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_ Page 3 Table 3 Level of Service Characteristics for Signalized Intersections Level of Description Average Vehicle Service Dela seconds A Uncon ested o erations;all ueues clear in a in le c cle. <10 B Ve 1;-U.con estion;an occasional hale is full utilized. >10-20 a_ C Li t congestion;occasional gueues on approaches. >20-35 D Significant congestion on critical approaches, but >35-55 intersection is functional. Cars required to wait through more than one cycle during short peaks. No long-standing ueues formed. E Severe congestion with some long-standing queues on >55-80 critical approaches. Traffic queue may block nearby intersection(s)upstream of critical approach(es). F Total breakdown,stop-and-go conditions. >80 It is typical on state highways and in rural areas to require that a level of service C or better be maintained. In urban areas, a level of service D is often considered acceptable. The Caltrans Guide for the Preparation of Traffic Impact Studies indicates that Caltrans endeavors to maintain a target level of service at the transition between level of service C and level of service D. The results of the intersection level-of-service calculations are shown in Table 4, and the analysis output is included in the attached Appendices. Levels of service are presented for the intersections as a whole and for each approach. Where two-way or one-way stop conditions exist, the level of service for the intersection as a whole is not defined because the major street traffic is not required to stop. The levels of service were determined using the computer program Synchro 6, which is based on the 2000 Highway Capacity Manual procedures for calculating levels of service and which is listed in the Caltrans Guide for the Preparation of Traffic Impact Studies as a commonly-used program. CONCLUSIONS AND RECOMMENDATIONS Generally-accepted traffic engineering principles and methods were employed to estimate the amount of traffic expected to be generated by the project and to analyze the traffic conditions expected to exist in the future. The results obtained from this supplemental analysis are similar to those contained within the project traffic study, with the exception of the additional analysis of SR 33 / Welty Road. The intersection of SR 33 /Welty Road would not be significantly impacted by this proposed haul route, could be maintained as a two-way stop controlled intersection, and would not require mitigation. The interchanges at SR 33 / SR 132 as well as Interstate 5 / SR 33 were studied from a qualitative perspective. Volumes for the State and Federal facilities affected by this haul route are as follows: