COMPLIANCE INFO_FINAL INITIAL STUDY/MITIGATED NEGATIVE DECLARATION 5/25

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Mr. Rob Carnachan Page 9 March 6, 2025 Table 9 – Future and Future plus Project Peak Hour Intersection Levels of Service Study Intersection Future Conditions Future plus Project Approach AM Peak PM Peak AM Peak PM Peak Delay LOS Delay LOS Delay LOS Delay LOS 1. E Harney Ln/SR-88 13.7 B 13.2 B 14.1 B 13.1 B 2. E Harney Ln/Jack Tone Rd 11.6 B 10.1 B 12.1 B 10.1 B 3. E Harney Ln/Site Access 1.9 A 1.2 A 2.4 A 1.6 A Northbound (Site Access) Approach 9.4 A 9.2 A 9.6 A 9.3 A 4. E Harney Ln/Clements Rd 2.3 A 2.8 A 2.4 A 2.8 A Eastbound (E Harney) Approach 10.8 B 10.1 B 10.8 B 10.1 B Westbound (E Harney) Approach 10.5 B 11.0 B 10.5 B 11.0 B Note: Delay is measured in average seconds per vehicle; LOS = Level of Service; Results for minor approaches to two-way stop-controlled intersections are indicated in italics It should be noted that with the addition of future traffic volumes, average delay at the intersections of East Harney Lane/Site Access and East Harney Lane/Clements Road is shown as decreasing during both peak hours. While this is counter-intuitive, this condition occurs when volumes are added to movements that are currently underutilized or have delays that are below the intersection average, resulting in a better balance between approaches and lower overall average delay. In this case, future traffic would be primarily added to the uncontrolled through movement, which has an average delay of zero, resulting in a slight reduction in the overall average delay of the intersection. Likewise, the addition of project traffic to future traffic volumes is shown as resulting in a minor decrease of 0.1 seconds to the average p.m. peak hour delay at East Harney Lane/SR-88. This is because the project traffic would be added to the westbound approach, which has a lower delay than the overall average for the intersection. The conclusion could incorrectly be drawn that the project actually improves operation based on this data alone; however, it is more appropriate to conclude that the project trips are expected to make use of excess capacity, so drivers will experience little, if any, change in conditions as a result of the project. Segment Future and Future plus Project Conditions The assumed growth rates in intersection volumes was also applied to the study segment existing volumes to estimate future segment volumes. It was determined that the study segments would continue to operate acceptably under these future volumes, without or with the addition of project-generated traffic. A summary of the future roadway segment Level of Service calculations is presented in Table 10.