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along SR-132 was identified as the hour between 6:00 and 7:00 a.m. and the PM peak hour was identified as the hour between 4:00 and 5:00 p.m. Route 132 through the study area is used as a commute route between the Modesto urban area located to the east and the south bay area located to the west and north. The directional splits for the above AM and PM peak design study hours are consistent with the use of Route 132 as a commute route. These splits are as follows: L • AM Peak Hour(6:00-7:00 a.m.)—8.8%EB/91.2%WB directional split • PM Peak Hour(4:00-5:00 p.m.)—84.8%EB/15.2%WB directional split i Supplemental AM and PM peak hour intersection counts were also collected at the Bird Road/Blewett Road and Koster Road/Blewett Road intersections on Thursday, June 2, 2005. These counts were i collected during the AM and PM peak hours noted above. The existing conditions peak design hour traffic volumes within the study area are shown on Figure 4. Daily traffic volumes within the study area are shown on Figure 5. L LEVEL OF SERVICE METHODOLOGY �. Traffic operations have been quantified through the determination of"Level of Service" (LOS). Level of Service is a qualitative measure of traffic operating conditions,whereby a letter grade "A" through "F" is assigned to an intersection or roadway segment representing progressively worsening traffic conditions. i Intersection Operations: Traffic operations have been quantified through the determination of"Level of Service" (LOS). Level of Service is a qualitative measure of traffic operating conditions,whereby a letter ` grade "A" through "F" is assigned to an intersection or roadway segment, representing progressively worsening traffic operations. Levels of Service have been calculated for all intersection control types using methods documented in the Transportation Research Board (TRB) Publication Highway Capacity Manual, Fourth Edition, 2000 (HCM-2000). For two-way-stop-controlled (TWSC) intersections, the unsignalized intersection delays and LOS for the "worst-case movement" have been reported. For signalized intersections and all-way- stop-controlled(AWSC) intersections,the intersection delays and LOS are average values reported for the whole intersection. All intersection operations analysis in this study was performed using Traffix(version 7.6 developed by Dowling Associates). The delay-based LOS criteria for different types of intersection r control are outlined in Table 1. San Joaquin County recognizes LOS "C" as the threshold for representing acceptable traffic operations, L and a peak hour LOS "C"has been generally taken as the minimum standard for acceptable operations for all study intersections analyzed in this study. Freeway and Ramp Junctions: The methodologies for computing ramp junction and mainline peak hour ` Levels of Service are provided in the Transportation Research Board's (TRB) publication, Highway Capacity Manual 2000 (HCM2000). Computations were made using the "Highway Capacity Software" (HCS, VR 4.1) published by TRB and based on the referenced publication. Assumptions used in this analysis were a rural peak hour factor (PHF) of 0.88 for all the ramp and mainline segments. The HCM allows only up to 25-percent trucks to be imputed into the calculations. i Weaving Sections: The freeway mainline weaving operations were analyzed using the Leisch Method and/or the Level of Service (LOS) D method as prescribed in Caltrans Highway Design Manual (5`h Edition, Change#6), Section 504.7—Weaving Sections. r 2nd Draft DeSilva Gates Quarry Traffic&Circulation Analysis 7 October 1005 Jones&Stokes (R905TIS002125-4000-02)