92 420 763 282 177 789 207 Lane Group Flow (vph) 533 1733 491 257 690 178 692 1215 455 150 805 223 Turn Type pm+pt Perm pm+pt Perm pm+pt Perm pm+pt Perm Turn Type pm+pt Perm pm+pt Perm pm+pt Perm pm+pt Perm Protected Phases 7 4 3 8 5 2 1 6 Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 8 2 2 6 6 Permitted Phases 4 4 8 8 2 2 6 6 Detector Phases 744388522166 Detector Phases 744388522166 Minimum Initial (s) 8.0 8.0 8.0 5.0 8.0 8.0 5.0 12.0 12.0 5.0 12.0 12.0 Minimum Initial (s) 8.0 8.0 8.0 5.0 8.0 8.0 5.0 12.0 12.0 5.0 12.0 12.0 Minimum Split (s) 12.0 26.0 26.0 9.0 26.0 26.0 9.0 26.0 26.0 9.0 26.0 26.0 Minimum Split (s) 12.0 26.0 26.0 9.0 26.0 26.0 9.0 26.0 26.0 9.0 26.0 26.0 Total Split (s) 26.0 35.0 35.0 31.0 40.0 40.0 31.0 52.0 52.0 32.0 53.0 53.0 Total Split (s) 26.0 35.0 35.0 31.0 40.0 40.0 31.0 52.0 52.0 32.0 53.0 53.0 Total Split (%) 17.3% 23.3% 23.3% 20.7% 26.7% 26.7% 20.7% 34.7% 34.7% 21.3% 35.3% 35.3% Total Split (%) 17.3% 23.3% 23.3% 20.7% 26.7% 26.7% 20.7% 34.7% 34.7% 21.3% 35.3% 35.3% Yellow Time (s) 3.0 4.0 4.0 3.0 4.0 4.0 3.0 4.0 4.0 3.0 4.0 4.0 Yellow Time (s) 3.0 4.0 4.0 3.0 4.0 4.0 3.0 4.0 4.0 3.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Act Effct Green (s) 51.4 31.0 31.0 55.5 33.3 33.3 84.3 68.3 68.3 65.4 53.3 53.3 Act Effct Green (s) 55.5 34.4 34.4 54.2 33.4 33.4 82.6 66.2 66.2 64.1 51.6 51.6 Actuated g/C Ratio 0.34 0.21 0.21 0.37 0.22 0.22 0.56 0.46 0.46 0.44 0.36 0.36 Actuated g/C Ratio 0.37 0.23 0.23 0.36 0.22 0.22 0.55 0.44 0.44 0.43 0.34 0.34 v/c Ratio 0.81 1.59 0.88 0.88 0.67 0.22 0.96 0.47 0.34 0.70 0.63 0.33 v/c Ratio 1.68 2.14 0.96 0.87 0.88 0.37 1.62 0.78 0.56 0.75 0.66 0.36 Control Delay 53.0 309.9 41.4 70.2 58.0 9.5 64.6 30.8 10.0 35.6 43.5 18.9 Control Delay 346.7 543.1 64.3 69.3 69.3 9.4 314.9 41.1 20.7 56.9 45.5 20.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 53.0 309.9 41.4 70.2 58.0 9.5 64.6 30.8 10.0 35.6 43.5 18.9 Total Delay 346.7 543.1 64.3 69.3 69.3 9.4 314.9 41.1 20.7 56.9 45.5 20.2 LOS DFDEEAECADDB LOS FFEEEAFDCEDC Approach Delay 203.9 56.8 36.5 38.0 Approach Delay 419.8 59.8 117.4 42.1 Approach LOS F E D D Approach LOS F E F D Intersection Summary Intersection Summary Cycle Length: 150 Cycle Length: 150 Actuated Cycle Length: 150 Actuated Cycle Length: 150 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Yellow Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Yellow Natural Cycle: 100 Natural Cycle: 120 Control Type: Actuated-Coordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.59 Maximum v/c Ratio: 2.14 Intersection Signal Delay: 99.5 Intersection LOS: F Intersection Signal Delay: 209.1 Intersection LOS: F Intersection Capacity Utilization 98.5% ICU Level of Service F Intersection Capacity Utilization 126.2% ICU Level of Service H Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1198: Del Mar Blvd & McPherson Rd Splits and Phases: 1198: Del Mar Blvd & McPherson Rd

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 12 Alliance Texas Engineering Page 12

Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1253: Del Mar Blvd & Country Club Dr 2020 Projected AM Peak - No Build 1253: Del Mar Blvd & Country Club Dr 2020 Projected PM Peak - No Build

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 3529 0 1770 3479 0 0 1788 1583 1770 1591 0 Satd. Flow (prot) 1770 3518 0 1770 3458 0 0 1790 1583 1770 1596 0 Flt Permitted 0.125 0.128 0.579 0.678 Flt Permitted 0.159 0.145 0.609 0.714 Satd. Flow (perm) 233 3529 0 238 3479 0 0 1079 1583 1263 1591 0 Satd. Flow (perm) 296 3518 0 270 3458 0 0 1134 1583 1330 1596 0 Satd. Flow (RTOR) 2 20 50 176 Satd. Flow (RTOR) 6 29 25 193 Volume (vph) 96 1176 21 20 1067 141 69 15 46 184 5 162 Volume (vph) 205 1093 45 21 924 166 50 11 23 150 9 178 Lane Group Flow (vph) 104 1301 0 22 1313 0 0 91 50 200 181 0 Lane Group Flow (vph) 223 1237 0 23 1184 0 0 66 25 163 203 0 Turn Type pm+pt pm+pt Perm Perm Perm Turn Type pm+pt pm+pt Perm Perm Perm Protected Phases 5 2 1 6 8 4 Protected Phases 5 2 1 6 8 4 Permitted Phases 2 6 8 8 4 Permitted Phases 2 6 8 8 4 Detector Phases 5 2 1 6 88844 Detector Phases 5 2 1 6 88844 Minimum Initial (s) 6.0 18.0 6.0 18.0 8.0 8.0 8.0 8.0 8.0 Minimum Initial (s) 6.0 18.0 6.0 18.0 8.0 8.0 8.0 8.0 8.0 Minimum Split (s) 10.0 23.0 10.0 23.0 25.0 25.0 25.0 25.0 25.0 Minimum Split (s) 10.0 23.0 10.0 23.0 25.0 25.0 25.0 25.0 25.0 Total Split (s) 14.0 73.0 0.0 14.0 73.0 0.0 33.0 33.0 33.0 33.0 33.0 0.0 Total Split (s) 14.0 73.0 0.0 14.0 73.0 0.0 33.0 33.0 33.0 33.0 33.0 0.0 Total Split (%) 11.7% 60.8% 0.0% 11.7% 60.8% 0.0% 27.5% 27.5% 27.5% 27.5% 27.5% 0.0% Total Split (%) 11.7% 60.8% 0.0% 11.7% 60.8% 0.0% 27.5% 27.5% 27.5% 27.5% 27.5% 0.0% Yellow Time (s) 3.0 4.0 3.0 4.0 4.0 4.0 4.0 4.0 4.0 Yellow Time (s) 3.0 4.0 3.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lead Lag Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Recall Mode None C-Max None Max None None None None None Recall Mode None Max None C-Max None None None None None Act Effct Green (s) 87.0 83.8 82.9 76.9 24.2 24.2 24.2 24.2 Act Effct Green (s) 90.5 84.8 84.2 78.2 21.2 21.2 21.2 21.2 Actuated g/C Ratio 0.72 0.70 0.69 0.64 0.20 0.20 0.20 0.20 Actuated g/C Ratio 0.75 0.71 0.70 0.65 0.18 0.18 0.18 0.18 v/c Ratio 0.40 0.53 0.09 0.59 0.42 0.14 0.78 0.39 v/c Ratio 0.68 0.50 0.09 0.52 0.33 0.08 0.69 0.46 Control Delay 10.1 11.0 6.4 14.4 46.5 10.7 66.2 8.5 Control Delay 17.1 10.3 5.8 12.8 45.7 13.7 60.7 9.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 10.1 11.0 6.4 14.4 46.5 10.7 66.2 8.5 Total Delay 17.1 10.3 5.8 12.8 45.7 13.7 60.7 9.9 LOS BB AB DBEA LOS BB AB DBEA Approach Delay 11.0 14.3 33.8 38.8 Approach Delay 11.3 12.6 36.9 32.5 Approach LOS B B C D Approach LOS B B D C Intersection Summary Intersection Summary Cycle Length: 120 Cycle Length: 120 Actuated Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:EBTL, Start of Yellow Offset: 0 (0%), Referenced to phase 6:WBTL, Start of Yellow Natural Cycle: 65 Natural Cycle: 65 Control Type: Actuated-Coordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.78 Maximum v/c Ratio: 0.69 Intersection Signal Delay: 16.6 Intersection LOS: B Intersection Signal Delay: 15.1 Intersection LOS: B Intersection Capacity Utilization 69.6% ICU Level of Service C Intersection Capacity Utilization 73.7% ICU Level of Service D Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1253: Del Mar Blvd & Country Club Dr Splits and Phases: 1253: Del Mar Blvd & Country Club Dr

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 13 Alliance Texas Engineering Page 13 HCM Unsignalized Intersection Capacity Analysis Del Mar Corridor Study HCM Unsignalized Intersection Capacity Analysis Del Mar Corridor Study 1284: Del Mar Blvd & Bartlett Av 2020 Projected AM Peak - No Build 1284: Del Mar Blvd & Bartlett Av 2020 Projected PM Peak - No Build

Movement EBT EBR WBL WBT NBL NBR Movement EBT EBR WBL WBT NBL NBR Lane Configurations Lane Configurations Sign Control Free Free Stop Sign Control Free Free Stop Grade 0% 0% 0% Grade 0% 0% 0% Volume (veh/h) 1370 13 12 1170 17 12 Volume (veh/h) 1209 12 11 1037 23 15 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 1489 14 13 1272 18 13 Hourly flow rate (vph) 1314 13 12 1127 25 16 Pedestrians Pedestrians Lane Width (ft) Lane Width (ft) Walking Speed (ft/s) Walking Speed (ft/s) Percent Blockage Percent Blockage Right turn flare (veh) Right turn flare (veh) Median type TWLTL Median type TWLTL Median storage veh) 1 Median storage veh) 1 Upstream signal (ft) Upstream signal (ft) pX, platoon unblocked pX, platoon unblocked vC, conflicting volume 1503 2158 752 vC, conflicting volume 1327 1908 664 vC1, stage 1 conf vol 1496 vC1, stage 1 conf vol 1321 vC2, stage 2 conf vol 662 vC2, stage 2 conf vol 588 vCu, unblocked vol 1503 2158 752 vCu, unblocked vol 1327 1908 664 tC, single (s) 4.1 6.8 6.9 tC, single (s) 4.1 6.8 6.9 tC, 2 stage (s) 5.8 tC, 2 stage (s) 5.8 tF (s) 2.2 3.5 3.3 tF (s) 2.2 3.5 3.3 p0 queue free % 97 86 96 p0 queue free % 98 84 96 cM capacity (veh/h) 442 128 353 cM capacity (veh/h) 516 159 403 Direction, Lane # EB 1 EB 2 WB 1 WB 2 WB 3 NB 1 Direction, Lane # EB 1 EB 2 WB 1 WB 2 WB 3 NB 1 Volume Total 993 511 13 636 636 32 Volume Total 876 451 12 564 564 41 Volume Left 0 0 13 0 0 18 Volume Left 0 0 12 0 0 25 Volume Right 0 14 0 0 0 13 Volume Right 0 13 0 0 0 16 cSH 1700 1700 442 1700 1700 174 cSH 1700 1700 516 1700 1700 209 Volume to Capacity 0.58 0.30 0.03 0.37 0.37 0.18 Volume to Capacity 0.52 0.27 0.02 0.33 0.33 0.20 Queue Length 95th (ft) 0020016 Queue Length 95th (ft) 0020018 Control Delay (s) 0.0 0.0 13.4 0.0 0.0 30.2 Control Delay (s) 0.0 0.0 12.1 0.0 0.0 26.5 Lane LOS B D Lane LOS B D Approach Delay (s) 0.0 0.1 30.2 Approach Delay (s) 0.0 0.1 26.5 Approach LOS D Approach LOS D Intersection Summary Intersection Summary Average Delay 0.4 Average Delay 0.5 Intersection Capacity Utilization 48.3% ICU Level of Service A Intersection Capacity Utilization 43.8% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 12 Alliance Texas Engineering Page 12

Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1343: Del Mar Blvd & Winfield Pkwy 2020 Projected AM Peak - No Build 1343: Del Mar Blvd & Winfield Pkwy 2020 Projected PM Peak - No Build

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 3539 1583 1770 3539 1583 1770 1652 0 0 3137 0 Satd. Flow (prot) 1770 3539 1583 1770 3539 1583 1770 1684 0 0 3131 0 Flt Permitted 0.274 0.133 0.000 0.455 Flt Permitted 0.100 0.400 0.000 0.455 Satd. Flow (perm) 510 3539 1583 248 3539 1583 0 1652 0 0 1444 0 Satd. Flow (perm) 186 3539 1583 745 3539 1583 0 1684 0 0 1435 0 Satd. Flow (RTOR) 61 19 123 337 Satd. Flow (RTOR) 126 53 50 162 Volume (vph) 124 1071 84 41 755 18 119 39 118 113 30 310 Volume (vph) 183 609 116 72 879 52 126 26 46 29 26 149 Lane Group Flow (vph) 135 1164 91 45 821 20 129 170 0 0 493 0 Lane Group Flow (vph) 199 662 126 78 955 57 137 78 0 0 222 0 Turn Type pm+pt Perm pm+pt Perm pm+pt pm+pt Turn Type pm+pt Perm pm+pt Perm pm+pt pm+pt Protected Phases 5 2 1 6 3 8 7 4 Protected Phases 5 2 1 6 3 8 7 4 Permitted Phases 2 2 6 6 8 4 Permitted Phases 2 2 6 6 8 4 Detector Phases 52216638 74 Detector Phases 52216638 74 Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 8.0 8.0 5.0 8.0 Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 8.0 8.0 5.0 8.0 Minimum Split (s) 10.0 20.0 20.0 10.0 20.0 20.0 13.0 28.0 10.0 28.0 Minimum Split (s) 9.0 20.0 20.0 9.0 20.0 20.0 13.0 28.0 9.0 28.0 Total Split (s) 15.0 45.0 45.0 15.0 45.0 45.0 35.0 35.0 0.0 25.0 25.0 0.0 Total Split (s) 15.0 55.0 55.0 15.0 55.0 55.0 25.0 25.0 0.0 25.0 25.0 0.0 Total Split (%) 12.5% 37.5% 37.5% 12.5% 37.5% 37.5% 29.2% 29.2% 0.0% 20.8% 20.8% 0.0% Total Split (%) 12.5% 45.8% 45.8% 12.5% 45.8% 45.8% 20.8% 20.8% 0.0% 20.8% 20.8% 0.0% Yellow Time (s) 3.0 4.0 4.0 3.0 4.0 4.0 4.0 4.0 3.0 4.0 Yellow Time (s) 3.0 4.0 4.0 3.0 4.0 4.0 4.0 4.0 3.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lag Lag Lag Lead Lead Lead Lag Lag Lead Lead Lead/Lag Lead Lead Lead Lag Lag Lag Lead Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode Max C-Max C-Max Max Max Max None None None None Recall Mode Max Max Max Max C-Max C-Max Min None None None Act Effct Green (s) 41.0 41.0 41.0 60.9 60.9 60.9 14.5 36.1 17.6 Act Effct Green (s) 64.4 64.4 64.4 51.0 51.0 51.0 15.3 32.6 13.3 Actuated g/C Ratio 0.34 0.34 0.34 0.51 0.51 0.51 0.12 0.30 0.15 Actuated g/C Ratio 0.54 0.54 0.54 0.42 0.42 0.42 0.13 0.27 0.11 v/c Ratio 0.47 0.96 0.16 0.09 0.46 0.02 0.61 0.29 0.99 v/c Ratio 0.47 0.35 0.14 0.19 0.63 0.08 0.61 0.16 0.73 Control Delay 42.4 57.5 11.8 17.5 20.2 8.2 61.4 10.1 53.3 Control Delay 26.2 18.0 3.7 22.0 26.7 6.1 60.3 13.0 29.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 42.4 57.5 11.8 17.5 20.2 8.2 61.4 10.1 53.3 Total Delay 26.2 18.0 3.7 22.0 26.7 6.1 60.3 13.0 29.6 LOS DEBBCAEB D LOS CBACCAEB C Approach Delay 53.0 19.8 32.3 53.3 Approach Delay 17.8 25.3 43.1 29.6 Approach LOS D B C D Approach LOS B C D C Intersection Summary Intersection Summary Cycle Length: 120 Cycle Length: 120 Actuated Cycle Length: 120 Actuated Cycle Length: 120 Offset: 57 (48%), Referenced to phase 2:EBTL, Start of Yellow Offset: 57 (48%), Referenced to phase 6:WBTL, Start of Yellow Natural Cycle: 80 Natural Cycle: 80 Control Type: Actuated-Coordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.99 Maximum v/c Ratio: 0.73 Intersection Signal Delay: 41.4 Intersection LOS: D Intersection Signal Delay: 24.2 Intersection LOS: C Intersection Capacity Utilization 70.5% ICU Level of Service C Intersection Capacity Utilization 61.4% ICU Level of Service B Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1343: Del Mar Blvd & Winfield Pkwy Splits and Phases: 1343: Del Mar Blvd & Winfield Pkwy

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 14 Alliance Texas Engineering Page 14 Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1356: Del Mar Blvd & J B Alexander HS Exit Drwy 2020 Projected AM Peak - No Build 1356: Del Mar Blvd & J B Alexander HS Exit Drwy 2020 Projected PM Peak - No Build

Lane Group EBT EBR WBL WBT NBL NBR Lane Group EBT EBR WBL WBT NBL NBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 3539 0 0 3539 1770 1583 Satd. Flow (prot) 3539 0 0 3539 1770 1583 Flt Permitted 0.950 Flt Permitted 0.950 Satd. Flow (perm) 3539 0 0 3539 1770 1583 Satd. Flow (perm) 3539 0 0 3539 1770 1583 Satd. Flow (RTOR) 17 Satd. Flow (RTOR) 79 Volume (vph) 1210 0 0 368 503 197 Volume (vph) 655 0 0 673 341 73 Lane Group Flow (vph) 1315 0 0 400 547 214 Lane Group Flow (vph) 712 0 0 732 371 79 Turn Type Perm Turn Type Perm Protected Phases 2 6 8 Protected Phases 2 6 8 Permitted Phases 8 Permitted Phases 8 Detector Phases 2 6 8 8 Detector Phases 2 6 8 8 Minimum Initial (s) 4.0 4.0 4.0 4.0 Minimum Initial (s) 4.0 4.0 4.0 4.0 Minimum Split (s) 21.0 21.0 21.0 21.0 Minimum Split (s) 21.0 21.0 21.0 21.0 Total Split (s) 30.0 0.0 0.0 30.0 30.0 30.0 Total Split (s) 30.0 0.0 0.0 30.0 30.0 30.0 Total Split (%) 50.0% 0.0% 0.0% 50.0% 50.0% 50.0% Total Split (%) 50.0% 0.0% 0.0% 50.0% 50.0% 50.0% Yellow Time (s) 4.0 4.0 4.0 4.0 Yellow Time (s) 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 Lead/Lag Lead/Lag Lead-Lag Optimize? Lead-Lag Optimize? Recall Mode C-Max None None None Recall Mode Max C-Max None None Act Effct Green (s) 29.3 29.3 22.7 22.7 Act Effct Green (s) 34.1 34.1 17.9 17.9 Actuated g/C Ratio 0.49 0.49 0.38 0.38 Actuated g/C Ratio 0.57 0.57 0.30 0.30 v/c Ratio 0.76 0.23 0.82 0.35 v/c Ratio 0.35 0.36 0.70 0.15 Control Delay 15.2 10.2 27.2 13.1 Control Delay 12.5 8.7 25.4 4.2 Queue Delay 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 15.2 10.2 27.2 13.1 Total Delay 12.5 8.7 25.4 4.2 LOS B B C B LOS B A C A Approach Delay 15.2 10.2 23.2 Approach Delay 12.5 8.7 21.7 Approach LOS B B C Approach LOS B A C Intersection Summary Intersection Summary Cycle Length: 60 Cycle Length: 60 Actuated Cycle Length: 60 Actuated Cycle Length: 60 Offset: 0 (0%), Referenced to phase 2:EBT, Start of Yellow Offset: 0 (0%), Referenced to phase 6:WBT, Start of Yellow Natural Cycle: 50 Natural Cycle: 45 Control Type: Actuated-Coordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.82 Maximum v/c Ratio: 0.70 Intersection Signal Delay: 16.8 Intersection LOS: B Intersection Signal Delay: 13.2 Intersection LOS: B Intersection Capacity Utilization 68.0% ICU Level of Service C Intersection Capacity Utilization 44.2% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1356: Del Mar Blvd & J B Alexander HS Exit Drwy Splits and Phases: 1356: Del Mar Blvd & J B Alexander HS Exit Drwy

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 15 Alliance Texas Engineering Page 15

Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1416: Del Mar Blvd & Loop 20 2020 Projected AM Peak - No Build 1416: Del Mar Blvd & Loop 20 2020 Projected PM Peak - No Build

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 0 1777 1583 0 1831 0 1770 5055 0 1770 5085 1583 Satd. Flow (prot) 0 1779 1583 0 1802 0 1770 5075 0 1770 5085 1583 Flt Permitted 0.721 0.958 0.145 0.149 Flt Permitted 0.722 0.897 0.114 0.246 Satd. Flow (perm) 0 1343 1583 0 1767 0 270 5055 0 278 5085 1583 Satd. Flow (perm) 0 1345 1583 0 1653 0 212 5075 0 458 5085 1583 Satd. Flow (RTOR) 246 3 7 191 Satd. Flow (RTOR) 376 2 2 116 Volume (vph) 177 5 455 7 39 4 388 1179 46 7 1034 176 Volume (vph) 116 7 446 10 11 2 547 1001 15 4 1020 107 Lane Group Flow (vph) 0 197 495 0 54 0 422 1332 0 8 1124 191 Lane Group Flow (vph) 0 134 485 0 25 0 595 1104 0 4 1109 116 Turn Type Perm Perm Perm pm+pt pm+pt Perm Turn Type Perm Perm Perm pm+pt pm+pt Perm Protected Phases 4 8 5 2 1 6 Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 2 6 6 Permitted Phases 4 4 8 2 6 6 Detector Phases 44488 52 166 Detector Phases 44488 52 166 Minimum Initial (s) 15.0 15.0 15.0 15.0 15.0 8.0 20.0 8.0 20.0 20.0 Minimum Initial (s) 15.0 15.0 15.0 15.0 15.0 8.0 20.0 8.0 20.0 20.0 Minimum Split (s) 38.5 38.5 38.5 38.5 38.5 15.0 28.0 15.0 28.0 28.0 Minimum Split (s) 38.5 38.5 38.5 38.5 38.5 15.0 28.0 15.0 28.0 28.0 Total Split (s) 41.0 41.0 41.0 41.0 41.0 0.0 26.0 61.0 0.0 18.0 53.0 53.0 Total Split (s) 41.0 41.0 41.0 41.0 41.0 0.0 26.0 61.0 0.0 18.0 53.0 53.0 Total Split (%) 34.2% 34.2% 34.2% 34.2% 34.2% 0.0% 21.7% 50.8% 0.0% 15.0% 44.2% 44.2% Total Split (%) 34.2% 34.2% 34.2% 34.2% 34.2% 0.0% 21.7% 50.8% 0.0% 15.0% 44.2% 44.2% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 5.0 5.0 5.0 5.0 5.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 5.0 5.0 5.0 5.0 5.0 All-Red Time (s) 1.5 1.5 1.5 1.5 1.5 2.0 2.0 2.0 2.0 2.0 All-Red Time (s) 1.5 1.5 1.5 1.5 1.5 2.0 2.0 2.0 2.0 2.0 Lead/Lag Lead Lag Lead Lag Lag Lead/Lag Lead Lead Lag Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode Min Min Min None None None C-Max None C-Max C-Max Recall Mode Min Min Min None None None C-Max None C-Max C-Max Act Effct Green (s) 27.8 27.8 27.8 84.2 81.2 66.5 55.5 55.5 Act Effct Green (s) 21.7 21.7 21.7 86.7 86.7 49.0 49.0 49.0 Actuated g/C Ratio 0.23 0.23 0.23 0.70 0.68 0.55 0.46 0.46 Actuated g/C Ratio 0.18 0.18 0.18 0.72 0.72 0.41 0.41 0.41 v/c Ratio 0.63 0.89 0.13 0.85 0.39 0.03 0.48 0.23 v/c Ratio 0.55 0.82 0.08 0.93 0.30 0.01 0.53 0.16 Control Delay 49.5 40.3 32.0 38.6 10.7 9.3 24.5 3.8 Control Delay 52.1 22.3 35.7 53.0 8.0 21.8 28.0 4.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 49.5 40.3 32.0 38.6 10.7 9.3 24.5 3.8 Total Delay 52.1 22.3 35.7 53.0 8.0 21.8 28.0 4.5 LOS DDCDBACA LOS DCDDACCA Approach Delay 42.9 32.0 17.4 21.4 Approach Delay 28.8 35.7 23.8 25.8 Approach LOS D C B C Approach LOS CDCC Intersection Summary Intersection Summary Cycle Length: 120 Cycle Length: 120 Actuated Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Yellow Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Yellow Natural Cycle: 85 Natural Cycle: 95 Control Type: Actuated-Coordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.89 Maximum v/c Ratio: 0.93 Intersection Signal Delay: 23.6 Intersection LOS: C Intersection Signal Delay: 25.4 Intersection LOS: C Intersection Capacity Utilization 70.7% ICU Level of Service C Intersection Capacity Utilization 73.1% ICU Level of Service D Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1416: Del Mar Blvd & Loop 20 Splits and Phases: 1416: Del Mar Blvd & Loop 20

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 16 Alliance Texas Engineering Page 16 Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1000: Del Mar Blvd & Santa Maria Rd 2025 Projected AM Peak - No Build 1000: Del Mar Blvd & Santa Maria Rd 2025 Projected PM Peak - No Build

Lane Group WBL WBR NBT NBR SBL SBT ø1 ø5 ø6 ø8 ø9 ø12 Lane Group WBL WBR NBT NBR SBL SBT ø1 ø5 ø6 ø8 ø9 ø12 Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 0 0 0 1611 3433 1863 Satd. Flow (prot) 0 0 0 1611 3433 1863 Flt Permitted 0.950 Flt Permitted 0.950 Satd. Flow (perm) 0 0 0 1611 3433 1863 Satd. Flow (perm) 0 0 0 1611 3433 1863 Satd. Flow (RTOR) Satd. Flow (RTOR) Volume (vph) 0 0 0 289 273 171 Volume (vph) 0 0 0 465 331 325 Lane Group Flow (vph) 0 0 0 314 297 186 Lane Group Flow (vph) 0 0 0 505 360 353 Turn Type custom Prot Turn Type custom Prot Protected Phases 4 2 Free 1568912 Protected Phases 4 2 Free 1568912 Permitted Phases Permitted Phases Detector Phases 4 2 Detector Phases 4 2 Minimum Initial (s) 7.0 7.0 7.0 7.0 7.0 7.0 10.0 2.0 Minimum Initial (s) 7.0 7.0 7.0 7.0 7.0 7.0 10.0 2.0 Minimum Split (s) 20.0 20.0 12.0 12.0 20.0 20.0 15.0 7.0 Minimum Split (s) 20.0 20.0 12.0 12.0 20.0 20.0 15.0 7.0 Total Split (s) 0.0 0.0 0.0 40.0 20.0 0.0 27.0 14.0 33.0 26.0 20.0 7.0 Total Split (s) 0.0 0.0 0.0 58.0 28.0 0.0 39.0 28.0 39.0 44.0 29.0 7.0 Total Split (%) 0.0% 0.0% 0.0% 33.3% 16.7% 0.0% 23% 12% 28% 22% 17% 6% Total Split (%) 0.0% 0.0% 0.0% 33.0% 15.9% 0.0% 22% 16% 22% 25% 16% 4% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lead Lag Lag Lead/Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode Max Max Max Max Max Max Max Max Recall Mode Max Max Max Max Max Max Max Max Act Effct Green (s) 36.0 16.0 120.0 Act Effct Green (s) 54.0 24.0 176.0 Actuated g/C Ratio 0.30 0.13 1.00 Actuated g/C Ratio 0.31 0.14 1.00 v/c Ratio 0.65 0.65 0.10 v/c Ratio 1.02 0.77 0.19 Control Delay 44.0 56.7 0.1 Control Delay 104.6 85.2 0.2 Queue Delay 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 Total Delay 44.0 56.7 0.1 Total Delay 104.6 85.2 0.2 LOS D E A LOS F F A Approach Delay 34.9 Approach Delay 43.1 Approach LOS C Approach LOS D Intersection Summary Intersection Summary Cycle Length: 120 Cycle Length: 176 Actuated Cycle Length: 120 Actuated Cycle Length: 176 Offset: 0 (0%), Referenced to phase 2:SBL and 5:, Start of Yellow Offset: 0 (0%), Referenced to phase 2:SBL and 5:, Start of Yellow Natural Cycle: 90 Natural Cycle: 120 Control Type: Pretimed Control Type: Pretimed Maximum v/c Ratio: 0.99 Maximum v/c Ratio: 1.02 Intersection Signal Delay: 38.5 Intersection LOS: D Intersection Signal Delay: 68.6 Intersection LOS: E Intersection Capacity Utilization 32.3% ICU Level of Service A Intersection Capacity Utilization 44.9% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1000: Del Mar Blvd & Santa Maria Rd Splits and Phases: 1000: Del Mar Blvd & Santa Maria Rd

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 1 Alliance Texas Engineering Page 1

Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1003: Del Mar Blvd & I-35 SBFR 2025 Projected AM Peak - No Build 1003: Del Mar Blvd & I-35 SBFR 2025 Projected PM Peak - No Build

Lane Group EBT EBR WBL WBT NBL NBR ø2 ø4 ø5 ø6 ø8 ø9 Lane Group EBT EBR WBL WBT NBL NBR ø2 ø4 ø5 ø6 ø8 ø9 Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 3518 0 3433 0 0 0 Satd. Flow (prot) 3518 0 3433 0 0 0 Flt Permitted 0.182 Flt Permitted 0.950 Satd. Flow (perm) 3518 0 658 0 0 0 Satd. Flow (perm) 3518 0 3433 0 0 0 Satd. Flow (RTOR) 5 Satd. Flow (RTOR) 3 Volume (vph) 540 21 712 0 0 0 Volume (vph) 768 29 621 0 0 0 Lane Group Flow (vph) 610 0 774 0 0 0 Lane Group Flow (vph) 867 0 675 0 0 0 Turn Type custom Turn Type Prot Protected Phases 2 4 12 1 245689 Protected Phases 2 4 12 1 245689 Permitted Phases 8 Permitted Phases Detector Phases 2 4 12 1 Detector Phases 2 4 12 1 Minimum Initial (s) 7.0 7.0 7.0 7.0 7.0 7.0 10.0 Minimum Initial (s) 7.0 7.0 7.0 7.0 7.0 7.0 10.0 Minimum Split (s) 12.0 20.0 20.0 12.0 20.0 20.0 15.0 Minimum Split (s) 12.0 20.0 20.0 12.0 20.0 20.0 15.0 Total Split (s) 67.0 0.0 27.0 0.0 0.0 0.0 20.0 40.0 14.0 33.0 26.0 20.0 Total Split (s) 93.0 0.0 39.0 0.0 0.0 0.0 28.0 58.0 28.0 39.0 44.0 29.0 Total Split (%) 55.8% 0.0% 22.5% 0.0% 0.0% 0.0% 17% 33% 12% 28% 22% 17% Total Split (%) 52.8% 0.0% 22.2% 0.0% 0.0% 0.0% 16% 33% 16% 22% 25% 16% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lag Lead Lead Lag Lag Lead/Lag Lag Lead Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode Max Max Max Max Max Max Max Recall Mode Max Max Max Max Max Max Max Act Effct Green (s) 63.0 45.0 Act Effct Green (s) 89.0 35.0 Actuated g/C Ratio 0.52 0.38 Actuated g/C Ratio 0.51 0.20 v/c Ratio 0.33 0.99 v/c Ratio 0.49 0.99 Control Delay 1.8 28.2 Control Delay 2.0 39.7 Queue Delay 1.0 0.0 Queue Delay 4.9 0.0 Total Delay 2.8 28.2 Total Delay 6.9 39.7 LOS A C LOS A D Approach Delay 2.8 Approach Delay 6.9 Approach LOS A Approach LOS A Intersection Summary Intersection Summary Cycle Length: 120 Cycle Length: 176 Actuated Cycle Length: 120 Actuated Cycle Length: 176 Offset: 0 (0%), Referenced to phase 2:SBL and 5:, Start of Yellow Offset: 0 (0%), Referenced to phase 2:SBL and 5:, Start of Yellow Natural Cycle: 90 Natural Cycle: 120 Control Type: Pretimed Control Type: Pretimed Maximum v/c Ratio: 0.99 Maximum v/c Ratio: 1.02 Intersection Signal Delay: 17.0 Intersection LOS: B Intersection Signal Delay: 21.3 Intersection LOS: C Intersection Capacity Utilization 42.6% ICU Level of Service A Intersection Capacity Utilization 46.5% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1003: Del Mar Blvd & I-35 SBFR Splits and Phases: 1003: Del Mar Blvd & I-35 SBFR

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 3 Alliance Texas Engineering Page 3 Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1009: Del Mar Blvd & I-35 NBFR 2025 Projected AM Peak - No Build 1009: Del Mar Blvd & I-35 NBFR 2025 Projected PM Peak - No Build

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 0 3444 0 0 3539 1583 0 5085 1583 0 0 0 Satd. Flow (prot) 0 3426 0 0 3539 1583 0 5085 1583 0 0 0 Flt Permitted 0.511 Flt Permitted 0.505 Satd. Flow (perm) 0 1809 0 0 3539 1583 0 5085 1583 0 0 0 Satd. Flow (perm) 0 1787 0 0 3539 1583 0 5085 1583 0 0 0 Satd. Flow (RTOR) 177 454 Satd. Flow (RTOR) 104 633 Volume (vph) 305 236 0 0 712 280 0 500 418 0 0 0 Volume (vph) 504 263 0 0 621 221 0 808 621 0 0 0 Lane Group Flow (vph) 0 589 0 0 774 304 0 543 454 0 0 0 Lane Group Flow (vph) 0 834 0 0 675 240 0 878 675 0 0 0 Turn Type pm+pt Perm Split Perm Turn Type pm+pt Perm Split Perm Protected Phases 55 6 13 9 6 8 8 Protected Phases 55 6 13 9 6 8 8 Permitted Phases 5 6 13 9 6 8 Permitted Phases 5 6 13 9 6 8 Detector Phases 55 6 13 9 66888 Detector Phases 55 6 13 9 66888 Minimum Initial (s) 7.0 7.0 7.0 7.0 7.0 7.0 Minimum Initial (s) 7.0 7.0 7.0 7.0 7.0 7.0 Minimum Split (s) 12.0 20.0 20.0 20.0 20.0 20.0 Minimum Split (s) 12.0 20.0 20.0 20.0 20.0 20.0 Total Split (s) 14.0 87.0 0.0 0.0 33.0 33.0 26.0 26.0 26.0 0.0 0.0 0.0 Total Split (s) 28.0 125.0 0.0 0.0 39.0 39.0 44.0 44.0 44.0 0.0 0.0 0.0 Total Split (%) 11.7% 72.5% 0.0% 0.0% 27.5% 27.5% 21.7% 21.7% 21.7% 0.0% 0.0% 0.0% Total Split (%) 15.9% 71.0% 0.0% 0.0% 22.2% 22.2% 25.0% 25.0% 25.0% 0.0% 0.0% 0.0% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lag Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Recall Mode Max Max Max Max Max Max Recall Mode Max Max Max Max Max Max Act Effct Green (s) 75.0 29.0 29.0 22.0 22.0 Act Effct Green (s) 113.0 35.0 35.0 40.0 40.0 Actuated g/C Ratio 0.62 0.24 0.24 0.18 0.18 Actuated g/C Ratio 0.64 0.20 0.20 0.23 0.23 v/c Ratio 0.86dl 0.91 0.59 0.58 0.69 v/c Ratio 1.13dl 0.96 0.60 0.76 0.80 Control Delay 5.3 59.4 21.4 47.7 9.9 Control Delay 3.8 94.0 42.7 68.5 13.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 Queue Delay 0.1 0.0 0.0 0.0 0.0 Total Delay 5.3 59.4 21.4 47.7 9.9 Total Delay 3.9 94.0 42.7 68.5 13.9 LOS A E C D A LOS A F D E B Approach Delay 5.3 48.7 30.5 Approach Delay 3.9 80.6 44.7 Approach LOS A D C Approach LOS A F D Intersection Summary Intersection Summary Cycle Length: 120 Cycle Length: 176 Actuated Cycle Length: 120 Actuated Cycle Length: 176 Offset: 0 (0%), Referenced to phase 2:SBL and 5:, Start of Yellow Offset: 0 (0%), Referenced to phase 2:SBL and 5:, Start of Yellow Natural Cycle: 90 Natural Cycle: 120 Control Type: Pretimed Control Type: Pretimed Maximum v/c Ratio: 0.99 Maximum v/c Ratio: 1.02 Intersection Signal Delay: 32.3 Intersection LOS: C Intersection Signal Delay: 44.4 Intersection LOS: D Intersection Capacity Utilization 56.2% ICU Level of Service B Intersection Capacity Utilization 73.0% ICU Level of Service D Analysis Period (min) 15 Analysis Period (min) 15 dl Defacto Left Lane. Recode with 1 though lane as a left lane. dl Defacto Left Lane. Recode with 1 though lane as a left lane.

Splits and Phases: 1009: Del Mar Blvd & I-35 NBFR Splits and Phases: 1009: Del Mar Blvd & I-35 NBFR

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 5 Alliance Texas Engineering Page 5

Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1033: Del Mar Blvd & Springfield Dr 2025 Projected AM Peak - No Build 1033: Del Mar Blvd & Springfield Dr 2025 Projected PM Peak - No Build

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 3504 0 1770 3468 0 1770 1682 0 1770 1863 1583 Satd. Flow (prot) 1770 3476 0 1770 3472 0 1770 1714 0 1770 1863 1583 Flt Permitted 0.182 0.277 0.800 0.800 Flt Permitted 0.152 0.125 0.596 0.267 Satd. Flow (perm) 339 3504 0 516 3468 0 1490 1682 0 1490 1863 1583 Satd. Flow (perm) 283 3476 0 233 3472 0 1110 1714 0 497 1863 1583 Satd. Flow (RTOR) 8 22 79 107 Satd. Flow (RTOR) 15 17 59 41 Volume (vph) 52 539 38 115 804 127 126 53 98 155 127 99 Volume (vph) 49 725 99 171 694 101 183 144 164 156 243 69 Lane Group Flow (vph) 57 627 0 125 1012 0 137 165 0 168 138 108 Lane Group Flow (vph) 53 896 0 186 864 0 199 335 0 170 264 75 Turn Type pm+pt pm+pt pm+pt pm+pt Perm Turn Type pm+pt pm+pt pm+pt pm+pt Perm Protected Phases 5 2 1 6 3 8 7 4 Protected Phases 5 2 1 6 3 8 7 4 Permitted Phases 26844 Permitted Phases 26844 Detector Phases 5 2 1 6 3 8 7 4 4 Detector Phases 5 2 1 6 3 8 7 4 4 Minimum Initial (s) 6.0 8.0 6.0 8.0 6.0 8.0 6.0 8.0 8.0 Minimum Initial (s) 6.0 8.0 6.0 8.0 6.0 8.0 6.0 8.0 8.0 Minimum Split (s) 10.0 13.0 10.0 13.0 10.0 13.0 10.0 13.0 13.0 Minimum Split (s) 10.0 13.0 10.0 13.0 10.0 13.0 10.0 13.0 13.0 Total Split (s) 12.0 42.0 0.0 18.0 48.0 0.0 15.0 20.0 0.0 20.0 25.0 25.0 Total Split (s) 14.0 32.0 0.0 18.0 36.0 0.0 20.0 35.0 0.0 15.0 30.0 30.0 Total Split (%) 12.0% 42.0% 0.0% 18.0% 48.0% 0.0% 15.0% 20.0% 0.0% 20.0% 25.0% 25.0% Total Split (%) 14.0% 32.0% 0.0% 18.0% 36.0% 0.0% 20.0% 35.0% 0.0% 15.0% 30.0% 30.0% Yellow Time (s) 3.0 4.0 3.0 4.0 3.0 4.0 3.0 4.0 4.0 Yellow Time (s) 3.0 4.0 3.0 4.0 3.0 4.0 3.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lead Lag Lag Lag Lead Lead Lead Lead/Lag Lead Lag Lead Lag Lag Lag Lead Lead Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode Max Max Max Max Max C-Max Max Max Max Recall Mode Max Max Max Max Max C-Max Max Max Max Act Effct Green (s) 46.0 38.0 56.0 44.0 16.0 16.0 21.0 21.0 21.0 Act Effct Green (s) 38.0 28.0 46.0 32.0 31.0 31.0 26.0 26.0 26.0 Actuated g/C Ratio 0.46 0.38 0.56 0.44 0.16 0.16 0.21 0.21 0.21 Actuated g/C Ratio 0.38 0.28 0.46 0.32 0.31 0.31 0.26 0.26 0.26 v/c Ratio 0.21 0.47 0.27 0.66 0.51 0.49 0.47 0.35 0.26 v/c Ratio 0.21 0.91 0.58 0.77 0.44 0.59 0.63 0.55 0.17 Control Delay 12.6 24.5 12.0 24.1 46.2 25.8 39.5 36.8 8.5 Control Delay 17.5 48.7 25.6 35.5 32.9 28.6 41.9 36.9 16.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 12.6 24.5 12.0 24.1 46.2 25.8 39.5 36.8 8.5 Total Delay 17.5 48.7 25.6 35.5 32.9 28.6 41.9 36.9 16.4 LOSBCBCDCDDA LOSBDCDCCDDB Approach Delay 23.5 22.7 35.0 30.5 Approach Delay 47.0 33.8 30.2 35.6 Approach LOS CCDC Approach LOS DCCD Intersection Summary Intersection Summary Cycle Length: 100 Cycle Length: 100 Actuated Cycle Length: 100 Actuated Cycle Length: 100 Offset: 6 (6%), Referenced to phase 8:NBTL, Start of Yellow Offset: 0 (0%), Referenced to phase 8:NBTL, Start of Yellow Natural Cycle: 60 Natural Cycle: 60 Control Type: Actuated-Coordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.66 Maximum v/c Ratio: 0.91 Intersection Signal Delay: 25.7 Intersection LOS: C Intersection Signal Delay: 37.6 Intersection LOS: D Intersection Capacity Utilization 62.0% ICU Level of Service B Intersection Capacity Utilization 72.3% ICU Level of Service C Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1033: Del Mar Blvd & Springfield Dr Splits and Phases: 1033: Del Mar Blvd & Springfield Dr

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 7 Alliance Texas Engineering Page 7 HCM Unsignalized Intersection Capacity Analysis Del Mar Corridor Study HCM Unsignalized Intersection Capacity Analysis Del Mar Corridor Study 1047: Del Mar Blvd & Village Blvd 2025 Projected AM Peak - No Build 1047: Del Mar Blvd & Village Blvd 2025 Projected PM Peak - No Build

Movement EBT EBR WBL WBT NBL NBR Movement EBT EBR WBL WBT NBL NBR Lane Configurations Lane Configurations Sign Control Free Free Stop Sign Control Free Free Stop Grade 0% 0% 0% Grade 0% 0% 0% Volume (veh/h) 659 35 110 992 56 84 Volume (veh/h) 946 50 103 928 80 120 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 716 38 120 1078 61 91 Hourly flow rate (vph) 1028 54 112 1009 87 130 Pedestrians Pedestrians Lane Width (ft) Lane Width (ft) Walking Speed (ft/s) Walking Speed (ft/s) Percent Blockage Percent Blockage Right turn flare (veh) Right turn flare (veh) Median type TWLTL Median type TWLTL Median storage veh) 1 Median storage veh) 1 Upstream signal (ft) 751 Upstream signal (ft) 751 pX, platoon unblocked 0.91 0.91 0.91 pX, platoon unblocked 0.78 0.78 0.78 vC, conflicting volume 754 1514 377 vC, conflicting volume 1083 1784 541 vC1, stage 1 conf vol 735 vC1, stage 1 conf vol 1055 vC2, stage 2 conf vol 778 vC2, stage 2 conf vol 728 vCu, unblocked vol 624 1463 207 vCu, unblocked vol 825 1723 131 tC, single (s) 4.1 6.8 6.9 tC, single (s) 4.1 6.8 6.9 tC, 2 stage (s) 5.8 tC, 2 stage (s) 5.8 tF (s) 2.2 3.5 3.3 tF (s) 2.2 3.5 3.3 p0 queue free % 86 73 87 p0 queue free % 82 51 81 cM capacity (veh/h) 863 225 723 cM capacity (veh/h) 626 178 698 Direction, Lane # EB 1 EB 2 WB 1 WB 2 WB 3 NB 1 NB 2 Direction, Lane # EB 1 EB 2 WB 1 WB 2 WB 3 NB 1 NB 2 Volume Total 478 277 120 539 539 61 91 Volume Total 686 397 112 504 504 87 130 Volume Left 0 0 120 0 0 61 0 Volume Left 0 0 112 0 0 87 0 Volume Right 0 38 000091 Volume Right 0 54 0000130 cSH 1700 1700 863 1700 1700 225 723 cSH 1700 1700 626 1700 1700 178 698 Volume to Capacity 0.28 0.16 0.14 0.32 0.32 0.27 0.13 Volume to Capacity 0.40 0.23 0.18 0.30 0.30 0.49 0.19 Queue Length 95th (ft) 0 0 12 0 0 26 11 Queue Length 95th (ft) 0 0 16 0 0 59 17 Control Delay (s) 0.0 0.0 9.8 0.0 0.0 26.8 10.7 Control Delay (s) 0.0 0.0 12.0 0.0 0.0 43.3 11.3 Lane LOS A D B Lane LOS B E B Approach Delay (s) 0.0 1.0 17.2 Approach Delay (s) 0.0 1.2 24.1 Approach LOS C Approach LOS C Intersection Summary Intersection Summary Average Delay 1.8 Average Delay 2.7 Intersection Capacity Utilization 38.8% ICU Level of Service A Intersection Capacity Utilization 47.9% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 1 Alliance Texas Engineering Page 1

Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1077: Del Mar Blvd & Bennington Dr 2025 Projected AM Peak - No Build 1077: Del Mar Blvd & Bennington Dr 2025 Projected PM Peak - No Build

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 3539 0 0 3539 0 1770 1583 0 0 1658 0 Satd. Flow (prot) 1770 3539 0 0 3532 0 1770 1591 0 0 1744 0 Flt Permitted 0.148 0.745 0.913 Flt Permitted 0.138 0.741 0.858 Satd. Flow (perm) 276 3539 0 0 3539 0 1388 1583 0 0 1534 0 Satd. Flow (perm) 257 3539 0 0 3532 0 1380 1591 0 0 1555 0 Satd. Flow (RTOR) 90 33 Satd. Flow (RTOR) 4 36 5 Volume (vph) 3 779 0 0 1072 2 144 0 137 28 0 74 Volume (vph) 15 1102 0 0 1145 18 7 1 33 18 0 5 Lane Group Flow (vph) 3 847 0 0 1167 0 157 149 0 0 110 0 Lane Group Flow (vph) 16 1198 0 0 1265 0 8 37 0 0 25 0 Turn Type Perm Perm Perm Turn Type Perm Perm Perm Protected Phases 2684 Protected Phases 2684 Permitted Phases 2 8 4 Permitted Phases 2 8 4 Detector Phases 2 2 6 8 8 4 4 Detector Phases 2 2 6 8 8 4 4 Minimum Initial (s) 15.0 15.0 15.0 8.0 8.0 10.0 10.0 Minimum Initial (s) 15.0 15.0 15.0 8.0 8.0 10.0 10.0 Minimum Split (s) 20.0 20.0 20.0 13.0 13.0 27.0 27.0 Minimum Split (s) 20.0 20.0 20.0 13.0 13.0 27.0 27.0 Total Split (s) 31.0 31.0 0.0 0.0 31.0 0.0 29.0 29.0 0.0 29.0 29.0 0.0 Total Split (s) 33.0 33.0 0.0 0.0 33.0 0.0 27.0 27.0 0.0 27.0 27.0 0.0 Total Split (%) 51.7% 51.7% 0.0% 0.0% 51.7% 0.0% 48.3% 48.3% 0.0% 48.3% 48.3% 0.0% Total Split (%) 55.0% 55.0% 0.0% 0.0% 55.0% 0.0% 45.0% 45.0% 0.0% 45.0% 45.0% 0.0% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead/Lag Lead-Lag Optimize? Lead-Lag Optimize? Recall Mode None None None None None None None Recall Mode None None None None None None None Act Effct Green (s) 22.5 22.5 22.5 12.0 12.0 12.5 Act Effct Green (s) 25.1 25.1 25.1 9.9 9.9 11.2 Actuated g/C Ratio 0.60 0.60 0.60 0.30 0.30 0.31 Actuated g/C Ratio 0.83 0.83 0.83 0.26 0.26 0.29 v/c Ratio 0.02 0.40 0.55 0.38 0.28 0.22 v/c Ratio 0.07 0.41 0.43 0.02 0.08 0.06 Control Delay 6.0 7.0 8.3 15.2 7.5 10.2 Control Delay 4.9 3.8 3.9 13.3 6.9 12.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 6.0 7.0 8.3 15.2 7.5 10.2 Total Delay 4.9 3.8 3.9 13.3 6.9 12.1 LOS A A A B A B LOS A A A B A B Approach Delay 7.0 8.3 11.5 10.2 Approach Delay 3.8 3.9 8.0 12.1 Approach LOS AABB Approach LOS AAAB Intersection Summary Intersection Summary Cycle Length: 60 Cycle Length: 60 Actuated Cycle Length: 37.5 Actuated Cycle Length: 30.2 Natural Cycle: 55 Natural Cycle: 60 Control Type: Actuated-Uncoordinated Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.55 Maximum v/c Ratio: 0.43 Intersection Signal Delay: 8.3 Intersection LOS: A Intersection Signal Delay: 4.0 Intersection LOS: A Intersection Capacity Utilization 56.5% ICU Level of Service B Intersection Capacity Utilization 47.2% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1077: Del Mar Blvd & Bennington Dr Splits and Phases: 1077: Del Mar Blvd & Bennington Dr

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 8 Alliance Texas Engineering Page 8 Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1098: Del Mar Blvd & Park Entrance 2025 Projected AM Peak - No Build 1098: Del Mar Blvd & Park Entrance 2025 Projected PM Peak - No Build

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1863 3486 0 1770 3539 0 0 1744 0 0 1863 0 Satd. Flow (prot) 1770 3493 0 1770 3539 0 0 1713 0 0 1863 0 Flt Permitted 0.178 0.772 Flt Permitted 0.143 0.143 0.836 Satd. Flow (perm) 1863 3486 0 332 3539 0 0 1401 0 0 1863 0 Satd. Flow (perm) 266 3493 0 266 3539 0 0 1476 0 0 1863 0 Satd. Flow (RTOR) 26 23 Satd. Flow (RTOR) 22 32 Volume (vph) 0 861 93 47 978 2 150 0 35 0 0 0 Volume (vph) 1 1121 105 44 1056 0 90 0 56 0 0 0 Lane Group Flow (vph) 0 1037 0 51 1065 0 0 201 0000 Lane Group Flow (vph) 1 1332 0 48 1148 0 0 159 0000 Turn Type Perm Perm Perm Perm Turn Type Perm Perm Perm Perm Protected Phases 2684 Protected Phases 2684 Permitted Phases 2684 Permitted Phases 2684 Detector Phases 2 2 6 6 8 8 4 4 Detector Phases 2 2 6 6 8 8 4 4 Minimum Initial (s) 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 Minimum Initial (s) 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 Minimum Split (s) 31.0 31.0 28.0 28.0 28.0 28.0 28.0 28.0 Minimum Split (s) 31.0 31.0 28.0 28.0 28.0 28.0 28.0 28.0 Total Split (s) 32.0 32.0 0.0 32.0 32.0 0.0 28.0 28.0 0.0 28.0 28.0 0.0 Total Split (s) 32.0 32.0 0.0 32.0 32.0 0.0 28.0 28.0 0.0 28.0 28.0 0.0 Total Split (%) 53.3% 53.3% 0.0% 53.3% 53.3% 0.0% 46.7% 46.7% 0.0% 46.7% 46.7% 0.0% Total Split (%) 53.3% 53.3% 0.0% 53.3% 53.3% 0.0% 46.7% 46.7% 0.0% 46.7% 46.7% 0.0% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 All-Red Time (s) 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 Lead/Lag Lead/Lag Lead-Lag Optimize? Lead-Lag Optimize? Recall Mode None None None None None None None None Recall Mode None None None None None None None None Act Effct Green (s) 22.0 22.0 22.0 11.7 Act Effct Green (s) 25.1 25.1 25.1 25.1 10.6 Actuated g/C Ratio 0.61 0.61 0.61 0.30 Actuated g/C Ratio 0.66 0.66 0.66 0.66 0.26 v/c Ratio 0.49 0.25 0.50 0.46 v/c Ratio 0.01 0.58 0.28 0.50 0.39 Control Delay 7.3 10.7 7.6 15.2 Control Delay 5.0 7.2 10.8 6.5 15.1 Queue Delay 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.1 Total Delay 7.4 10.7 7.6 15.2 Total Delay 5.0 7.3 10.8 6.5 15.2 LOS A B A B LOS A A B A B Approach Delay 7.4 7.7 15.2 Approach Delay 7.2 6.6 15.2 Approach LOS A A B Approach LOS A A B Intersection Summary Intersection Summary Cycle Length: 60 Cycle Length: 60 Actuated Cycle Length: 36.2 Actuated Cycle Length: 38.3 Natural Cycle: 60 Natural Cycle: 60 Control Type: Actuated-Uncoordinated Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.50 Maximum v/c Ratio: 0.58 Intersection Signal Delay: 8.2 Intersection LOS: A Intersection Signal Delay: 7.4 Intersection LOS: A Intersection Capacity Utilization 54.2% ICU Level of Service A Intersection Capacity Utilization 51.6% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1098: Del Mar Blvd & Park Entrance Splits and Phases: 1098: Del Mar Blvd & Park Entrance

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 9 Alliance Texas Engineering Page 9

Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1112: Del Mar Blvd & Broadcrest Dr 2025 Projected AM Peak - No Build 1112: Del Mar Blvd & Broadcrest Dr 2025 Projected PM Peak - No Build

Lane Group EBL EBT WBT WBR SBL SBR Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 1863 1837 0 1660 0 Satd. Flow (prot) 1770 1863 1837 0 1662 0 Flt Permitted 0.069 0.985 Flt Permitted 0.069 0.985 Satd. Flow (perm) 129 1863 1837 0 1660 0 Satd. Flow (perm) 129 1863 1837 0 1662 0 Satd. Flow (RTOR) 11 116 Satd. Flow (RTOR) 11 88 Volume (vph) 45 848 908 101 53 125 Volume (vph) 58 1109 1014 113 35 81 Lane Group Flow (vph) 49 922 1097 0 194 0 Lane Group Flow (vph) 63 1205 1225 0 126 0 Turn Type pm+pt Turn Type pm+pt Protected Phases 7 4 8 6 Protected Phases 7 4 8 6 Permitted Phases 4 Permitted Phases 4 Detector Phases 7 4 8 6 Detector Phases 7 4 8 6 Minimum Initial (s) 6.0 8.0 8.0 8.0 Minimum Initial (s) 6.0 8.0 8.0 8.0 Minimum Split (s) 11.0 21.0 21.0 21.0 Minimum Split (s) 11.0 21.0 21.0 21.0 Total Split (s) 11.0 69.0 58.0 0.0 21.0 0.0 Total Split (s) 11.0 69.0 58.0 0.0 21.0 0.0 Total Split (%) 12.2% 76.7% 64.4% 0.0% 23.3% 0.0% Total Split (%) 12.2% 76.7% 64.4% 0.0% 23.3% 0.0% Yellow Time (s) 3.5 3.5 3.5 3.5 Yellow Time (s) 3.5 3.5 3.5 3.5 All-Red Time (s) 1.5 1.5 1.5 1.5 All-Red Time (s) 1.5 1.5 1.5 1.5 Lead/Lag Lead Lag Lead/Lag Lead Lag Lead-Lag Optimize? Yes Yes Lead-Lag Optimize? Yes Yes Recall Mode None None None None Recall Mode None None None None Act Effct Green (s) 56.6 56.9 51.0 11.7 Act Effct Green (s) 62.9 64.6 56.3 10.1 Actuated g/C Ratio 0.70 0.74 0.66 0.15 Actuated g/C Ratio 0.78 0.82 0.72 0.12 v/c Ratio 0.21 0.67 0.90 0.55 v/c Ratio 0.26 0.79 0.93 0.44 Control Delay 5.3 8.3 24.9 21.0 Control Delay 4.9 10.9 28.6 18.2 Queue Delay 0.0 0.3 0.0 0.0 Queue Delay 0.0 0.5 0.0 0.0 Total Delay 5.3 8.6 24.9 21.0 Total Delay 4.9 11.4 28.6 18.2 LOS A A C C LOS A B C B Approach Delay 8.4 24.9 21.0 Approach Delay 11.1 28.6 18.2 Approach LOS A C C Approach LOS B C B Intersection Summary Intersection Summary Cycle Length: 90 Cycle Length: 90 Actuated Cycle Length: 76.8 Actuated Cycle Length: 78.4 Natural Cycle: 90 Natural Cycle: 100 Control Type: Actuated-Uncoordinated Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.90 Maximum v/c Ratio: 0.93 Intersection Signal Delay: 17.5 Intersection LOS: B Intersection Signal Delay: 19.6 Intersection LOS: B Intersection Capacity Utilization 71.2% ICU Level of Service C Intersection Capacity Utilization 73.8% ICU Level of Service D Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1112: Del Mar Blvd & Broadcrest Dr Splits and Phases: 1112: Del Mar Blvd & Broadcrest Dr

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 10 Alliance Texas Engineering Page 10 HCM Unsignalized Intersection Capacity Analysis Del Mar Corridor Study HCM Unsignalized Intersection Capacity Analysis Del Mar Corridor Study 1132: Del Mar Blvd & Fenwick Dr 2025 Projected AM Peak - No Build 1132: Del Mar Blvd & Fenwick Dr 2025 Projected PM Peak - No Build

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Sign Control Free Free Stop Stop Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Grade 0% 0% 0% 0% Volume (veh/h) 12 1098 58 13 639 6 19 6 12 29 19 48 Volume (veh/h) 12 1098 58 21 1040 11 18 7 11 2 1 4 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 13 1193 63 14 695 7 21 7 13 32 21 52 Hourly flow rate (vph) 13 1193 63 23 1130 12 20 8 12 2 1 4 Pedestrians Pedestrians Lane Width (ft) Lane Width (ft) Walking Speed (ft/s) Walking Speed (ft/s) Percent Blockage Percent Blockage Right turn flare (veh) Right turn flare (veh) Median type TWLTL TWLTL Median type TWLTL TWLTL Median storage veh) 1 1 Median storage veh) 1 1 Upstream signal (ft) 1066 1089 Upstream signal (ft) 1066 1089 pX, platoon unblocked 0.79 0.79 0.79 0.79 0.79 0.79 pX, platoon unblocked 0.54 0.54 0.54 0.54 0.54 0.54 vC, conflicting volume 701 1257 2036 1980 1225 1959 2005 695 vC, conflicting volume 1142 1257 2432 2439 1225 2411 2459 1130 vC1, stage 1 conf vol 1251 1251 723 723 vC1, stage 1 conf vol 1251 1251 1176 1176 vC2, stage 2 conf vol 785 729 1236 1283 vC2, stage 2 conf vol 1181 1188 1235 1283 vCu, unblocked vol 624 1257 2305 2235 1225 2207 2266 615 vCu, unblocked vol 1264 1257 3652 3665 1225 3613 3701 1242 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) 6.1 5.5 6.1 5.5 tC, 2 stage (s) 6.1 5.5 6.1 5.5 tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 98 97 81 95 94 73 85 87 p0 queue free % 96 96 63 88 95 96 98 96 cM capacity (veh/h) 760 554 110 143 218 118 137 390 cM capacity (veh/h) 297 554 53 65 218 57 68 115 Direction, Lane # EB 1 EB 2 WB 1 WB 2 WB 3 NB 1 SB 1 Direction, Lane # EB 1 EB 2 WB 1 WB 2 WB 3 NB 1 SB 1 Volume Total 13 1257 14 695 7 40 104 Volume Total 13 1257 23 1130 12 39 8 Volume Left 13 0 14 0 0 21 32 Volume Left 13 0 23 0 0 20 2 Volume Right 0 63 0 0 7 13 52 Volume Right 0 63 0 0 12 12 4 cSH 760 1700 554 1700 1700 138 189 cSH 297 1700 554 1700 1700 72 83 Volume to Capacity 0.02 0.74 0.03 0.41 0.00 0.29 0.55 Volume to Capacity 0.04 0.74 0.04 0.66 0.01 0.54 0.09 Queue Length 95th (ft) 102002873 Queue Length 95th (ft) 30300577 Control Delay (s) 9.8 0.0 11.7 0.0 0.0 41.6 45.3 Control Delay (s) 17.7 0.0 11.8 0.0 0.0 102.4 52.7 Lane LOS A B E E Lane LOS C B F F Approach Delay (s) 0.1 0.2 41.6 45.3 Approach Delay (s) 0.2 0.2 102.4 52.7 Approach LOS E E Approach LOS F F Intersection Summary Intersection Summary Average Delay 3.1 Average Delay 2.0 Intersection Capacity Utilization 74.0% ICU Level of Service D Intersection Capacity Utilization 71.5% ICU Level of Service C Analysis Period (min) 15 Analysis Period (min) 15

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 5 Alliance Texas Engineering Page 5

Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1153: Del Mar Blvd & Lindenwood Dr 2025 Projected AM Peak - No Build 1153: Del Mar Blvd & Lindenwood Dr 2025 Projected PM Peak - No Build

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 3511 0 1770 3493 0 0 1732 0 1770 1650 0 Satd. Flow (prot) 1770 3532 0 1770 3522 0 0 1747 0 1770 1650 0 Flt Permitted 0.251 0.190 0.864 0.660 Flt Permitted 0.190 0.190 0.844 0.707 Satd. Flow (perm) 468 3511 0 354 3493 0 0 1516 0 1229 1650 0 Satd. Flow (perm) 354 3532 0 354 3522 0 0 1509 0 1317 1650 0 Satd. Flow (RTOR) 10 18 72 228 Satd. Flow (RTOR) 3 6 23 132 Volume (vph) 99 777 42 5 623 58 42 49 69 334 66 210 Volume (vph) 100 1020 15 16 1034 32 33 17 21 144 38 121 Lane Group Flow (vph) 108 891 0 5 740 0 0 174 0 363 300 0 Lane Group Flow (vph) 109 1125 0 17 1159 0 0 77 0 157 173 0 Turn Type pm+pt pm+pt Perm Perm Turn Type pm+pt pm+pt Perm Perm Protected Phases 5 2 1 6 8 4 Protected Phases 5 2 1 6 8 4 Permitted Phases 2684 Permitted Phases 2684 Detector Phases 5 2 1 6 8 8 4 4 Detector Phases 5 2 1 6 8 8 4 4 Minimum Initial (s) 5.0 15.0 5.0 15.0 12.0 12.0 12.0 12.0 Minimum Initial (s) 5.0 15.0 5.0 15.0 12.0 12.0 12.0 12.0 Minimum Split (s) 9.0 25.0 9.0 25.0 21.0 21.0 21.0 21.0 Minimum Split (s) 9.0 25.0 9.0 25.0 21.0 21.0 21.0 21.0 Total Split (s) 9.0 25.0 0.0 9.0 25.0 0.0 26.0 26.0 0.0 26.0 26.0 0.0 Total Split (s) 9.0 25.0 0.0 9.0 25.0 0.0 26.0 26.0 0.0 26.0 26.0 0.0 Total Split (%) 15.0% 41.7% 0.0% 15.0% 41.7% 0.0% 43.3% 43.3% 0.0% 43.3% 43.3% 0.0% Total Split (%) 15.0% 41.7% 0.0% 15.0% 41.7% 0.0% 43.3% 43.3% 0.0% 43.3% 43.3% 0.0% Yellow Time (s) 3.0 4.0 3.0 4.0 4.0 4.0 4.0 4.0 Yellow Time (s) 3.0 4.0 3.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lead Lag Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Recall Mode None None None None None None None None Recall Mode None None None None None None None None Act Effct Green (s) 24.7 23.9 22.5 18.8 19.6 19.6 19.6 Act Effct Green (s) 26.5 28.8 24.6 24.0 14.4 14.4 14.4 Actuated g/C Ratio 0.45 0.45 0.37 0.35 0.37 0.37 0.37 Actuated g/C Ratio 0.55 0.62 0.46 0.52 0.29 0.29 0.29 v/c Ratio 0.33 0.56 0.02 0.60 0.29 0.80 0.40 v/c Ratio 0.31 0.51 0.06 0.63 0.17 0.41 0.30 Control Delay 11.0 13.5 9.4 17.3 9.7 33.1 5.9 Control Delay 8.1 10.6 7.6 15.8 11.9 19.3 6.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 11.0 13.5 9.4 17.3 9.7 33.1 5.9 Total Delay 8.1 10.6 7.6 15.8 11.9 19.3 6.8 LOS B B A B A C A LOS A B A B B B A Approach Delay 13.2 17.3 9.7 20.8 Approach Delay 10.4 15.7 11.9 12.8 Approach LOS B B A C Approach LOS BBBB Intersection Summary Intersection Summary Cycle Length: 60 Cycle Length: 60 Actuated Cycle Length: 53.4 Actuated Cycle Length: 46.1 Natural Cycle: 60 Natural Cycle: 60 Control Type: Semi Act-Uncoord Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.80 Maximum v/c Ratio: 0.63 Intersection Signal Delay: 16.1 Intersection LOS: B Intersection Signal Delay: 12.9 Intersection LOS: B Intersection Capacity Utilization 68.8% ICU Level of Service C Intersection Capacity Utilization 68.5% ICU Level of Service C Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1153: Del Mar Blvd & Lindenwood Dr Splits and Phases: 1153: Del Mar Blvd & Lindenwood Dr

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 11 Alliance Texas Engineering Page 11 Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1198: Del Mar Blvd & McPherson Rd 2025 Projected AM Peak - No Build 1198: Del Mar Blvd & McPherson Rd 2025 Projected PM Peak - No Build

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 3539 1583 1770 3539 1583 1770 3539 1583 1770 3539 1583 Satd. Flow (prot) 1770 3539 1583 1770 3539 1583 1770 3539 1583 1770 3539 1583 Flt Permitted 0.271 0.114 0.159 0.160 Flt Permitted 0.129 0.114 0.150 0.082 Satd. Flow (perm) 505 3539 1583 212 3539 1583 296 3539 1583 298 3539 1583 Satd. Flow (perm) 240 3539 1583 212 3539 1583 279 3539 1583 153 3539 1583 Satd. Flow (RTOR) 293 95 198 106 Satd. Flow (RTOR) 195 171 201 112 Volume (vph) 266 1091 464 260 497 87 394 717 264 167 741 194 Volume (vph) 500 1627 461 241 648 168 650 1140 428 141 756 209 Lane Group Flow (vph) 289 1186 504 283 540 95 428 779 287 182 805 211 Lane Group Flow (vph) 543 1768 501 262 704 183 707 1239 465 153 822 227 Turn Type pm+pt Perm pm+pt Perm pm+pt Perm pm+pt Perm Turn Type pm+pt Perm pm+pt Perm pm+pt Perm pm+pt Perm Protected Phases 7 4 3 8 5 2 1 6 Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 8 2 2 6 6 Permitted Phases 4 4 8 8 2 2 6 6 Detector Phases 744388522166 Detector Phases 744388522166 Minimum Initial (s) 8.0 8.0 8.0 5.0 8.0 8.0 5.0 12.0 12.0 5.0 12.0 12.0 Minimum Initial (s) 8.0 8.0 8.0 5.0 8.0 8.0 5.0 12.0 12.0 5.0 12.0 12.0 Minimum Split (s) 12.0 26.0 26.0 9.0 26.0 26.0 9.0 26.0 26.0 9.0 26.0 26.0 Minimum Split (s) 12.0 26.0 26.0 9.0 26.0 26.0 9.0 26.0 26.0 9.0 26.0 26.0 Total Split (s) 26.0 35.0 35.0 31.0 40.0 40.0 31.0 52.0 52.0 32.0 53.0 53.0 Total Split (s) 26.0 35.0 35.0 31.0 40.0 40.0 31.0 52.0 52.0 32.0 53.0 53.0 Total Split (%) 17.3% 23.3% 23.3% 20.7% 26.7% 26.7% 20.7% 34.7% 34.7% 21.3% 35.3% 35.3% Total Split (%) 17.3% 23.3% 23.3% 20.7% 26.7% 26.7% 20.7% 34.7% 34.7% 21.3% 35.3% 35.3% Yellow Time (s) 3.0 4.0 4.0 3.0 4.0 4.0 3.0 4.0 4.0 3.0 4.0 4.0 Yellow Time (s) 3.0 4.0 4.0 3.0 4.0 4.0 3.0 4.0 4.0 3.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Act Effct Green (s) 51.6 31.0 31.0 56.1 33.5 33.5 84.0 67.5 67.5 65.4 53.0 53.0 Act Effct Green (s) 55.7 34.5 34.5 54.9 33.8 33.8 82.2 65.5 65.5 63.9 51.2 51.2 Actuated g/C Ratio 0.34 0.21 0.21 0.37 0.22 0.22 0.56 0.45 0.45 0.44 0.35 0.35 Actuated g/C Ratio 0.37 0.23 0.23 0.37 0.23 0.23 0.55 0.44 0.44 0.43 0.34 0.34 v/c Ratio 0.83 1.62 0.90 0.89 0.68 0.22 0.99 0.49 0.35 0.72 0.64 0.34 v/c Ratio 1.73 2.17 0.97 0.88 0.88 0.37 1.68 0.80 0.58 0.76 0.68 0.37 Control Delay 54.8 323.2 44.1 70.8 58.2 9.3 74.0 31.6 10.5 38.1 44.2 19.6 Control Delay 371.4 558.1 68.0 69.8 69.6 10.0 342.4 42.5 21.6 57.7 46.3 20.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 54.8 323.2 44.1 70.8 58.2 9.3 74.0 31.6 10.5 38.1 44.2 19.6 Total Delay 371.4 558.1 68.0 69.8 69.6 10.0 342.4 42.5 21.6 57.7 46.3 20.7 LOS DFDEEAECBDDB LOS FFEEEAFDCEDC Approach Delay 212.9 57.0 39.7 39.0 Approach Delay 434.8 60.1 126.4 42.9 Approach LOS F E D D Approach LOS F E F D Intersection Summary Intersection Summary Cycle Length: 150 Cycle Length: 150 Actuated Cycle Length: 150 Actuated Cycle Length: 150 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Yellow Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Yellow Natural Cycle: 100 Natural Cycle: 120 Control Type: Actuated-Coordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.62 Maximum v/c Ratio: 2.17 Intersection Signal Delay: 103.7 Intersection LOS: F Intersection Signal Delay: 217.6 Intersection LOS: F Intersection Capacity Utilization 100.2% ICU Level of Service G Intersection Capacity Utilization 128.6% ICU Level of Service H Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1198: Del Mar Blvd & McPherson Rd Splits and Phases: 1198: Del Mar Blvd & McPherson Rd

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 12 Alliance Texas Engineering Page 12

Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1253: Del Mar Blvd & Country Club Dr 2025 Projected AM Peak - No Build 1253: Del Mar Blvd & Country Club Dr 2025 Projected PM Peak - No Build

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 3529 0 1770 3476 0 0 1788 1583 1770 1591 0 Satd. Flow (prot) 1770 3518 0 1770 3458 0 0 1790 1583 1770 1596 0 Flt Permitted 0.094 0.097 0.520 0.658 Flt Permitted 0.126 0.112 0.549 0.709 Satd. Flow (perm) 175 3529 0 181 3476 0 0 969 1583 1226 1591 0 Satd. Flow (perm) 235 3518 0 209 3458 0 0 1023 1583 1321 1596 0 Satd. Flow (RTOR) 2 20 55 188 Satd. Flow (RTOR) 6 29 28 213 Volume (vph) 106 1299 23 22 1178 156 77 16 51 203 5 179 Volume (vph) 226 1207 50 23 1020 183 55 12 26 166 9 196 Lane Group Flow (vph) 115 1437 0 24 1450 0 0 101 55 221 200 0 Lane Group Flow (vph) 246 1366 0 25 1308 0 0 73 28 180 223 0 Turn Type pm+pt pm+pt Perm Perm Perm Turn Type pm+pt pm+pt Perm Perm Perm Protected Phases 5 2 1 6 8 4 Protected Phases 5 2 1 6 8 4 Permitted Phases 2 6 8 8 4 Permitted Phases 2 6 8 8 4 Detector Phases 5 2 1 6 88844 Detector Phases 5 2 1 6 88844 Minimum Initial (s) 6.0 18.0 6.0 18.0 8.0 8.0 8.0 8.0 8.0 Minimum Initial (s) 6.0 18.0 6.0 18.0 8.0 8.0 8.0 8.0 8.0 Minimum Split (s) 10.0 23.0 10.0 23.0 25.0 25.0 25.0 25.0 25.0 Minimum Split (s) 10.0 23.0 10.0 23.0 25.0 25.0 25.0 25.0 25.0 Total Split (s) 14.0 73.0 0.0 14.0 73.0 0.0 33.0 33.0 33.0 33.0 33.0 0.0 Total Split (s) 14.0 73.0 0.0 14.0 73.0 0.0 33.0 33.0 33.0 33.0 33.0 0.0 Total Split (%) 11.7% 60.8% 0.0% 11.7% 60.8% 0.0% 27.5% 27.5% 27.5% 27.5% 27.5% 0.0% Total Split (%) 11.7% 60.8% 0.0% 11.7% 60.8% 0.0% 27.5% 27.5% 27.5% 27.5% 27.5% 0.0% Yellow Time (s) 3.0 4.0 3.0 4.0 4.0 4.0 4.0 4.0 4.0 Yellow Time (s) 3.0 4.0 3.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lead Lag Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Recall Mode None C-Max None Max None None None None None Recall Mode None Max None C-Max None None None None None Act Effct Green (s) 84.8 79.9 80.5 74.5 26.1 26.1 26.1 26.1 Act Effct Green (s) 89.6 83.6 81.9 75.9 22.4 22.4 22.4 22.4 Actuated g/C Ratio 0.71 0.67 0.67 0.62 0.22 0.22 0.22 0.22 Actuated g/C Ratio 0.75 0.70 0.68 0.63 0.19 0.19 0.19 0.19 v/c Ratio 0.52 0.61 0.12 0.67 0.48 0.14 0.83 0.41 v/c Ratio 0.82 0.56 0.11 0.59 0.38 0.09 0.73 0.47 Control Delay 15.6 14.1 7.2 17.3 48.3 10.2 69.6 8.9 Control Delay 34.9 11.6 6.4 14.9 47.0 13.0 62.4 9.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 15.6 14.1 7.2 17.3 48.3 10.2 69.6 8.9 Total Delay 34.9 11.6 6.4 14.9 47.0 13.0 62.4 9.4 LOS BB AB DBEA LOS CB AB DBEA Approach Delay 14.2 17.1 34.9 40.8 Approach Delay 15.2 14.8 37.6 33.1 Approach LOS B B C D Approach LOS B B D C Intersection Summary Intersection Summary Cycle Length: 120 Cycle Length: 120 Actuated Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:EBTL, Start of Yellow Offset: 0 (0%), Referenced to phase 6:WBTL, Start of Yellow Natural Cycle: 70 Natural Cycle: 70 Control Type: Actuated-Coordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.83 Maximum v/c Ratio: 0.82 Intersection Signal Delay: 19.4 Intersection LOS: B Intersection Signal Delay: 17.8 Intersection LOS: B Intersection Capacity Utilization 74.7% ICU Level of Service D Intersection Capacity Utilization 79.1% ICU Level of Service D Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1253: Del Mar Blvd & Country Club Dr Splits and Phases: 1253: Del Mar Blvd & Country Club Dr

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 13 Alliance Texas Engineering Page 13 HCM Unsignalized Intersection Capacity Analysis Del Mar Corridor Study HCM Unsignalized Intersection Capacity Analysis Del Mar Corridor Study 1284: Del Mar Blvd & Bartlett Av 2025 Projected AM Peak - No Build 1284: Del Mar Blvd & Bartlett Av 2025 Projected PM Peak - No Build

Movement EBT EBR WBL WBT NBL NBR Movement EBT EBR WBL WBT NBL NBR Lane Configurations Lane Configurations Sign Control Free Free Stop Sign Control Free Free Stop Grade 0% 0% 0% Grade 0% 0% 0% Volume (veh/h) 1513 15 13 1292 19 13 Volume (veh/h) 1335 13 12 1145 26 16 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 1645 16 14 1404 21 14 Hourly flow rate (vph) 1451 14 13 1245 28 17 Pedestrians Pedestrians Lane Width (ft) Lane Width (ft) Walking Speed (ft/s) Walking Speed (ft/s) Percent Blockage Percent Blockage Right turn flare (veh) Right turn flare (veh) Median type TWLTL Median type TWLTL Median storage veh) 1 Median storage veh) 1 Upstream signal (ft) Upstream signal (ft) pX, platoon unblocked pX, platoon unblocked vC, conflicting volume 1661 2383 830 vC, conflicting volume 1465 2107 733 vC1, stage 1 conf vol 1653 vC1, stage 1 conf vol 1458 vC2, stage 2 conf vol 730 vC2, stage 2 conf vol 648 vCu, unblocked vol 1661 2383 830 vCu, unblocked vol 1465 2107 733 tC, single (s) 4.1 6.8 6.9 tC, single (s) 4.1 6.8 6.9 tC, 2 stage (s) 5.8 tC, 2 stage (s) 5.8 tF (s) 2.2 3.5 3.3 tF (s) 2.2 3.5 3.3 p0 queue free % 96 80 95 p0 queue free % 97 79 95 cM capacity (veh/h) 384 106 313 cM capacity (veh/h) 457 134 363 Direction, Lane # EB 1 EB 2 WB 1 WB 2 WB 3 NB 1 Direction, Lane # EB 1 EB 2 WB 1 WB 2 WB 3 NB 1 Volume Total 1096 564 14 702 702 35 Volume Total 967 498 13 622 622 46 Volume Left 0 0 14 0 0 21 Volume Left 0 0 13 0 0 28 Volume Right 0 16 0 0 0 14 Volume Right 0 14 0 0 0 17 cSH 1700 1700 384 1700 1700 145 cSH 1700 1700 457 1700 1700 176 Volume to Capacity 0.64 0.33 0.04 0.41 0.41 0.24 Volume to Capacity 0.57 0.29 0.03 0.37 0.37 0.26 Queue Length 95th (ft) 0030022 Queue Length 95th (ft) 0020025 Control Delay (s) 0.0 0.0 14.7 0.0 0.0 37.6 Control Delay (s) 0.0 0.0 13.1 0.0 0.0 32.4 Lane LOS B E Lane LOS B D Approach Delay (s) 0.0 0.1 37.6 Approach Delay (s) 0.0 0.1 32.4 Approach LOS E Approach LOS D Intersection Summary Intersection Summary Average Delay 0.5 Average Delay 0.6 Intersection Capacity Utilization 52.3% ICU Level of Service A Intersection Capacity Utilization 47.3% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 12 Alliance Texas Engineering Page 12

Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1343: Del Mar Blvd & Winfield Pkwy 2025 Projected AM Peak - No Build 1343: Del Mar Blvd & Winfield Pkwy 2025 Projected PM Peak - No Build

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 3539 1583 1770 3539 1583 1770 1652 0 0 3140 0 Satd. Flow (prot) 1770 3539 1583 1770 3539 1583 1770 1682 0 0 3128 0 Flt Permitted 0.216 0.133 0.000 0.455 Flt Permitted 0.100 0.374 0.000 0.455 Satd. Flow (perm) 402 3539 1583 248 3539 1583 0 1652 0 0 1446 0 Satd. Flow (perm) 186 3539 1583 697 3539 1583 0 1682 0 0 1433 0 Satd. Flow (RTOR) 61 19 122 369 Satd. Flow (RTOR) 139 53 55 178 Volume (vph) 137 1183 93 46 833 20 132 43 131 125 34 342 Volume (vph) 202 673 128 79 970 58 139 28 51 32 28 164 Lane Group Flow (vph) 149 1286 101 50 905 22 143 189 0 0 545 0 Lane Group Flow (vph) 220 732 139 86 1054 63 151 85 0 0 243 0 Turn Type pm+pt Perm pm+pt Perm pm+pt pm+pt Turn Type pm+pt Perm pm+pt Perm pm+pt pm+pt Protected Phases 5 2 1 6 3 8 7 4 Protected Phases 5 2 1 6 3 8 7 4 Permitted Phases 2 2 6 6 8 4 Permitted Phases 2 2 6 6 8 4 Detector Phases 52216638 74 Detector Phases 52216638 74 Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 8.0 8.0 5.0 8.0 Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 8.0 8.0 5.0 8.0 Minimum Split (s) 10.0 20.0 20.0 10.0 20.0 20.0 13.0 28.0 10.0 28.0 Minimum Split (s) 9.0 20.0 20.0 9.0 20.0 20.0 13.0 28.0 9.0 28.0 Total Split (s) 15.0 45.0 45.0 15.0 45.0 45.0 35.0 35.0 0.0 25.0 25.0 0.0 Total Split (s) 15.0 55.0 55.0 15.0 55.0 55.0 25.0 25.0 0.0 25.0 25.0 0.0 Total Split (%) 12.5% 37.5% 37.5% 12.5% 37.5% 37.5% 29.2% 29.2% 0.0% 20.8% 20.8% 0.0% Total Split (%) 12.5% 45.8% 45.8% 12.5% 45.8% 45.8% 20.8% 20.8% 0.0% 20.8% 20.8% 0.0% Yellow Time (s) 3.0 4.0 4.0 3.0 4.0 4.0 4.0 4.0 3.0 4.0 Yellow Time (s) 3.0 4.0 4.0 3.0 4.0 4.0 4.0 4.0 3.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lag Lag Lag Lead Lead Lead Lag Lag Lead Lead Lead/Lag Lead Lead Lead Lag Lag Lag Lead Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode Max C-Max C-Max Max Max Max None None None None Recall Mode Max Max Max Max C-Max C-Max Min None None None Act Effct Green (s) 41.0 41.0 41.0 59.6 59.6 59.6 15.4 37.4 18.0 Act Effct Green (s) 63.4 63.4 63.4 51.0 51.0 51.0 16.0 33.6 13.6 Actuated g/C Ratio 0.34 0.34 0.34 0.50 0.50 0.50 0.13 0.31 0.15 Actuated g/C Ratio 0.53 0.53 0.53 0.42 0.42 0.42 0.13 0.28 0.11 v/c Ratio 0.57 1.06 0.17 0.10 0.51 0.03 0.63 0.32 1.03 v/c Ratio 0.54 0.39 0.15 0.22 0.70 0.09 0.64 0.17 0.76 Control Delay 49.4 83.0 13.2 18.2 22.0 8.8 61.5 11.7 62.5 Control Delay 29.6 19.1 3.7 23.1 28.5 7.1 61.1 12.5 30.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 49.4 83.0 13.2 18.2 22.0 8.8 61.5 11.7 62.5 Total Delay 29.6 19.1 3.7 23.1 28.5 7.1 61.1 12.5 30.3 LOS DFBBCAEB E LOS CBACCAEB C Approach Delay 75.2 21.5 33.2 62.5 Approach Delay 19.2 27.0 43.6 30.3 Approach LOS E C C E Approach LOS B C D C Intersection Summary Intersection Summary Cycle Length: 120 Cycle Length: 120 Actuated Cycle Length: 120 Actuated Cycle Length: 120 Offset: 57 (48%), Referenced to phase 2:EBTL, Start of Yellow Offset: 57 (48%), Referenced to phase 6:WBTL, Start of Yellow Natural Cycle: 90 Natural Cycle: 80 Control Type: Actuated-Coordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.06 Maximum v/c Ratio: 0.76 Intersection Signal Delay: 53.6 Intersection LOS: D Intersection Signal Delay: 25.6 Intersection LOS: C Intersection Capacity Utilization 76.1% ICU Level of Service D Intersection Capacity Utilization 66.0% ICU Level of Service C Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1343: Del Mar Blvd & Winfield Pkwy Splits and Phases: 1343: Del Mar Blvd & Winfield Pkwy

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 14 Alliance Texas Engineering Page 14 Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1356: Del Mar Blvd & J B Alexander HS Exit Drwy 2025 Projected AM Peak - No Build 1356: Del Mar Blvd & J B Alexander HS Exit Drwy 2025 Projected PM Peak - No Build

Lane Group EBT EBR WBL WBT NBL NBR Lane Group EBT EBR WBL WBT NBL NBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 3539 0 0 3539 1770 1583 Satd. Flow (prot) 3539 0 0 3539 1770 1583 Flt Permitted 0.950 Flt Permitted 0.950 Satd. Flow (perm) 3539 0 0 3539 1770 1583 Satd. Flow (perm) 3539 0 0 3539 1770 1583 Satd. Flow (RTOR) 11 Satd. Flow (RTOR) 88 Volume (vph) 1336 0 0 406 556 218 Volume (vph) 723 0 0 743 377 81 Lane Group Flow (vph) 1452 0 0 441 604 237 Lane Group Flow (vph) 786 0 0 808 410 88 Turn Type Perm Turn Type Perm Protected Phases 2 6 8 Protected Phases 2 6 8 Permitted Phases 8 Permitted Phases 8 Detector Phases 2 6 8 8 Detector Phases 2 6 8 8 Minimum Initial (s) 4.0 4.0 4.0 4.0 Minimum Initial (s) 4.0 4.0 4.0 4.0 Minimum Split (s) 21.0 21.0 21.0 21.0 Minimum Split (s) 21.0 21.0 21.0 21.0 Total Split (s) 30.0 0.0 0.0 30.0 30.0 30.0 Total Split (s) 30.0 0.0 0.0 30.0 30.0 30.0 Total Split (%) 50.0% 0.0% 0.0% 50.0% 50.0% 50.0% Total Split (%) 50.0% 0.0% 0.0% 50.0% 50.0% 50.0% Yellow Time (s) 4.0 4.0 4.0 4.0 Yellow Time (s) 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 Lead/Lag Lead/Lag Lead-Lag Optimize? Lead-Lag Optimize? Recall Mode C-Max None None None Recall Mode Max C-Max None None Act Effct Green (s) 28.1 28.1 23.9 23.9 Act Effct Green (s) 32.7 32.7 19.3 19.3 Actuated g/C Ratio 0.47 0.47 0.40 0.40 Actuated g/C Ratio 0.54 0.54 0.32 0.32 v/c Ratio 0.88 0.27 0.86 0.37 v/c Ratio 0.41 0.42 0.72 0.15 Control Delay 19.9 10.9 30.2 13.4 Control Delay 15.9 10.0 24.9 3.7 Queue Delay 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 19.9 10.9 30.2 13.4 Total Delay 15.9 10.0 24.9 3.7 LOS B B C B LOS B A C A Approach Delay 19.9 10.9 25.5 Approach Delay 15.9 10.0 21.2 Approach LOS B B C Approach LOS B A C Intersection Summary Intersection Summary Cycle Length: 60 Cycle Length: 60 Actuated Cycle Length: 60 Actuated Cycle Length: 60 Offset: 0 (0%), Referenced to phase 2:EBT, Start of Yellow Offset: 0 (0%), Referenced to phase 6:WBT, Start of Yellow Natural Cycle: 55 Natural Cycle: 45 Control Type: Actuated-Coordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.88 Maximum v/c Ratio: 0.72 Intersection Signal Delay: 20.2 Intersection LOS: C Intersection Signal Delay: 14.9 Intersection LOS: B Intersection Capacity Utilization 74.4% ICU Level of Service D Intersection Capacity Utilization 48.1% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1356: Del Mar Blvd & J B Alexander HS Exit Drwy Splits and Phases: 1356: Del Mar Blvd & J B Alexander HS Exit Drwy

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 15 Alliance Texas Engineering Page 15

Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1416: Del Mar Blvd & Loop 20 2025 Projected AM Peak - No Build 1416: Del Mar Blvd & Loop 20 2025 Projected PM Peak - No Build

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 0 1775 1583 0 1833 0 1770 5055 0 1770 5085 1583 Satd. Flow (prot) 0 1779 1583 0 1798 0 1770 5075 0 1770 5085 1583 Flt Permitted 0.709 0.954 0.117 0.117 Flt Permitted 0.719 0.893 0.114 0.218 Satd. Flow (perm) 0 1321 1583 0 1761 0 218 5055 0 218 5085 1583 Satd. Flow (perm) 0 1339 1583 0 1640 0 212 5075 0 406 5085 1583 Satd. Flow (RTOR) 239 3 7 211 Satd. Flow (RTOR) 370 3 2 128 Volume (vph) 195 5 502 8 43 4 428 1301 51 8 1141 194 Volume (vph) 128 8 493 11 12 3 604 1105 16 4 1126 118 Lane Group Flow (vph) 0 217 546 0 60 0 465 1469 0 9 1240 211 Lane Group Flow (vph) 0 148 536 0 28 0 657 1218 0 4 1224 128 Turn Type Perm Perm Perm pm+pt pm+pt Perm Turn Type Perm Perm Perm pm+pt pm+pt Perm Protected Phases 4 8 5 2 1 6 Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 2 6 6 Permitted Phases 4 4 8 2 6 6 Detector Phases 44488 52 166 Detector Phases 44488 52 166 Minimum Initial (s) 15.0 15.0 15.0 15.0 15.0 8.0 20.0 8.0 20.0 20.0 Minimum Initial (s) 15.0 15.0 15.0 15.0 15.0 8.0 20.0 8.0 20.0 20.0 Minimum Split (s) 38.5 38.5 38.5 38.5 38.5 15.0 28.0 15.0 28.0 28.0 Minimum Split (s) 38.5 38.5 38.5 38.5 38.5 15.0 28.0 15.0 28.0 28.0 Total Split (s) 41.0 41.0 41.0 41.0 41.0 0.0 26.0 61.0 0.0 18.0 53.0 53.0 Total Split (s) 41.0 41.0 41.0 41.0 41.0 0.0 26.0 61.0 0.0 18.0 53.0 53.0 Total Split (%) 34.2% 34.2% 34.2% 34.2% 34.2% 0.0% 21.7% 50.8% 0.0% 15.0% 44.2% 44.2% Total Split (%) 34.2% 34.2% 34.2% 34.2% 34.2% 0.0% 21.7% 50.8% 0.0% 15.0% 44.2% 44.2% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 5.0 5.0 5.0 5.0 5.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 5.0 5.0 5.0 5.0 5.0 All-Red Time (s) 1.5 1.5 1.5 1.5 1.5 2.0 2.0 2.0 2.0 2.0 All-Red Time (s) 1.5 1.5 1.5 1.5 1.5 2.0 2.0 2.0 2.0 2.0 Lead/Lag Lead Lag Lead Lag Lag Lead/Lag Lead Lead Lag Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode Min Min Min None None None C-Max None C-Max C-Max Recall Mode Min Min Min None None None C-Max None C-Max C-Max Act Effct Green (s) 31.7 31.7 31.7 80.3 77.3 60.0 49.0 49.0 Act Effct Green (s) 24.5 24.5 24.5 83.9 83.9 49.0 49.0 49.0 Actuated g/C Ratio 0.26 0.26 0.26 0.67 0.64 0.50 0.41 0.41 Actuated g/C Ratio 0.20 0.20 0.20 0.70 0.70 0.41 0.41 0.41 v/c Ratio 0.62 0.92 0.13 0.93 0.45 0.04 0.60 0.27 v/c Ratio 0.54 0.87 0.08 1.10 0.34 0.01 0.59 0.18 Control Delay 46.1 45.1 30.2 57.3 12.8 9.8 29.3 3.9 Control Delay 48.4 28.4 31.9 99.3 9.7 21.8 29.1 4.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 46.1 45.1 30.2 57.3 12.8 9.8 29.3 3.9 Total Delay 48.4 28.4 31.9 99.3 9.7 21.8 29.1 4.4 LOS D D C E B A C A LOS D C C F A C C A Approach Delay 45.4 30.2 23.5 25.5 Approach Delay 32.7 31.9 41.1 26.8 Approach LOS DCCC Approach LOS CCDC Intersection Summary Intersection Summary Cycle Length: 120 Cycle Length: 120 Actuated Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Yellow Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Yellow Natural Cycle: 85 Natural Cycle: 105 Control Type: Actuated-Coordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.93 Maximum v/c Ratio: 1.10 Intersection Signal Delay: 28.2 Intersection LOS: C Intersection Signal Delay: 34.6 Intersection LOS: C Intersection Capacity Utilization 75.6% ICU Level of Service D Intersection Capacity Utilization 79.4% ICU Level of Service D Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1416: Del Mar Blvd & Loop 20 Splits and Phases: 1416: Del Mar Blvd & Loop 20

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 16 Alliance Texas Engineering Page 16 Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1000: Del Mar Blvd & Santa Maria Rd 2020 Projected AM Peak - Build 1000: Del Mar Blvd & Santa Maria Rd 2020 Projected PM Peak - Build

Lane Group WBL WBR NBT NBR SBL SBT ø1 ø3 ø4 ø5 Lane Group WBL WBR NBT NBR SBL SBT ø1 ø3 ø4 ø5 Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 0 0 0 2787 3433 1863 Satd. Flow (prot) 0 0 0 2787 3433 1863 Flt Permitted 0.950 Flt Permitted 0.950 Satd. Flow (perm) 0 0 0 2787 3433 1863 Satd. Flow (perm) 0 0 0 2787 3433 1863 Satd. Flow (RTOR) Satd. Flow (RTOR) Volume (vph) 0 0 0 283 267 168 Volume (vph) 0 0 0 456 325 318 Lane Group Flow (vph) 0 0 0 308 290 183 Lane Group Flow (vph) 0 0 0 496 353 346 Turn Type custom Prot Turn Type custom Prot Protected Phases 1 5 2 Free 1345 Protected Phases 1 5 2 Free 1345 Permitted Phases Permitted Phases Detector Phases 1 5 2 Detector Phases 1 5 2 Minimum Initial (s) 7.0 7.0 7.0 7.0 4.0 Minimum Initial (s) 7.0 7.0 7.0 7.0 4.0 Minimum Split (s) 20.0 12.0 12.0 20.0 9.0 Minimum Split (s) 20.0 12.0 12.0 20.0 9.0 Total Split (s) 0.0 0.0 0.0 31.0 21.0 0.0 21.0 39.0 29.0 10.0 Total Split (s) 0.0 0.0 0.0 24.0 20.0 0.0 15.0 25.0 21.0 9.0 Total Split (%) 0.0% 0.0% 0.0% 25.8% 17.5% 0.0% 18% 33% 24% 8% Total Split (%) 0.0% 0.0% 0.0% 26.7% 22.2% 0.0% 17% 28% 23% 10% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lag Lead Lead/Lag Lag Lead Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Recall Mode C-Min None None None None Recall Mode Min None C-Min None None Act Effct Green (s) 23.4 17.8 120.0 Act Effct Green (s) 20.3 16.0 90.0 Actuated g/C Ratio 0.20 0.15 1.00 Actuated g/C Ratio 0.23 0.18 1.00 v/c Ratio 0.57 0.57 0.10 v/c Ratio 0.79 0.58 0.19 Control Delay 37.0 52.8 0.1 Control Delay 43.5 38.2 0.2 Queue Delay 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 Total Delay 37.0 52.8 0.1 Total Delay 43.5 38.2 0.2 LOS D D A LOS D D A Approach Delay 32.4 Approach Delay 19.4 Approach LOS C Approach LOS B Intersection Summary Intersection Summary Cycle Length: 120 Cycle Length: 90 Actuated Cycle Length: 120 Actuated Cycle Length: 90 Offset: 64 (53%), Referenced to phase 2:SBL, Start of Yellow Offset: 16 (18%), Referenced to phase 3:WBL, Start of Yellow Natural Cycle: 80 Natural Cycle: 80 Control Type: Actuated-Coordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.70 Maximum v/c Ratio: 0.80 Intersection Signal Delay: 34.2 Intersection LOS: C Intersection Signal Delay: 29.4 Intersection LOS: C Intersection Capacity Utilization 24.2% ICU Level of Service A Intersection Capacity Utilization 31.9% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1000: Del Mar Blvd & Santa Maria Rd Splits and Phases: 1000: Del Mar Blvd & Santa Maria Rd

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 1 Alliance Texas Engineering Page 1

Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1003: Del Mar Blvd & I-35 SBFR 2020 Projected AM Peak - Build 1003: Del Mar Blvd & I-35 SBFR 2020 Projected PM Peak - Build

Lane Group EBT EBR WBL WBT NBL NBR ø1 ø2 ø3 ø4 ø5 Lane Group EBT EBR WBL WBT NBL NBR ø1 ø2 ø3 ø4 ø5 Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 3518 0 3433 0 0 0 Satd. Flow (prot) 3522 0 3433 0 0 0 Flt Permitted 0.950 Flt Permitted 0.950 Satd. Flow (perm) 3518 0 3433 0 0 0 Satd. Flow (perm) 3522 0 3433 0 0 0 Satd. Flow (RTOR) 4 Satd. Flow (RTOR) 5 Volume (vph) 530 21 698 0 0 0 Volume (vph) 752 28 609 0 0 0 Lane Group Flow (vph) 599 0 759 0 0 0 Lane Group Flow (vph) 847 0 662 0 0 0 Turn Type Prot Turn Type Prot Protected Phases 1 2 5 3 4 12345 Protected Phases 1 2 5 3 4 12345 Permitted Phases Permitted Phases Detector Phases 1 2 5 3 4 Detector Phases 1 2 5 3 4 Minimum Initial (s) 7.0 7.0 7.0 7.0 4.0 Minimum Initial (s) 7.0 7.0 7.0 7.0 4.0 Minimum Split (s) 12.0 20.0 12.0 20.0 9.0 Minimum Split (s) 12.0 20.0 12.0 20.0 9.0 Total Split (s) 52.0 0.0 68.0 0.0 0.0 0.0 21.0 21.0 39.0 29.0 10.0 Total Split (s) 44.0 0.0 46.0 0.0 0.0 0.0 15.0 20.0 25.0 21.0 9.0 Total Split (%) 43.3% 0.0% 56.7% 0.0% 0.0% 0.0% 18% 18% 33% 24% 8% Total Split (%) 48.9% 0.0% 51.1% 0.0% 0.0% 0.0% 17% 22% 28% 23% 10% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lag Lead Lag Lead Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Recall Mode None C-Min None None None Recall Mode None Min C-Min None None Act Effct Green (s) 49.2 62.8 Act Effct Green (s) 40.3 41.7 Actuated g/C Ratio 0.41 0.52 Actuated g/C Ratio 0.45 0.46 v/c Ratio 0.41 0.42 v/c Ratio 0.54 0.42 Control Delay 1.7 3.0 Control Delay 1.7 0.9 Queue Delay 0.3 0.1 Queue Delay 0.6 0.6 Total Delay 2.0 3.1 Total Delay 2.3 1.5 LOS A A LOS A A Approach Delay 2.0 Approach Delay 2.3 Approach LOS A Approach LOS A Intersection Summary Intersection Summary Cycle Length: 120 Cycle Length: 90 Actuated Cycle Length: 120 Actuated Cycle Length: 90 Offset: 64 (53%), Referenced to phase 2:SBL, Start of Yellow Offset: 16 (18%), Referenced to phase 3:WBL, Start of Yellow Natural Cycle: 80 Natural Cycle: 80 Control Type: Actuated-Coordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.70 Maximum v/c Ratio: 0.80 Intersection Signal Delay: 2.6 Intersection LOS: A Intersection Signal Delay: 1.9 Intersection LOS: A Intersection Capacity Utilization 41.9% ICU Level of Service A Intersection Capacity Utilization 45.7% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1003: Del Mar Blvd & I-35 SBFR Splits and Phases: 1003: Del Mar Blvd & I-35 SBFR

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 2 Alliance Texas Engineering Page 2 Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1009: Del Mar Blvd & I-35 NBFR 2020 Projected AM Peak - Build 1009: Del Mar Blvd & I-35 NBFR 2020 Projected PM Peak - Build

Splits and Phases: 1009: Del Mar Blvd & I-35 NBFR Splits and Phases: 1009: Del Mar Blvd & I-35 NBFR

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 3 Alliance Texas Engineering Page 3

Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1033: Del Mar Blvd & Springfield Dr 2020 Projected AM Peak - Build 1033: Del Mar Blvd & Springfield Dr 2020 Projected PM Peak - Build

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 3504 0 1770 3465 0 1770 1682 0 1770 1863 1583 Satd. Flow (prot) 1770 3476 0 1770 3472 0 1770 1714 0 1770 1863 1583 Flt Permitted 0.174 0.344 0.658 0.582 Flt Permitted 0.239 0.135 0.349 0.323 Satd. Flow (perm) 324 3504 0 641 3465 0 1226 1682 0 1084 1863 1583 Satd. Flow (perm) 445 3476 0 251 3472 0 650 1714 0 602 1863 1583 Satd. Flow (RTOR) 14 34 104 105 Satd. Flow (RTOR) 18 21 61 45 Volume (vph) 51 529 37 112 788 125 124 52 96 152 125 97 Volume (vph) 48 711 97 168 681 99 179 142 160 153 238 68 Lane Group Flow (vph) 55 615 0 122 993 0 135 161 0 165 136 105 Lane Group Flow (vph) 52 878 0 183 848 0 195 328 0 166 259 74 Turn Type pm+pt pm+pt pm+pt pm+pt Perm Turn Type pm+pt pm+pt pm+pt pm+pt Perm Protected Phases 5 2 1 6 3 8 7 4 Protected Phases 5 2 1 6 3 8 7 4 Permitted Phases 26844 Permitted Phases 26844 Detector Phases 5 2 1 6 3 8 7 4 4 Detector Phases 5 2 1 6 3 8 7 4 4 Minimum Initial (s) 6.0 8.0 6.0 8.0 6.0 8.0 6.0 8.0 8.0 Minimum Initial (s) 6.0 8.0 6.0 8.0 6.0 8.0 6.0 8.0 8.0 Minimum Split (s) 10.0 13.0 10.0 13.0 10.0 13.0 10.0 13.0 13.0 Minimum Split (s) 10.0 13.0 10.0 13.0 10.0 13.0 10.0 13.0 13.0 Total Split (s) 10.0 27.0 0.0 10.0 27.0 0.0 10.0 13.0 0.0 10.0 13.0 13.0 Total Split (s) 10.0 35.0 0.0 15.0 40.0 0.0 15.0 27.0 0.0 13.0 25.0 25.0 Total Split (%) 16.7% 45.0% 0.0% 16.7% 45.0% 0.0% 16.7% 21.7% 0.0% 16.7% 21.7% 21.7% Total Split (%) 11.1% 38.9% 0.0% 16.7% 44.4% 0.0% 16.7% 30.0% 0.0% 14.4% 27.8% 27.8% Yellow Time (s) 3.0 4.0 3.0 4.0 3.0 4.0 3.0 4.0 4.0 Yellow Time (s) 3.0 4.0 3.0 4.0 3.0 4.0 3.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Lag Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Min None None None None None None None Recall Mode None None None C-Min None None None None None Act Effct Green (s) 34.0 30.0 34.8 32.0 13.5 9.0 13.7 9.1 9.1 Act Effct Green (s) 43.9 37.9 50.6 44.8 28.8 18.6 25.6 17.1 17.1 Actuated g/C Ratio 0.57 0.50 0.58 0.53 0.22 0.15 0.23 0.15 0.15 Actuated g/C Ratio 0.49 0.42 0.56 0.50 0.32 0.21 0.28 0.19 0.19 v/c Ratio 0.17 0.35 0.25 0.53 0.41 0.47 0.51 0.48 0.32 v/c Ratio 0.17 0.60 0.63 0.49 0.58 0.81 0.59 0.73 0.22 Control Delay 7.3 12.6 8.2 14.0 19.7 15.1 22.5 29.7 8.8 Control Delay 12.9 24.1 21.9 17.8 28.0 43.4 29.3 46.5 15.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 7.3 12.6 8.2 14.0 19.7 15.1 22.5 29.7 8.8 Total Delay 12.9 24.1 21.9 17.8 28.0 43.4 29.3 46.5 15.8 LOSABABBBCCA LOSBCCBCDCDB Approach Delay 12.2 13.4 17.2 21.4 Approach Delay 23.4 18.5 37.7 36.2 Approach LOS B B B C Approach LOS C B D D Intersection Summary Intersection Summary Cycle Length: 60 Cycle Length: 90 Actuated Cycle Length: 60 Actuated Cycle Length: 90 Offset: 58 (97%), Referenced to phase 2:EBTL, Start of Yellow Offset: 0 (0%), Referenced to phase 6:WBTL, Start of Yellow Natural Cycle: 60 Natural Cycle: 60 Control Type: Actuated-Coordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.53 Maximum v/c Ratio: 0.81 Intersection Signal Delay: 14.8 Intersection LOS: B Intersection Signal Delay: 26.4 Intersection LOS: C Intersection Capacity Utilization 61.2% ICU Level of Service B Intersection Capacity Utilization 71.1% ICU Level of Service C Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1033: Del Mar Blvd & Springfield Dr Splits and Phases: 1033: Del Mar Blvd & Springfield Dr

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 5 Alliance Texas Engineering Page 5 HCM Unsignalized Intersection Capacity Analysis Del Mar Corridor Study HCM Unsignalized Intersection Capacity Analysis Del Mar Corridor Study 1047: Del Mar Blvd & Village Blvd 2020 Projected AM Peak - Build 1047: Del Mar Blvd & Village Blvd 2020 Projected PM Peak - Build

Movement EBT EBR WBL WBT NBL NBR Movement EBT EBR WBL WBT NBL NBR Lane Configurations Lane Configurations Sign Control Free Free Stop Sign Control Free Free Stop Grade 0% 0% 0% Grade 0% 0% 0% Volume (veh/h) 646 34 108 0 55 82 Volume (veh/h) 927 49 101 910 78 118 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 702 37 117 0 60 89 Hourly flow rate (vph) 1008 53 110 989 85 128 Pedestrians Pedestrians Lane Width (ft) Lane Width (ft) Walking Speed (ft/s) Walking Speed (ft/s) Percent Blockage Percent Blockage Right turn flare (veh) Right turn flare (veh) Median type TWLTL Median type TWLTL Median storage veh) 1 Median storage veh) 1 Upstream signal (ft) Upstream signal (ft) pX, platoon unblocked pX, platoon unblocked vC, conflicting volume 739 955 370 vC, conflicting volume 1061 2243 530 vC1, stage 1 conf vol 721 vC1, stage 1 conf vol 1034 vC2, stage 2 conf vol 235 vC2, stage 2 conf vol 1209 vCu, unblocked vol 739 955 370 vCu, unblocked vol 1061 2243 530 tC, single (s) 4.1 6.8 6.9 tC, single (s) 4.1 6.8 6.9 tC, 2 stage (s) 5.8 tC, 2 stage (s) 5.8 tF (s) 2.2 3.5 3.3 tF (s) 2.2 3.5 3.3 p0 queue free % 86 82 86 p0 queue free % 83 32 74 cM capacity (veh/h) 863 338 628 cM capacity (veh/h) 652 124 493 Direction, Lane # EB 1 EB 2 WB 1 NB 1 NB 2 Direction, Lane # EB 1 EB 2 WB 1 NB 1 NB 2 Volume Total 468 271 117 60 89 Volume Total 672 389 1099 85 128 Volume Left 0 0 117 60 0 Volume Left 0 0 110 85 0 Volume Right 0 37 0 0 89 Volume Right 0 53 0 0 128 cSH 1700 1700 863 338 628 cSH 1700 1700 652 124 493 Volume to Capacity 0.28 0.16 0.14 0.18 0.14 Volume to Capacity 0.40 0.23 0.17 0.68 0.26 Queue Length 95th (ft) 0 0 12 16 12 Queue Length 95th (ft) 0 0 15 92 26 Control Delay (s) 0.0 0.0 9.8 17.9 11.7 Control Delay (s) 0.0 0.0 5.4 80.7 14.8 Lane LOS A C B Lane LOS A F B Approach Delay (s) 0.0 9.8 14.2 Approach Delay (s) 0.0 5.4 41.1 Approach LOS B Approach LOS E Intersection Summary Intersection Summary Average Delay 3.2 Average Delay 6.2 Intersection Capacity Utilization 38.3% ICU Level of Service A Intersection Capacity Utilization 95.0% ICU Level of Service F Analysis Period (min) 15 Analysis Period (min) 15

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 1 Alliance Texas Engineering Page 1

Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1077: Del Mar Blvd & Bennington Dr 2020 Projected AM Peak - Build 1077: Del Mar Blvd & Bennington Dr 2020 Projected PM Peak - Build

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 3539 0 0 3539 0 1770 1583 0 0 1657 0 Satd. Flow (prot) 1770 3539 0 0 3532 0 1770 1591 0 0 1744 0 Flt Permitted 0.143 0.747 0.915 Flt Permitted 0.137 0.741 0.856 Satd. Flow (perm) 266 3539 0 0 3539 0 1391 1583 0 0 1536 0 Satd. Flow (perm) 255 3539 0 0 3532 0 1380 1591 0 0 1551 0 Satd. Flow (RTOR) 103 41 Satd. Flow (RTOR) 3 35 5 Volume (vph) 3 764 0 0 1051 2 142 0 134 27 0 73 Volume (vph) 15 1080 0 0 1122 18 7 1 32 18 0 5 Lane Group Flow (vph) 3 830 0 0 1144 0 154 146 0 0 108 0 Lane Group Flow (vph) 16 1174 0 0 1240 0 8 36 0 0 25 0 Turn Type Perm Perm Perm Turn Type Perm Perm Perm Protected Phases 2684 Protected Phases 2684 Permitted Phases 2 8 4 Permitted Phases 2 8 4 Detector Phases 2 2 6 8 8 4 4 Detector Phases 2 2 6 8 8 4 4 Minimum Initial (s) 8.0 8.0 8.0 8.0 8.0 8.0 8.0 Minimum Initial (s) 8.0 8.0 8.0 8.0 8.0 8.0 8.0 Minimum Split (s) 20.0 20.0 20.0 13.0 13.0 27.0 27.0 Minimum Split (s) 20.0 20.0 20.0 13.0 13.0 27.0 27.0 Total Split (s) 32.0 32.0 0.0 0.0 32.0 0.0 28.0 28.0 0.0 28.0 28.0 0.0 Total Split (s) 53.0 53.0 0.0 0.0 53.0 0.0 37.0 37.0 0.0 37.0 37.0 0.0 Total Split (%) 53.3% 53.3% 0.0% 0.0% 53.3% 0.0% 46.7% 46.7% 0.0% 46.7% 46.7% 0.0% Total Split (%) 58.9% 58.9% 0.0% 0.0% 58.9% 0.0% 41.1% 41.1% 0.0% 41.1% 41.1% 0.0% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead/Lag Lead-Lag Optimize? Lead-Lag Optimize? Recall Mode C-Min C-Min None None None None None Recall Mode None None C-Min None None None None Act Effct Green (s) 42.8 42.8 42.8 12.6 12.6 12.6 Act Effct Green (s) 79.7 79.7 79.7 9.1 9.1 9.1 Actuated g/C Ratio 0.71 0.71 0.71 0.21 0.21 0.21 Actuated g/C Ratio 0.89 0.89 0.89 0.10 0.10 0.10 v/c Ratio 0.02 0.33 0.45 0.53 0.35 0.31 v/c Ratio 0.07 0.37 0.40 0.06 0.19 0.16 Control Delay 5.3 5.2 6.1 27.2 9.7 14.9 Control Delay 2.5 2.1 2.2 37.7 16.0 34.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 5.3 5.2 6.1 27.2 9.7 14.9 Total Delay 2.5 2.1 2.2 37.7 16.0 34.1 LOS A A A C A B LOS A A A D B C Approach Delay 5.2 6.1 18.7 14.9 Approach Delay 2.1 2.2 19.9 34.1 Approach LOS AABB Approach LOS A A B C Intersection Summary Intersection Summary Cycle Length: 60 Cycle Length: 90 Actuated Cycle Length: 60 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:EBTL, Start of Yellow Offset: 0 (0%), Referenced to phase 6:WBT, Start of Yellow Natural Cycle: 55 Natural Cycle: 55 Control Type: Actuated-Coordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.53 Maximum v/c Ratio: 0.40 Intersection Signal Delay: 7.7 Intersection LOS: A Intersection Signal Delay: 2.8 Intersection LOS: A Intersection Capacity Utilization 54.1% ICU Level of Service A Intersection Capacity Utilization 46.2% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1077: Del Mar Blvd & Bennington Dr Splits and Phases: 1077: Del Mar Blvd & Bennington Dr

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 6 Alliance Texas Engineering Page 6 Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1098: Del Mar Blvd & Park Entrance 2020 Projected AM Peak - Build 1098: Del Mar Blvd & Park Entrance 2020 Projected PM Peak - Build

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1863 3486 0 1770 3539 0 0 1745 0 0 1863 0 Satd. Flow (prot) 1770 3493 0 1770 3539 0 0 1713 0 0 1863 0 Flt Permitted 0.182 0.773 Flt Permitted 0.176 0.125 0.829 Satd. Flow (perm) 1863 3486 0 339 3539 0 0 1404 0 0 1863 0 Satd. Flow (perm) 328 3493 0 233 3539 0 0 1464 0 0 1863 0 Satd. Flow (RTOR) 25 23 Satd. Flow (RTOR) 18 38 Volume (vph) 0 844 92 46 959 2 147 0 34 0 0 0 Volume (vph) 1 1099 103 43 1036 0 88 0 55 0 0 0 Lane Group Flow (vph) 0 1017 0 50 1044 0 0 197 0000 Lane Group Flow (vph) 1 1307 0 47 1126 0 0 156 0000 Turn Type Perm Perm Perm Perm Turn Type Perm Perm Perm Perm Protected Phases 2684 Protected Phases 2684 Permitted Phases 2684 Permitted Phases 2684 Detector Phases 2 2 6 6 8 8 4 4 Detector Phases 2 2 6 6 8 8 4 4 Minimum Initial (s) 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 Minimum Initial (s) 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 Minimum Split (s) 31.5 31.5 28.5 28.5 28.5 28.5 28.5 28.5 Minimum Split (s) 31.5 31.5 28.5 28.5 28.5 28.5 28.5 28.5 Total Split (s) 31.5 31.5 0.0 31.5 31.5 0.0 28.5 28.5 0.0 28.5 28.5 0.0 Total Split (s) 54.5 54.5 0.0 54.5 54.5 0.0 35.5 35.5 0.0 35.5 35.5 0.0 Total Split (%) 52.5% 52.5% 0.0% 52.5% 52.5% 0.0% 47.5% 47.5% 0.0% 47.5% 47.5% 0.0% Total Split (%) 60.6% 60.6% 0.0% 60.6% 60.6% 0.0% 39.4% 39.4% 0.0% 39.4% 39.4% 0.0% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead/Lag Lead-Lag Optimize? Lead-Lag Optimize? Recall Mode C-Min C-Min None None None None None None Recall Mode None None C-Min C-Min None None None None Act Effct Green (s) 42.8 42.8 42.8 12.6 Act Effct Green (s) 69.4 69.4 69.4 69.4 12.6 Actuated g/C Ratio 0.71 0.71 0.71 0.21 Actuated g/C Ratio 0.77 0.77 0.77 0.77 0.14 v/c Ratio 0.41 0.21 0.41 0.63 v/c Ratio 0.00 0.48 0.26 0.41 0.66 Control Delay 5.7 7.0 4.8 27.5 Control Delay 3.0 4.8 7.6 4.1 40.3 Queue Delay 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 5.7 7.0 4.8 27.5 Total Delay 3.0 4.8 7.6 4.1 40.3 LOS A A A C LOS A A A A D Approach Delay 5.7 4.9 27.5 Approach Delay 4.8 4.2 40.3 Approach LOS A A C Approach LOS A A D Intersection Summary Intersection Summary Cycle Length: 60 Cycle Length: 90 Actuated Cycle Length: 60 Actuated Cycle Length: 90 Offset: 54 (90%), Referenced to phase 2:EBTL, Start of Yellow Offset: 64 (71%), Referenced to phase 6:WBTL, Start of Yellow Natural Cycle: 60 Natural Cycle: 60 Control Type: Actuated-Coordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.63 Maximum v/c Ratio: 0.66 Intersection Signal Delay: 7.2 Intersection LOS: A Intersection Signal Delay: 6.7 Intersection LOS: A Intersection Capacity Utilization 53.5% ICU Level of Service A Intersection Capacity Utilization 50.6% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1098: Del Mar Blvd & Park Entrance Splits and Phases: 1098: Del Mar Blvd & Park Entrance

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 7 Alliance Texas Engineering Page 7

Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1112: Del Mar Blvd & Broadcrest Dr 2020 Projected AM Peak - Build 1112: Del Mar Blvd & Broadcrest Dr 2020 Projected PM Peak - Build

Lane Group EBL EBT WBT WBR SBL SBR Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 3539 3486 0 1660 0 Satd. Flow (prot) 1770 3539 3486 0 1662 0 Flt Permitted 0.176 0.985 Flt Permitted 0.166 0.985 Satd. Flow (perm) 328 3539 3486 0 1660 0 Satd. Flow (perm) 309 3539 3486 0 1662 0 Satd. Flow (RTOR) 28 80 Satd. Flow (RTOR) 23 86 Volume (vph) 44 832 890 99 52 123 Volume (vph) 57 1088 994 110 34 79 Lane Group Flow (vph) 48 904 1075 0 191 0 Lane Group Flow (vph) 62 1183 1200 0 123 0 Turn Type Perm Turn Type Perm Protected Phases 2 6 4 Protected Phases 2 6 4 Permitted Phases 2 Permitted Phases 2 Detector Phases 2 2 6 4 Detector Phases 2 2 6 4 Minimum Initial (s) 8.0 8.0 8.0 8.0 Minimum Initial (s) 8.0 8.0 8.0 8.0 Minimum Split (s) 21.5 21.5 21.5 21.5 Minimum Split (s) 21.5 21.5 21.5 21.5 Total Split (s) 33.5 33.5 33.5 0.0 26.5 0.0 Total Split (s) 57.5 57.5 57.5 0.0 32.5 0.0 Total Split (%) 55.8% 55.8% 55.8% 0.0% 44.2% 0.0% Total Split (%) 63.9% 63.9% 63.9% 0.0% 36.1% 0.0% Yellow Time (s) 4.0 4.0 4.0 4.0 Yellow Time (s) 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 Lead/Lag Lead/Lag Lead-Lag Optimize? Lead-Lag Optimize? Recall Mode C-Min C-Min None None Recall Mode None None C-Min None Act Effct Green (s) 45.0 45.0 45.0 10.4 Act Effct Green (s) 75.8 75.8 75.8 9.6 Actuated g/C Ratio 0.75 0.75 0.75 0.17 Actuated g/C Ratio 0.84 0.84 0.84 0.11 v/c Ratio 0.20 0.34 0.41 0.54 v/c Ratio 0.24 0.40 0.41 0.48 Control Delay 4.7 2.9 4.4 19.1 Control Delay 2.3 0.7 2.8 20.9 Queue Delay 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 4.7 2.9 4.4 19.1 Total Delay 2.3 0.7 2.8 20.9 LOS AAA B LOS AAA C Approach Delay 3.0 4.4 19.1 Approach Delay 0.8 2.8 20.9 Approach LOS A A B Approach LOS A A C Intersection Summary Intersection Summary Cycle Length: 60 Cycle Length: 90 Actuated Cycle Length: 60 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:EBTL, Start of Yellow Offset: 88 (98%), Referenced to phase 6:WBT, Start of Yellow Natural Cycle: 50 Natural Cycle: 55 Control Type: Actuated-Coordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.54 Maximum v/c Ratio: 0.48 Intersection Signal Delay: 5.1 Intersection LOS: A Intersection Signal Delay: 2.7 Intersection LOS: A Intersection Capacity Utilization 53.7% ICU Level of Service A Intersection Capacity Utilization 54.4% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1112: Del Mar Blvd & Broadcrest Dr Splits and Phases: 1112: Del Mar Blvd & Broadcrest Dr

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 8 Alliance Texas Engineering Page 8 HCM Unsignalized Intersection Capacity Analysis Del Mar Corridor Study HCM Unsignalized Intersection Capacity Analysis Del Mar Corridor Study 1132: Del Mar Blvd & Fenwick Dr 2020 Projected AM Peak - Build 1132: Del Mar Blvd & Fenwick Dr 2020 Projected PM Peak - Build

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Sign Control Free Free Stop Stop Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Grade 0% 0% 0% 0% Volume (veh/h) 11 1076 57 12 627 6 19 6 11 28 19 47 Volume (veh/h) 11 1076 57 21 1020 10 18 7 10 2 1 4 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 12 1170 62 13 682 7 21 7 12 30 21 51 Hourly flow rate (vph) 12 1170 62 23 1109 11 20 8 11 2 1 4 Pedestrians Pedestrians Lane Width (ft) Lane Width (ft) Walking Speed (ft/s) Walking Speed (ft/s) Percent Blockage Percent Blockage Right turn flare (veh) Right turn flare (veh) Median type TWLTL TWLTL Median type TWLTL TWLTL Median storage veh) 1 1 Median storage veh) 1 1 Upstream signal (ft) 1066 1089 Upstream signal (ft) 1066 1089 pX, platoon unblocked pX, platoon unblocked 0.86 0.86 0.86 0.86 0.86 0.86 vC, conflicting volume 688 1232 1653 1939 616 1335 1966 344 vC, conflicting volume 1120 1232 1829 2390 616 1783 2415 560 vC1, stage 1 conf vol 1224 1224 711 711 vC1, stage 1 conf vol 1224 1224 1160 1160 vC2, stage 2 conf vol 428 714 624 1255 vC2, stage 2 conf vol 605 1165 623 1255 vCu, unblocked vol 688 1232 1653 1939 616 1335 1966 344 vCu, unblocked vol 971 1232 1800 2456 616 1746 2485 316 tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 tC, 2 stage (s) 6.5 5.5 6.5 5.5 tC, 2 stage (s) 6.5 5.5 6.5 5.5 tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 99 98 85 96 97 86 87 92 p0 queue free % 98 96 86 94 97 98 99 99 cM capacity (veh/h) 902 562 141 167 434 224 158 652 cM capacity (veh/h) 604 562 137 122 434 141 117 581 Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 WB 3 NB 1 SB 1 Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 WB 3 NB 1 SB 1 Volume Total 12 780 452 13 454 234 39 102 Volume Total 12 780 452 23 739 380 38 8 Volume Left 12 0 0 13 0 0 21 30 Volume Left 12 0 0 23 0 0 20 2 Volume Right 0 0 62 0 0 7 12 51 Volume Right 0 0 62 0 0 11 11 4 cSH 902 1700 1700 562 1700 1700 184 297 cSH 604 1700 1700 562 1700 1700 166 236 Volume to Capacity 0.01 0.46 0.27 0.02 0.27 0.14 0.21 0.34 Volume to Capacity 0.02 0.46 0.27 0.04 0.43 0.22 0.23 0.03 Queue Length 95th (ft) 1002001937 Queue Length 95th (ft) 200300212 Control Delay (s) 9.0 0.0 0.0 11.6 0.0 0.0 29.8 23.4 Control Delay (s) 11.1 0.0 0.0 11.7 0.0 0.0 33.1 20.8 Lane LOS A B D C Lane LOS B B D C Approach Delay (s) 0.1 0.2 29.8 23.4 Approach Delay (s) 0.1 0.2 33.1 20.8 Approach LOS D C Approach LOS D C Intersection Summary Intersection Summary Average Delay 1.8 Average Delay 0.7 Intersection Capacity Utilization 44.1% ICU Level of Service A Intersection Capacity Utilization 41.7% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 5 Alliance Texas Engineering Page 5

Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1153: Del Mar Blvd & Lindenwood Dr 2020 Projected AM Peak - Build 1153: Del Mar Blvd & Lindenwood Dr 2020 Projected PM Peak - Build

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 3511 0 1770 3493 0 0 1732 0 1770 1650 0 Satd. Flow (prot) 1770 3532 0 1770 3525 0 0 1745 0 1770 1650 0 Flt Permitted 0.259 0.190 0.860 0.655 Flt Permitted 0.126 0.161 0.831 0.735 Satd. Flow (perm) 482 3511 0 354 3493 0 0 1509 0 1220 1650 0 Satd. Flow (perm) 235 3532 0 300 3525 0 0 1484 0 1369 1650 0 Satd. Flow (RTOR) 10 18 68 224 Satd. Flow (RTOR) 2 5 23 129 Volume (vph) 97 762 42 5 611 57 42 48 68 328 65 206 Volume (vph) 98 1000 15 16 1014 31 32 17 21 142 37 119 Lane Group Flow (vph) 105 874 0 5 726 0 0 172 0 357 295 0 Lane Group Flow (vph) 107 1103 0 17 1136 0 0 76 0 154 169 0 Turn Type pm+pt pm+pt Perm Perm Turn Type pm+pt pm+pt Perm Perm Protected Phases 5 2 1 6 8 4 Protected Phases 5 2 1 6 8 4 Permitted Phases 2684 Permitted Phases 2684 Detector Phases 5 2 1 6 8 8 4 4 Detector Phases 5 2 1 6 8 8 4 4 Minimum Initial (s) 6.0 8.0 6.0 8.0 8.0 8.0 8.0 8.0 Minimum Initial (s) 6.0 8.0 6.0 8.0 8.0 8.0 8.0 8.0 Minimum Split (s) 11.0 25.0 11.0 25.0 17.0 17.0 17.0 17.0 Minimum Split (s) 11.0 25.0 11.0 25.0 17.0 17.0 17.0 17.0 Total Split (s) 11.0 25.0 0.0 11.0 25.0 0.0 24.0 24.0 0.0 24.0 24.0 0.0 Total Split (s) 17.0 48.0 0.0 15.0 46.0 0.0 27.0 27.0 0.0 27.0 27.0 0.0 Total Split (%) 18.3% 41.7% 0.0% 18.3% 41.7% 0.0% 40.0% 40.0% 0.0% 40.0% 40.0% 0.0% Total Split (%) 18.9% 53.3% 0.0% 16.7% 51.1% 0.0% 30.0% 30.0% 0.0% 30.0% 30.0% 0.0% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lead Lag Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Recall Mode None C-Min None None None None None None Recall Mode None None None C-Min None None None None Act Effct Green (s) 31.4 30.0 29.0 23.4 19.8 19.8 19.8 Act Effct Green (s) 65.3 61.5 61.6 55.9 16.0 16.0 16.0 Actuated g/C Ratio 0.52 0.50 0.48 0.39 0.33 0.33 0.33 Actuated g/C Ratio 0.73 0.68 0.68 0.62 0.18 0.18 0.18 v/c Ratio 0.26 0.50 0.01 0.53 0.32 0.89 0.43 v/c Ratio 0.34 0.46 0.05 0.52 0.27 0.63 0.42 Control Delay 8.9 12.2 6.8 16.5 11.1 46.6 6.6 Control Delay 7.3 9.1 5.1 12.3 24.3 45.2 12.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 8.9 12.2 6.8 16.5 11.1 46.6 6.6 Total Delay 7.3 9.1 5.1 12.3 24.3 45.2 12.5 LOS A B A B B D A LOS A A A B C D B Approach Delay 11.8 16.5 11.1 28.5 Approach Delay 8.9 12.2 24.3 28.1 Approach LOS B B B C Approach LOS A B C C Intersection Summary Intersection Summary Cycle Length: 60 Cycle Length: 90 Actuated Cycle Length: 60 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:EBTL, Start of Yellow Offset: 0 (0%), Referenced to phase 6:WBTL, Start of Yellow Natural Cycle: 60 Natural Cycle: 55 Control Type: Actuated-Coordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.89 Maximum v/c Ratio: 0.63 Intersection Signal Delay: 17.4 Intersection LOS: B Intersection Signal Delay: 13.0 Intersection LOS: B Intersection Capacity Utilization 67.9% ICU Level of Service C Intersection Capacity Utilization 63.7% ICU Level of Service B Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1153: Del Mar Blvd & Lindenwood Dr Splits and Phases: 1153: Del Mar Blvd & Lindenwood Dr

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 9 Alliance Texas Engineering Page 9 Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1198: Del Mar Blvd & McPherson Rd 2020 Projected AM Peak - Build 1198: Del Mar Blvd & McPherson Rd 2020 Projected PM Peak - Build

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 3539 1583 1770 3539 1583 3433 3539 1583 3433 3539 1583 Satd. Flow (prot) 1770 3539 1583 1770 3539 1583 3433 3539 1583 3433 3539 1583 Flt Permitted 0.238 0.182 0.950 0.950 Flt Permitted 0.115 0.118 0.950 0.950 Satd. Flow (perm) 443 3539 1583 339 3539 1583 3433 3539 1583 3433 3539 1583 Satd. Flow (perm) 214 3539 1583 220 3539 1583 3433 3539 1583 3433 3539 1583 Satd. Flow (RTOR) 366 92 265 158 Satd. Flow (RTOR) 287 133 189 101 Volume (vph) 261 1070 455 255 487 85 386 702 259 163 726 190 Volume (vph) 490 1594 452 236 635 164 637 1118 419 138 741 205 Lane Group Flow (vph) 284 1163 495 277 529 92 420 763 282 177 789 207 Lane Group Flow (vph) 533 1733 491 257 690 178 692 1215 455 150 805 223 Turn Type pm+pt Perm pm+pt Perm Prot Perm Prot Perm Turn Type pm+pt Perm pm+pt Perm Prot Perm Prot Perm Protected Phases 7 4 3 8 5 2 1 6 Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 8 2 6 Permitted Phases 4 4 8 8 2 6 Detector Phases 744388522166 Detector Phases 744388522166 Minimum Initial (s) 6.0 8.0 8.0 6.0 8.0 8.0 6.0 8.0 8.0 6.0 8.0 8.0 Minimum Initial (s) 6.0 8.0 8.0 6.0 8.0 8.0 6.0 8.0 8.0 6.0 8.0 8.0 Minimum Split (s) 11.0 26.0 26.0 11.0 26.0 26.0 11.0 26.0 26.0 11.0 26.0 26.0 Minimum Split (s) 11.0 26.0 26.0 11.0 26.0 26.0 11.0 26.0 26.0 11.0 26.0 26.0 Total Split (s) 22.0 34.0 34.0 14.0 26.0 26.0 16.0 31.0 31.0 11.0 26.0 26.0 Total Split (s) 42.0 63.0 63.0 17.0 38.0 38.0 28.0 49.0 49.0 11.0 32.0 32.0 Total Split (%) 24.4% 37.8% 37.8% 15.6% 28.9% 28.9% 17.8% 34.4% 34.4% 12.2% 28.9% 28.9% Total Split (%) 30.0% 45.0% 45.0% 12.1% 27.1% 27.1% 20.0% 35.0% 35.0% 7.9% 22.9% 22.9% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lead Lead Lag Lag Lag Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Min C-Min None None None None None None None None None Recall Mode None None None None C-Min C-Min None None None None None None Act Effct Green (s) 42.8 30.0 30.0 35.9 25.9 25.9 12.0 25.0 25.0 9.0 22.0 22.0 Act Effct Green (s) 76.0 59.0 59.0 47.0 34.0 34.0 24.0 45.0 45.0 7.0 28.0 28.0 Actuated g/C Ratio 0.48 0.33 0.33 0.40 0.29 0.29 0.13 0.28 0.28 0.10 0.24 0.24 Actuated g/C Ratio 0.54 0.42 0.42 0.34 0.24 0.24 0.17 0.32 0.32 0.05 0.20 0.20 v/c Ratio 0.68 0.99 0.64 0.94 0.52 0.18 0.92 0.78 0.45 0.52 0.91 0.41 v/c Ratio 0.99 1.16 0.59 1.18 0.80 0.37 1.17 1.07 0.71 0.87 1.14 0.56 Control Delay 22.9 54.0 11.0 62.6 29.8 7.1 65.7 35.8 6.5 45.6 49.6 11.0 Control Delay 75.6 118.0 15.2 155.4 58.1 15.0 145.1 91.8 30.9 106.9 127.8 33.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 22.9 54.0 11.0 62.6 29.8 7.1 65.7 35.8 6.5 45.6 49.6 11.0 Total Delay 75.6 118.0 15.2 155.4 58.1 15.0 145.1 91.8 30.9 106.9 127.8 33.1 LOS CDBECAEDADDB LOS EFBFEBFFCFFC Approach Delay 38.5 37.6 38.7 42.2 Approach Delay 91.5 73.5 95.7 107.2 Approach LOS DDDD Approach LOS F E F F Intersection Summary Intersection Summary Cycle Length: 90 Cycle Length: 140 Actuated Cycle Length: 90 Actuated Cycle Length: 140 Offset: 0 (0%), Referenced to phase 4:EBTL, Start of Yellow, Master Intersection Offset: 0 (0%), Referenced to phase 8:WBTL, Start of Yellow, Master Intersection Natural Cycle: 90 Natural Cycle: 140 Control Type: Actuated-Coordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.99 Maximum v/c Ratio: 1.18 Intersection Signal Delay: 39.2 Intersection LOS: D Intersection Signal Delay: 92.6 Intersection LOS: F Intersection Capacity Utilization 88.1% ICU Level of Service E Intersection Capacity Utilization 109.1% ICU Level of Service H Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1198: Del Mar Blvd & McPherson Rd Splits and Phases: 1198: Del Mar Blvd & McPherson Rd

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 10 Alliance Texas Engineering Page 10

Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1253: Del Mar Blvd & Country Club Dr 2020 Projected AM Peak - Build 1253: Del Mar Blvd & Country Club Dr 2020 Projected PM Peak - Build

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 3529 0 1770 3479 0 0 1788 1583 1770 1591 0 Satd. Flow (prot) 1770 3518 0 1770 3458 0 0 1790 1583 1770 1596 0 Flt Permitted 0.093 0.116 0.656 0.698 Flt Permitted 0.133 0.143 0.708 0.714 Satd. Flow (perm) 173 3529 0 216 3479 0 0 1222 1583 1300 1591 0 Satd. Flow (perm) 248 3518 0 266 3458 0 0 1319 1583 1330 1596 0 Satd. Flow (RTOR) 3 23 50 174 Satd. Flow (RTOR) 7 35 25 193 Volume (vph) 96 1176 21 20 1067 141 69 15 46 184 5 162 Volume (vph) 205 1093 45 21 924 166 50 11 23 150 9 178 Lane Group Flow (vph) 104 1301 0 22 1313 0 0 91 50 200 181 0 Lane Group Flow (vph) 223 1237 0 23 1184 0 0 66 25 163 203 0 Turn Type pm+pt pm+pt Perm Perm Perm Turn Type pm+pt pm+pt Perm Perm Perm Protected Phases 5 2 1 6 8 4 Protected Phases 5 2 1 6 8 4 Permitted Phases 2 6 8 8 4 Permitted Phases 2 6 8 8 4 Detector Phases 5 2 1 6 88844 Detector Phases 5 2 1 6 88844 Minimum Initial (s) 6.0 8.0 6.0 8.0 8.0 8.0 8.0 8.0 8.0 Minimum Initial (s) 6.0 8.0 6.0 8.0 8.0 8.0 8.0 8.0 8.0 Minimum Split (s) 11.0 21.0 11.0 21.0 25.0 25.0 25.0 25.0 25.0 Minimum Split (s) 11.0 21.0 11.0 21.0 25.0 25.0 25.0 25.0 25.0 Total Split (s) 13.0 51.0 0.0 11.0 49.0 0.0 28.0 28.0 28.0 28.0 28.0 0.0 Total Split (s) 13.0 34.0 0.0 11.0 32.0 0.0 25.0 25.0 25.0 25.0 25.0 0.0 Total Split (%) 14.4% 56.7% 0.0% 12.2% 54.4% 0.0% 31.1% 31.1% 31.1% 31.1% 31.1% 0.0% Total Split (%) 18.6% 48.6% 0.0% 15.7% 45.7% 0.0% 35.7% 35.7% 35.7% 35.7% 35.7% 0.0% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lead Lag Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Recall Mode None C-Min None None None None None None None Recall Mode None None None C-Min None None None None None Act Effct Green (s) 61.5 58.0 58.6 53.0 19.6 19.6 19.6 19.6 Act Effct Green (s) 46.0 42.4 41.5 34.5 15.2 15.2 15.2 15.2 Actuated g/C Ratio 0.68 0.64 0.65 0.59 0.22 0.22 0.22 0.22 Actuated g/C Ratio 0.66 0.61 0.59 0.49 0.22 0.22 0.22 0.22 v/c Ratio 0.41 0.57 0.08 0.64 0.34 0.13 0.71 0.38 v/c Ratio 0.65 0.58 0.07 0.69 0.23 0.07 0.57 0.41 Control Delay 11.8 12.2 6.3 15.6 32.1 8.5 46.0 7.3 Control Delay 18.9 12.3 6.0 17.4 22.8 8.5 31.4 6.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 11.8 12.2 6.3 15.6 32.1 8.5 46.0 7.3 Total Delay 18.9 12.3 6.0 17.4 22.8 8.5 31.4 6.6 LOS B B A B C A D A LOS B B A B C A C A Approach Delay 12.2 15.4 23.7 27.6 Approach Delay 13.3 17.2 18.9 17.7 Approach LOS B B C C Approach LOS BBBB Intersection Summary Intersection Summary Cycle Length: 90 Cycle Length: 70 Actuated Cycle Length: 90 Actuated Cycle Length: 70 Offset: 0 (0%), Referenced to phase 2:EBTL, Start of Yellow Offset: 0 (0%), Referenced to phase 6:WBTL, Start of Yellow Natural Cycle: 65 Natural Cycle: 65 Control Type: Actuated-Coordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.71 Maximum v/c Ratio: 0.69 Intersection Signal Delay: 15.8 Intersection LOS: B Intersection Signal Delay: 15.5 Intersection LOS: B Intersection Capacity Utilization 69.6% ICU Level of Service C Intersection Capacity Utilization 73.7% ICU Level of Service D Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1253: Del Mar Blvd & Country Club Dr Splits and Phases: 1253: Del Mar Blvd & Country Club Dr

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 11 Alliance Texas Engineering Page 11 HCM Unsignalized Intersection Capacity Analysis Del Mar Corridor Study HCM Unsignalized Intersection Capacity Analysis Del Mar Corridor Study 1284: Del Mar Blvd & Bartlett Av 2020 Projected AM Peak - Build 1284: Del Mar Blvd & Bartlett Av 2020 Projected PM Peak - Build

Movement EBT EBR WBL WBT NBL NBR Movement EBT EBR WBL WBT NBL NBR Lane Configurations Lane Configurations Sign Control Free Free Stop Sign Control Free Free Stop Grade 0% 0% 0% Grade 0% 0% 0% Volume (veh/h) 1370 13 12 1170 17 12 Volume (veh/h) 1209 12 11 1037 23 15 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 1489 14 13 1272 18 13 Hourly flow rate (vph) 1314 13 12 1127 25 16 Pedestrians Pedestrians Lane Width (ft) Lane Width (ft) Walking Speed (ft/s) Walking Speed (ft/s) Percent Blockage Percent Blockage Right turn flare (veh) Right turn flare (veh) Median type TWLTL Median type TWLTL Median storage veh) 1 Median storage veh) 1 Upstream signal (ft) Upstream signal (ft) pX, platoon unblocked pX, platoon unblocked vC, conflicting volume 1503 2158 752 vC, conflicting volume 1327 1908 664 vC1, stage 1 conf vol 1496 vC1, stage 1 conf vol 1321 vC2, stage 2 conf vol 662 vC2, stage 2 conf vol 588 vCu, unblocked vol 1503 2158 752 vCu, unblocked vol 1327 1908 664 tC, single (s) 4.1 6.8 6.9 tC, single (s) 4.1 6.8 6.9 tC, 2 stage (s) 5.8 tC, 2 stage (s) 5.8 tF (s) 2.2 3.5 3.3 tF (s) 2.2 3.5 3.3 p0 queue free % 97 86 96 p0 queue free % 98 84 96 cM capacity (veh/h) 442 128 353 cM capacity (veh/h) 516 159 403 Direction, Lane # EB 1 EB 2 WB 1 WB 2 WB 3 NB 1 Direction, Lane # EB 1 EB 2 WB 1 WB 2 WB 3 NB 1 Volume Total 993 511 13 636 636 32 Volume Total 876 451 12 564 564 41 Volume Left 0 0 13 0 0 18 Volume Left 0 0 12 0 0 25 Volume Right 0 14 0 0 0 13 Volume Right 0 13 0 0 0 16 cSH 1700 1700 442 1700 1700 174 cSH 1700 1700 516 1700 1700 209 Volume to Capacity 0.58 0.30 0.03 0.37 0.37 0.18 Volume to Capacity 0.52 0.27 0.02 0.33 0.33 0.20 Queue Length 95th (ft) 0020016 Queue Length 95th (ft) 0020018 Control Delay (s) 0.0 0.0 13.4 0.0 0.0 30.2 Control Delay (s) 0.0 0.0 12.1 0.0 0.0 26.5 Lane LOS B D Lane LOS B D Approach Delay (s) 0.0 0.1 30.2 Approach Delay (s) 0.0 0.1 26.5 Approach LOS D Approach LOS D Intersection Summary Intersection Summary Average Delay 0.4 Average Delay 0.5 Intersection Capacity Utilization 48.3% ICU Level of Service A Intersection Capacity Utilization 43.8% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 12 Alliance Texas Engineering Page 12

Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1343: Del Mar Blvd & Winfield Pkwy 2020 Projected AM Peak - Build 1343: Del Mar Blvd & Winfield Pkwy 2020 Projected PM Peak - Build

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 3539 1583 1770 3539 1583 1770 1652 0 0 3137 0 Satd. Flow (prot) 1770 3539 1583 1770 3539 1583 1770 1684 0 0 3131 0 Flt Permitted 0.188 0.118 0.235 0.826 Flt Permitted 0.112 0.400 0.613 0.915 Satd. Flow (perm) 350 3539 1583 220 3539 1583 438 1652 0 0 2622 0 Satd. Flow (perm) 209 3539 1583 745 3539 1583 1142 1684 0 0 2885 0 Satd. Flow (RTOR) 91 20 128 207 Satd. Flow (RTOR) 126 41 50 162 Volume (vph) 124 1071 84 41 755 18 119 39 118 113 30 310 Volume (vph) 183 609 116 72 879 52 126 26 46 29 26 149 Lane Group Flow (vph) 135 1164 91 45 821 20 129 170 0 0 493 0 Lane Group Flow (vph) 199 662 126 78 955 57 137 78 0 0 222 0 Turn Type pm+pt Perm pm+pt Perm pm+pt pm+pt Turn Type pm+pt Perm pm+pt Perm pm+pt pm+pt Protected Phases 5 2 1 6 3 8 7 4 Protected Phases 5 2 1 6 3 8 7 4 Permitted Phases 2 2 6 6 8 4 Permitted Phases 2 2 6 6 8 4 Detector Phases 52216638 74 Detector Phases 52216638 74 Minimum Initial (s) 6.0 8.0 8.0 5.0 8.0 8.0 6.0 8.0 6.0 8.0 Minimum Initial (s) 6.0 8.0 8.0 5.0 8.0 8.0 6.0 8.0 6.0 8.0 Minimum Split (s) 11.0 20.0 20.0 10.0 20.0 20.0 11.0 28.0 11.0 28.0 Minimum Split (s) 11.0 20.0 20.0 10.0 20.0 20.0 11.0 28.0 11.0 28.0 Total Split (s) 13.0 41.0 41.0 10.0 38.0 38.0 11.0 28.0 0.0 11.0 28.0 0.0 Total Split (s) 30.0 70.0 70.0 15.0 55.0 55.0 22.0 39.0 0.0 16.0 33.0 0.0 Total Split (%) 14.4% 45.6% 45.6% 11.1% 42.2% 42.2% 12.2% 31.1% 0.0% 12.2% 31.1% 0.0% Total Split (%) 21.4% 50.0% 50.0% 10.7% 39.3% 39.3% 15.7% 27.9% 0.0% 11.4% 23.6% 0.0% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lead Lag Lag Lead/Lag Lead Lag Lag Lead Lag Lag Lag Lag Lead Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Min C-Min None None None None None None None Recall Mode None None None None C-Min C-Min None None None None Act Effct Green (s) 53.0 47.2 47.2 47.3 40.7 40.7 28.4 28.4 16.6 Act Effct Green (s) 108.5 98.0 98.0 101.2 93.7 93.7 22.5 22.5 10.5 Actuated g/C Ratio 0.59 0.52 0.52 0.53 0.45 0.45 0.32 0.32 0.18 Actuated g/C Ratio 0.78 0.70 0.70 0.72 0.67 0.67 0.16 0.16 0.08 v/c Ratio 0.39 0.63 0.10 0.20 0.51 0.03 0.51 0.28 0.75 v/c Ratio 0.68 0.27 0.11 0.13 0.40 0.05 0.63 0.25 0.61 Control Delay 12.4 19.1 4.0 6.7 11.7 2.1 28.9 7.6 27.0 Control Delay 22.1 8.4 1.5 3.2 9.1 2.3 68.7 23.1 25.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.2 0.0 0.0 0.0 0.0 Total Delay 12.4 19.1 4.0 6.7 11.7 2.1 28.9 7.6 27.0 Total Delay 22.1 8.4 1.5 3.2 9.3 2.3 68.7 23.1 25.8 LOS BBAABACA C LOS CAAAAAEC C Approach Delay 17.4 11.2 16.8 27.0 Approach Delay 10.3 8.5 52.2 25.8 Approach LOS B B B C Approach LOS B A D C Intersection Summary Intersection Summary Cycle Length: 90 Cycle Length: 140 Actuated Cycle Length: 90 Actuated Cycle Length: 140 Offset: 72 (80%), Referenced to phase 2:EBTL, Start of Yellow Offset: 12 (9%), Referenced to phase 6:WBTL, Start of Yellow Natural Cycle: 80 Natural Cycle: 80 Control Type: Actuated-Coordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.75 Maximum v/c Ratio: 0.68 Intersection Signal Delay: 17.1 Intersection LOS: B Intersection Signal Delay: 14.5 Intersection LOS: B Intersection Capacity Utilization 70.5% ICU Level of Service C Intersection Capacity Utilization 61.4% ICU Level of Service B Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1343: Del Mar Blvd & Winfield Pkwy Splits and Phases: 1343: Del Mar Blvd & Winfield Pkwy

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 12 Alliance Texas Engineering Page 12 Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1356: Del Mar Blvd & J B Alexander HS Exit Drwy 2020 Projected AM Peak - Build 1356: Del Mar Blvd & J B Alexander HS Exit Drwy 2020 Projected PM Peak - Build

Lane Group EBT EBR WBL WBT NBL NBR Lane Group EBT EBR WBL WBT NBL NBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 3539 0 0 3539 1770 1583 Satd. Flow (prot) 3539 0 0 3539 1770 1583 Flt Permitted 0.950 Flt Permitted 0.950 Satd. Flow (perm) 3539 0 0 3539 1770 1583 Satd. Flow (perm) 3539 0 0 3539 1770 1583 Satd. Flow (RTOR) 26 Satd. Flow (RTOR) 79 Volume (vph) 1210 0 0 368 503 197 Volume (vph) 655 0 0 673 341 73 Lane Group Flow (vph) 1315 0 0 400 547 214 Lane Group Flow (vph) 712 0 0 732 371 79 Turn Type Perm Turn Type Perm Protected Phases 2 6 8 Protected Phases 2 6 8 Permitted Phases 8 Permitted Phases 8 Detector Phases 2 6 8 8 Detector Phases 2 6 8 8 Minimum Initial (s) 8.0 8.0 6.0 6.0 Minimum Initial (s) 8.0 8.0 6.0 6.0 Minimum Split (s) 21.0 21.0 21.0 21.0 Minimum Split (s) 21.0 21.0 21.0 21.0 Total Split (s) 47.0 0.0 0.0 47.0 43.0 43.0 Total Split (s) 33.0 0.0 0.0 33.0 37.0 37.0 Total Split (%) 52.2% 0.0% 0.0% 52.2% 47.8% 47.8% Total Split (%) 47.1% 0.0% 0.0% 47.1% 52.9% 52.9% Yellow Time (s) 4.0 4.0 4.0 4.0 Yellow Time (s) 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 Lead/Lag Lead/Lag Lead-Lag Optimize? Lead-Lag Optimize? Recall Mode C-Min None None None Recall Mode None C-Min None None Act Effct Green (s) 49.5 49.5 32.5 32.5 Act Effct Green (s) 42.4 42.4 19.6 19.6 Actuated g/C Ratio 0.55 0.55 0.36 0.36 Actuated g/C Ratio 0.61 0.61 0.28 0.28 v/c Ratio 0.68 0.21 0.86 0.36 v/c Ratio 0.33 0.34 0.75 0.16 Control Delay 6.6 11.7 39.8 19.0 Control Delay 6.3 8.4 32.0 4.9 Queue Delay 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 6.6 11.7 39.8 19.0 Total Delay 6.3 8.4 32.0 4.9 LOS A B D B LOS A A C A Approach Delay 6.6 11.7 33.9 Approach Delay 6.3 8.4 27.3 Approach LOS A B C Approach LOS A A C Intersection Summary Intersection Summary Cycle Length: 90 Cycle Length: 70 Actuated Cycle Length: 90 Actuated Cycle Length: 70 Offset: 0 (0%), Referenced to phase 2:EBT, Start of Yellow Offset: 22 (31%), Referenced to phase 6:WBT, Start of Yellow Natural Cycle: 50 Natural Cycle: 45 Control Type: Actuated-Coordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.86 Maximum v/c Ratio: 0.75 Intersection Signal Delay: 15.8 Intersection LOS: B Intersection Signal Delay: 12.1 Intersection LOS: B Intersection Capacity Utilization 68.0% ICU Level of Service C Intersection Capacity Utilization 44.2% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1356: Del Mar Blvd & J B Alexander HS Exit Drwy Splits and Phases: 1356: Del Mar Blvd & J B Alexander HS Exit Drwy

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 13 Alliance Texas Engineering Page 13

Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1416: Del Mar Blvd & Loop 20 2020 Projected AM Peak - Build 1416: Del Mar Blvd & Loop 20 2020 Projected PM Peak - Build

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 0 1777 1583 0 1831 0 1770 5055 0 1770 5085 1583 Satd. Flow (prot) 0 1779 1583 0 1802 0 1770 5075 0 1770 5085 1583 Flt Permitted 0.751 0.951 0.145 0.159 Flt Permitted 0.721 0.873 0.176 0.143 Satd. Flow (perm) 0 1399 1583 0 1754 0 270 5055 0 296 5085 1583 Satd. Flow (perm) 0 1343 1583 0 1608 0 328 5075 0 266 5085 1583 Satd. Flow (RTOR) 495 4 9 191 Satd. Flow (RTOR) 485 2 3 110 Volume (vph) 177 5 455 7 39 4 388 1179 46 7 1034 176 Volume (vph) 116 7 446 10 11 2 547 1001 15 4 1020 107 Lane Group Flow (vph) 0 197 495 0 54 0 422 1332 0 8 1124 191 Lane Group Flow (vph) 0 134 485 0 25 0 595 1104 0 4 1109 116 Turn Type Perm Free Perm pm+pt pm+pt Perm Turn Type Perm Free Perm pm+pt pm+pt Perm Protected Phases 2 6 3 8 7 4 Protected Phases 2 6 3 8 7 4 Permitted Phases 2 Free 6 8 4 4 Permitted Phases 2 Free 6 8 4 4 Detector Phases 2 2 6 6 3 8 7 4 4 Detector Phases 2 2 6 6 3 8 7 4 4 Minimum Initial (s) 8.0 8.0 8.0 8.0 6.0 8.0 6.0 8.0 8.0 Minimum Initial (s) 8.0 8.0 8.0 8.0 6.0 8.0 6.0 8.0 8.0 Minimum Split (s) 28.0 28.0 28.0 28.0 15.0 40.0 15.0 40.0 40.0 Minimum Split (s) 28.0 28.0 28.0 28.0 15.0 40.0 15.0 40.0 40.0 Total Split (s) 28.0 28.0 0.0 28.0 28.0 0.0 22.0 47.0 0.0 15.0 40.0 40.0 Total Split (s) 30.0 30.0 0.0 30.0 30.0 0.0 65.0 93.0 0.0 17.0 45.0 45.0 Total Split (%) 31.1% 31.1% 0.0% 31.1% 31.1% 0.0% 24.4% 52.2% 0.0% 16.7% 44.4% 44.4% Total Split (%) 21.4% 21.4% 0.0% 21.4% 21.4% 0.0% 46.4% 66.4% 0.0% 12.1% 32.1% 32.1% Yellow Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Yellow Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lead/Lag Lead Lag Lead Lag Lag Lead/Lag Lag Lag Lead Lead Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode C-Min C-Min None None None None None None None Recall Mode None None None None C-Min None None None None Act Effct Green (s) 27.7 90.0 27.7 54.3 51.7 39.2 30.2 30.2 Act Effct Green (s) 21.2 140.0 21.2 108.1 108.1 39.9 39.9 39.9 Actuated g/C Ratio 0.31 1.00 0.31 0.60 0.57 0.44 0.34 0.34 Actuated g/C Ratio 0.15 1.00 0.15 0.77 0.77 0.28 0.28 0.28 v/c Ratio 0.46 0.31 0.10 0.85 0.46 0.03 0.66 0.29 v/c Ratio 0.66 0.31 0.10 0.63 0.28 0.02 0.76 0.22 Control Delay 30.6 0.5 23.3 36.5 11.9 7.4 27.1 4.1 Control Delay 70.9 0.5 46.8 25.8 5.6 34.5 49.5 8.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 30.6 0.5 23.3 36.5 11.9 7.4 27.1 4.1 Total Delay 70.9 0.5 46.8 25.8 5.6 34.5 49.5 8.1 LOS C A C D B A C A LOS E A D C A C D A Approach Delay 9.1 23.3 17.8 23.6 Approach Delay 15.7 46.8 12.7 45.5 Approach LOS A C B C Approach LOS B D B D Intersection Summary Intersection Summary Cycle Length: 90 Cycle Length: 140 Actuated Cycle Length: 90 Actuated Cycle Length: 140 Offset: 0 (0%), Referenced to phase 2:EBTL, Start of Yellow Offset: 0 (0%), Referenced to phase 3:NBL, Start of Yellow Natural Cycle: 85 Natural Cycle: 95 Control Type: Actuated-Coordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.85 Maximum v/c Ratio: 0.76 Intersection Signal Delay: 18.3 Intersection LOS: B Intersection Signal Delay: 24.8 Intersection LOS: C Intersection Capacity Utilization 68.2% ICU Level of Service C Intersection Capacity Utilization 73.1% ICU Level of Service D Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1416: Del Mar Blvd & Loop 20 Splits and Phases: 1416: Del Mar Blvd & Loop 20

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 14 Alliance Texas Engineering Page 14 Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1000: Del Mar Blvd & Santa Maria Rd 2025 Projected AM Peak - Build 1000: Del Mar Blvd & Santa Maria Rd 2025 Projected PM Peak - Build

Lane Group WBL WBR NBT NBR SBL SBT ø1 ø3 ø4 ø5 Lane Group WBL WBR NBT NBR SBL SBT ø1 ø3 ø4 ø5 Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 0 0 0 2787 3433 1863 Satd. Flow (prot) 0 0 0 2787 3433 1863 Flt Permitted 0.950 Flt Permitted 0.950 Satd. Flow (perm) 0 0 0 2787 3433 1863 Satd. Flow (perm) 0 0 0 2787 3433 1863 Satd. Flow (RTOR) Satd. Flow (RTOR) Volume (vph) 0 0 0 289 273 171 Volume (vph) 0 0 0 465 331 325 Lane Group Flow (vph) 0 0 0 314 297 186 Lane Group Flow (vph) 0 0 0 505 360 353 Turn Type custom Prot Turn Type custom Prot Protected Phases 1 5 2 Free 1345 Protected Phases 1 5 2 Free 1345 Permitted Phases Permitted Phases Detector Phases 1 5 2 Detector Phases 1 5 2 Minimum Initial (s) 7.0 7.0 7.0 7.0 4.0 Minimum Initial (s) 7.0 7.0 7.0 7.0 4.0 Minimum Split (s) 20.0 12.0 12.0 20.0 9.0 Minimum Split (s) 20.0 12.0 12.0 20.0 9.0 Total Split (s) 0.0 0.0 0.0 30.0 21.0 0.0 21.0 39.0 30.0 9.0 Total Split (s) 0.0 0.0 0.0 26.0 20.0 0.0 17.0 24.0 20.0 9.0 Total Split (%) 0.0% 0.0% 0.0% 25.0% 17.5% 0.0% 18% 33% 25% 8% Total Split (%) 0.0% 0.0% 0.0% 28.9% 22.2% 0.0% 19% 27% 22% 10% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lead Lag Lead/Lag Lag Lead Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Recall Mode C-Min None None None None Recall Mode Min None Min None None Act Effct Green (s) 29.2 18.3 120.0 Act Effct Green (s) 22.0 15.5 89.5 Actuated g/C Ratio 0.24 0.15 1.00 Actuated g/C Ratio 0.25 0.17 1.00 v/c Ratio 0.46 0.57 0.10 v/c Ratio 0.74 0.61 0.19 Control Delay 26.8 52.5 0.1 Control Delay 38.7 39.0 0.2 Queue Delay 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 Total Delay 26.8 52.5 0.1 Total Delay 38.7 39.0 0.2 LOS C D A LOS D D A Approach Delay 32.3 Approach Delay 19.8 Approach LOS C Approach LOS B Intersection Summary Intersection Summary Cycle Length: 120 Cycle Length: 90 Actuated Cycle Length: 120 Actuated Cycle Length: 89.5 Offset: 88 (73%), Referenced to phase 2:SBL, Start of Yellow Natural Cycle: 80 Natural Cycle: 80 Control Type: Actuated-Uncoordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.85 Maximum v/c Ratio: 0.74 Intersection Signal Delay: 27.6 Intersection LOS: C Intersection Signal Delay: 30.2 Intersection LOS: C Intersection Capacity Utilization 32.4% ICU Level of Service A Intersection Capacity Utilization 24.6% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15 Splits and Phases: 1000: Del Mar Blvd & Santa Maria Rd Splits and Phases: 1000: Del Mar Blvd & Santa Maria Rd

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 1 Alliance Texas Engineering Page 1

Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1003: Del Mar Blvd & I-35 SBFR 2025 Projected AM Peak - Build 1003: Del Mar Blvd & I-35 SBFR 2025 Projected PM Peak - Build

Lane Group EBT EBR WBL WBT NBL NBR ø1 ø2 ø3 ø4 ø5 Lane Group EBT EBR WBL WBT NBL NBR ø1 ø2 ø3 ø4 ø5 Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 3518 0 3433 0 0 0 Satd. Flow (prot) 3518 0 3433 0 0 0 Flt Permitted 0.950 Flt Permitted 0.950 Satd. Flow (perm) 3518 0 3433 0 0 0 Satd. Flow (perm) 3518 0 3433 0 0 0 Satd. Flow (RTOR) 4 Satd. Flow (RTOR) 6 Volume (vph) 540 21 712 0 0 0 Volume (vph) 768 29 621 0 0 0 Lane Group Flow (vph) 610 0 774 0 0 0 Lane Group Flow (vph) 867 0 675 0 0 0 Turn Type Prot Turn Type Prot Protected Phases 1 2 5 3 4 12345 Protected Phases 1 2 5 3 4 12345 Permitted Phases Permitted Phases Detector Phases 1 2 5 3 4 Detector Phases 1 2 5 3 4 Minimum Initial (s) 7.0 7.0 7.0 7.0 4.0 Minimum Initial (s) 7.0 7.0 7.0 7.0 4.0 Minimum Split (s) 12.0 20.0 12.0 20.0 9.0 Minimum Split (s) 12.0 20.0 12.0 20.0 9.0 Total Split (s) 51.0 0.0 69.0 0.0 0.0 0.0 21.0 21.0 39.0 30.0 9.0 Total Split (s) 46.0 0.0 44.0 0.0 0.0 0.0 17.0 20.0 24.0 20.0 9.0 Total Split (%) 42.5% 0.0% 57.5% 0.0% 0.0% 0.0% 18% 18% 33% 25% 8% Total Split (%) 51.1% 0.0% 48.9% 0.0% 0.0% 0.0% 19% 22% 27% 22% 10% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lag Lead Lead Lag Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Recall Mode None C-Min None None None Recall Mode None Min Min None None Act Effct Green (s) 55.5 56.5 Act Effct Green (s) 41.5 40.0 Actuated g/C Ratio 0.46 0.47 Actuated g/C Ratio 0.46 0.45 v/c Ratio 0.37 0.48 v/c Ratio 0.53 0.44 Control Delay 1.4 1.0 Control Delay 1.7 1.1 Queue Delay 0.3 0.2 Queue Delay 0.5 0.7 Total Delay 1.7 1.3 Total Delay 2.3 1.8 LOS A A LOS A A Approach Delay 1.7 Approach Delay 2.3 Approach LOS A Approach LOS A Intersection Summary Intersection Summary Cycle Length: 120 Cycle Length: 90 Actuated Cycle Length: 120 Actuated Cycle Length: 89.5 Offset: 88 (73%), Referenced to phase 2:SBL, Start of Yellow Natural Cycle: 80 Natural Cycle: 80 Control Type: Actuated-Uncoordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.85 Maximum v/c Ratio: 0.74 Intersection Signal Delay: 2.1 Intersection LOS: A Intersection Signal Delay: 1.5 Intersection LOS: A Intersection Capacity Utilization 46.5% ICU Level of Service A Intersection Capacity Utilization 42.6% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15 Splits and Phases: 1003: Del Mar Blvd & I-35 SBFR Splits and Phases: 1003: Del Mar Blvd & I-35 SBFR

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 2 Alliance Texas Engineering Page 2 Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1009: Del Mar Blvd & I-35 NBFR 2025 Projected AM Peak - Build 1009: Del Mar Blvd & I-35 NBFR 2025 Projected PM Peak - Build

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 0 3444 0 0 3539 1583 0 5085 1583 0 0 0 Satd. Flow (prot) 0 3426 0 0 3539 1583 0 5085 1583 0 0 0 Flt Permitted 0.564 Flt Permitted 0.637 Satd. Flow (perm) 0 1996 0 0 3539 1583 0 5085 1583 0 0 0 Satd. Flow (perm) 0 2254 0 0 3539 1583 0 5085 1583 0 0 0 Satd. Flow (RTOR) 281 454 Satd. Flow (RTOR) 165 595 Volume (vph) 305 236 0 0 712 280 0 500 418 0 0 0 Volume (vph) 504 263 0 0 621 221 0 808 621 0 0 0 Lane Group Flow (vph) 0 589 0 0 774 304 0 543 454 0 0 0 Lane Group Flow (vph) 0 834 0 0 675 240 0 878 675 0 0 0 Turn Type pm+pt Perm Split Perm Turn Type pm+pt Perm Split Perm Protected Phases 1 2 1 2 3 3 4 5 4 5 Protected Phases 1 2 1 2 3 3 4 5 4 5 Permitted Phases 1 2 3 3 4 5 Permitted Phases 1 2 3 3 4 5 Detector Phases 1 2 1 2 3 3 3 4 5 4 5 4 5 Detector Phases 1 2 1 2 3 3 3 4 5 4 5 4 5 Minimum Initial (s) 7.0 7.0 Minimum Initial (s) 7.0 7.0 Minimum Split (s) 12.0 12.0 Minimum Split (s) 12.0 12.0 Total Split (s) 42.0 81.0 0.0 0.0 39.0 39.0 39.0 39.0 39.0 0.0 0.0 0.0 Total Split (s) 37.0 61.0 0.0 0.0 24.0 24.0 29.0 29.0 29.0 0.0 0.0 0.0 Total Split (%) 35.0% 67.5% 0.0% 0.0% 32.5% 32.5% 32.5% 32.5% 32.5% 0.0% 0.0% 0.0% Total Split (%) 41.1% 67.8% 0.0% 0.0% 26.7% 26.7% 32.2% 32.2% 32.2% 0.0% 0.0% 0.0% Yellow Time (s) 4.0 4.0 Yellow Time (s) 4.0 4.0 All-Red Time (s) 1.0 1.0 All-Red Time (s) 1.0 1.0 Lead/Lag Lead Lead Lead/Lag Lead Lead Lead-Lag Optimize? Yes Yes Lead-Lag Optimize? Yes Yes Recall Mode None None Recall Mode Min Min Act Effct Green (s) 73.2 35.7 35.7 34.8 34.8 Act Effct Green (s) 52.5 20.0 20.0 25.0 25.0 Actuated g/C Ratio 0.61 0.30 0.30 0.29 0.29 Actuated g/C Ratio 0.59 0.22 0.22 0.28 0.28 v/c Ratio 0.35 0.74 0.46 0.37 0.58 v/c Ratio 0.48 0.85 0.50 0.62 0.77 Control Delay 2.8 35.8 9.6 34.7 6.3 Control Delay 1.7 45.6 14.5 30.4 11.6 Queue Delay 0.1 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 2.9 35.8 9.6 34.7 6.3 Total Delay 1.7 45.6 14.5 30.4 11.6 LOS A DA CA LOS A DB CB Approach Delay 2.9 28.4 21.8 Approach Delay 1.7 37.4 22.2 Approach LOS A C C Approach LOS A D C Intersection Summary Intersection Summary Cycle Length: 120 Cycle Length: 90 Actuated Cycle Length: 120 Actuated Cycle Length: 89.5 Offset: 88 (73%), Referenced to phase 2:SBL, Start of Yellow Natural Cycle: 80 Natural Cycle: 80 Control Type: Actuated-Uncoordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.85 Maximum v/c Ratio: 0.74 Intersection Signal Delay: 21.3 Intersection LOS: C Intersection Signal Delay: 20.3 Intersection LOS: C Intersection Capacity Utilization 73.0% ICU Level of Service D Intersection Capacity Utilization 56.2% ICU Level of Service B Analysis Period (min) 15 Analysis Period (min) 15 Splits and Phases: 1009: Del Mar Blvd & I-35 NBFR Splits and Phases: 1009: Del Mar Blvd & I-35 NBFR

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 3 Alliance Texas Engineering Page 3

Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1033: Del Mar Blvd & Springfield Dr 2025 Projected AM Peak - Build 1033: Del Mar Blvd & Springfield Dr 2025 Projected PM Peak - Build

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 3504 0 1770 3468 0 1770 1682 0 1770 1863 1583 Satd. Flow (prot) 1770 3476 0 1770 3472 0 1770 1714 0 1770 1863 1583 Flt Permitted 0.174 0.337 0.651 0.569 Flt Permitted 0.188 0.160 0.417 0.292 Satd. Flow (perm) 324 3504 0 628 3468 0 1213 1682 0 1060 1863 1583 Satd. Flow (perm) 350 3476 0 298 3472 0 777 1714 0 544 1863 1583 Satd. Flow (RTOR) 14 34 107 108 Satd. Flow (RTOR) 23 26 77 58 Volume (vph) 52 539 38 115 804 127 126 53 98 155 127 99 Volume (vph) 49 725 99 171 694 101 183 144 164 156 243 69 Lane Group Flow (vph) 57 627 0 125 1012 0 137 165 0 168 138 108 Lane Group Flow (vph) 53 896 0 186 864 0 199 335 0 170 264 75 Turn Type pm+pt pm+pt pm+pt pm+pt Perm Turn Type pm+pt pm+pt pm+pt pm+pt Perm Protected Phases 5 2 1 6 3 8 7 4 Protected Phases 5 2 1 6 3 8 7 4 Permitted Phases 26844 Permitted Phases 26844 Detector Phases 5 2 1 6 3 8 7 4 4 Detector Phases 5 2 1 6 3 8 7 4 4 Minimum Initial (s) 6.0 8.0 6.0 8.0 6.0 8.0 6.0 8.0 8.0 Minimum Initial (s) 6.0 8.0 6.0 8.0 6.0 8.0 6.0 8.0 8.0 Minimum Split (s) 10.0 13.0 10.0 13.0 10.0 13.0 10.0 13.0 13.0 Minimum Split (s) 10.0 13.0 10.0 13.0 10.0 13.0 10.0 13.0 13.0 Total Split (s) 10.0 27.0 0.0 10.0 27.0 0.0 10.0 13.0 0.0 10.0 13.0 13.0 Total Split (s) 10.0 28.0 0.0 11.0 29.0 0.0 10.0 21.0 0.0 10.0 21.0 21.0 Total Split (%) 16.7% 45.0% 0.0% 16.7% 45.0% 0.0% 16.7% 21.7% 0.0% 16.7% 21.7% 21.7% Total Split (%) 14.3% 40.0% 0.0% 15.7% 41.4% 0.0% 14.3% 30.0% 0.0% 14.3% 30.0% 30.0% Yellow Time (s) 3.0 4.0 3.0 4.0 3.0 4.0 3.0 4.0 4.0 Yellow Time (s) 3.0 4.0 3.0 4.0 3.0 4.0 3.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Lag Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Min None None None None None None None Recall Mode None None None Min None None None None None Act Effct Green (s) 34.1 30.1 34.9 32.1 13.4 9.0 13.7 9.1 9.1 Act Effct Green (s) 23.6 19.6 25.6 22.3 18.7 15.0 18.7 15.0 15.0 Actuated g/C Ratio 0.57 0.50 0.58 0.54 0.22 0.15 0.23 0.15 0.15 Actuated g/C Ratio 0.38 0.33 0.42 0.38 0.31 0.26 0.31 0.26 0.26 v/c Ratio 0.17 0.36 0.26 0.54 0.42 0.48 0.53 0.49 0.33 v/c Ratio 0.19 0.76 0.62 0.65 0.58 0.68 0.57 0.56 0.17 Control Delay 8.0 11.8 8.2 14.1 20.0 15.2 23.1 29.9 8.8 Control Delay 11.2 23.2 21.6 18.6 23.1 26.2 23.8 27.6 9.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 8.0 11.8 8.2 14.1 20.0 15.2 23.1 29.9 8.8 Total Delay 11.2 23.2 21.6 18.6 23.1 26.2 23.8 27.6 9.9 LOSABABBBCCA LOSBCCBCCCCA Approach Delay 11.4 13.5 17.3 21.6 Approach Delay 22.6 19.2 25.0 23.7 Approach LOS B B B C Approach LOS C B C C Intersection Summary Intersection Summary Cycle Length: 60 Cycle Length: 70 Actuated Cycle Length: 60 Actuated Cycle Length: 58.7 Offset: 0 (0%), Referenced to phase 2:EBTL, Start of Yellow Natural Cycle: 60 Natural Cycle: 60 Control Type: Actuated-Uncoordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.76 Maximum v/c Ratio: 0.54 Intersection Signal Delay: 22.0 Intersection LOS: C Intersection Signal Delay: 14.7 Intersection LOS: B Intersection Capacity Utilization 72.3% ICU Level of Service C Intersection Capacity Utilization 62.0% ICU Level of Service B Analysis Period (min) 15 Analysis Period (min) 15 Splits and Phases: 1033: Del Mar Blvd & Springfield Dr Splits and Phases: 1033: Del Mar Blvd & Springfield Dr

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 5 Alliance Texas Engineering Page 5 HCM Unsignalized Intersection Capacity Analysis Del Mar Corridor Study HCM Unsignalized Intersection Capacity Analysis Del Mar Corridor Study 1047: Del Mar Blvd & Village Blvd 2025 Projected AM Peak - Build 1047: Del Mar Blvd & Village Blvd 2025 Projected PM Peak - Build

Movement EBT EBR WBL WBT NBL NBR Movement EBT EBR WBL WBT NBL NBR Lane Configurations Lane Configurations Sign Control Free Free Stop Sign Control Free Free Stop Grade 0% 0% 0% Grade 0% 0% 0% Volume (veh/h) 659 35 110 992 56 84 Volume (veh/h) 946 50 103 928 80 120 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 716 38 120 1078 61 91 Hourly flow rate (vph) 1028 54 112 1009 87 130 Pedestrians Pedestrians Lane Width (ft) Lane Width (ft) Walking Speed (ft/s) Walking Speed (ft/s) Percent Blockage Percent Blockage Right turn flare (veh) Right turn flare (veh) Median type TWLTL Median type TWLTL Median storage veh) 1 Median storage veh) 1 Upstream signal (ft) Upstream signal (ft) pX, platoon unblocked pX, platoon unblocked vC, conflicting volume 754 2053 377 vC, conflicting volume 1083 2288 541 vC1, stage 1 conf vol 735 vC1, stage 1 conf vol 1055 vC2, stage 2 conf vol 1317 vC2, stage 2 conf vol 1233 vCu, unblocked vol 754 2053 377 vCu, unblocked vol 1083 2288 541 tC, single (s) 4.1 6.8 6.9 tC, single (s) 4.1 6.8 6.9 tC, 2 stage (s) 5.8 tC, 2 stage (s) 5.8 tF (s) 2.2 3.5 3.3 tF (s) 2.2 3.5 3.3 p0 queue free % 86 54 85 p0 queue free % 83 27 73 cM capacity (veh/h) 852 134 620 cM capacity (veh/h) 640 120 485 Direction, Lane # EB 1 EB 2 WB 1 NB 1 NB 2 Direction, Lane # EB 1 EB 2 WB 1 NB 1 NB 2 Volume Total 478 277 1198 61 91 Volume Total 686 397 1121 87 130 Volume Left 0 0 120 61 0 Volume Left 0 0 112 87 0 Volume Right 0 38 0 0 91 Volume Right 0 54 0 0 130 cSH 1700 1700 852 134 620 cSH 1700 1700 640 120 485 Volume to Capacity 0.28 0.16 0.14 0.46 0.15 Volume to Capacity 0.40 0.23 0.17 0.73 0.27 Queue Length 95th (ft) 0 0 12 51 13 Queue Length 95th (ft) 0 0 16 100 27 Control Delay (s) 0.0 0.0 4.4 52.8 11.8 Control Delay (s) 0.0 0.0 5.8 90.2 15.1 Lane LOS A F B Lane LOS A F C Approach Delay (s) 0.0 4.4 28.2 Approach Delay (s) 0.0 5.8 45.1 Approach LOS D Approach LOS E Intersection Summary Intersection Summary Average Delay 4.6 Average Delay 6.7 Intersection Capacity Utilization 91.0% ICU Level of Service E Intersection Capacity Utilization 96.7% ICU Level of Service F Analysis Period (min) 15 Analysis Period (min) 15

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 1 Alliance Texas Engineering Page 1

Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1077: Del Mar Blvd & Bennington Dr 2025 Projected AM Peak - Build 1077: Del Mar Blvd & Bennington Dr 2025 Projected PM Peak - Build

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 3539 0 0 3539 0 1770 1583 0 0 1658 0 Satd. Flow (prot) 1770 3539 0 0 3532 0 1770 1591 0 0 1744 0 Flt Permitted 0.143 0.745 0.912 Flt Permitted 0.122 0.741 0.858 Satd. Flow (perm) 266 3539 0 0 3539 0 1388 1583 0 0 1532 0 Satd. Flow (perm) 227 3539 0 0 3532 0 1380 1591 0 0 1555 0 Satd. Flow (RTOR) 98 38 Satd. Flow (RTOR) 3 36 5 Volume (vph) 3 779 0 0 1072 2 144 0 137 28 0 74 Volume (vph) 15 1102 0 0 1145 18 7 1 33 18 0 5 Lane Group Flow (vph) 3 847 0 0 1167 0 157 149 0 0 110 0 Lane Group Flow (vph) 16 1198 0 0 1265 0 8 37 0 0 25 0 Turn Type Perm Perm Perm Turn Type Perm Perm Perm Protected Phases 2684 Protected Phases 2684 Permitted Phases 2 8 4 Permitted Phases 2 8 4 Detector Phases 2 2 6 8 8 4 4 Detector Phases 2 2 6 8 8 4 4 Minimum Initial (s) 8.0 8.0 8.0 8.0 8.0 8.0 8.0 Minimum Initial (s) 8.0 8.0 8.0 8.0 8.0 8.0 8.0 Minimum Split (s) 20.0 20.0 20.0 13.0 13.0 27.0 27.0 Minimum Split (s) 20.0 20.0 20.0 13.0 13.0 27.0 27.0 Total Split (s) 32.0 32.0 0.0 0.0 32.0 0.0 28.0 28.0 0.0 28.0 28.0 0.0 Total Split (s) 40.0 40.0 0.0 0.0 40.0 0.0 30.0 30.0 0.0 30.0 30.0 0.0 Total Split (%) 53.3% 53.3% 0.0% 0.0% 53.3% 0.0% 46.7% 46.7% 0.0% 46.7% 46.7% 0.0% Total Split (%) 57.1% 57.1% 0.0% 0.0% 57.1% 0.0% 42.9% 42.9% 0.0% 42.9% 42.9% 0.0% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead/Lag Lead-Lag Optimize? Lead-Lag Optimize? Recall Mode C-Min C-Min None None None None None Recall Mode None None C-Min None None None None Act Effct Green (s) 42.7 42.7 42.7 12.7 12.7 12.7 Act Effct Green (s) 63.2 63.2 63.2 9.0 9.0 9.0 Actuated g/C Ratio 0.71 0.71 0.71 0.21 0.21 0.21 Actuated g/C Ratio 0.90 0.90 0.90 0.13 0.13 0.13 v/c Ratio 0.02 0.34 0.46 0.54 0.36 0.31 v/c Ratio 0.08 0.37 0.40 0.05 0.16 0.12 Control Delay 5.3 5.3 6.2 27.3 10.3 15.4 Control Delay 2.9 2.0 2.1 27.6 12.4 24.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 5.3 5.3 6.2 27.3 10.3 15.4 Total Delay 2.9 2.0 2.1 27.6 12.4 24.9 LOS A A A C B B LOS A A A C B C Approach Delay 5.3 6.2 19.0 15.4 Approach Delay 2.0 2.1 15.1 24.9 Approach LOS AABB Approach LOS A A B C Intersection Summary Intersection Summary Cycle Length: 60 Cycle Length: 70 Actuated Cycle Length: 60 Actuated Cycle Length: 70 Offset: 0 (0%), Referenced to phase 2:EBTL, Start of Yellow Offset: 0 (0%), Referenced to phase 6:WBT, Start of Yellow Natural Cycle: 55 Natural Cycle: 60 Control Type: Actuated-Coordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.54 Maximum v/c Ratio: 0.40 Intersection Signal Delay: 7.9 Intersection LOS: A Intersection Signal Delay: 2.5 Intersection LOS: A Intersection Capacity Utilization 54.8% ICU Level of Service A Intersection Capacity Utilization 46.9% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1077: Del Mar Blvd & Bennington Dr Splits and Phases: 1077: Del Mar Blvd & Bennington Dr

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 6 Alliance Texas Engineering Page 6 Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1098: Del Mar Blvd & Park Entrance 2025 Projected AM Peak - Build 1098: Del Mar Blvd & Park Entrance 2025 Projected PM Peak - Build

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1863 3486 0 1770 3539 0 0 1744 0 0 1863 0 Satd. Flow (prot) 1770 3493 0 1770 3539 0 0 1713 0 0 1863 0 Flt Permitted 0.174 0.773 Flt Permitted 0.165 0.114 0.831 Satd. Flow (perm) 1863 3486 0 324 3539 0 0 1402 0 0 1863 0 Satd. Flow (perm) 307 3493 0 212 3539 0 0 1467 0 0 1863 0 Satd. Flow (RTOR) 25 24 Satd. Flow (RTOR) 22 49 Volume (vph) 0 861 93 47 978 2 150 0 35 0 0 0 Volume (vph) 1 1121 105 44 1056 0 90 0 56 0 0 0 Lane Group Flow (vph) 0 1037 0 51 1065 0 0 201 0000 Lane Group Flow (vph) 1 1332 0 48 1148 0 0 159 0000 Turn Type Perm Perm Perm Perm Turn Type Perm Perm Perm Perm Protected Phases 2684 Protected Phases 2684 Permitted Phases 2684 Permitted Phases 2684 Detector Phases 2 2 6 6 8 8 4 4 Detector Phases 2 2 6 6 8 8 4 4 Minimum Initial (s) 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 Minimum Initial (s) 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 Minimum Split (s) 31.5 31.5 28.5 28.5 28.5 28.5 28.5 28.5 Minimum Split (s) 31.5 31.5 28.5 28.5 28.5 28.5 28.5 28.5 Total Split (s) 31.5 31.5 0.0 31.5 31.5 0.0 28.5 28.5 0.0 28.5 28.5 0.0 Total Split (s) 41.5 41.5 0.0 41.5 41.5 0.0 28.5 28.5 0.0 28.5 28.5 0.0 Total Split (%) 52.5% 52.5% 0.0% 52.5% 52.5% 0.0% 47.5% 47.5% 0.0% 47.5% 47.5% 0.0% Total Split (%) 59.3% 59.3% 0.0% 59.3% 59.3% 0.0% 40.7% 40.7% 0.0% 40.7% 40.7% 0.0% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead/Lag Lead-Lag Optimize? Lead-Lag Optimize? Recall Mode C-Min C-Min None None None None None None Recall Mode None None C-Min C-Min None None None None Act Effct Green (s) 42.6 42.6 42.6 12.8 Act Effct Green (s) 54.1 54.1 54.1 54.1 11.3 Actuated g/C Ratio 0.71 0.71 0.71 0.21 Actuated g/C Ratio 0.77 0.77 0.77 0.77 0.16 v/c Ratio 0.42 0.22 0.42 0.63 v/c Ratio 0.00 0.49 0.29 0.42 0.57 Control Delay 5.9 6.9 4.4 27.4 Control Delay 4.0 4.9 10.3 4.2 26.8 Queue Delay 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 5.9 6.9 4.4 27.4 Total Delay 4.0 4.9 10.3 4.2 26.8 LOS A A A C LOS A A B A C Approach Delay 5.9 4.5 27.4 Approach Delay 4.9 4.4 26.8 Approach LOS A A C Approach LOS A A C Intersection Summary Intersection Summary Cycle Length: 60 Cycle Length: 70 Actuated Cycle Length: 60 Actuated Cycle Length: 70 Offset: 0 (0%), Referenced to phase 2:EBTL, Start of Yellow Offset: 6 (9%), Referenced to phase 6:WBTL, Start of Yellow Natural Cycle: 60 Natural Cycle: 60 Control Type: Actuated-Coordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.63 Maximum v/c Ratio: 0.57 Intersection Signal Delay: 7.1 Intersection LOS: A Intersection Signal Delay: 6.0 Intersection LOS: A Intersection Capacity Utilization 54.2% ICU Level of Service A Intersection Capacity Utilization 51.6% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1098: Del Mar Blvd & Park Entrance Splits and Phases: 1098: Del Mar Blvd & Park Entrance

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 7 Alliance Texas Engineering Page 7

Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1112: Del Mar Blvd & Broadcrest Dr 2025 Projected AM Peak - Build 1112: Del Mar Blvd & Broadcrest Dr 2025 Projected PM Peak - Build

Lane Group EBL EBT WBT WBR SBL SBR Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 3539 3486 0 1660 0 Satd. Flow (prot) 1770 3539 3486 0 1662 0 Flt Permitted 0.175 0.985 Flt Permitted 0.153 0.985 Satd. Flow (perm) 326 3539 3486 0 1660 0 Satd. Flow (perm) 285 3539 3486 0 1662 0 Satd. Flow (RTOR) 29 82 Satd. Flow (RTOR) 28 81 Volume (vph) 45 848 908 101 53 125 Volume (vph) 58 1109 1014 113 35 81 Lane Group Flow (vph) 49 922 1097 0 194 0 Lane Group Flow (vph) 63 1205 1225 0 126 0 Turn Type Perm Turn Type Perm Protected Phases 2 6 4 Protected Phases 2 6 4 Permitted Phases 2 Permitted Phases 2 Detector Phases 2 2 6 4 Detector Phases 2 2 6 4 Minimum Initial (s) 8.0 8.0 8.0 8.0 Minimum Initial (s) 8.0 8.0 8.0 8.0 Minimum Split (s) 21.5 21.5 21.5 21.5 Minimum Split (s) 21.5 21.5 21.5 21.5 Total Split (s) 34.5 34.5 34.5 0.0 25.5 0.0 Total Split (s) 43.5 43.5 43.5 0.0 26.5 0.0 Total Split (%) 57.5% 57.5% 57.5% 0.0% 42.5% 0.0% Total Split (%) 62.1% 62.1% 62.1% 0.0% 37.9% 0.0% Yellow Time (s) 4.0 4.0 4.0 4.0 Yellow Time (s) 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 Lead/Lag Lead/Lag Lead-Lag Optimize? Lead-Lag Optimize? Recall Mode C-Min C-Min None None Recall Mode None None C-Min None Act Effct Green (s) 44.9 44.9 44.9 10.5 Act Effct Green (s) 55.9 55.9 55.9 9.5 Actuated g/C Ratio 0.75 0.75 0.75 0.18 Actuated g/C Ratio 0.80 0.80 0.80 0.14 v/c Ratio 0.20 0.35 0.42 0.54 v/c Ratio 0.28 0.43 0.44 0.43 Control Delay 5.5 3.6 4.5 19.0 Control Delay 3.5 1.3 3.5 16.8 Queue Delay 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 5.5 3.6 4.5 19.0 Total Delay 3.5 1.3 3.5 16.8 LOS AAA B LOS AAA B Approach Delay 3.7 4.5 19.0 Approach Delay 1.4 3.5 16.8 Approach LOS A A B Approach LOS A A B Intersection Summary Intersection Summary Cycle Length: 60 Cycle Length: 70 Actuated Cycle Length: 60 Actuated Cycle Length: 70 Offset: 0 (0%), Referenced to phase 2:EBTL, Start of Yellow Offset: 24 (34%), Referenced to phase 6:WBT, Start of Yellow Natural Cycle: 50 Natural Cycle: 55 Control Type: Actuated-Coordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.54 Maximum v/c Ratio: 0.44 Intersection Signal Delay: 5.4 Intersection LOS: A Intersection Signal Delay: 3.1 Intersection LOS: A Intersection Capacity Utilization 54.7% ICU Level of Service A Intersection Capacity Utilization 55.2% ICU Level of Service B Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1112: Del Mar Blvd & Broadcrest Dr Splits and Phases: 1112: Del Mar Blvd & Broadcrest Dr

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 8 Alliance Texas Engineering Page 8 HCM Unsignalized Intersection Capacity Analysis Del Mar Corridor Study HCM Unsignalized Intersection Capacity Analysis Del Mar Corridor Study 1132: Del Mar Blvd & Fenwick Dr 2025 Projected AM Peak - Build 1132: Del Mar Blvd & Fenwick Dr 2025 Projected PM Peak - Build

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Sign Control Free Free Stop Stop Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Grade 0% 0% 0% 0% Volume (veh/h) 12 1098 58 13 639 6 19 6 12 29 19 48 Volume (veh/h) 12 1098 58 21 1040 11 18 7 11 2 1 4 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 13 1193 63 14 695 7 21 7 13 32 21 52 Hourly flow rate (vph) 13 1193 63 23 1130 12 20 8 12 2 1 4 Pedestrians Pedestrians Lane Width (ft) Lane Width (ft) Walking Speed (ft/s) Walking Speed (ft/s) Percent Blockage Percent Blockage Right turn flare (veh) Right turn flare (veh) Median type TWLTL TWLTL Median type TWLTL TWLTL Median storage veh) 1 1 Median storage veh) 1 1 Upstream signal (ft) 1066 1089 Upstream signal (ft) 1066 1089 pX, platoon unblocked pX, platoon unblocked 0.83 0.83 0.83 0.83 0.83 0.83 vC, conflicting volume 701 1257 1689 1980 628 1365 2009 351 vC, conflicting volume 1142 1257 1867 2439 628 1821 2465 571 vC1, stage 1 conf vol 1251 1251 726 726 vC1, stage 1 conf vol 1251 1251 1182 1182 vC2, stage 2 conf vol 438 729 639 1283 vC2, stage 2 conf vol 616 1188 639 1283 vCu, unblocked vol 701 1257 1689 1980 628 1365 2009 351 vCu, unblocked vol 967 1257 1840 2529 628 1784 2559 280 tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 tC, 2 stage (s) 6.5 5.5 6.5 5.5 tC, 2 stage (s) 6.5 5.5 6.5 5.5 tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 99 97 85 96 97 85 86 92 p0 queue free % 98 96 85 94 97 98 99 99 cM capacity (veh/h) 892 549 136 161 426 217 153 646 cM capacity (veh/h) 588 549 133 117 426 136 112 596 Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 WB 3 NB 1 SB 1 Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 WB 3 NB 1 SB 1 Volume Total 13 796 461 14 463 238 40 104 Volume Total 13 796 461 23 754 389 39 8 Volume Left 13 0 0 14 0 0 21 32 Volume Left 13 0 0 23 0 0 20 2 Volume Right 0 0 63 0 0 7 13 52 Volume Right 0 0 63 0 0 12 12 4 cSH 892 1700 1700 549 1700 1700 180 289 cSH 588 1700 1700 549 1700 1700 163 230 Volume to Capacity 0.01 0.47 0.27 0.03 0.27 0.14 0.22 0.36 Volume to Capacity 0.02 0.47 0.27 0.04 0.44 0.23 0.24 0.03 Queue Length 95th (ft) 1002002140 Queue Length 95th (ft) 200300223 Control Delay (s) 9.1 0.0 0.0 11.7 0.0 0.0 30.6 24.4 Control Delay (s) 11.3 0.0 0.0 11.8 0.0 0.0 34.0 21.2 Lane LOS A B D C Lane LOS B B D C Approach Delay (s) 0.1 0.2 30.6 24.4 Approach Delay (s) 0.1 0.2 34.0 21.2 Approach LOS D C Approach LOS D C Intersection Summary Intersection Summary Average Delay 1.9 Average Delay 0.8 Intersection Capacity Utilization 44.9% ICU Level of Service A Intersection Capacity Utilization 42.4% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 5 Alliance Texas Engineering Page 5

Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1153: Del Mar Blvd & Lindenwood Dr 2025 Projected AM Peak - Build 1153: Del Mar Blvd & Lindenwood Dr 2025 Projected PM Peak - Build

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 3511 0 1770 3493 0 0 1732 0 1770 1650 0 Satd. Flow (prot) 1770 3532 0 1770 3522 0 0 1747 0 1770 1650 0 Flt Permitted 0.251 0.190 0.860 0.652 Flt Permitted 0.126 0.137 0.822 0.767 Satd. Flow (perm) 468 3511 0 354 3493 0 0 1509 0 1215 1650 0 Satd. Flow (perm) 235 3532 0 255 3522 0 0 1470 0 1429 1650 0 Satd. Flow (RTOR) 10 18 68 228 Satd. Flow (RTOR) 3 6 23 132 Volume (vph) 99 777 42 5 623 58 42 49 69 334 66 210 Volume (vph) 100 1020 15 16 1034 32 33 17 21 144 38 121 Lane Group Flow (vph) 108 891 0 5 740 0 0 174 0 363 300 0 Lane Group Flow (vph) 109 1125 0 17 1159 0 0 77 0 157 173 0 Turn Type pm+pt pm+pt Perm Perm Turn Type pm+pt pm+pt Perm Perm Protected Phases 5 2 1 6 8 4 Protected Phases 5 2 1 6 8 4 Permitted Phases 2684 Permitted Phases 2684 Detector Phases 5 2 1 6 8 8 4 4 Detector Phases 5 2 1 6 8 8 4 4 Minimum Initial (s) 6.0 8.0 6.0 8.0 8.0 8.0 8.0 8.0 Minimum Initial (s) 6.0 8.0 6.0 8.0 8.0 8.0 8.0 8.0 Minimum Split (s) 11.0 25.0 11.0 25.0 17.0 17.0 17.0 17.0 Minimum Split (s) 11.0 25.0 11.0 25.0 17.0 17.0 17.0 17.0 Total Split (s) 11.0 25.0 0.0 11.0 25.0 0.0 24.0 24.0 0.0 24.0 24.0 0.0 Total Split (s) 13.0 36.0 0.0 13.0 36.0 0.0 21.0 21.0 0.0 21.0 21.0 0.0 Total Split (%) 18.3% 41.7% 0.0% 18.3% 41.7% 0.0% 40.0% 40.0% 0.0% 40.0% 40.0% 0.0% Total Split (%) 18.6% 51.4% 0.0% 18.6% 51.4% 0.0% 30.0% 30.0% 0.0% 30.0% 30.0% 0.0% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lead Lag Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Recall Mode None C-Min None None None None None None Recall Mode None None None C-Min None None None None Act Effct Green (s) 31.3 29.9 28.9 23.3 19.9 19.9 19.9 Act Effct Green (s) 48.2 46.4 44.6 38.9 13.3 13.3 13.3 Actuated g/C Ratio 0.52 0.50 0.48 0.39 0.33 0.33 0.33 Actuated g/C Ratio 0.69 0.66 0.64 0.56 0.19 0.19 0.19 v/c Ratio 0.27 0.51 0.01 0.54 0.32 0.90 0.43 v/c Ratio 0.32 0.48 0.05 0.59 0.26 0.58 0.41 Control Delay 9.0 12.4 6.8 16.7 11.1 48.6 6.6 Control Delay 6.9 8.1 4.8 13.5 19.4 33.8 10.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 9.0 12.4 6.8 16.7 11.1 48.6 6.6 Total Delay 6.9 8.1 4.8 13.5 19.4 33.8 10.6 LOS A B A B B D A LOS A A A B B C B Approach Delay 12.0 16.7 11.1 29.6 Approach Delay 8.0 13.4 19.4 21.6 Approach LOS B B B C Approach LOS A B B C Intersection Summary Intersection Summary Cycle Length: 60 Cycle Length: 70 Actuated Cycle Length: 60 Actuated Cycle Length: 70 Offset: 0 (0%), Referenced to phase 2:EBTL, Start of Yellow Offset: 0 (0%), Referenced to phase 6:WBTL, Start of Yellow Natural Cycle: 60 Natural Cycle: 55 Control Type: Actuated-Coordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.90 Maximum v/c Ratio: 0.59 Intersection Signal Delay: 17.8 Intersection LOS: B Intersection Signal Delay: 12.2 Intersection LOS: B Intersection Capacity Utilization 68.8% ICU Level of Service C Intersection Capacity Utilization 64.6% ICU Level of Service C Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1153: Del Mar Blvd & Lindenwood Dr Splits and Phases: 1153: Del Mar Blvd & Lindenwood Dr

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 9 Alliance Texas Engineering Page 9 Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1198: Del Mar Blvd & McPherson Rd 2025 Projected AM Peak - Build 1198: Del Mar Blvd & McPherson Rd 2025 Projected PM Peak - Build

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 3539 1583 1770 3539 1583 3433 3539 1583 3433 3539 1583 Satd. Flow (prot) 1770 3539 1583 1770 3539 1583 3433 3539 1583 3433 3539 1583 Flt Permitted 0.241 0.174 0.950 0.950 Flt Permitted 0.133 0.118 0.950 0.950 Satd. Flow (perm) 449 3539 1583 324 3539 1583 3433 3539 1583 3433 3539 1583 Satd. Flow (perm) 248 3539 1583 220 3539 1583 3433 3539 1583 3433 3539 1583 Satd. Flow (RTOR) 343 95 258 158 Satd. Flow (RTOR) 250 154 177 110 Volume (vph) 266 1091 464 260 497 87 394 717 264 167 741 194 Volume (vph) 500 1627 461 241 648 168 650 1140 428 141 756 209 Lane Group Flow (vph) 289 1186 504 283 540 95 428 779 287 182 805 211 Lane Group Flow (vph) 543 1768 501 262 704 183 707 1239 465 153 822 227 Turn Type pm+pt Perm pm+pt Perm Prot Perm Prot Perm Turn Type pm+pt Perm pm+pt Perm Prot Perm Prot Perm Protected Phases 7 4 3 8 5 2 1 6 Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 8 2 6 Permitted Phases 4 4 8 8 2 6 Detector Phases 744388522166 Detector Phases 744388522166 Minimum Initial (s) 6.0 8.0 8.0 6.0 8.0 8.0 6.0 8.0 8.0 6.0 8.0 8.0 Minimum Initial (s) 6.0 8.0 8.0 6.0 8.0 8.0 6.0 8.0 8.0 6.0 8.0 8.0 Minimum Split (s) 11.0 26.0 26.0 11.0 26.0 26.0 11.0 26.0 26.0 11.0 26.0 26.0 Minimum Split (s) 11.0 26.0 26.0 11.0 26.0 26.0 11.0 26.0 26.0 11.0 26.0 26.0 Total Split (s) 22.0 35.0 35.0 14.0 27.0 27.0 15.0 30.0 30.0 11.0 26.0 26.0 Total Split (s) 41.0 63.0 63.0 16.0 38.0 38.0 20.0 40.0 40.0 11.0 31.0 31.0 Total Split (%) 24.4% 38.9% 38.9% 15.6% 30.0% 30.0% 16.7% 33.3% 33.3% 12.2% 28.9% 28.9% Total Split (%) 31.5% 48.5% 48.5% 12.3% 29.2% 29.2% 15.4% 30.8% 30.8% 8.5% 23.8% 23.8% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lead Lead Lag Lag Lag Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Min C-Min None None None None None None None None None Recall Mode None None None None C-Min C-Min None None None None None None Act Effct Green (s) 43.8 31.0 31.0 36.9 26.9 26.9 11.0 24.6 24.6 8.4 22.0 22.0 Act Effct Green (s) 75.0 59.0 59.0 47.2 35.2 35.2 16.0 36.0 36.0 7.0 27.0 27.0 Actuated g/C Ratio 0.49 0.34 0.34 0.41 0.30 0.30 0.12 0.27 0.27 0.09 0.24 0.24 Actuated g/C Ratio 0.58 0.45 0.45 0.36 0.27 0.27 0.12 0.28 0.28 0.05 0.21 0.21 v/c Ratio 0.68 0.97 0.65 0.96 0.51 0.18 1.02 0.80 0.46 0.57 0.93 0.42 v/c Ratio 0.97 1.10 0.59 1.17 0.73 0.34 1.67 1.26 0.82 0.83 1.12 0.55 Control Delay 22.3 50.3 12.3 67.8 28.9 6.7 89.7 37.5 7.4 47.8 52.1 11.4 Control Delay 64.3 89.7 15.5 150.6 48.9 10.6 347.2 166.4 40.0 93.6 117.5 28.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 22.3 50.3 12.3 67.8 28.9 6.7 89.7 37.5 7.4 47.8 52.1 11.4 Total Delay 64.3 89.7 15.5 150.6 48.9 10.6 347.2 166.4 40.0 93.6 117.5 28.7 LOS CDBECAFDADDB LOS EFBFDBFFDFFC Approach Delay 36.5 38.6 46.7 44.3 Approach Delay 71.5 66.0 195.1 97.7 Approach LOS DDDD Approach LOS E E F F Intersection Summary Intersection Summary Cycle Length: 90 Cycle Length: 130 Actuated Cycle Length: 90 Actuated Cycle Length: 130 Offset: 0 (0%), Referenced to phase 4:EBTL, Start of Yellow, Master Intersection Offset: 0 (0%), Referenced to phase 8:WBTL, Start of Yellow, Master Intersection Natural Cycle: 90 Natural Cycle: 130 Control Type: Actuated-Coordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.02 Maximum v/c Ratio: 1.67 Intersection Signal Delay: 41.2 Intersection LOS: D Intersection Signal Delay: 114.2 Intersection LOS: F Intersection Capacity Utilization 89.6% ICU Level of Service E Intersection Capacity Utilization 111.1% ICU Level of Service H Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1198: Del Mar Blvd & McPherson Rd Splits and Phases: 1198: Del Mar Blvd & McPherson Rd

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 10 Alliance Texas Engineering Page 10

Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1253: Del Mar Blvd & Country Club Dr 2025 Projected AM Peak - Build 1253: Del Mar Blvd & Country Club Dr 2025 Projected PM Peak - Build

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 3529 0 1770 3476 0 0 1788 1583 1770 1591 0 Satd. Flow (prot) 1770 3518 0 1770 3458 0 0 1788 1583 1770 1596 0 Flt Permitted 0.103 0.113 0.597 0.692 Flt Permitted 0.133 0.143 0.714 0.716 Satd. Flow (perm) 192 3529 0 210 3476 0 0 1112 1583 1289 1591 0 Satd. Flow (perm) 248 3518 0 266 3458 0 0 1330 1583 1334 1596 0 Satd. Flow (RTOR) 3 23 55 194 Satd. Flow (RTOR) 7 35 24 185 Volume (vph) 106 1299 23 22 1178 156 77 16 51 203 5 179 Volume (vph) 195 1041 43 20 880 158 48 10 22 143 8 170 Lane Group Flow (vph) 115 1437 0 24 1450 0 0 101 55 221 200 0 Lane Group Flow (vph) 212 1179 0 22 1129 0 0 63 24 155 194 0 Turn Type pm+pt pm+pt Perm Perm Perm Turn Type pm+pt pm+pt Perm Perm Perm Protected Phases 5 2 1 6 8 4 Protected Phases 5 2 1 6 8 4 Permitted Phases 2 6 8 8 4 Permitted Phases 2 6 8 8 4 Detector Phases 5 2 1 6 88844 Detector Phases 5 2 1 6 88844 Minimum Initial (s) 6.0 8.0 6.0 8.0 8.0 8.0 8.0 8.0 8.0 Minimum Initial (s) 6.0 8.0 6.0 8.0 8.0 8.0 8.0 8.0 8.0 Minimum Split (s) 11.0 21.0 11.0 21.0 25.0 25.0 25.0 25.0 25.0 Minimum Split (s) 11.0 21.0 11.0 21.0 25.0 25.0 25.0 25.0 25.0 Total Split (s) 12.0 51.0 0.0 11.0 50.0 0.0 28.0 28.0 28.0 28.0 28.0 0.0 Total Split (s) 13.0 34.0 0.0 11.0 32.0 0.0 25.0 25.0 25.0 25.0 25.0 0.0 Total Split (%) 13.3% 56.7% 0.0% 12.2% 55.6% 0.0% 31.1% 31.1% 31.1% 31.1% 31.1% 0.0% Total Split (%) 18.6% 48.6% 0.0% 15.7% 45.7% 0.0% 35.7% 35.7% 35.7% 35.7% 35.7% 0.0% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lead Lag Lag Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Recall Mode None C-Min None None None None None None None Recall Mode None None None C-Min None None None None None Act Effct Green (s) 57.2 57.2 52.3 52.3 20.4 20.4 20.4 20.4 Act Effct Green (s) 46.2 42.6 41.8 34.8 15.0 15.0 15.0 15.0 Actuated g/C Ratio 0.64 0.64 0.58 0.58 0.23 0.23 0.23 0.23 Actuated g/C Ratio 0.66 0.61 0.60 0.50 0.21 0.21 0.21 0.21 v/c Ratio 0.45 0.64 0.10 0.71 0.40 0.14 0.76 0.39 v/c Ratio 0.62 0.55 0.07 0.65 0.22 0.07 0.54 0.40 Control Delay 15.0 13.7 14.4 17.6 33.4 8.3 48.7 6.9 Control Delay 17.2 11.6 6.0 16.2 22.8 8.6 30.8 6.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 15.0 13.7 14.4 17.6 33.4 8.3 48.7 6.9 Total Delay 17.2 11.6 6.0 16.2 22.8 8.6 30.8 6.6 LOS B B B B C A D A LOS B B A B C A C A Approach Delay 13.8 17.5 24.6 28.9 Approach Delay 12.4 16.0 18.9 17.3 Approach LOS B B C C Approach LOS BBBB Intersection Summary Intersection Summary Cycle Length: 90 Cycle Length: 70 Actuated Cycle Length: 90 Actuated Cycle Length: 70 Offset: 0 (0%), Referenced to phase 2:EBTL, Start of Yellow Offset: 0 (0%), Referenced to phase 6:WBTL, Start of Yellow Natural Cycle: 70 Natural Cycle: 60 Control Type: Actuated-Coordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.76 Maximum v/c Ratio: 0.65 Intersection Signal Delay: 17.6 Intersection LOS: B Intersection Signal Delay: 14.6 Intersection LOS: B Intersection Capacity Utilization 74.7% ICU Level of Service D Intersection Capacity Utilization 71.1% ICU Level of Service C Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1253: Del Mar Blvd & Country Club Dr Splits and Phases: 1253: Del Mar Blvd & Country Club Dr

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 11 Alliance Texas Engineering Page 11 HCM Unsignalized Intersection Capacity Analysis Del Mar Corridor Study HCM Unsignalized Intersection Capacity Analysis Del Mar Corridor Study 1284: Del Mar Blvd & Bartlett Av 2025 Projected AM Peak - Build 1284: Del Mar Blvd & Bartlett Av 2025 Projected PM Peak - Build

Movement EBT EBR WBL WBT NBL NBR Movement EBT EBR WBL WBT NBL NBR Lane Configurations Lane Configurations Sign Control Free Free Stop Sign Control Free Free Stop Grade 0% 0% 0% Grade 0% 0% 0% Volume (veh/h) 1513 15 13 1292 19 13 Volume (veh/h) 1152 12 10 988 22 14 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 1645 16 14 1404 21 14 Hourly flow rate (vph) 1252 13 11 1074 24 15 Pedestrians Pedestrians Lane Width (ft) Lane Width (ft) Walking Speed (ft/s) Walking Speed (ft/s) Percent Blockage Percent Blockage Right turn flare (veh) Right turn flare (veh) Median type TWLTL Median type TWLTL Median storage veh) 1 Median storage veh) 1 Upstream signal (ft) Upstream signal (ft) pX, platoon unblocked pX, platoon unblocked vC, conflicting volume 1661 2383 830 vC, conflicting volume 1265 1817 633 vC1, stage 1 conf vol 1653 vC1, stage 1 conf vol 1259 vC2, stage 2 conf vol 730 vC2, stage 2 conf vol 559 vCu, unblocked vol 1661 2383 830 vCu, unblocked vol 1265 1817 633 tC, single (s) 4.1 6.8 6.9 tC, single (s) 4.1 6.8 6.9 tC, 2 stage (s) 5.8 tC, 2 stage (s) 5.8 tF (s) 2.2 3.5 3.3 tF (s) 2.2 3.5 3.3 p0 queue free % 96 80 95 p0 queue free % 98 86 96 cM capacity (veh/h) 384 106 313 cM capacity (veh/h) 545 172 423 Direction, Lane # EB 1 EB 2 WB 1 WB 2 WB 3 NB 1 Direction, Lane # EB 1 EB 2 WB 1 WB 2 WB 3 NB 1 Volume Total 1096 564 14 702 702 35 Volume Total 835 430 11 537 537 39 Volume Left 0 0 14 0 0 21 Volume Left 0 0 11 0 0 24 Volume Right 0 16 0 0 0 14 Volume Right 0 13 0 0 0 15 cSH 1700 1700 384 1700 1700 145 cSH 1700 1700 545 1700 1700 223 Volume to Capacity 0.64 0.33 0.04 0.41 0.41 0.24 Volume to Capacity 0.49 0.25 0.02 0.32 0.32 0.18 Queue Length 95th (ft) 0030022 Queue Length 95th (ft) 0020016 Control Delay (s) 0.0 0.0 14.7 0.0 0.0 37.6 Control Delay (s) 0.0 0.0 11.7 0.0 0.0 24.5 Lane LOS B E Lane LOS B C Approach Delay (s) 0.0 0.1 37.6 Approach Delay (s) 0.0 0.1 24.5 Approach LOS E Approach LOS C Intersection Summary Intersection Summary Average Delay 0.5 Average Delay 0.5 Intersection Capacity Utilization 52.3% ICU Level of Service A Intersection Capacity Utilization 42.2% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 12 Alliance Texas Engineering Page 12

Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1343: Del Mar Blvd & Winfield Pkwy 2025 Projected AM Peak - Build 1343: Del Mar Blvd & Winfield Pkwy 2025 Projected PM Peak - Build

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 3539 1583 1770 3539 1583 1770 1652 0 0 3140 0 Satd. Flow (prot) 1770 3539 1583 1770 3539 1583 1770 1682 0 0 3128 0 Flt Permitted 0.152 0.118 0.235 0.820 Flt Permitted 0.235 0.250 0.620 0.924 Satd. Flow (perm) 283 3539 1583 220 3539 1583 438 1652 0 0 2606 0 Satd. Flow (perm) 438 3539 1583 466 3539 1583 1155 1682 0 0 2911 0 Satd. Flow (RTOR) 91 22 142 190 Satd. Flow (RTOR) 120 54 48 154 Volume (vph) 137 1183 93 46 833 20 132 43 131 125 34 342 Volume (vph) 174 580 110 68 837 50 120 24 44 28 24 142 Lane Group Flow (vph) 149 1286 101 50 905 22 143 189 0 0 545 0 Lane Group Flow (vph) 189 630 120 74 910 54 130 74 0 0 210 0 Turn Type pm+pt Perm pm+pt Perm pm+pt pm+pt Turn Type pm+pt Perm pm+pt Perm pm+pt pm+pt Protected Phases 5 2 1 6 3 8 7 4 Protected Phases 5 2 1 6 3 8 7 4 Permitted Phases 2 2 6 6 8 4 Permitted Phases 2 2 6 6 8 4 Detector Phases 52216638 74 Detector Phases 52216638 74 Minimum Initial (s) 6.0 8.0 8.0 5.0 8.0 8.0 6.0 8.0 6.0 8.0 Minimum Initial (s) 6.0 8.0 8.0 5.0 8.0 8.0 6.0 8.0 6.0 8.0 Minimum Split (s) 11.0 20.0 20.0 10.0 20.0 20.0 11.0 28.0 11.0 28.0 Minimum Split (s) 11.0 20.0 20.0 10.0 20.0 20.0 11.0 28.0 11.0 28.0 Total Split (s) 13.0 41.0 41.0 10.0 38.0 38.0 11.0 28.0 0.0 11.0 28.0 0.0 Total Split (s) 11.0 21.0 21.0 10.0 20.0 20.0 11.0 28.0 0.0 11.0 28.0 0.0 Total Split (%) 14.4% 45.6% 45.6% 11.1% 42.2% 42.2% 12.2% 31.1% 0.0% 12.2% 31.1% 0.0% Total Split (%) 15.7% 30.0% 30.0% 14.3% 28.6% 28.6% 15.7% 40.0% 0.0% 15.7% 40.0% 0.0% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lead Lag Lag Lead/Lag Lag Lead Lead Lag Lead Lead Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Min C-Min None None None None None None None Recall Mode None None None None C-Min C-Min None None None None Act Effct Green (s) 51.4 45.5 45.5 45.6 38.9 38.9 30.0 30.0 18.7 Act Effct Green (s) 41.5 35.9 35.9 39.0 32.9 32.9 18.1 18.1 9.3 Actuated g/C Ratio 0.57 0.51 0.51 0.51 0.43 0.43 0.33 0.33 0.21 Actuated g/C Ratio 0.59 0.51 0.51 0.56 0.47 0.47 0.26 0.26 0.13 v/c Ratio 0.48 0.72 0.12 0.22 0.59 0.03 0.56 0.29 0.79 v/c Ratio 0.48 0.35 0.14 0.20 0.55 0.07 0.36 0.16 0.40 Control Delay 15.1 22.6 4.9 6.9 13.9 2.3 29.8 7.2 29.9 Control Delay 16.7 12.4 3.1 7.1 12.1 2.1 22.4 9.8 11.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 15.1 22.6 4.9 6.9 13.9 2.3 29.8 7.2 29.9 Total Delay 16.7 12.4 3.1 7.1 12.1 2.1 22.4 9.8 11.6 LOS BCAABACA C LOS BBAABACA B Approach Delay 20.7 13.3 16.9 29.9 Approach Delay 12.1 11.3 17.9 11.6 Approach LOS C B B C Approach LOS BBBB Intersection Summary Intersection Summary Cycle Length: 90 Cycle Length: 70 Actuated Cycle Length: 90 Actuated Cycle Length: 70 Offset: 72 (80%), Referenced to phase 2:EBTL, Start of Yellow Offset: 58 (83%), Referenced to phase 6:WBTL, Start of Yellow Natural Cycle: 80 Natural Cycle: 75 Control Type: Actuated-Coordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.79 Maximum v/c Ratio: 0.55 Intersection Signal Delay: 19.7 Intersection LOS: B Intersection Signal Delay: 12.2 Intersection LOS: B Intersection Capacity Utilization 76.1% ICU Level of Service D Intersection Capacity Utilization 59.4% ICU Level of Service B Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1343: Del Mar Blvd & Winfield Pkwy Splits and Phases: 1343: Del Mar Blvd & Winfield Pkwy

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 12 Alliance Texas Engineering Page 12 Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1356: Del Mar Blvd & J B Alexander HS Exit Drwy 2025 Projected AM Peak - Build 1356: Del Mar Blvd & J B Alexander HS Exit Drwy 2025 Projected PM Peak - Build

Lane Group EBT EBR WBL WBT NBL NBR Lane Group EBT EBR WBL WBT NBL NBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 3539 0 0 3539 1770 1583 Satd. Flow (prot) 3539 0 0 3539 1770 1583 Flt Permitted 0.950 Flt Permitted 0.950 Satd. Flow (perm) 3539 0 0 3539 1770 1583 Satd. Flow (perm) 3539 0 0 3539 1770 1583 Satd. Flow (RTOR) 19 Satd. Flow (RTOR) 76 Volume (vph) 1336 0 0 406 556 218 Volume (vph) 623 0 0 641 325 70 Lane Group Flow (vph) 1452 0 0 441 604 237 Lane Group Flow (vph) 677 0 0 697 353 76 Turn Type Perm Turn Type Perm Protected Phases 2 6 8 Protected Phases 2 6 8 Permitted Phases 8 Permitted Phases 8 Detector Phases 2 6 8 8 Detector Phases 2 6 8 8 Minimum Initial (s) 8.0 8.0 6.0 6.0 Minimum Initial (s) 8.0 8.0 6.0 6.0 Minimum Split (s) 21.0 21.0 21.0 21.0 Minimum Split (s) 21.0 21.0 21.0 21.0 Total Split (s) 48.0 0.0 0.0 48.0 42.0 42.0 Total Split (s) 33.0 0.0 0.0 33.0 37.0 37.0 Total Split (%) 53.3% 0.0% 0.0% 53.3% 46.7% 46.7% Total Split (%) 47.1% 0.0% 0.0% 47.1% 52.9% 52.9% Yellow Time (s) 4.0 4.0 4.0 4.0 Yellow Time (s) 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 All-Red Time (s) 1.0 1.0 1.0 1.0 Lead/Lag Lead/Lag Lead-Lag Optimize? Lead-Lag Optimize? Recall Mode C-Min None None None Recall Mode None C-Min None None Act Effct Green (s) 47.4 47.4 34.6 34.6 Act Effct Green (s) 43.1 43.1 18.9 18.9 Actuated g/C Ratio 0.53 0.53 0.38 0.38 Actuated g/C Ratio 0.62 0.62 0.27 0.27 v/c Ratio 0.78 0.24 0.89 0.38 v/c Ratio 0.31 0.32 0.74 0.16 Control Delay 7.7 12.7 42.1 19.4 Control Delay 4.4 7.8 32.2 5.2 Queue Delay 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 7.7 12.7 42.1 19.4 Total Delay 4.4 7.8 32.2 5.2 LOS A B D B LOS A A C A Approach Delay 7.7 12.7 35.7 Approach Delay 4.4 7.8 27.4 Approach LOS A B D Approach LOS A A C Intersection Summary Intersection Summary Cycle Length: 90 Cycle Length: 70 Actuated Cycle Length: 90 Actuated Cycle Length: 70 Offset: 88 (98%), Referenced to phase 2:EBT, Start of Yellow Offset: 0 (0%), Referenced to phase 6:WBT, Start of Yellow Natural Cycle: 55 Natural Cycle: 45 Control Type: Actuated-Coordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.89 Maximum v/c Ratio: 0.74 Intersection Signal Delay: 17.1 Intersection LOS: B Intersection Signal Delay: 11.2 Intersection LOS: B Intersection Capacity Utilization 74.4% ICU Level of Service D Intersection Capacity Utilization 42.4% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15

Splits and Phases: 1356: Del Mar Blvd & J B Alexander HS Exit Drwy Splits and Phases: 1356: Del Mar Blvd & J B Alexander HS Exit Drwy

Synchro 6 Report Synchro 6 Report Alliance Texas Engineering Page 13 Alliance Texas Engineering Page 13

Timings Del Mar Corridor Study Timings Del Mar Corridor Study 1416: Del Mar Blvd & Loop 20 2025 Projected AM Peak - Build 1416: Del Mar Blvd & Loop 20 2025 Projected PM Peak - Build

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 0 1775 1583 0 1833 0 1770 5055 0 1770 5085 1583 Satd. Flow (prot) 0 1779 1583 0 1802 0 1770 5075 0 1770 5085 1583 Flt Permitted 0.740 0.947 0.160 0.168 Flt Permitted 0.723 0.887 0.259 0.160 Satd. Flow (perm) 0 1378 1583 0 1748 0 298 5055 0 313 5085 1583 Satd. Flow (perm) 0 1347 1583 0 1632 0 482 5075 0 298 5085 1583 Satd. Flow (RTOR) 546 4 9 211 Satd. Flow (RTOR) 462 2 3 111 Volume (vph) 195 5 502 8 43 4 428 1301 51 8 1141 194 Volume (vph) 110 7 425 9 10 2 521 953 14 3 972 102 Lane Group Flow (vph) 0 217 546 0 60 0 465 1469 0 9 1240 211 Lane Group Flow (vph) 0 128 462 0 23 0 566 1051 0 3 1057 111 Turn Type Perm Free Perm pm+pt pm+pt Perm Turn Type Perm Free Perm pm+pt pm+pt Perm Protected Phases 2 6 3 8 7 4 Protected Phases 2 6 3 8 7 4 Permitted Phases 2 Free 6 8 4 4 Permitted Phases 2 Free 6 8 4 4 Detector Phases 2 2 6 6 3 8 7 4 4 Detector Phases 2 2 6 6 3 8 7 4 4 Minimum Initial (s) 8.0 8.0 8.0 8.0 6.0 8.0 6.0 8.0 8.0 Minimum Initial (s) 8.0 8.0 8.0 8.0 6.0 8.0 6.0 8.0 8.0 Minimum Split (s) 28.0 28.0 28.0 28.0 15.0 40.0 15.0 40.0 40.0 Minimum Split (s) 28.0 28.0 28.0 28.0 15.0 40.0 15.0 40.0 40.0 Total Split (s) 28.0 28.0 0.0 28.0 28.0 0.0 22.0 47.0 0.0 15.0 40.0 40.0 Total Split (s) 28.0 28.0 0.0 28.0 28.0 0.0 27.0 52.0 0.0 15.0 40.0 40.0 Total Split (%) 31.1% 31.1% 0.0% 31.1% 31.1% 0.0% 24.4% 52.2% 0.0% 16.7% 44.4% 44.4% Total Split (%) 29.5% 29.5% 0.0% 29.5% 29.5% 0.0% 28.4% 54.7% 0.0% 15.8% 42.1% 42.1% Yellow Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Yellow Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lead/Lag Lead Lead Lag Lag Lag Lead/Lag Lag Lag Lead Lead Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode C-Min C-Min None None None None None None None Recall Mode None None None None Min None None None None Act Effct Green (s) 24.1 90.0 24.1 54.9 54.9 32.5 32.5 32.5 Act Effct Green (s) 15.9 74.2 15.9 52.3 53.6 25.6 25.7 25.7 Actuated g/C Ratio 0.27 1.00 0.27 0.61 0.61 0.36 0.36 0.36 Actuated g/C Ratio 0.21 1.00 0.21 0.70 0.72 0.30 0.35 0.35 v/c Ratio 0.59 0.34 0.13 0.87 0.48 0.03 0.68 0.30 v/c Ratio 0.46 0.29 0.07 0.74 0.29 0.01 0.60 0.18 Control Delay 36.2 0.6 24.6 39.3 11.1 18.1 26.1 3.8 Control Delay 34.2 0.5 25.3 27.0 6.6 20.3 22.2 4.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 36.2 0.6 24.6 39.3 11.1 18.1 26.1 3.8 Total Delay 34.2 0.5 25.3 27.0 6.6 20.3 22.2 4.9 LOS D A C D B B C A LOS C A C C A C C A Approach Delay 10.7 24.6 17.9 22.8 Approach Delay 7.8 25.3 13.7 20.6 Approach LOS B C B C Approach LOS A C B C Intersection Summary Intersection Summary Cycle Length: 90 Cycle Length: 95 Actuated Cycle Length: 90 Actuated Cycle Length: 74.2 Offset: 0 (0%), Referenced to phase 2:EBTL, Start of Yellow Natural Cycle: 95 Natural Cycle: 85 Control Type: Actuated-Uncoordinated Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.74 Maximum v/c Ratio: 0.87 Intersection Signal Delay: 15.1 Intersection LOS: B Intersection Signal Delay: 18.4 Intersection LOS: B Intersection Capacity Utilization 70.2% ICU Level of Service C Intersection Capacity Utilization 73.5% ICU Level of Service D Analysis Period (min) 15 Analysis Period (min) 15 Splits and Phases: 1416: Del Mar Blvd & Loop 20 Splits and Phases: 1416: Del Mar Blvd & Loop 20

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