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Revised Traffic Impact Study March 27,2008 Proposed CEMEX Mining Site Page 8 ` 63 -Intersection Analvses The levels of service at the study intersections were determined using the computer program Synchro 6 (Build 614), which is based on the 2000 Highway Capacity Manual procedures for calculating levels of service and which is listed as an allowable program in the Caltrans Guide for the Preparation of Traffic Impact Studies. The results of the intersection level-of-service calculations are presented in Table 5 and the analysis output is included in Appendix B. For signalized intersections and all-way-stop-controlled intersections, the overall intersection level of service is presented in Table 5. For one-way and two-way stop-controlled intersections an overall intersection level of service is not defined by the Highway Capacity Manual. Therefore, for one- way and two-way stop-controlled intersections the level of service for the approach with the greatest delay is reported. It should be noted that the intersection analyses incorporate a PCE of 2.0 and that La high percentage of truck traffic occurs at many of the study intersections. Table 5 Intersection Level of Service Summary—Weekday A.M.Peak Hour L Near- Near-Term Cumulative Cumulative Intersection Existing Term With Project Without With Project Without Haul Haul Haul Haul 6, Project Route 1 Route 3 Project Route 1 Route 3 SR 33/I-5 SB ramp A B B E E E F SR 33/I-5 NB ramp B B B C C C E L SR 33/Vemalis D D D F F F F SR 132/Bird F F F F F F F SR 132/Koster F F F F F F F SR 132/Vernalis F F F F F F F SR 132/Welty F F F F F F F SR 132/McCracken F F F F F F F Blevvett/Bird B C F C E F E Blewett(Koster A A C C B D D Blevvett/Wel A A A C A A C SR 33/Welty B B B F C C F L A discussion of each study intersection is presented below. Intersection of SR 33 and I-5 Southbound Ramps The analyses indicate that the intersection of SR 33 and the I-5 southbound ramps is currently operating at acceptable levels of service and is expected to continue to operate at acceptable levels of service based on the near-term without-Project conditions. Haul Route I is not expected to create opening-day significant impacts. However, Haul Route 3 is expected to result in an opening-day impact that would require mitigation. L The intersection is expected to operate at a level of service E in the year 2025 even without the proposed Project. Haul Route 1 is not expected to create additional significant impacts in the year 2025. However, Haul Route 3 would exacerbate the cumulative year 2025 impacts to a level of service F. To mitigate the impacts created by Haul Route 3 on opening day and in the cumulative year 2025 L conditions, all-way stop control will be required. However, all-way stop control should not be installed unless warrants are satisfied after the Project begins operating. Since Haul Route 3 is expected to be an alternate route, it is unlikely that warrants for all-way stop control will be met on a Llong-term basis. As an alternative to mitigating impacts at the intersection, the Project may be L