Traffic - Forecast Operations Report - Caltrans

Dowling Associates, Inc. 

Transportation Engineering Planning Research Education 

Table of Contents 

EXECUTIVE SUMMARY ..................................................................................... .1 

Freeway Operational Analysis .................................................................................1 

Freeway Operational Results ...................................................................................2 

Intersection Operational Analysis ...........................................................................4 

Intersection Operational Results .............................................................................4 

INTRODUCTION .............................................................................................. .7 

Project Description ..................................................................................................7 

Analysis Years .........................................................................................................8 

Baseline Data Collection ..........................................................................................8 

FREEWAY MACRO-SIMULATION CALIBRATION..................................................... 10 

Freeway Modeling Operations Selection ................................................................ 10 

FREQ Input Data ................................................................................................... 11 

FREQ Model Validation Criteria .............................................................................. 14 

FREQ Model Validation Procedure ......................................................................... 14 

FREQ Model Baseline Model Results ...................................................................... 14 

FREQ Model Validation Results .............................................................................. 23 

FREEWAY FUTURE OPERATIONS ANALYSIS ......................................................... 28 

FREQ Macro-Simulation Forecast Analysis Inputs ................................................. 28 

TA-A and TA-B FREQ Feedback Process - Peak Spreading ..................................... 32 

TA-A and TA-B FREQ 2020 Operational Results ..................................................... 34 

TA-A and TA-B FREQ 2040 Operational Results ..................................................... 49 

TA-A and TA-B 2020 and 2040 FREQ Performance Measure Summary .................. 50 

TA-C Operational Analysis ..................................................................................... 65 

TA-C Operational Analysis Results (Without Ramp Metering) ............................... 74 

TA-C Operational Analysis Results (With Ramp Metering) ..................................... 77 

INTERSECTION FORECAST OPERATIONAL ANALYSIS ............................................. 79 

Intersection Operational Performance Criteria ...................................................... 79 

Future AM/PM Peak Hour Turning Movements ...................................................... 80 

Future Intersection Turning Movement Development Process .............................. 81 

Final Intersection Future Turning Movements ....................................................... 84 

FORECAST INTERSECTION OPERATIONAL RESULTS ............................................. 109 

Project Impact Assessment ................................................................................. 149 

SC101 HOV Traffic Study – Forecast Operations Report Page i



List of Figures 

Figure 1. FREQ Freeway Daily Vehicle Hours of Delay ........................................................... 2 

Figure 2. Project Area and Study Area ................................................................................. 9 

Figure 3. FREQ Macro-Simulation Validation Process .......................................................... 11 

Figure 4. FREQ Calibration to Travel Time Surveys: Northbound AM Peak Period................ 17 

Figure 5. FREQ Calibration to Travel Time Surveys: Southbound AM Peak Period ............... 18 

Figure 6. FREQ Calibration to Travel Time Surveys: Northbound PM Peak Period ................ 19 

Figure 7. FREQ Calibration to Travel Time Surveys: Southbound PM Peak Period ............... 20 

Figure 8. Northbound AM Peak Period Travel Time (FREQ vs. Observed) ............................ 22 

Figure 9. Southbound PM Peak Period Travel Time (FREQ vs. Observed) ............................ 22 

Figure 10. 2040 Highway 101 Daily Volume Forecast (No Build vs. Build) .......................... 29 

Figure 11. Hourly Distribution of Travel Demand ................................................................ 31 

Figure 12. FREQ Forecast Process ....................................................................................... 33 

Figure 13. Sample FREQ Output Description ....................................................................... 36 

Figure 14. FREQ 2020 No Build Forecast: Northbound AM Peak Period ............................... 37 

Figure 15. FREQ 2020 Build Forecast: Northbound AM Peak Period .................................... 38 

Figure 16. FREQ 2020 No Build Forecast: Northbound PM Peak Period ............................... 40 

Figure 17. FREQ 2020 Build Forecast: Northbound PM Peak Period .................................... 41 

Figure 18. FREQ 2020 No Build Forecast: Southbound AM Peak Period ............................... 43 

Figure 19. FREQ 2020 Build Forecast: Southbound AM Peak Period .................................... 44 

Figure 20. FREQ 2020 No Build Forecast: Southbound PM Peak Period ............................... 46 

Figure 21. FREQ 2020 Build Forecast: Southbound PM Peak Period .................................... 47 

Figure 22. FREQ 2040 No Build Forecast: Northbound AM Peak Period ............................... 51 

Figure 23. FREQ 2040 Build Forecast: Northbound AM Peak Period .................................... 52 

Figure 24. FREQ 2040 No Build Forecast: Northbound PM Peak Period ............................... 54 

Figure 25. FREQ 2040 Build Forecast: Northbound PM Peak Period .................................... 55 

Figure 26. FREQ 2040 No Build Forecast: Southbound AM Peak Period ............................... 57 

Figure 27. FREQ 2040 Build Forecast: Southbound AM Peak Period .................................... 58 

Figure 28. FREQ 2040 No Build Forecast: Southbound PM Peak Period ............................... 60 

Figure 29. FREQ 2040 Build Forecast: Southbound PM Peak Period .................................... 61 

Figure 30. FREQ Vehicle Delay Reduction (2008-2040) ....................................................... 64 

Figure 31. TA-C 2020 Build Conditions AM Peak Hour Volumes ........................................... 66 

Figure 32. TA-C 2020 Build Conditions PM Peak Hour Volumes ........................................... 68 

Figure 33. TA-C 2040 Build Conditions AM Peak Hour Volumes ........................................... 70 

Figure 34. TA-C 2040 Build Conditions PM Peak Hour Volumes ........................................... 72 

Figure 35. 2020 No Build AM/PM Peak Hour Turning Movements ....................................... 85 

Figure 36. 2020 Build AM/PM Peak Hour Turning Movements ............................................ 89 

Figure 37. 2040 No Build AM/PM Peak Hour Turning Movements ....................................... 93 

Figure 38. 2040 Build AM/PM Peak Hour Turning Movements ............................................ 97 

Figure 39. 2020/2040 AM/PM Peak Hour Right Turn On Red Turning Movements ............ 101 

Figure 40. 2040 Change in Peak Hour Ramp Volumes (Build vs. No Build)........................ 105 

Figure 41. 2020 and 2040 Intersection LOS Results (HCM Operational Method) ............... 145 

SC101 HOV Traffic Study – Forecast Operations Report Page ii



List of Tables 

Table 1. FREQ 2020 & 2040 Freeway Operations Performance Results Summary ................. 2 

Table 2. FREQ Peak Direction MOE Summary ........................................................................ 3 

Table 3. 2020 Final Project Level Impact Summary .............................................................. 5 

Table 4. 2040 Final Project Plus Cumulative Impact Summary ............................................. 6 

Table 5. US 101 Northbound Geometry - Existing (2008) ................................................... 12 

Table 6. US 101 Southbound Geometry - Existing (2008) ................................................... 13 

Table 7. Northbound AM Peak Period Travel Time (FREQ vs. Observed) ............................. 21 

Table 8. Southbound PM Peak Period Travel Time (FREQ vs. Observed) ............................. 21 

Table 9. Freeway and Ramp LOS Criteria ............................................................................ 23 

Table 10. Northbound AM Peak Period FREQ LOS Summary by 15 min Time Slice ............... 24 

Table 11. Southbound PM Peak Period FREQ LOS Summary by 15 min Time Slice ............... 25 

Table 12. Northbound AM Peak Period Highway 101 FREQ Existing Condition Results ........ 26 

Table 13. Southbound AM Peak Period Highway 101 FREQ Existing Condition Results ....... 26 

Table 14. Northbound PM Peak Period Highway 101 FREQ Existing Condition Results ........ 27 

Table 15. Southbound PM Peak Period Highway 101 FREQ Existing Condition Results ........ 27 

Table 16. SC101 HOV Travel Forecast Analysis Summary .................................................... 28 

Table 17. Future Baseline Roadway Improvements Assumptions ....................................... 31 

Table 18. 2020 No-Build Northbound AM Peak Period Travel Time (FREQ) ......................... 39 

Table 19. 2020 Build Northbound AM Peak Period Travel Time (FREQ) ............................... 39 

Table 20. 2020 No-Build Northbound PM Peak Period Travel Time (FREQ) ......................... 42 

Table 21. 2020 Build Northbound PM Peak Period Travel Time (FREQ) ............................... 42 

Table 22. 2020 No-Build Southbound AM Peak Period Travel Time (FREQ) ......................... 45 

Table 23. 2020 Build Southbound AM Peak Period Travel Time (FREQ) ............................... 45 

Table 24. 2020 No-Build Southbound PM Peak Period Travel Time (FREQ) ......................... 48 

Table 25. 2020 Build Southbound PM Peak Period Travel Time (FREQ) ............................... 48 

Table 26. 2040 No-Build Northbound AM Peak Period Travel Time (FREQ) ......................... 53 

Table 27. 2040 Build Northbound AM Peak Period Travel Time (FREQ) ............................... 53 

Table 28. 2040 No-Build Northbound PM Peak Period Travel Time (FREQ) ......................... 56 

Table 29. 2040 Build Northbound PM Peak Period Travel Time (FREQ) ............................... 56 

Table 30. 2040 No-Build Southbound AM Peak Period Travel Time (FREQ) ......................... 59 

Table 31. 2040 Build Southbound AM Peak Period Travel Time (FREQ) ............................... 59 

Table 32. 2040 No-Build Southbound PM Peak Period Travel Time (FREQ) ......................... 62 

Table 33. 2040 Build Southbound PM Peak Period Travel Time (FREQ) ............................... 62 

Table 34. FREQ Forecast Travel Delay Results Summary ..................................................... 63 

Table 35. FREQ Forecast Travel Time Results Summary ...................................................... 63 

Table 36. FREQ Forecast Peak Direction MOE Summary ...................................................... 64 

Table 37. Forecasted Traffic Volumes on Highway 101 Mainline ......................................... 74 

Table 38. TA-C 2020 & 2040 Forecasted HOV Traffic Volumes Worksheet........................... 75 

Table 39. TA-C 2020 Build Conditions w/o Ramp Metering Weave Analysis LOS Results .... 76 

Table 40. TA-C 2040 Build Conditions w/o Ramp Metering Weave Analysis LOS Results .... 76 

Table 41. TA-C 2020 & 2040 Ramp Meter Discharge Rate and Queue Spillbacks ................. 78 

Table 42. TA-C 2020 Build Conditions Weave Analysis LOS Results .................................... 78 

Table 43. TA-C 2040 Build Conditions Weave Analysis LOS Results .................................... 78 

Table 44. Intersection Parameter Values for Operations Analysis ....................................... 79 

Table 45. Intersection Measure of Effectiveness (MOE) for Operations Analysis ................. 79 

Table 46. Performance Criteria for Operations Analysis ...................................................... 80 

Table 47. Future Baseline Intersection Improvements ....................................................... 80 

Table 48. RGF-2002 vs. RGF-2007 Growth Comparisons ..................................................... 82 

Table 49. Total Intersection Entering Traffic Volumes – AM Peak ..................................... 103 

Table 50. Total Intersection Entering Traffic Volumes – PM Peak ..................................... 104 

Table 51. 2020 & 2040 PM Peak Hour Estimated Saturation Flow Rates ........................... 110 

Table 52. 2020 Build: 95 th Percentile Highway 101 Off-Ramp Queue Spill Back Checks .... 111 

Table 53. 2040 Build: 95 th Percentile Highway 101 Off-Ramp Queue Spill Back Checks .... 112 

SC101 HOV Traffic Study – Forecast Operations Report Page iii



List of Tables (cont.) 

Table 54. 2020 No Build AM Peak Hour LOS Results .......................................................... 113 

Table 55. 2020 No Build PM Peak Hour LOS Results .......................................................... 117 

Table 56. 2020 Build AM Peak Hour LOS Results ............................................................... 121 

Table 57. 2020 Build PM Peak Hour LOS Results ............................................................... 125 

Table 58. 2040 No Build AM Peak Hour LOS Results .......................................................... 129 

Table 59. 2040 No Build PM Peak Hour LOS Results .......................................................... 133 

Table 60. 2040 Build AM Peak Hour LOS Results ............................................................... 137 

Table 61. 2040 Build PM Peak Hour LOS Results ............................................................... 141 

Table 62. 2020 HCM Project Level Impact Summary ......................................................... 152 

Table 63. 2020 ICU Project Level Impact Summary .......................................................... 152 

Table 64. 2020 Final Project Level Impact Summary ........................................................ 153 

Table 65. 2040 HCM Project Plus Cumulative Impact Summary ........................................ 154 

Table 66. 2040 ICU Project Plus Cumulative Impact Summary ......................................... 155 

Table 67. 2040 Final Project Plus Cumulative Impact Summary ....................................... 156 

APPENDICES (Provided in Separate Documents) 

APPENDIX A. FREQ CALIBRATION OUTPUT SHEETS 

APPENDIX B. FREQ 2020 and 2040 FORECAST OUTPUT SHEETS 

APPENDIX C. SYNCHRO-7 INTERSECTION LOS WORKSHEETS (HCM ANALYSIS) 

APPENDIX D. TRAFFIX INTERSECTION LOS WORKSHEETS (ICU & ROUNDABOUTS) 

APPENDIX E. INTERSECTION SIGNAL WARRANT 

APPENDIX F. TA-C WEAVE ANALYSIS WORKSHEETS 

SC101 HOV Traffic Study – Forecast Operations Report Page iv



Executive Summary 

The proposed Highway 101 HOV Widening Project (EA 05-0N7000) will widen Highway 101 to provide an 

HOV lane in each direction from 0.4 miles south of Carpinteria Creek Bridge (Post Mile 2.0) in Carpinteria 

to Sycamore Creek Bridge (Post Mile 12.30) in Santa Barbara. The project limits span 10.3 1 miles of 

Highway 101. The study area encompasses 27.5 miles of freeway mainline with the southern limit 

beginning at Post Mile 0.0 (south of the Rincon Point/Bates Road Interchange) with the northern limit 

extending to Post Mile 27.5 (north of the Hollister Avenue Interchange). 

The purpose of the South Coast 101 HOV Traffic Study is to provide requisite technical traffic support 

information for the PS&E and environmental phases of the Highway 101 HOV Widening Project. Prior 

study deliverables established the study methodology assumptions, existing operating conditions and 

travel demand forecasts. This Forecast Operations Report documents the future 2020 (Opening Day 

Analysis) and 2040 (Design Year Analysis) freeway and intersection operational analyses and results. 

This forecast operations analysis is comprised of the following sections: 

1. Freeway FREQ Macro-simulation Baseline Calibration Analysis 

2. Freeway FREQ Macro-simulation Forecast Analysis 

3. Forecast Intersection Operations Analysis 

Freeway Operational Analysis 

The operational macro-simulation software FREQ was used to analyze freeway operations. FREQ 

simulation requires forecast travel demand data and future freeway geometry data. As described in the 

Travel Forecasting Report (February 9, 2009), the most recently adopted version of the Santa Barbara 

County Association of Governments (SBCAG) Travel Demand Model (at the time the analysis was 

completed) was used to generate the 24-hour daily demand volume sets for analysis. 

Separate and distinct 24-hour volume demand sets were developed for the future No-Build and Build 

scenarios respectively. This approach was taken to appropriately reflect how the operational benefits of 

adding highway capacity may be partially off-set by induced and/or diverted travel demand. 

The forecast No Build and Build 24-hour volume sets generated with the SBCAG regional travel model 

were iteratively processed using a FREQ feedback procedure to determine peak spreading characteristics 

and “serviceable” hourly traffic volumes for future operations analyses. The following three traffic 

assessments (TA) were analyzed: 

TA-A No-Build (No HOV Project); 

TA-B Build (HOV Project);and, 

TA-C Build + 4 auxiliary lanes within project limits that currently meet design standards. 

Future year freeway simulation analysis measures of effectiveness (MOE) include: 

Total Peak Period Delay (FREQ) 

Peak Hour Trip Time (FREQ) 

Peak Hour and Peak Period Average Mainline Speed (FREQ) 

1 The project limits were subsequently expanded to 10.9 miles to address a storm water drainage issue near the Bailard Interchange 

(PM 1.4 to PM 12.3). Given that this component of the project does not affect traffic operations – the original project limit of 10.3 

miles was retained herein and in other supporting SC101 HOV Traffic Study documents. 

SC101 HOV Traffic Study – Forecast Operations Report Page 1



Freeway Operational Results 

Table 1 provides a Measure of Effectiveness (MOE) summary comparison between the TA-A (No-Build) 

and TA-B (Build) for the 2020 Opening Day and 2040 Design Year freeway operational analyses. FREQ 

simulation results indicate that on a daily basis, vehicular delay will be reduced from 2008 baseline levels 

by 2,812 hours in 2020 (47% delay reduction benefit) growing to 11,435 hours of delay reduction by 2040 

(62% delay reduction benefit). Total projected hours of delay reduction as a result of the SC101 HOV 

project is graphically shown in Figure 1. 

Table 2 provides the 2040 summary for the AM and PM peak directions. The Build analysis indicates that 

10,000 vehicle hours of delay will be eliminated on a daily basis during the Northbound AM and 

Southbound PM peak period as a result of the HOV widening project (delay reduction of 7,766 vehicle 

hours under Northbound AM peak period and 2,261 vehicle hours under Southbound PM peak period). 

Travel time needed to traverse the 27.5 mile study area will be reduced by 24.8 minutes in the northbound 

AM peak hour and 10.3 minutes in the southbound PM peak hour. 

Table 1. FREQ Peak Period Freeway Operations Performance Results Summary 

Direction of Travel 

Total 

Mainline 

Delay 

Existing 

Average 

Mainline 

Delay 

Average 

Speed 

Total 

Mainline 

Delay 

2020 2040 

Average 

Mainline 

Delay 

Average 

Speed 

Total 

Mainline 

Delay 

Average 

Mainline 

Delay 

Average 

Speed 

Veh-Hrs Min/Veh MPH Veh-Hrs Min/Veh MPH Veh-Hrs Min/Veh MPH 

NO BUILD 

Northbound AM 937 2.0 54.4 1,613 5.8 53.6 9,258 15.5 34.0 

Northbound PM 324 0.5 60.8 1,375 6.1 54.4 4,261 13.1 42.2 

Southbound AM 154 0.4 62.2 611 2.2 59.4 1,507 5.0 55.8 

Southbound PM 871 1.6 55.1 2,412 6.3 53.5 3,383 6.6 47.7 

Bi-directional AM 1,091 1.3 58.3 2,224 4.3 56.5 10,765 11.0 44.9 

Bi-directional PM 1,195 1.1 58.0 3,788 6.2 53.9 7,644 9.6 44.9 

BUILD 

Northbound AM 1,022 4.5 57.6 1,492 5.7 57.0 

Northbound PM 1,167 3.9 56.0 3,574 3.9 56.0 

Southbound AM 572 2.1 60.0 786 2.1 60.2 

Southbound PM 438 1.9 61.8 1,122 2.2 58.6 

Bi-directional AM 1,595 3.5 58.8 2,278 4.1 58.6 

Bi-directional PM 1,605 2.8 58.9 4,696 3.0 57.3 

BENEFIT 

Northbound AM 37% 23% 7% 84% 63% 68% 

Northbound PM 15% 35% 3% 16% 70% 33% 

Southbound AM 6% 4% 1% 48% 58% 8% 

Southbound PM 82% 70% 16% 67% 66% 23% 

Bi-directional AM 28% 19% 4% 79% 62% 30% 

Bi-directional PM 58% 54% 9% 39% 69% 27% 

Figure 1. FREQ Freeway Daily Vehicle Hours of Delay 




Table 2. FREQ Peak Direction MOE Summary 

2008 

Measure Existing No Build Build 

Average Speed, in miles per hour^** 

Northbound AM Peak Hour 44.9 26.2 40.5 

Southbound PM Peak Hour 49.3 39.8 52.2 

Average Trip Time, in minutes^* 

Northbound AM Peak Hour 22.3 48.5 29.3 

Southbound PM Peak Hour 23.0 34.7 24.5 

Total Vehicle Hours of Delay** 

Northbound AM Peak Period 937 9,258 1,492 

Southbound PM Peak Period 871 3,383 1,122 

Total Person Hours of Delay** 

Northbound AM Peak Period 1,190 12,776 2,462 

Southbound PM Peak Period 1,219 4,804 1,907 

* = For trips traveling between Linden Avenue in Carpinteria and Los Carneros in 

Goleta (20.7 miles) 

** = For trips traveling between the Ventura/Santa Barbara County Line and northern 

Goleta (27.5 miles) 

SC101 HOV Traffic Study – Forecast Operations Report Page 3 

2040 

^ = Peak hour refers to the "worst hour" in a given peak period when travel through 

the corridor takes the longest 

For TA-C, the operational benefit of adding auxiliary lanes at the following five locations within the project 

limits (PM 2.0 to PM 12.30) was analyzed. These five locations were identified on the basis of design 

standards. All are characterized as weave sections with ramp-to-ramp distances of less than 2,500 feet. 

PM 3.3 - SB Reynolds to Linden 

PM 4.5 - SB Santa Claus to Carpinteria 

PM 8.6 - SB Sheffield to Evans (after median off ramp is relocated to right of lanes) 

PM 10.3 - SB Olive Mill to San Ysidro 

PM 10.3 - NB San Ysidro to Olive Mill Road 

Where the provision of auxiliary lanes was determined to provide operational benefit, mainline weave area 

operations were re-evaluated based on metered discharge rates to determine if ramp meters could provide 

sufficient operational benefit in lieu of auxiliary lanes. 

Results indicate that the 2020 (Opening Day) operational benefits of providing an auxiliary lane on 

northbound Highway 101 between San Ysidro Road and Olive Mill Road and southbound Highway 101 

between Olive Mill Road and San Ysidro Road will improve weave operational performance by two full 

LOS grades. Both segments are projected to operate within Caltrans threshold criteria of LOS C. 

The operational benefits of an auxiliary lane are projected to persist in 2040 build conditions. However, 

LOS will exceed the Caltrans LOS threshold by operating at LOS D or worse with the exception of the 

southbound Hwy 101 between Reynolds Avenue and Linden Avenue. 

Under 2020 and 2040 build conditions (i.e., HOV lane) without auxiliary lanes, results indicate that the 

study weave sections will operate at the same LOS with or without ramp metering. Therefore, provision of 

ramp metering in lieu of an auxiliary lane is not anticipated to produce operational benefits. Under 2020 

and 2040 build conditions (i.e., HOV lane) with auxiliary lanes, results indicate that the study weave 

sections will also operate at the same LOS with or without ramp metering except for one segment. The 

southbound freeway section between Olive Mill Road and San Ysidro Road is projected to improve by one 

LOS grade (LOS E to LOS D) during the PM peak hour. However, the state LOS threshold (LOS C or 

better) will be exceeded in either scenario.



Intersection Operational Analysis 

Given that Highway 101 freeway operations are projected to significantly improve within the study area as 

a result of the project, project impacts were primarily focused on the freeway interface with the local 

agency transportation systems i.e., ramp intersections and local study area intersections adjacent to 

ramps. A total of 104 study area intersections were analyzed. Of these, 70 are state operated facilities 

while 34 are locally operated. Within the 10.3 mile project limits, 34 intersections were analyzed. 

To develop the intersection turning movement forecasts a combination of existing turning movement count 

distributions, SBCAG’s AM/PM peak hour model forecasts, FREQ freeway simulation software results, and 

supplemental forecasts performed as part of other studies were utilized. Peak hour turning movement 

forecasts were generated the No-Build and Build (i.e., Highway 101 HOV Widening Project) conditions. 

The following adjustments were required to produce peak hour volumes suitable for operational analysis: 

NCHRP-255 (Model Baseline Link Adjustments) 

Furness Method (Turn Movement Adjustments) 

SBCAG Regional Growth Forecast Adjustment 

FREQ Ramp Volume Delta Adjustment 

SBCAG Regional Growth Forecast Based 2030 to 2040 Extrapolation 

Volume Balancing (for adjacent intersections). 

For purposes of assessing project impacts under CEQA, the 2020 Opening Day analysis provided the 

basis for identifying project level impacts. The 2040 Design Year analysis provided the basis for 

identifying cumulative plus project impacts. Distinguishing between project specific and cumulative impacts 

under CEQA is necessary to establish the fair share responsibilities for mitigation improvement projects (to 

be determined as part of environmental review). 

Final 2040 turning movements were used with the 2008 baseline traffic counts to interpolate to 2020 

conditions. All final 2020 and 2040 turning movements were input into the intersection operation analysis 

software SYNCHRO-7 or (HCM Operational Analysis) TRAFFIX (ICU or Roundabout) to estimate peak 

hour intersection level of service. 

Existing signal timing sheets were applied to the future intersection LOS analysis to ensure a reasonable 

worst case analysis of future operations. Signal timing adjustments will be considered as a mitigation 

option during the subsequent environmental phase of the project and will be based on location specific 

conditions and engineering assessments. 

A supplemental traffic analysis was performed to identify the preferred design features for the 

reconstruction of the Cabrillo/Hot Springs Interchange. A total of 19 interchange configurations were 

analyzed including the operational implications to nearby interchanges at Garden Street, Milpas Street, 

Cabrillo and Olive Mill Road. This analysis is documented under separate cover in the Cabrillo-Hot Springs 

Interchange Configuration Screening Analysis Memorandum (Dowling Associates, April 9, 2010), 

Cabrillo/Hot Springs Interchange Configuration Traffic Analysis (Dowling Associates, March 21, 2011) and 

Cabrillo Boulevard I/C Modified Configuration Analysis Memorandum (Dowling Associates, July 19, 2011). 

These studies supersede the operational assessments documented herein. 

Intersection Operational Results 

Based on state and local impact criteria, Table 3 lists all study area intersections identified with 2020 

project level impacts. A total of nine intersections are shown to have project level impacts as a result of 

the Highway 101 Widening Project (EA 05-0N7000). 

Table 4 lists all candidate study area intersections identified with 2040 cumulative plus project impacts. 

This final candidate list of cumulative plus project impact locations is based on the application of state and 

local impact criteria. A total of 15 intersections are shown to have cumulative project impacts resulting 

from the Highway 101 Widening Project (EA 05-0N7000). 


Table 3. 2020 Final Project Level Impact Summary 

ID Intersection Control 1 

Existing No Build Build Delta 2 

Delay 

(seconds) 

OR V/C 3 


LOS 4 

Delay 

(seconds) 

OR V/C 3 

LOS 4 No Build Build 

18 Linden Ave & Sawyer Ave TWSC Project Area No No State 

AM Peak 944 990 1,069 79 20 C 33.7 D 

21 NB on/off ramp & Via Real AWSC Project Area No No State 

AM Peak 1,187 1,225 1,346 121 43.7 F 78.4 F 

23 Via Real & S. Padaro Ln TWSC Project Area No No State 

AM Peak 868 884 884 0 24.9 C 26 D 

44 SB on/off ramp & NB off ramp & Cabrillo Blvd AWSC Study Area No No State 

AM Peak 1,198 1,052 1,151 99 36 E 41.5 E 

49 SB on ramp & Milpas St Signal Study Area N/A N/A State 

AM Peak 1,910 1,932 2,167 235 29.8 C 35.5 D 

PM Peak 2,625 2,625 2,763 138 56.8 E 77.7 E 

55 NB on ramp & Castillo St Signal Study Area N/A N/A State 

PM Peak 2,205 2,342 2,355 13 103.3 F 104 F 

64 SB on/off ramp & Mission St Signal Study Area N/A N/A State 

PM Peak 2,473 2,593 2,627 34 33.9 C 36 D 

79 SB on ramp & State St & Rt 154 TWSC Study Area --- --- State 

AM Peak 1,941 1,983 1,994 11 72.2 F 75.5 F 

PM Peak 1,635 1,704 1,722 18 53.3 F 58.7 F 

106 Milpas St & Quinientos St Signal Study Area N/A N/A City of SB 

PM Peak 2,518 2,743 2,767 24 0.772 C 0.788 C 

1 TWSC - Tw o Way Stop Control, AWSC - All Way Stop Control 

2 As defined by difference betw een 2020 build and 2020 no build volume sets 

Location 

Total Entering Traffic Volumes 

3 Delay is based on HCM 2000, Chapter 16 and 17 methodology. V/C based on Transportation Research Board Special Report 209 

4 HCM LOS is reported for the w orst movement at TWSC intersections and for the overall intersection at AWSC and signalized intersections 

5 Based on Peak Hour Warrants (Signal Warrant #3) as described in California Manual on Uniform Traffic Control Devices at unsignalized intersections 

No Build Results Build Results 

Signal Warrant 

Met? 5 

Project 

Impact 

Threshold 

Criteria

Table 4. 2040 Final Project Plus Cumulative Impact Summary 


Location 



Delay 

(seconds) 

OR V/C 3 


LOS 4 

Delay 

(seconds) 

OR V/C 3 


4 SB on/off ramp & SR 150 TWSC Study Area No No State 

PM Peak 644 644 672 28 30 D 36.3 E 

7 NB on/off ramp & Bailard Ave TWSC Study Area No No State 

PM Peak 1,123 1,215 1,390 175 21 C 27 D 

14 Carpinteria Ave & Casitas Pass Rd Signal Study Area N/A N/A City of Carpinteria 

PM Peak 1,805 2,193 2,329 136 29.9 C 37.4 D 


AM Peak 944 1,066 1,277 211 25.8 D 41.3 E 

33 SB on/off ramp & Sheffield TWSC Project Area No No State 

AM Peak 390 483 579 96 19.9 C 29.3 D 


AM Peak 1,910 1,968 2,596 628 30 C 43.2 D 

PM Peak 2,625 2,625 2,994 369 64.2 E 103.2 F 


PM Peak 2,205 2,571 2,605 34 129.4 F 131.4 F 

57 SB on/off ramp & Castillo St Signal Study Area N/A N/A State 

PM Peak 2,557 3,092 3,117 25 52.6 D 55.7 E 

59 SB on/off ramp & Carrillo St Signal Study Area N/A N/A State 

AM Peak 3,435 3,677 3,689 12 56.8 E 62.7 E 

PM Peak 3,778 4,141 4,164 23 33.6 C 35.6 D 

60 Carrillo St & Castillo St Signal Study Area N/A N/A City of SB 

AM Peak 2,742 2,995 3,082 87 0.757 C 0.779 C 


AM Peak 2,705 2,817 2,838 21 34.5 C 35.9 D 

PM Peak 2,473 2,793 2,883 90 53.1 D 65 E 

65 Mission St & Castillo St Signal Study Area N/A N/A City of SB 

PM Peak 2,451 2,887 3,001 114 0.787 C 0.849 D 

79 SB on ramp & State St & Rt 154 TWSC Study Area N/A N/A State 

AM Peak 1,941 2,054 2,081 27 101.1 F 112.4 F 

PM Peak 1,635 1,818 1,867 49 96.9 F 119.4 F 

90 NB on/off ramp & Los Carneros Rd Signal Study Area N/A N/A State 

AM Peak 1,596 1,942 2,045 103 33.9 C 40 D 


PM Peak 2,518 3,118 3,181 63 0.866 D 0.909 E 

1 TWSC - Two Way Stop Control, AWSC - All Way Stop Control 

2 As defined by difference between 2040 build and 2040 no build volume sets 


4 HCM LOS is reported for the worst movement at TWSC intersections and for the overall intersection at AWSC and signalized intersections 




Met? 5 

Project Impact 

Threshold 

Criteria



Introduction 

The purpose of the South Coast 101 HOV Traffic Study is to provide requisite technical traffic support 

information for the PS&E and environmental phases of the Highway 101 Widening Project (EA 05- 

0N7000). Prior study deliverables have established the study methodology assumptions, existing operating 

conditions and forecast daily travel demand within the study area. 

The report documents the future operational analysis and findings for both freeway operations and 

intersection operations. The following three SC101 HOV Traffic Study traffic assessments (TA) were 

analyzed: 

TA-A No-Build (No HOV Project); 

TA-B Build (HOV Project); and, 

TA-C Build + 4 auxiliary lanes within project limits that currently meet design standards. 

Freeway macro-simulation output as defined by total delay, travel speed and trip time measures of 

effectiveness (MOE) were used to evaluate and compare the operational performance of the TA-A and TA- 

B. Macro-simulation was used to iteratively process the forecast 24-hour volume sets to determine peak 

spreading characteristics and “serviceable” hourly traffic volumes for future operations analyses. The 

following macro-simulation analysis steps were performed: 

FREQ Macro-Simulation Calibration/Validation of Baseline Conditions 

FREQ Macro-Simulation Feedback Process – Peak Spreading 

FREQ Macro-Simulation Future Operational Results for TA-A and TA-B. 

For TA-C, the operational benefit of providing auxiliary lanes at specific locations within the project limits as 

determined by design criteria was also determined based on the Highway Design Manual method. 

Lastly, forecast turning movement volumes generated by the SBCAG travel demand AM/PM peak hour 

models were used to estimate intersection level of service relative to state and local operational criteria. A 

total of 104 study area intersections were analyzed. Turning movement volumes at ramp intersections 

were adjusted based on the freeway macro-simulation results. 

This SC101 HOV Forecast Operations Report is comprised of the following sections: 

1. Freeway Macro-simulation Baseline Calibration Analysis 

2. Freeway Macro-simulation Forecast Analysis 

3. Auxiliary Lane Analysis 

4. Future Intersection Operations Analysis 

Existing conditions are documented in the Existing Conditions Operations Analysis (Dowling Associates, 

December 9, 2011). Analysis of the Cabrillo-Hot Springs Interchange and nearby interchanges (Garden to 

Olive Mill Road) is documented in Cabrillo-Hot Springs Interchange Configuration Screening Analysis 

Memorandum (Dowling Associates, April 9, 2010), Cabrillo/Hot Springs Interchange Configuration Traffic 

Analysis (Dowling Associates, March 21, 2011) and Cabrillo Boulevard I/C Modified Configuration Analysis 

Memorandum (Dowling Associates, July 19, 2011). 

Project Description 

The project limits of the proposed widening of Highway 101 are from Post Mile 2.0 to Post Mile 12.30. The 

project proposes to construct improvements to Highway 101 in Santa Barbara County from 0.4 miles south 

of Carpinteria Creek Bridge (Post Mile 2.0) in Carpinteria to Sycamore Creek Bridge (Post Mile 12.30) in 

Santa Barbara. The project proposes to add a High Occupancy Vehicle (HOV) lane within the existing 

median (inside and outside medians are to be evaluated) in both the northbound and southbound 




directions. The project limits of the HOV lane will mesh with the following three Highway 101 improvement 

projects currently under development: 

The southern limit of the project will connect to the adjacent SB/VEN 101 HOV capacity 

improvement project (EA 07-26070/05-0P980). This project will construct an HOV lane in each 

direction from the Mussel Shoals in Ventura County to Post Mile 2.0 within Santa Barbara County. 

The Highway 101/Linden Avenue (Post Mile 3.04-3.17) and Highway 101/Casitas Pass Road 

Interchange (Post Mile 2.52-2.94) Improvement Project will reconfigure the ramps at both these 

interchanges and construct a new local/frontage roadway extension north of Highway 101 (Via 

Real Extension between Vallecito Road and Linden Avenue). 

The northern limit of the project will connect to the adjacent Route 101/Milpas Street to Hot 

Springs Road operational improvement project (EA 05-44780). This project extends the 

southbound 3-lane section from the Highway 101 interchange with Milpas Street to Cabrillo Hot 

Springs (Post Mile 12.30) and constructs a 3 rd northbound lane from the Cabrillo Hot Springs 

interchange adjoining the existing northbound three lane section just north of the Milpas Street 

bridge. Other components include reconstruction of the Cabrillo Hot Springs interchange, an 

under-crossing at Casique Street, construction of three sound-walls and a multi-purpose path. 

The Highway 101 HOV widening project spans 10.3 miles of freeway. The study area encompasses 27.5 

miles of Highway 101. The southern limit of the traffic study begins at Post Mile 0.0 (South of the Rincon 

Point/Bates Road Interchange) while the northern limit concludes at Post Mile 27.5 (North of the Hollister 

Avenue Interchange). Figure 2 shows the study area and project limits. 

Given that the Highway 101 HOV Widening project will mesh with the SB/VEN 101 HOV capacity 

improvement project (EA 07-26070/05-0P980), the macro-simulation study area was extended to just 

south of Mussel Shoals in Ventura County to reflect continuous HOV operation within both project areas. 

It should be noted that this SC101 Traffic Study (EA 05-0N7000) was conducted concurrently with the 

Corridor System Management Plan (EA 51-A0369, TO D5-07-101-002) prepared by DKS Associates 

under contract with Caltrans District 7. The latter study includes 54 miles of Highway 101 including the 

study areas of both the SB/VEN 101 HOV capacity improvement project (EA 07-26070/05-0P980) and the 

SC101 Traffic Study (EA 05-0N7000). 

Analysis Years 

Highway 101 24-hour volume sets and peak hour turning movements for all study area intersections were 

developed for the following analysis years: 

2020 No-Build/Build Opening Day Analysis 

2040 No-Build/Build Design Year Analysis 

Baseline Data Collection 

Data collection for this study was performed in April 2008. These data established the baseline data and 

technical parameters used for developing the macro-simulation freeway operational analyses, the auxiliary 

lane Design Manual (HDM) analyses and, the intersection LOS operations analyses. 

Key freeway geometric features were identified and freeway vehicle counts stratified by classification and 

occupancy were collected. These baseline data provided inputs for freeway macro-simulation. Simulated 

vehicle speeds were compared with actual travel speed data for model calibration purposes. For 

intersections, surveyed AM and PM peak hour turning movements were used to adjust future year turning 

movement forecasts. Existing signal timing sheets submitted by state and local agencies were used as a 

basis for determining signal timing and phasing information for future operational analyses. 


Figure 2. Project Area and Study Area 




Freeway Macro-Simulation Baseline Calibration 

Existing AM and PM peak period freeway operating conditions were evaluated using macro-simulation. 

For calibration purposes, freeway operations were evaluated for Highway 101 within the study area from 

6:00 AM to 10:00 AM and from 3:00 PM to 7:00 PM. These time periods include the majority of the busiest 

weekday commute hours in the morning and afternoon. 

All existing freeway mainline counts were collected as part of this study and are reported in the Existing 

Conditions Operations Analysis (December, 2008). Data collection for this study was performed in April 

2008. The data collected included: freeway mainline counts; 24-hour ramp tube counts; intersection turning 

movement counts; classification counts; vehicle occupancy counts; and, speed surveys. The data 

collection period was characterized by fair weather with no observed vehicle incidents. These data 

establish the technical parameters utilized for this macro-simulation calibration analysis. A 24-hour set of 

balanced freeway traffic counts were produced using this data for input into the FREQ models. 

Highway 101 speed data was collected by floating car surveys using GPS devises along the entire study 

area (27.5 miles) during AM/PM peak periods. Seven to ten runs were made to evaluate travel time, stops, 

delays and average speed. Historical Caltrans floating car survey data and speed survey information from 

the State Highway Congestion Monitoring Program (HICOMP) was used to supplement this new data. 

Freeway operational analysis performance was based on the following three measures of effectiveness 

(MOE) as output by the FREQ macro-simulation software. 

Total Peak Period Delay (FREQ) 

Peak Hour Trip Time (FREQ) 

Peak Hour and Peak Period Average Mainline Speed (FREQ) 

Freeway Operations Modeling Selection 

The FREQ modeling software, developed by the Institute for Transportation Studies at the University of 

California at Berkeley, was used to simulate peak period freeway operations on the Highway 101 within the 

study area. The FREQ software was selected given it can quickly produce traffic operations results using 

planning model inputs. The FREQ model can generate speeds, densities, volume/capacity ratios, levels of 

service (based on the Highway Capacity Manual criteria), bottleneck locations, queue lengths, and delays 

by each time slice and study section. The freeway model network included the freeway mainline, freeway 

ramps (both freeway-to-freeway and surface street ramps to/from freeway), and the HOV facility (analysis 

combines both the EA 05-0N7000 HOV project and the EA 07-26070/05-0P980 HOV project). 

The latest 2007 edition of FREQ, the FREQ12 model with combined HOV lane module was used in this 

analysis. 

FREQ is a macroscopic freeway facility operations simulation model based on the classical speed-flow and 

density-flow relationships. FREQ evaluates one direction of freeway travel at a time. The analyst inputs 

on-ramp and off-ramp demands for a single direction by time slice within each peak period. FREQ 

estimates an origin-destination table from the ramp volumes for each time slice. FREQ then propagates 

the vehicles down the length of the freeway - queuing vehicles when demand exceeds capacity and 

reducing volumes reaching downstream off-ramps when traffic is trapped at a bottleneck. Excess demand 

is stored on the freeway at the end of each time slice and released in the following time slice, if capacity 

permits. FREQ predicts speeds and densities of traffic based on the volume/capacity ratios and the 

classical speed-flow and flow-density curves. 

Before its application for future operations analysis, FREQ must be calibrated to reflect local conditions. 

This was performed by iteratively running FREQ under the existing condition and comparing the model 

predicted queues and travel times with those observed in the field. Capacity adjustments are made to the 




freeway sections until the congestion onset time, congestion clearance time, and length of queues match 

observed field data. 

As stated previously, the South Coast 101 HOV Traffic Study FREQ Models were validated for this project 

based on field observations from floating car surveys conducted in April, 2008. 

FREQ Input Data 

The FREQ model requires demand data and freeway geometry data. 

The demand data consists of total vehicles (plus percent high occupant vehicles and percent trucks) 

entering/exiting the study area on the freeway plus on-ramp and off-ramp volumes by time slice. Based on 

the Highway 101 ramp and mainline count data collected in April 2008, 15-minute time slices (96 times 

slices total) reflecting a complete 24-hour period was developed. 

Percentage of 1-person, 2-person and 3+ percent vehicle occupancy was based on vehicle occupancy 

counts collected in April 2008. Truck percentages by ramp and mainline location were based on 

classification counts performed in April 2008. These data are reported in the Existing Conditions 

Operations Analysis (December, 2008). 

For FREQ calibration purposes only the following 4-hour AM and PM peak periods were used for analysis: 

• AM Peak Period = 06:00-10:00 AM (60 15-min time slices) 

• PM Peak Period = 03:00-07:00 PM (60 15-min time slices) 

These time periods reflect the “book ends” of observed existing congestion on Highway 101 within the 

study area. 

The geometric data required by FREQ consists of number of lanes, lengths of freeway mainline sections 

between ramps and lane/grade changes, percent grades, and number of lanes on each ramp. The input 

geometries are shown in the following tables: 

• Table 5. US 101 Northbound Geometry – Existing (2008) 

• Table 6. US 101 Southbound Geometry – Existing (2008) 

Figure 3 below illustrates the FREQ calibration process. The results of the calibration process are 

described in the following section. 

Figure 3. FREQ Macro-Simulation Validation Process 




Table 5. US 101 Northbound Geometry – Existing (2008) 

Sub- Segment Description Number Section Section Speed 1 

Truck Section Percent 

Section Lanes Capacity Length (mph) Factor 2 

Grade Trucks 

(vph) (feet) (%) (%) 

1 US Mainline to Bates Off 3 5,700 866 65 0.99 0 8 

2 Bates Off to Bates On 3 6,600 1,845 65 0.99 0 8 

3 Bates On to Rincon Off 3 6,600 1,359 65 0.93 0 7 

4 Rincon Off to Rincon On 3 6,600 2,291 65 0.93 0 7 

5 Rincon On to Lane Drop 3 5,700 580 65 0.99 0 8 

6 Lane Drop to Bailard Off 2 3,800 1,802 65 0.99 0 8 

7 Bailard Off to Bailard On 2 3,800 2,081 65 0.99 0 8 

8 Bailard On to Casitas Off 2 3,800 3,504 65 0.99 0 8 

9 Casitas Off to Vallecito On 2 3,800 2,504 65 0.99 0 9 

10 Vallecito On to Linden On 2 3,800 476 65 0.99 0 8 

11 Linden On to Santa Monica Off 2 3,900 3,733 65 0.93 0 7 

12 Santa Monica Off to Santa Monica On 2 3,850 1,330 65 0.93 0 7 

13 Santa Monica On to South Padaro Off 2 3,850 5,458 65 0.93 0 7 

14 South Padaro Off to South Padaro On 2 3,850 2,664 65 0.93 0 7 

15 South Padaro On to North Padaro Off 2 3,850 7,203 65 0.93 0 7 

16 North Padaro Off to North Padaro On 2 4,000 2,355 65 0.93 0 7 

17 North Padaro On to Evans Off 2 4,000 3,598 65 0.94 0 6 

18 Evans Off to Evans On 2 4,000 2,275 60 0.66 4 6 

19 Evans On to Sheffield Off 2 4,000 2,047 60 0.66 4 6 

20 Sheffield Off to Sheffield On 2 4,000 1,326 65 0.66 4 6 

21 Sheffield On to San Ysidro Off 2 4,000 3,852 65 0.94 0 6 

22 San Ysidro Off to San Ysidro On 2 3,900 1,557 65 0.94 0 6 

23 San Ysidro On to Olive Mill Road Off 2 3,950 1,148 65 0.94 0 6 

24 Olive Mill Road Off to Hermosilla Road Off 2 3,800 3,338 65 0.94 0 6 

25 Hermosilla Road Off to Cabrillo Off 2 3,800 1,174 65 0.94 0 6 

26 Cabrillo Off to Cabrillo Right On 2 3,800 1,636 65 0.94 0 6 

27 Cabrillo Right On to Salinas Street Off 2 3,800 2,416 65 0.94 0 6 

28 Salinas Street Off to Salinas Street On 2 3,800 909 65 0.94 0 6 

29 Salinas Street On to Milpas Street Off 2 4,000 1,993 65 0.95 0 5 

30 Milpas Street Off to Milpas Street On 2 3,800 2,153 65 0.95 0 5 

31 Milpas Street On to Laguna Street Off 3 6,000 1,296 65 0.94 0 6 

32 Laguna Street Off to Garden Street On 3 6,000 2,578 65 0.94 0 6 

33 Garden Streetn On to Bath Street Off 3 6,000 1,538 65 0.94 0 6 

34 Bath Street Off to Haley Street On 3 6,000 1,787 65 0.93 0 7 

35 Haley Street On to Carrillo Street Off 3 6,000 1,463 65 0.94 0 6 

36 Carrillo Street Off to Carrillo Street On 3 6,000 1,732 65 0.94 0 6 

37 Carrillo Street On to Arrellaga Street Off 3 5,850 1,818 65 0.95 0 5 

38 Arrellaga Street Off to Arrellaga Street On 3 5,850 828 65 0.95 0 5 

39 Arrellaga Street On to Mission Street Off 3 5,850 907 65 0.95 0 5 

40 Mission Street Off to Mission Street On 3 5,850 1,463 65 0.95 0 5 

41 Mission Street On to West Pueblo Street Off 4 6,600 530 65 0.95 0 5 

42 West Pueblo Street Off to Las Positas Off 3 5,850 1,339 65 0.95 0 5 

43 Las Positas Off to Las Positas On 3 5,850 2,726 65 0.95 0 5 

44 Las Positas On to Hope Street Off 3 5,900 3,105 65 0.95 0 5 

45 Hope Street Off to Hope Street On 3 6,000 950 65 0.95 0 5 

46 Hope Street On to State Street Off 4 6,900 1,913 65 0.95 0 5 

47 State Street Off to State Street On 3 6,450 1,775 65 0.95 0 5 

48 State Street On to El Sueno Road Off 3 6,450 3,050 65 0.95 0 5 

49 El Sueno Road Off to El Sueno Road On 3 6,450 997 65 0.95 0 5 

50 El Sueno Road On to Turnpike Road Off 3 6,450 4,394 65 0.95 0 5 

51 Turnpike Road Off to Turnpike Road On 3 6,450 2,323 65 0.95 0 5 

52 Turnpike Road On to Patterson Road Off 3 6,450 3,885 65 0.95 0 5 

53 Patterson Road Off to SR-217 Off 3 6,450 806 65 0.95 0 5 

54 SR-217 Off to Patterson Road On 3 6,450 2,076 65 0.95 0 5 

55 Patterson Road On to Fairview Off 3 6,450 3,543 65 0.95 0 5 

56 Fairview Off to Fairview On 2 3,800 1,466 65 0.95 0 5 

57 Fairview On to Los Carneros Off 2 3,800 5,080 65 0.93 0 7 

58 Los Carneros Off to Los Carneros On 2 3,800 2,559 65 0.93 0 7 

59 Los Carneros On to Glenn Annie Off 2 3,800 1,429 65 0.99 0 10 

60 Glenn Annie Off to Glen Annie On 2 3,800 3,173 65 0.99 0 10 

61 Glen Annie On to Winchester Canyon Off 2 3,800 7,996 65 0.99 0 11 

62 Winchester Canyon Off to Hollister Avenue On 2 3,800 4,103 65 0.99 0 11 

63 Hollister Avenue On to US Mainline 101 2 3,800 6,832 65 0.99 0 11 

Footnote 1 Reflects Free Flow Speeds 

Footnote 2 HCM Heavy Duty Truck Factor - reflects the affect that heavy vehicles have on capacity based grade and vehicle composition 




Table 6. US 101 Southbound Geometry – Existing (2008) 

Sub- Segment Description Number Section Section Speed 1 

Truck Section Percent 

Section Lanes Capacity Length (mph) Factor 2 

Grade Trucks 

(vph) (feet) (%) (%) 

1 Calle Real to Hollister Avenue Off 2 4,300 6,666 65 0.99 0 14 

2 Hollister Avenue Off to Hollister Avenue On 2 3,800 2,527 65 0.99 0 14 

3 Hollister Avenue On to Storke Road Off 2 3,800 8,949 65 0.99 0 11 

4 Storke Road Off to Storke Road On 2 4,300 2,682 65 0.99 0 11 

5 Storke Road On to Los Carneros Off 3 4,700 2,775 65 0.96 0 4 

6 Los Carneros Off to Los Carneros On 2 4,300 3,466 65 0.96 0 4 

7 Los Carneros On to Fairview Avenue Off 2 4,300 3,064 65 0.97 0 3 

8 Fairview Avenue Off to Fairview Avenue On 2 4,300 2,348 65 0.97 0 3 

9 Fairview Avenue On to Patterson Off 3 6,600 4,052 65 0.98 0 2 

10 Patterson Off to SR-217 On 3 5,700 1,688 65 0.98 0 2 

11 SR-217 On to Patterson On 3 5,700 1,841 65 0.98 0 2 

12 Patterson On to Turnpike Off 3 6,000 3,196 65 0.98 0 2 

13 Turnpike Off to Turnpike On 3 6,450 2,406 65 0.98 0 2 

14 Turnpike On to State Street Off 3 6,450 5,137 65 0.98 0 2 

15 State Street Off to SR-154 On 3 6,450 3,452 65 0.98 0 2 

16 SR-154 On to La Cumbre Off 4 6,900 1,220 65 0.98 0 2 

17 La Cumbre Off to La Cumbre On 3 5,500 1,860 65 0.98 0 2 

18 La Cumbre On to Las Positas Off 3 6,000 4,580 65 0.98 0 2 

19 La Positas Off to Las Positas On 3 5,700 2,221 65 0.98 0 2 

20 Las Positas On to Mission Street Off 3 6,450 1,778 65 0.98 0 2 

21 Mission Street Off to Mission Street On 3 6,000 1,967 65 0.98 0 2 

22 Mission Street On to Carrillo Street Off 3 6,000 3,221 65 0.98 0 2 

23 Carrillo Street Off to Carrillo Street On 3 6,000 1,864 65 0.98 0 2 

24 Carrillo Street On to Castillo Street Off 3 6,000 1,220 65 0.98 0 2 

25 Castillo Street Off to Castillo Street On 3 6,000 2,108 65 0.98 0 2 

26 Castillo Street On to Garden Street Off 3 6,000 1,709 65 0.97 0 3 

27 Garden Street Off to Garden Street On 3 5,700 1,921 65 0.97 0 3 

28 Garden Street On to Milpas Street Off 3 4,700 1,849 65 0.97 0 3 

29 Milpas Street Off to Milpas Street On 2 3,500 2,945 65 0.97 0 3 

30 Milpas Street On to Cabrillo Street Off Right 2 3,500 3,277 65 0.97 0 3 

31 Cabrillo Street Off Right to Cabrillo Street Off Left 2 3,450 644 65 0.97 0 3 

32 Cabrillo Street Off Left to Cabrillo Street On 2 3,500 2,122 65 0.97 0 3 

33 Cabrillo Street On to Olive Mill Off 2 3,650 2,383 65 0.97 0 3 

34 Olive Mill Off to Olive Mill Road On 2 3,750 2,410 65 0.97 0 3 

35 Olive Mill Road On to San Ysidro Off 2 4,100 1,035 65 0.75 4 3 

36 San Ysidro Off to San Ysidro On 2 4,000 2,656 65 0.75 4 3 

37 San Ysidro On to North Jameson Off 2 3,900 2,864 65 0.75 4 3 

38 North Jameson Off to North Jameson On 2 3,800 1,392 65 0.75 4 3 

39 North Jameson On to Evans Off 2 3,800 1,813 65 0.75 4 3 

40 Evans Off to Evans On 2 3,800 3,699 65 0.75 4 3 

41 Evans On to North Padaro Off 2 3,800 2,445 65 0.97 0 3 

42 North Padero Off to North Padaro On 2 3,800 2,007 65 0.97 0 3 

43 North Padero On to South Padaro Off 2 3,800 7,545 65 0.97 0 3 

44 South Padaro Off to Santa Claus Lane On 2 3,800 4,440 65 0.97 0 3 

45 Santa Clause Lane On to Carpinteria Avenue Off 2 3,675 1,621 65 0.97 0 3 

46 Carptinteria Avenue Off to Reynolds Road Off 2 3,800 3,771 65 0.97 0 3 

47 Reynolds Road Off to Reynolds Road On 2 3,800 775 65 0.97 0 3 

48 Reynolds Road On to Linden Off 2 3,800 1,574 65 0.97 0 3 

49 Linden Off to Casitas Pass Off 2 3,800 2,099 65 0.96 0 4 

50 Casitas Pass Off to Casitas Pass On 2 3,800 1,539 65 0.96 0 4 

51 Casitas Pass On to Bailard Off 2 3,800 3,511 65 0.96 0 4 

52 Bailard Off to Bailard On 2 3,800 2,128 65 0.96 0 4 

53 Bailard On to Rincon Off 2 3,800 2,197 65 0.96 0 4 

54 Rincon Off to Rincon On 2 3,800 2,346 65 0.96 0 4 

55 Rincon On to Bates Off 2 3,700 1,269 65 0.96 0 4 

56 Bates Off to Bates On 2 3,700 2,301 65 0.96 0 4 

57 Bates On to Old Pacific Highway Off 2 3,800 13,026 65 0.96 0 4 

Footnote 1 Reflects Free Flow Speeds 

Footnote 2 HCM Heavy Duty Truck Factor - reflects the affect that heavy vehicles have on capacity based grade and vehicle composition 




FREQ Model Validation Criteria 

The following validation criteria were used for the Highway 101 study corridor FREQ model: 

Correctly identify the location of every bottleneck 

Correctly identify the starting and ending time of congestion at every bottleneck within plus or 

minus one time interval 

Identify the maximum length and time of occurrence of congested area as best possible 

Match the trip travel time in each time interval with actual trip travel time as best possible 

FREQ Model Validation Procedure 

The FREQ model for existing conditions was validated by adjusting the capacity of the freeway sections 

until the congestion onset time, congestion clearance time, and length of queues matched that observed in 

the field for the day the data was collected. 

Consistent with the Modeling Methodology Report, a default capacity of 1,900 vehicles per hour per lane 

(vphpl) was initially assumed for the 4-lane mainline freeway segments south of Milpas Street and 2,150 

vphpl for the 6-lane sections north of Milpas. The capacity for freeway segments that include an auxiliary 

lane were set to the capacity of the through lanes plus 900 vphpl. The default capacity of 2000 vphpl was 

assumed for all on-ramps and off-ramps on the study corridor. Additional adjustments to the capacity were 

not required since the hourly traffic count volumes on the ramps did not exceed this value. 

The model was calibrated by adjusting capacities at specific bottlenecks to match the observed queues. 

This included increasing capacity for segments where the model predicted a bottleneck that was not 

observed in the field, and decreasing capacity for segments where the model did not predict a bottleneck 

or underestimated the congestion. Capacity adjustments were not performed indiscriminately and were 

predicated upon supporting physical features e.g., non-standard design features, heavily impacted mergediverge 

influence areas, isolated or consecutive weave sections. As a reasonableness rule, no single lane 

capacity was reduced below 1,750 vehicles per hour or greater than 2,150 vehicles per hour as part of the 

calibration process. 

Calibration was principally performed for the AM/PM peak directions of travel (i.e., AM northbound peak 

period and the PM southbound peak period) followed by reasonableness checks of the off-peak directions. 

FREQ Baseline Model Results 

The FREQ 2008 baseline model simulation results were compared with “ground truth” travel time and 

travel speed survey data. Simulated bottlenecks and queues were identified to examine the location, 

magnitude, extent and duration of queuing i.e., congestion. Summary performance measures and travel 

time comparison were also examined to ensure that the baseline simulation was adequately calibrated to 

baseline conditions. 

Simulated Bottlenecks and Queues 

Figure 4 through Figure 7 provide graphical summaries of the FREQ model validation. 

The top portion of each figure contains the FREQ model output. The following color coding was used to 

provide a visual aid of vehicle speed results within freeway subsection and time slice: 

Freeway Sections with vehicle travel speeds greater than 55 mph: white 

Freeway Sections with vehicle speeds less than 55 mph but greater than 35 mph: yellow 

Freeway Sections with vehicle speeds less than 35 mph but greater than 15 mph: orange 

Freeway Sections with vehicle speeds less than 15 mph: red. 




These colors generally illustrate under capacity conditions (white), near-capacity conditions and/or 

bottleneck conditions (yellow), unstable flow conditions (orange), extreme unstable stop and go conditions 

(red). 

Below the FREQ model output reflects the same color convention as applied to the travel speed surveys 

conducted on Highway 101 within the study area. The “calibration” travel speed survey is located directly 

below the FREQ simulation results and reflects conditions observed in April 2008. Given that the freeway 

mainline and ramp volume inputs used for this calibration analysis directly correspond to the days the 

travel speed surveys were collected – FREQ replication of this data set is considered the calibration goal. 

Historical Caltrans floating car survey data collected as part of the Highway Congestion Monitoring 

Program (HICOMP) is also provided below the “calibration” 2008 travel speed survey graphic for 

comparison purposes. As seen, these data typically entail limited time slices. It should also be noted that 

in some cases the instrumented vehicle runs were conducted for the existing 2-lane section and 3-lane 

sections separately - on different days and time of year. To reflect a continuous speed profile for the study 

area as a whole, the data was spliced together and meshed at the Garden Street subsection (denoted by a 

rectangle box). Given that a perfect time match was not possible at the mesh point – a one to one time-ofday 

correspondence with the FREQ results is not possible. In general, these historical travel speed 

surveys reflect more congested conditions than those observed - and calibrated to – for this analysis. 

The bottom of the schematic (x-axis) reflects the freeway segments (freeway subsections) and the 

numbers on the left-hand side (y-axis) represent the hours within the peak period that were analyzed (15 

minute time slices). As shown, the baseline FREQ simulation was applied to a total of four peak period 

hours and the calibration 2008 travel time survey spans a total of two hours per peak period. The 

expanded simulated peak period analysis was performed to ensure that the entire peak period was 

captured. 

Figure 4 presents the FREQ model output and observed traffic conditions of the Highway 101 study 

corridor in the northbound direction during the AM peak period. The observed area of congestion 

spanning the length of the 2-lane section from just north of the Rincon ramps to the Milpas interchange 

was modeled reasonably well by FREQ in terms of both length of queue and bottleneck location. The 

constriction effect along the 2-lane section which meters the release of the queue entering the 3-lane 

section just north of the Milpas interchange reasonably replicates observed speed data upstream (unstable 

flow) and downstream (stable flow) of the Milpas interchange. Duration of congestion is also modeled 

accurately and generally matches observed data within 15 minutes. Modeling identifies a relatively minor 

bottleneck location near the Las Positas interchange although it was slightly overestimated in terms of 

duration. As shown by the Caltrans 2004 and 2006 speed data, congested conditions have in previous 

years spanned from the Garden Street interchange to the Hope Avenue ramps. Although these data are 

not the basis for this calibration effort, it does suggest that although these segments were free flowing 

during the AM peak period in April 2008 – they were likely near or nearing capacity. 

Figure 5 presents the FREQ model output and observed traffic conditions of the US-101 study corridor in 

the southbound direction during the AM peak period. Observed congestion is generally non-existent with 

only brief sporadic occurrences in scattered locations. These occurrences were generally not replicated by 

simulation. Given that the observed data indicate near free flow conditions and that the more congested 

southbound PM peak period was reasonably replicated – this was not considered significant. 


corridor in the southbound direction during the PM peak period. The observed area of congestion 

spanning just south of the transition from 3- to 2-lanes and queuing upstream past the Garden Street 

interchange (between Castillo and Garden) is accurately replicated in terms of magnitude, extent and 

duration of queue. It should be noted that the modeled duration of congestion prior to 4:00 PM appears 

reasonable given that the front end of the congested condition appears to have been truncated by the 4:00 

PM floating car start run time. Another choke point of interest is the system interchange merger of 

northbound SR-217 with southbound Highway 101. Although barely indicated in 2008, this location shows 

up more prominently in the 2007 Caltrans data. As such, this result was considered reasonable. 




Congested conditions were also modeled between the La Cumbre and Mission interchanges within the 

City of Santa Barbara. These segments are characterized by high volumes and tightly spaced 

interchanges in the southbound direction (i.e., weave sections). Although location and length of 

congestion appear reasonable, duration is overestimated. It should be noted that the Caltrans speed 

survey data for 2007 and 2006 show the constriction point further north between the State Street and La 

Cumbre interchanges. South of Cabrillo to just north of Reynolds, modeling indicates sustained 

occurrences of travel speed reduction for over an hours duration (3:15 PM to 5:45 PM). Observed data for 

2008 indicate slightly less congestion for these sections both in terms of location and duration. However, 

modeled conditions for these sections of freeway do more closely match 2007 Caltrans data and were 

therefore considered reasonable. 


corridor in the northbound direction during the PM peak period. The observed area of congestion within 

the City of Santa Barbara between Hope Avenue and Carrillo ramps was modeled reasonably well but with 

the duration of congestion slightly overestimated – extending into the earlier time slices. Conversely, 

extension of the duration of congestion 15 minutes past 5:30 PM appeared reasonable given that the 

survey period did not appear to capture the full temporal extent of congestion (i.e., truncates at 5:30 PM). 

A minor bottleneck within the 2-lane section just south of the Milpas interchange was also reasonably 

replicated. 


Figure 4. FREQ Calibration to Travel Time Surveys: Northbound AM Peak Period 


Figure 5. FREQ Calibration to Travel Time Surveys: Southbound AM Peak Period 


Figure 6. FREQ Calibration to Travel Time Surveys: Northbound PM Peak Period 


Figure 7. FREQ Calibration to Travel Time Surveys: Southbound PM Peak Period 




Performance Measures 

Table 7 and Table 8 provide a summary of the peak direction northbound AM and southbound PM travel 

time validation results respectively. These data are also graphically displayed in Figure 8 and Figure 9. 

The comparison in observed travel times and those estimated in FREQ reflects the study area between 

the Ventura County Line to the Hollister interchange. 

Table 7. Northbound AM Peak Period Travel Time (FREQ vs Observed) 

Northbound Peak Period - Existing Conditions 

Freq Model 

Time 

Total Freeway Travel Time Total Travel Distance AVG Speed Observed (Survey) +/- 85% Range 

Slice Time Veh-Hr Pass-Hr Veh-Mi Pass-Mi (mph) AVG Speed (mph) Low (mph) High (mph) 

3 6:30 381 480 21,685 27,303 56.9 61.00 51.85 70.15 

4 6:45 405 512 22,020 27,846 54.4 61.60 52.36 70.84 

5 7:00 423 536 21,799 27,573 51.5 57.20 48.62 65.78 

6 7:15 478 606 22,818 28,954 47.7 55.50 47.18 63.83 

7 7:30 516 657 23,787 30,278 46.1 45.80 38.93 52.67 

8 7:45 514 657 22,491 28,735 43.7 44.50 37.83 51.18 

9 8:00 468 597 22,299 28,399 47.6 51.30 43.61 59.00 

10 8:15 422 539 21,667 27,636 51.3 57.30 48.71 65.90 

TOTAL 3,607 4,584 178,566 226,724 49.90 54.28 44.14 59.72 

Table 8. Southbound PM Peak Period Travel Time (FREQ vs Observed) 

Southbound Peak Period - Existing Conditions 

Freq Model 

Time 

Total Freeway Travel Time Total Travel Distance AVG Speed Observed (Survey) +/- 85% Range 

Slice Time Veh-Hr Pass-Hr Veh-Mi Pass-Mi (mph) AVG Speed (mph) Low (mph) High (mph) 

5 16:00 527 767 26,284 38,256 50.9 48.30 41.06 55.55 

6 16:15 546 795 26,226 38,192 48.6 54.10 45.99 62.22 

7 16:30 512 744 25,441 36,962 49.8 54.70 46.50 62.91 

8 16:45 485 705 24,900 36,251 51.4 59.60 50.66 68.54 

9 17:00 476 694 24,884 36,240 52.6 58.60 49.81 67.39 

10 17:15 452 659 24,577 35,807 54.9 58.20 49.47 66.93 

11 17:30 405 590 23,602 34,410 58.8 63.50 53.98 73.03 

TOTAL 3,403 4,954 175,914 256,118 52.43 56.71 48.21 65.22 

For each time slice, the FREQ model average speed output for both the northbound AM and southbound 

PM peak direction falls within the observed average travel speed error tolerance of +/- 15% (as shown in 

last two columns). As such, both the AM and PM peak period and direction FREQ models meet the 85% 

of observed speed criterion. The FREQ model also reasonably indicates when congestion begins to build 

and dissipate with the exception of the southbound PM peak where FREQ suggests congestion builds 

slightly earlier than what was observed in the field. 

Table 9 presents the criteria used to determine the level of service for basic freeway segment and ramp 

merge-diverge facilities. 

According to the Transportation Research Board's Special Report 209, Highway Capacity Manual, 2000 

Chapter 20 Basic Freeway Segments, a particular freeway segment reaches its capacity when vehicle 

densities begin to exceed 35 passenger cars per lane per mile (for facilities characterized by 65 mph free 

flow speeds). At these vehicle densities, minimum speeds will drop to 52.2 mph. Beyond 45 passenger 

car per lane per mile, unstable flow conditions will occur. This allows for the following LOS translation: 

Traffic traveling at or above 55 mph reflects at or under capacity conditions: LOS A - LOS E. 

Traffic traveling between 55 and 35 mph reflects over-capacity unstable flow: LOS F. 

Traffic traveling below 35 mph denotes extreme forced flow conditions: LOS F 




Figure 8. Northbound AM Peak Period Travel Time (FREQ vs Observed) 

Speed 

80 

70 

60 

50 

40 

30 

20 

10 

0 

6:30 

AM 

Northbound AM - Model Predicted Vs Observed Speed 

6:45 

AM 

7:00 

AM 

7:15 

AM 

7:30 

AM 

Time Slice 


7:45 

AM 

8:00 

AM 

8:15 

AM 

Figure 9. Southbound PM Peak Period Travel Time (FREQ vs Observed) 

Speed 

80 

70 

60 

50 

40 

30 

20 

10 

0 

Freq Model Predicted 

Observed 

Southbound PM - Model Predicted Vs Observed Speed 

4:00 PM 4:15 PM 4:30 PM 4:45 PM 5:00 PM 5:15 PM 5:30 PM 

Time Slice 

-VE 85 Percent 

+Ve 85 Percent 

Model Predicted 

Observed 

-VE 85 Percent 

+VE 85 Percent



Table 9. Freeway and Ramp LOS Criteria 

Level of Service Criteria For Basic Freeway Segments 

Level of Density Density Density Density 

Service pc/mi/ln pc/mi/ln pc/mi/ln pc/mi/ln 

FFS = 70 FFS = 65 FFS = 60 FFS = 55 

A 11 11 11 11 

B 18 18 18 18 

C 26 26 26 26 

D 35 35 35 35 

E 45 45 45 45 

F - - - - 

Level of Service Criteria For Ramp Merge-Diverge Areas 

Level of Density 

Service pc/mi/ln 

A ≤ 10 

B > 10-20 

C > 20-28 

D > 28-35 

E > 35 

F - 

Based on the vehicle density criteria shown in Table 9 above, Table 10 and Table 11 provide the 

baseline freeway LOS results for each 15 minute time slice during the AM northbound and PM 

southbound peak travel periods respectively. The AM peak period reflects the hours of 6:30 AM to 8:30 

AM while the PM peak hour reflects the hours of 4:00 PM to 6:00 PM. The northbound AM and 

southbound PM represent the peak traffic conditions typically observed on Highway 101 within the study 

area. 

Based on vehicle density criteria, the FREQ simulation indicates that capacity constrained conditions 

persist throughout the two hour AM peak period on northbound Highway 101. Vehicle densities within the 

constricted 2-lane section indicate LOS F conditions. Vehicle densities denoting LOS F conditions are 

also indicated at Las Positas. In the southbound direction during the PM peak period, vehicle densities 

that form upstream of bottlenecks at the Milpas and Cabrillo interchanges result in LOS F conditions. 

Other freeway locations characterized by LOS F vehicle density conditions include La Cumbre and the 

SR-217 system interchange. 

Table 12 through Table 15 present the vehicle speed and delay FREQ output by 15 minute time slice. 

These results correspond with the vehicle densities reported above. 

Complete freeway performance summaries of the final AM and PM peak period calibrated models 

computed by FREQ for each freeway segment for each 15 minute time slice are provided in Appendix A. 

FREQ Validation Results 

The FREQ models for the US-101 study corridor existing conditions were satisfactorily validated. 

Although the queues do not exactly match, the major bottlenecks are modeled in the correct locations and 

the queues build up and dissipate approximately as observed. Freeway performance, in terms of LOS, is 

also reasonably consistent with field observations. The corridor travel times predicted in FREQ are also 

reasonably consistent with field data. 




Table 10. Northbound AM Peak Period FREQ LOS Summary by 15 Minute Time Slice 

6:30 AM 6:45 AM 7:00 AM 7:15 AM 7:30 AM 7:45 AM 8:00 AM 8:15 AM 8:30 AM 

Sub- Segment Description LOS LOS LOS LOS LOS LOS LOS LOS LOS 

Section LEVEL LEVEL LEVEL LEVEL LEVEL LEVEL LEVEL LEVEL LEVEL 

1 US Mainline to Bates Off C C C B B B B B B 

2 Bates Off to Bates On C C C B B B B B B 

3 Bates On to Rincon Off C C C B B B B B B 

4 Rincon Off to Rincon On F C B B B A A B A 

5 Rincon On to Lane Drop F F B B B A B B A 

6 Lane Drop to Bailard Off F D D C C B B C B 

7 Bailard Off to Bailard On F F F E B B B B B 

8 Bailard On to Casitas Off E E F F C B C C B 

9 Casitas Off to Vallecito On F F F F F B B B B 

10 Vallecito On to Linden On F F F F F B B C B 

11 Linden On to Santa Monica Off F F F F F E C C C 

12 Santa Monica Off to Santa Monica On F F F F F F C C B 

13 Santa Monica On to South Padaro Off E E E E E C C C C 

14 South Padaro Off to South Padaro On D D F F F E C C C 

15 South Padaro On to North Padaro Off E E E E F D C C C 

16 North Padaro Off to North Padaro On D D D F F F C C C 

17 North Padaro On to Hollister Off E E E F F F D C C 

18 Hollister Off to Ortega On D E F F F F F C C 

19 Ortega On to North Jameson Off E E E E F F F C C 

20 North Jameson Off to North Jameson On D D E E F F F D C 

21 North Jameson On to San Ysidro Off D E E E F F F F C 

22 San Ysidro Off to San Ysidro On D D E F F F F F F 

23 San Ysidro On to Olive Mill Road Off D D E E E E F F F 

24 Olive Mill Road Off to Hermosilla Road Off D D D D F F F F E 

25 Hermosilla Road Off to Cabrillo Off D D D D F F F F F 

26 Cabrillo Off to Cabrillo Right On D D D F F F F F F 

27 Cabrillo Right On to Salinas Street Off D D D E F F F F F 

28 Salinas Street Off to Salinas Street On D D D F F F F F F 

29 Salinas Street On to Milpas Street Off D D D E E E E E E 

30 Milpas Street Off to Milpas Street On C C D D D D D D D 

31 Milpas Street On to Laguna Street Off C C C C C C C C C 

32 Laguna Street Off to Garden Street On B B B C B B C C C 

33 Garden Streetn On to Bath Street Off B C C C C C C C C 

34 Bath Street Off to Haley Street On B B B C C C C C C 

35 Haley Street On to Carrillo Street Off B C C C C C C C C 

36 Carrillo Street Off to Carrillo Street On B B B C C C C C C 

37 Carrillo Street On to Arrellaga Street Off B C C C C C D C C 

38 Arrellaga Street Off to Arrellaga Street On B C C C C C C C C 

39 Arrellaga Street On to Mission Street Off C C C C D D D D C 

40 Mission Street Off to Mission Street On B C C C C F D C C 

41 Mission Street On to West Pueblo Street Off B B B C C E D C C 

42 West Pueblo Street Off to Las Positas Off B C C C D D D D C 

43 Las Positas Off to Las Positas On B C C C F F F F E 

44 Las Positas On to Hope Street Off B C C D E E E E D 

45 Hope Street Off to Hope Street On B C C C D D D D C 

46 Hope Street On to State Street Off B B B B C C C C C 

47 State Street Off to State Street On B B B C C C C C C 

48 State Street On to El Sueno Road Off B C B C D D D C C 

49 El Sueno Road Off to El Sueno Road On B C B C C D C C C 

50 El Sueno Road On to Turnpike Road Off B C C C D D D C C 

51 Turnpike Road Off to Turnpike Road On B C B C C D C C C 

52 Turnpike Road On to Patterson Road Off B C C C D D D D C 

53 Patterson Road Off to SR-217 Off B B B C C D C C C 

54 SR-217 Off to Patterson Road On A B A B B B B B B 

55 Patterson Road On to Fairview Off B B B B C C B B B 

56 Fairview Off to Fairview On B B B B C C B B B 

57 Fairview On to Los Carneros Off B B B B C C C C B 

58 Los Carneros Off to Los Carneros On B B A A B B B B B 

59 Los Carneros On to Glenn Annie Off B B A B B B B B B 

60 Glenn Annie Off to Glen Annie On A A A A A A A A A 

61 Glen Annie On to Winchester Canyon Off A A A A A A A A A 

62 Winchester Canyon Off to Hollister Avenue On A A A A A A A A A 

63 Hollister Avenue On to US Mainline 101 A A A A A A A A A 

* Based on baseline (2008) data. 




Table 11. Southbound PM Peak Period FREQ LOS Summary by 15 Minute Time Slice 

4:00 PM 4:15 PM 4:30 PM 4:45 PM 5:00 PM 5:15 PM 5:30 PM 5:45 PM 6:00 PM 

Sub- Segment Description LOS LOS LOS LOS LOS LOS LOS LOS LOS 

Section LEVEL LEVEL LEVEL LEVEL LEVEL LEVEL LEVEL LEVEL LEVEL 

1 Calle Real to Hollister Avenue Off A A A A A A A A A 

2 Hollister Avenue Off to Hollister Avenue On A A A A A A A A A 

3 Hollister Avenue On to Storke Road Off A A A A A A A A A 

4 Storke Road Off to Storke Road On A A A A A A A A A 

5 Storke Road On to Los Carneros Off B A A A A B A A A 

6 Los Carneros Off to Los Carneros On B B B B B B B B B 

7 Los Carneros On to Fairview Avenue Off C C C C C C C C B 

8 Fairview Avenue Off to Fairview Avenue On C C C C C C C B B 

9 Fairview Avenue On to Patterson Off B B C C C C B B B 

10 Patterson Off to SR-217 On B B B B B B B B B 

11 SR-217 On to Patterson On C C C F F F C C B 

12 Patterson On to Turnpike Off D D D E E E D C C 

13 Turnpike Off to Turnpike On C C C C C D C C C 

14 Turnpike On to State Street Off D D D D D D D C C 

15 State Street Off to SR-154 On C C C D D D C C C 

16 SR-154 On to La Cumbre Off C C C D D D C C B 

17 La Cumbre Off to La Cumbre On D D D F D D D C C 

18 La Cumbre On to Las Positas Off D D D E E E D D C 

19 La Positas Off to Las Positas On D D D D D D C C C 

20 Las Positas On to Mission Street Off E D D E E D D C C 

21 Mission Street Off to Mission Street On C C C C C C C C B 

22 Mission Street On to Carrillo Street Off D D D D D D C C C 

23 Carrillo Street Off to Carrillo Street On C C C C C C B B B 

24 Carrillo Street On to Castillo Street Off C C C C C C C C B 

25 Castillo Street Off to Castillo Street On C F B B B B B B B 

26 Castillo Street On to Garden Street Off F F F D C C B B B 

27 Garden Street Off to Garden Street On F F F F F F B B B 

28 Garden Street On to Milpas Street Off F F F F F F E B B 

29 Milpas Street Off to Milpas Street On F F F F F F F D B 

30 Milpas Street On to Cabrillo Street Off Right F F F F F F F F C 

31 Cabrillo Street Off Right to Cabrillo Street Off Left E E E E E E E D C 

32 Cabrillo Street Off Left to Cabrillo Street On D D D D D C D C C 

33 Cabrillo Street On to Olive Mill Off D D D D D D D D C 

34 Olive Mill Off to Olive Mill Road On D D D D D D C C C 

35 Olive Mill Road On to San Ysidro Off D E D D D D D D C 

36 San Ysidro Off to San Ysidro On D D D D D D C C C 

37 San Ysidro On to North Jameson Off D E D D D D D C C 

38 North Jameson Off to North Jameson On D F E D D D C C C 

39 North Jameson On to Evans Off D E D D D D D C C 

40 Evans Off to Evans On D D D D D C C C C 

41 Evans On to North Padaro Off D E D D D D C C C 

42 North Padero Off to North Padaro On D D D D D C C C B 

43 North Padero On to South Padaro Off D D D D D C C C B 

44 South Padaro Off to Santa Claus Lane On F F F D C C C C B 

45 Santa Clause Lane On to Carpinteria Avenue Off E E E D D C C C B 

46 Carptinteria Avenue Off to Reynolds Road Off D D D C C C C C B 

47 Reynolds Road Off to Reynolds Road On D D D C C C C C B 

48 Reynolds Road On to Linden Off D D D C C C C C B 

49 Linden Off to Casitas Pass Off D D C C C C C C B 

50 Casitas Pass Off to Casitas Pass On C C C C C B B B B 

51 Casitas Pass On to Bailard Off D D C C C C C C B 

52 Bailard Off to Bailard On D D C C C C C C B 

53 Bailard On to Rincon Off D D C C C C C C B 

54 Rincon Off to Rincon On D D C C C C C C B 

55 Rincon On to Bates Off D D D C C C C C B 

56 Bates Off to Bates On D D D C C C C C B 

57 Bates On to Old Pacific Highway Off D D D C C C C C B 

* Based on baseline (2008) data. 




Table 12. Northbound AM Peak Period Highway 101 FREQ Existing Condition Results 

Time 

Slice Time 

EXISTING CONDITIONS - NORTHBOUND AM 

Total 

Mainline 

Delay 

Average 

Mainline 

Freeway Travel 

Total Freeway Total Travel 

Time Ramp Delay 

Delay Travel Time 

Distance Average 

Veh-Hr Pass-Hr Veh-Hr Pass-Hr Veh-Hrs Min/Veh Veh-Hr Pass-Hr Veh-Mi Pass-Mi Speed 

1 6:00 192 242 0 0 0.58 0.02 192 242 12461 15680 64.8 

2 6:15 288 362 0 0 7.95 0.14 288 362 18191 22882 63.2 

3 6:30 381 480 0 0 47.26 0.77 381 480 21685 27303 56.9 

4 6:45 405 512 0 0 66.09 1.10 405 512 22020 27846 54.4 

5 7:00 423 536 0 0 88.10 1.50 423 536 21799 27573 51.5 

6 7:15 478 606 0 0 126.91 2.29 478 606 22818 28954 47.7 

7 7:30 516 657 0 0 150.09 2.68 516 657 23787 30278 46.1 

8 7:45 514 657 0 0 168.27 2.99 514 657 22491 28735 43.7 

9 8:00 468 597 0 0 125.33 2.07 468 597 22299 28399 47.6 

10 8:15 422 539 0 0 88.97 1.46 422 539 21667 27636 51.3 

11 8:30 359 458 0 0 48.31 0.85 359 458 20215 25760 56.3 

12 8:45 304 387 0 0 15.96 0.29 304 387 18725 23863 61.6 

13 9:00 256 326 0 0 0.99 0.02 256 326 16597 21131 64.7 

14 9:15 230 294 0 0 0.64 0.02 230 294 14907 19036 64.8 

15 9:30 238 304 0 0 0.67 0.02 238 304 15447 19684 64.8 

16 9:45 233 297 0 0 0.60 0.02 233 297 15079 19259 64.8 

Total 5,707 7,254 0 0 936.71 2.00 5,707 7,254 310,188 394,019 54.4 

Table 13. Southbound AM Peak Period Highway 101 FREQ Existing Condition Results 

Time 

Slice Time 

EXISTING CONDITIONS - SB AM 

Total 

Mainline 

Delay 

Average 

Mainline Total Freeway Travel Total Travel 

Delay Time 

Distance 

Average 




1 6:00 121 168 0 0 0.66 0.05 121 168 7,804 10,842 64.6 

2 6:15 188 262 0 0 0.84 0.05 188 262 12,155 16,935 64.7 

3 6:30 206 285 0 0 0.89 0.05 206 285 13,316 18,445 64.7 

4 6:45 229 318 0 0 1.01 0.05 229 318 14,847 20,597 64.7 

5 7:00 259 359 0 0 1.06 0.05 259 359 16,773 23,234 64.7 

6 7:15 360 500 0 0 16.97 0.25 360 500 22,305 30,997 61.9 

7 7:30 391 542 0 0 42.84 0.57 391 542 22,629 31,352 57.9 

8 7:45 389 539 0 0 46.89 0.60 389 539 22,214 30,786 57.2 

9 8:00 333 460 0 0 24.79 0.34 333 460 20,024 27,682 60.2 

10 8:15 296 409 0 0 8.39 0.14 296 409 18,694 25,838 63.2 

11 8:30 293 405 0 0 4.79 0.09 293 405 18,750 25,917 63.9 

12 8:45 283 392 0 0 2.74 0.07 283 392 18,215 25,239 64.4 

13 9:00 288 401 0 0 2.41 0.06 288 401 18,583 25,821 64.5 

Total 3,636 5,040 0 0 154 0.44 3,636 5,040 226,309 313,685 62.2 

* Presented results based on No Build Network and No Build Volumes (serving 100 percent demand) 




Table 14. Northbound PM Peak Period Highway 101 FREQ Existing Condition Results 

Time 

Slice Time 

EXISTING CONDITIONS - NORTHBOUND PM 

Total 

Mainline 

Delay 

Average 

Mainline 


Total Freeway Total Travel 





1 15:00 317 444 0 0 7.39 0.09 317 444 20102 28174 63.5 

2 15:15 324 454 0 0 8.10 0.10 324 454 20564 28793 63.4 

3 15:30 351 492 1 1 20.49 0.27 352 493 21493 30088 61.1 

4 15:45 327 458 0 0 19.06 0.26 327 458 19989 28047 61.2 

5 16:00 347 485 0 0 22.77 0.28 347 485 21043 29471 60.7 

6 16:15 328 460 0 0 15.57 0.19 328 460 20307 28453 61.9 

7 16:30 346 485 1 2 15.76 0.20 348 487 21492 30109 61.8 

8 16:45 335 469 4 6 17.20 0.21 339 475 20646 28941 60.9 

9 17:00 372 522 12 18 42.37 0.55 385 540 21454 30095 55.7 

10 17:15 382 535 23 32 66.01 0.88 405 567 20508 28741 50.7 

11 17:30 382 536 33 46 64.71 0.85 415 582 20632 28915 49.7 

12 17:45 312 437 39 54 24.28 0.33 350 491 18682 26175 53.3 

13 18:00 260 365 35 49 0.52 0.01 295 414 16893 23697 57.2 

14 18:15 246 345 21 29 0.00 0.00 267 373 15991 22393 60 

15 18:30 225 315 6 8 0.00 0.00 230 323 14606 20466 63.4 

16 18:45 197 276 0 0 0.00 0.00 197 276 12775 17932 65 

Total 5,051 7,078 175 245 324.23 0.53 5,226 7,322 307,177 430,490 60.8 

Table 15. Southbound PM Peak Period Highway 101 FREQ Existing Condition Results 

Time 

Slice Time 

EXISTING CONDITIONS - SB PM 

Total 

Mainline 

Delay 

Average 


Delay Time 

Distance 

Average 




1 15:00 361 524 0 0 10.83 0.20 361 524 22,777 33,057 63.1 

2 15:15 433 630 0 0 38.56 0.65 433 630 25,642 37,290 59.2 

3 15:30 457 664 0 0 57.39 1.03 457 664 25,953 37,731 56.8 

4 15:45 480 699 0 0 81.01 1.48 480 699 25,936 37,782 54.0 

5 16:00 517 753 0 0 112.25 2.04 517 753 26,330 38,323 50.9 

6 16:15 538 783 0 0 135.54 2.39 538 783 26,145 38,074 48.6 

7 16:30 509 740 0 0 118.46 2.09 509 740 25,400 36,901 49.9 

8 16:45 485 706 0 0 101.18 1.78 485 706 24,930 36,295 51.4 

9 17:00 473 689 0 0 89.61 1.51 473 689 24,924 36,298 52.7 

10 17:15 447 652 0 0 69.35 1.14 447 652 24,572 35,801 54.9 

11 17:30 400 583 0 0 37.83 0.68 400 583 23,514 34,281 58.8 

12 17:45 351 512 0 0 17.03 0.33 351 512 21,704 31,671 61.8 

13 18:00 287 419 0 0 1.85 0.05 287 419 18,555 27,067 64.6 

Total 5,738 8,354 0 0 871 1.65 5,738 8,354 316,382 460,571 55.1 





Freeway Future Operations Analysis 

This section describes the future 2020 and 2040 freeway macro-simulation analysis for TA-A (No Build) 

and TA-B (Build). Given that the only difference between TA-B and TA-C is the provision of auxiliary lanes, 

the operational benefits of TA-C focus on weave operations using the Highway Design Manual. 

Simulation forecasts provide the basis for determining the mainline operational benefits of the South Coast 

101 HOV Project. The freeway macro-simulation model FREQ model was applied to evaluate and 

compare the operational performance of the future No-build and Build freeway travel assessments. The 

following three simulation analysis steps are described: 

FREQ Macro-Simulation Forecast Analysis Inputs 

FREQ Macro-Simulation Feedback Process and Peak Spreading Adjustments 

FREQ Macro-Simulation 2040 Future Operational Results: No-Build (TA-A) and Build (TA-B). 

FREQ Macro-Simulation Forecast Analysis Inputs 

The future year FREQ model requires forecast travel demand data and future freeway geometry data. As 

described in the Travel Forecasting Report (February 9, 2009), the most recently adopted version of the 

Santa Barbara County Association of Governments (SBCAG) Travel Demand Model was used to generate 

the 24-hour daily demand volume sets for analysis 2 . 

Travel demand modeling performed for this study reflects all programmed projects documented in the 

2008 Regional Transportation Plan (adopted September 2008) and the 2007 Federal Transportation 

Improvement Program (adopted September 2006). Phasing of all future programmed infrastructure 

improvements are also coded consistent with SBCAG’s 2007 FTIP and 2008 RTP project implementation 

schedules. This also includes significant portions of the 101 In-Motion package of long-term multi-modal 

improvements identified to address long-term traffic congestion within the Highway 101 corridor of the 

South Coast. 

A travel forecast approach summary relative to existing SBCAG forecasts is provided in Table 16 below. 

Table 16. SC101 HOV Travel Forecast Analysis Summary 

HIGHWAY 101 RTP 1 FORECASTS 

● Model Mainline Volumes (unadjusted) 

● Based on 2002 Regional Growth Forecast 

● 2030 Planned - Includes HOV Lane in SB County & Full 101 In-Motion Benefits (except Commuter Rail) 

SOUTH COAST 101 HOV STUDY HIGHWAY 101 FORECASTS 

● Mainline Volumes Developed by "seeding" endpoints with adjusted on- and off-ramp volumes 

● Forecast Volumes Adjusted to Reflect 2007 RGF 

● Build Forecast - Includes SC101 HOV Project 

● 2040 Forecast - Grown from 2030 Model by applying 2007 RGF Based Extrapolation 

● 2040 Forecast - Reflects Partial 101 In-Motion Benefits based on Measure A & other avaiable funding 

1. Vision 2030 - 2008 RTP, SBCAG, September, 2008 

2 The SBCAG Travel Demand Model is based on the TransCAD software platform developed by Caliper Corporation. The same 

model version used for this study was used to generate the most recent SBCAG travel forecasts for the 101 In-Motion Study 

(SBCAG, July 2006) and the 2008 Regional Transportation Plan (SBCAG, September 2008) 




Separate and distinct 24-hour volume demand sets were developed for the future No-Build and Build 

scenarios respectively. This approach was taken to appropriately reflect how the operational benefits of 

adding highway capacity may be partially off-set by the introduction of induced and diverted travel demand 

that may result when travel accessibility improvements are implemented (i.e., Build scenario). 

The transportation and academic literature define induced travel as vehicle activity resulting from new trip 

generation or longer trips as a response to new highway capacity i.e., an individual will make more or 

longer vehicle trips after highway capacity is increased. Traffic generated by new growth (increase in jobs, 

housing, or population) or diversion from other time periods or parallel facilities, is not by definition, 

induced travel activity. With the exception of diversion from other modes (e.g., transit users who switch to 

single occupant vehicles), time-of-day or route diversion do not result in a net daily increase in vehicle 

activity or highway use. 

Traditional 4-step travel demand models with mode choice capability (i.e., SBCAG Travel Model) will 

capture the following behavioral changes that can result from adding new highway capacity: 1) diversion 

from other facilities; 2) longer trip lengths resulting from improved accessibility; and, 3) shifts from high 

occupancy vehicles (busses, vanpools and carpools) to single occupant vehicles as a result of improved 

accessibility. Travel demand models currently do not capture induced travel as a result of new trip 

generation. However, the latter component of induced travel demand has been found to be insignificant 

based on travel demand elasticity studies. For a more complete discussion of induced vs. diverted travel 

and a literature review of travel demand elasticity studies see 2008 Regional Transportation Plan EIR, 

SBCAG, October 2009; and, Highway 101 Deficiency Plan – Attachment F, SBCAG, June 2002). 

Figure 10 depicts the modeled difference in daily freeway traffic volumes on Highway 101 between the 

2040 No Build and Build conditions. The bars at the bottom of the graph isolate the amount of additional 

daily traffic forecast to occur as a result of the HOV widening project. Although impossible to completely 

distinguish, the induced portion can be approximated by comparing the No-Build to Build daily traffic 

volumes on Highway 101 at the two extreme endpoints of the study area i.e., Hollister Avenue and the 

Ventura County Line. Given that there are no alternative routes available along these two portions of 

Highway 101 - the difference in volumes would primarily be due to induced travel – i.e., less than 5%. 

Conversely, the greatest volume increases are shown to occur within the project limits. These are 

primarily the result of diverted traffic from parallel facilities. Examination of model volume difference plots 

between the No Build and Build model runs indicate that approximately 90-95% (depending on location) of 

the traffic increment on Highway 101 is the result of traffic diversion from lower order roadways. 

Figure 10. 2040 Highway 101 Daily Volume Forecast (No-Build vs. Build) 

Daily Volume 

200000 

180000 

160000 

140000 

120000 

100000 

80000 

60000 

40000 

20000 

0 

n/o Hollister Ave 

n/o Los Carneros Rd 

n/o Patterson Ave 

n/o Rte 154 

n/o Mission St 

n/o Castillo St 

Daily Comparison 

n/o Milpas St 

n/o Cabrillo Blvd 

Location 

n/o Sheffield Dr 

n/o Linden Ave 

n/o Bailard Ave 

n/o Ventura Co. Line 

Diff. Build vs No Build 

2008 Counts 

2040 No Build 

2040 Build 




Forecast summary tables comparing total study area intersection AM and PM peak hour No Build and 

Build approach volumes are provided in the intersection operations section of this report. These tables 

show where future peak hour volumes under the Build condition are projected to be either greater or lower 

than the No Build condition. Volume decreases at study area intersections between the Build and No 

Build conditions particularly within the project area reflect diversion off the local roadway approaches back 

onto the freeway and/or greater utilization of the closest available ramp resulting in less utilization at ramps 

served by parallel routes to Highway 101. Volume increases at study area intersections between the Build 

and No Build conditions reflect either induced and/or diverted traffic on one or more legs of the 

intersection. 

Although travel demand models are the best tool for capturing diversion from parallel facilities or changing 

trip distributions that result from improved accessibility, FREQ simulation is a more appropriate tool to 

approximate the extent of traffic that will divert or shift from-to other time periods. For this purpose, a 

FREQ feedback process step was used. This step is described in the following section. 

Travel demand data consists of total vehicles entering/exiting the study area on the freeway plus on-ramp 

and off-ramp volumes by time slice. Future year truck percentages by ramp and mainline location were 

based on existing classification percentages derived from counts performed in April 2008. Vehicle 

occupancy under the No-Build analysis was based on existing occupancy counts performed in 2008. With 

the HOV lane (Build analysis) a 20% conversion of existing occupancy was assumed consistent with the 

101 In-Motion Study (SBCAG, 2006). 

To ensure the temporal extent of congestion was fully captured an 8-hour AM and 7-hour PM peak periods 

were used for analysis. To reduce problem size, analysis time slices were increased from 15 minutes 

(used as part of the calibration analysis) to 30 minute time slices. The AM/PM peak periods are as follows: 

AM Peak Period = 5:00 AM -1:00 PM (16 30-min time slices) 

PM Peak Period = 2:00 PM - 9:00 PM (14 30-min time slices) 

In order to simulate up to 15 hours of freeway operations, a full temporal profile of travel demand for 

Highway 101 was needed. Future year peak period hourly distribution of travel demand were based on 

available 24-hour Highway 101 mainline counts and “smoothing” the 2001 Statewide Travel Survey results 

for Santa Barbara County with existing 24-hour ramp count data (April 2008). The generalized distribution, 

shown in Figure 11 was used to help “seed” the initial FREQ macro-simulation runs for both peak periods. 

Future volumes were checked to ensure volumes were greater than counts at all ramp locations. 

Future Baseline FREQ Network Assumptions 

Future FREQ model networks were coded to reflect all future baseline network improvements assumed as 

part of the travel forecasting step (see SC101 HOV Travel Forecast Report, December 2008). Consistent 

with Caltrans Traffic Impact Study Guidelines (December 2002), projects were assumed part of the future 

baseline network if any project phase (e.g., PS&E, environmental, construction etc) is currently 

programmed – i.e., has a formal funding commitment. All programmed projects documented in the 2008 

Regional Transportation Plan (SBCAG, 2008) and the 2009 Federal Transportation Improvement Program 

were coded on the No Build and Build FREQ networks. Phasing of all future programmed improvements 

was coded consistent with SBCAG’s 2007 FTIP and 2008 RTP project implementation schedules. Future 

2020 and 2040 baseline roadway improvement assumptions are provided are shown Table 17. 




Figure 11. Hourly Distribution of Travel Demand 

Trip Distribution 

12.00% 

10.00% 

8.00% 

6.00% 

4.00% 

2.00% 

0.00% 

00:00 

01:00 

02:00 

03:00 

04:00 

05:00 

06:00 

Weekday Trip Distribution 

2000-2001 Statewide Travel Survey 2008 Traffic Counts at Hwy 101 Ramps Smoothened Values 

07:00 

08:00 

09:00 


10:00 

11:00 

Time of Day 

Table 17. Future Baseline Roadway Improvements Assumptions 

Lead Agency Location Project Description 2020 2030 

Caltrans HWY101 (Mussel Shoals to Carpinteria Creek Bridge) Add HOV lane in each direction Yes Yes 

Caltrans SR-150 (Near Carpinteria & Co Line) Replace two bridges over Rincon Creek n/a n/a 

Caltrans SR-192 (Parida Creek Bridge near Carpinteria) Replace bridge n/a n/a 

Caltrans HWY101 (Milpas to Hotsprings) Add 1 Mixed Flow Lane (SB Milpas to Cabrillo; NB Milpas to Salinas) Yes Yes 

Caltrans HWY101 (Milpas to Hotsprings) Add new Milpas Ave SB loop off-ramp Yes Yes 

Caltrans HWY101 (Milpas to Hotsprings) Construct Cacique Street undercrossing Yes Yes 

Caltrans HWY101 (Milpas to Hotsprings) Replace bridge at Sycamore Creek n/a n/a 

Caltrans HWY101 (Milpas to Hotsprings) Add NB Aux-lane Cabrillo to Salinas Yes Yes 

Caltrans HWY101 (Milpas to Hotsprings) Reconstruct Cabrillo/Hot Springs Interchange Yes Yes 

Caltrans HWY101 (Milpas to Hotsprings) Construct Bike/Ped tunnel at Cabrillo underpass n/a n/a 

Caltrans HWY101 (Milpas to Hotsprings) Construct Roundabout: Hot Srings/Old Coast Highway/Coast Village Rd. Yes Yes 

Caltrans HWY 101/Carrillo NB-Ramp Widen ramp to two lanes - tapering to one before merge Yes Yes 

Caltrans HWY 101/Linden & Casitas Pass I/C Reconstruct Linden Ave & Casitas Pass I/Cs Yes Yes 

Carpinteria Via Real Extension Construct Frontage Road between Linden Ave and Casitas Pass Yes Yes 

Goleta Ellwood Freeway Crossing Construct bridge over HWY 101 with termini at Hollister and Calle Real Yes Yes 

Goleta HWY 101/Hollister Avenue I/C Relocate I/C & OH to align with Cathedral Oaks Road Yes Yes 

Caltrans, 

SBCAG, Local 

Agencies 


SBCAG, Local 

Agencies/MTD 


SBCAG, Local 

Agencies 


SBCAG, Local 

Agencies 

South Coast (Cities of Ventura, Carpinteria, Santa 

Barbara, Goleta) 







n/a: Coding to Model Network is not required. 

12:00 

13:00 

14:00 

15:00 

Inter-City Rail (Pacific Surfliner): Add two additional round-trip of passenger rail 

service -designed to serve commuters. Infrastructure improvements to existing 

Amtrak facilities to facilitate effective inter-city passenger rail service during 

peak commute periods (e.g., rail sidings, crossing lights, signs etc.). 

Increased frequency of express transit services in the South Coast during 

AM/PM peak periods to 10-20 min headways within peak periods. 

Carpool/vanpool and TDM Program: New incentives for carpooling/vanpooling. 

New telecommuting and flexwork programs. 

ITS implementation: ITS field deployment including: field detectors, telemetry 

devices, message signs, traveler information systems. Freeway Service Patrol. 

511 Service. 

16:00 

17:00 

18:00 

19:00 

20:00 

21:00 

22:00 

Partial Yes 

Partial Yes 

23:00 

Yes Yes 

Yes Yes



2020 & 2040 Future Build FREQ Network Assumptions 

Network coding to reflect the Build scenario (Future Baseline + HOV Project) entailed coding the HOV lane 

within the project limits. The default capacity of 1,650 vph was assumed for the HOV lane along the study 

corridor. Adjustments to the capacity were not required since the hourly traffic volume on the HOV lane 

did not exceed this value. For purposes of this analysis, the proposed HOV facility was assumed to 

operate from 6:00 to 9:00 AM and from 4:00 PM to 7:00 PM. During the off-peak periods, it was assumed 

to operate as a mixed flow lane with a capacity of 2,150 vph. 

For segments outside the Project Area, capacity adjustments performed as part of the FREQ model 

calibration were retained as part of the future year analysis. Capacity adjustments performed during 

calibration were predicated upon supporting physical features e.g., non-standard design features, heavily 

impacted merge-diverge influence areas, isolated or consecutive weave sections. As a reasonableness 

rule, no single lane capacity was reduced below 1,750 vehicles per hour or greater than 2,150 vehicles per 

hour as part of the calibration process. 

FREQ macro-simulation was then used to quantify how these operational improvements will accommodate 

and affect peak hour/period travel demand. It should be noted that the trip reduction benefits resulting 

from the multi-modal improvements identified in the 101 In-Motion Study (SBCAG, July 2006) are reflected 

in the 24-hour volumes sets. Descriptions of the 101 In-Motion multi-modal improvements are described in 

the Travel Forecast Report (February 2009). 

TA-A and TA-B FREQ Feedback Process – Peak Spreading 

The No-Build and Build Volume Sets were applied to the No Build and Build FREQ networks respectively. 

As previously described, to develop future year 2020 and 2040 hourly distributions of traffic demand 

needed for macro-simulation, location specific 2008 24-hour traffic count distributions were applied to the 

2020 and 2040 daily travel demand volume sets forecast at each ramp and freeway mainline endpoint. 

This initial seed reflects a 2008 demand distribution as applied to a 2020 and 2040 travel forecast. To 

systematically gauge how the existing hourly demand distribution will change as a result of future year 

congestion levels, a FREQ feedback process was used. Based on the initial seed hourly distribution of 

demand, FREQ estimates and records any volume that is not served within a given time slice. The FREQ 

feedback process is based on iteratively shifting a portion of this un-served volume to adjoining time slices 

until all demand can be served within the analysis period as a whole (i.e., 8-hour AM period or 7-hour PM 

period). Volume adjustments were only performed on those freeway segments that feed into identified 

bottleneck locations within the “tail” of the queue. Once the spreading results in a viable FREQ run (i.e., 

100% of demand served within the analysis period that reflects a reasonable balance between travel 

time/delay among origins and destinations) the process terminates. This approach is predicated on the 

assumption that motorists will adjust their travel departure times to avoid extreme congestion. 

The 24-hour volume sets reflect future travel demand during a typical weekday. The following travel 

demand forecasts were developed: 

2020 & 2040 No Build Daily Travel Demand Volume Sets; 

2020 Build Opening Day Daily Travel Demand Volume Set; 

2040 Build Design Year Daily Travel Demand Volume Set. 

Using the FREQ feedback process, the above forecast 24-hour volume sets were iteratively processed to 

determine “serviceable” hourly traffic volumes for the following two traffic assessments (TA): 

TA-A 2020 & 2040 No-Build (No HOV Project) 

TA-B 2020 & 2040 Build (HOV Project) 

The FREQ forecast process is shown in Figure 12 below. TA-F reflects the travel demand forecasting step 

while TA-0 reflects operational output for a given travel assessment. 


Figure 12. FREQ Forecast Process 




TA-A and TA-B FREQ 2020 Operational Results 

The FREQ 2020 forecast simulation results for each direction of travel on Highway 101 are described in 

this section. Simulated bottlenecks and queues were identified to examine the location, magnitude, extent 

and duration of queuing. Summary performance measures and average travel speed comparisons are 

examined between the No-Build (TA-A) and Build (TA-B) conditions. 

Interpreting FREQ Simulation Output 

Figure 13 provides a graphic sample of FREQ output. Vehicles have been added for interpretative 

purposes. The top portion of each figure contains the FREQ model output. The following conditions are 

denoted as follows: 

Green illustrates free-flow conditions (60-65 mph) 

Blue illustrates near-capacity conditions (55-60 mph) 

Yellow illustrates freeway bottlenecks (35-55 mph) 

Red illustrates unstable congested flow sections (< 35 mph ~unstable flow/queuing), 

The numbers below the schematic drawing of the freeway represent freeway segments (freeway 

subsections) and the numbers on the left-hand side represent the hours within the peak period that we are 

analyzing (30 minute time slices). As stated previously, the future 2020 FREQ simulation was applied to a 

total of eight hours during the AM peak period and seven hours during the PM peak period. The expanded 

simulated peak period analysis was performed to ensure that the entire peak period was captured. 


Future 2020 FREQ simulation was applied to a total of eight hours during the AM peak period and seven 

hours during the PM peak period. The expanded simulated peak period analysis was performed to ensure 

that the entire peak period was captured. 

Figure 14 and Figure 15 present the 2020 FREQ simulation output for the northbound AM peak period 

No-Build and Build analyses respectively. The constriction effect along the 2-lane section which meters 

the release of the queue entering the 3-lane section just north of the Cabrillo-Hot Springs interchange is 

projected to cause unstable flow conditions and queuing from the Cabrillo Interchange upstream to just 

beyond the North Padero ramp. Several other bottleneck locations are projected to appear before 8:00 

AM within the project limits e.g., lane drop north of Bailard, high volume merge-diverge areas between 

Santa Monica and Padero, Ortega Hill grade near Evans. These bottlenecks dissipate after 7:00 AM. 

Duration of congestion is projected to last from approximately 6:00 AM to 9:00 AM (i.e., three hour peak 

period). North of the project limits, high volume multiple weave sections create bottleneck conditions just 

south and north of the Mission Street interchange. High volume merge-diverge influence areas near the 

Las Positas interchange is also projected to create queues that extend upstream just beyond the Pueblo 

Street off-ramp - lasting approximately one hour (7:00 AM to 8:00 AM). Under the Build condition, the 

queuing created by the lane drop at Cabrillo is eliminated. The increased flow rate caused by the removal 

of this bottleneck is projected to create slightly longer queuing conditions downstream at Las Positas. 

Table 18 and Table 19 provide a summary of the peak direction northbound AM No-Build and Build travel 

speed results respectively. Under the Build condition – average travel speed is projected to improve from 

54 mph to 58 mph. 

Figure 16 and Figure 17 presents the 2020 FREQ simulation output for the northbound PM peak period 

No Build and Build analyses respectively. Under the No Build condition, several bottlenecks are projected 

to occur within the project limits in 2020. This locations include the lane drop just north of the Bailard offramp 

and the merge-diverge influence areas near the Linden interchange and the South and North Padero 

Lane ramp junctures. Further north, the 2-lane constriction point meters the release of the queue entering 

the 3-lane section just north of the Cabrillo-Hot Springs interchange. This is projected to cause unstable 

flow conditions that last for approximately two hours (4:00 PM to 6:00 PM). The extent of queue begins at 




the Cabrillo Interchange upstream and extends just past the North Padero Lane off-ramp. This back of 

queue is projected to recede quickly however – fully flushing by 6:00 PM. Within the City of Santa 

Barbara, multiple upstream weave sections near the Mission Street interchange are projected to cause 

unstable flow conditions that propagate upstream to nearly the Bath Street off-ramp. The high volume 

merge-diverge influence area coupled with upstream weave sections contribute to turbulence near Las 

Positas interchange. Under the Build condition, the queuing created by the lane drop at Cabrillo is 

eliminated. However, the increased flow rate caused by the removal of this bottleneck is projected to 

create significantly longer queuing conditions downstream at Mission Street and Las Positas where 

unstable flow is projected to extend to the Salinas off-ramp. 

Table 20 and Table 21 provide a summary of the off-peak direction northbound PM No-Build and Build 

travel speed results respectively. Under the Build condition – average travel speed is projected to improve 

from 54 mph to 56 mph. The less than significant over-all travel speed benefit during the northbound PM 

period is the result of the off-peak direction coupled with an off-set between the significant travel benefits 

experienced within the project limits relative to a general worsening of freeway flow conditions outside the 

project limit primarily within the downtown portion of the City of Santa Barbara. 

Figure 18 and Figure 19 presents the 2020 FREQ simulation output for the southbound AM peak period 

No Build and Build analyses respectively. Given the acceptable flow conditions within the project limits 

under the No Build condition, the build condition has little impact on vehicle operating conditions within the 

project limits. The only freeway congestion that is projected to occur is outside the project limits within the 

City of Santa Barbara where two high volume merge-diverge areas near Las Positas are modeled. 

Unstable flow resulting from this bottleneck is projected to extend to the Turnpike interchange and last 

approximately two hours. Under the build condition, similar queuing characteristics are projected to occur. 

Table 22 and Table 23 provide a summary of the off-peak direction southbound PM No-Build and Build 

travel speed results respectively. Given the lack of congestion projected under no build condition, under 

the Build condition – average travel speed is projected to only improve from 59 mph to 60 mph. 

Figure 20 and Figure 21 presents the 2020 FREQ model output for the southbound PM peak period No- 

Build and Build analyses respectively. Projected bottleneck locations on Highway 101 include: La Cumbre, 

Las Positas, Cabrillo, Carpinteria Avenue and Bates. Other than the Cabrillo bottleneck which is the result 

of a lane drop, the other bottleneck locations are primarily due to tight weave sections which coupled with 

high mainline volumes create unstable flow conditions. Unstable flow conditions are projected to last up to 

four hours (3:00 PM to 7:00 PM). Under the Build analysis, bottleneck locations are forecast to persist 

within the City of Santa Barbara at Las Positas and Milpas. Unstable flow is projected to last two hours 

north of Olive (3:00 PM to 5:00 PM) and two hours north of Las Positas (2:00 PM to 4:00 PM). 

Table 24 and Table 25 provide a summary of the peak direction southbound PM No-Build and Build travel 

speed results respectively. Average travel speed is projected to improve from 53.2 mph to 62 mph. 

Complete freeway performance summaries of the final 2020 AM and PM peak period forecast models 



Figure 13. Sample FREQ Output Description 


Figure 14. FREQ 2020 No-Build Forecast: Northbound AM Peak Period 


Figure 15. FREQ 2020 Build Forecast: Northbound AM Peak Period 




Table 18. 2020 No-Build Northbound AM Peak Period Travel Time (FREQ) 

Time 

Slice 

Time 

Northbound AM Peak Period - No Build Network, No Build Volumes 

Total 

Mainline 

Delay 

Average 


Delay Time 





1 5:00 192 242 0 0 0.42 0.03 192 242 12,472 15,715 64.9 

2 5:30 339 428 0 0 0.84 0.03 339 428 22,009 27,731 64.8 

3 6:00 603 760 0 0 4.74 0.09 603 760 38,886 48,997 64.5 

4 6:30 959 1,208 0 0 117.58 1.88 959 1,208 54,675 68,891 57.0 

5 7:00 1,140 1,436 0 0 335.70 5.30 1,140 1,436 52,269 65,859 45.9 

6 7:30 1,242 1,565 0 0 501.15 8.47 1,242 1,565 48,144 60,662 38.8 

7 8:00 1,055 1,330 0 0 364.45 6.17 1,055 1,330 44,909 56,586 42.6 

8 8:30 821 1,034 0 0 211.93 3.88 821 1,034 39,573 49,861 48.2 

9 9:00 655 825 0 0 70.63 1.45 655 825 37,979 47,853 58.0 

10 9:30 553 697 0 0 1.30 0.03 553 697 35,870 45,196 64.8 

11 10:00 529 667 0 0 1.16 0.03 529 667 34,309 43,230 64.9 

12 10:30 558 702 0 0 1.21 0.03 558 702 36,160 45,562 64.9 

13 11:00 567 714 0 0 1.48 0.03 567 714 36,747 46,301 64.8 

Total 9,213 11,608 0 0 1,613 5.84 9,213 11,608 494,002 622,444 53.6 

* Presented results based on No Build Network and No Build Volumes (serving 100 percent demand) 975,532 

Table 19. 2020 Build Northbound AM Peak Period Travel Time (FREQ) 

Time 

Slice 

Time 

Northbound AM Peak Period - Build Network, Build Volumes 

Total 

Mainline 

Delay 

Average 


Delay Time 





1 5:00 204 256 0 0 0.47 0.03 204 256 13,198 16,629 64.8 

2 5:30 359 452 0 0 0.95 0.03 359 452 23,273 29,324 64.8 

3 6:00 664 837 0 0 1.84 0.03 664 837 43,034 54,223 64.8 

4 6:30 1,019 1,284 0 0 92.37 1.21 1,019 1,284 60,255 75,922 59.1 

5 7:00 1,195 1,506 0 0 374.75 5.73 1,195 1,506 53,323 67,187 44.6 

6 7:30 1,131 1,426 0 0 386.65 5.12 1,131 1,426 48,415 61,003 42.8 

7 8:00 875 1,103 0 0 156.54 2.33 875 1,103 46,708 58,852 53.4 

8 8:30 602 759 0 0 1.58 0.03 602 759 39,031 49,179 64.8 

9 9:00 585 737 0 0 1.54 0.03 585 737 37,937 47,801 64.8 

10 9:30 580 731 0 0 1.45 0.03 580 731 37,627 47,411 64.8 

11 10:00 553 696 0 0 1.30 0.03 553 696 35,834 45,151 64.8 

12 10:30 582 733 0 0 1.35 0.03 582 733 37,714 47,520 64.8 

13 11:00 569 717 0 0 1.63 0.04 569 717 36,892 46,484 64.8 

Total 8,918 11,237 0 0 1,022 4.50 7,767 11,237 513,241 646,686 57.6 



Figure 16. FREQ 2020 No-Build Forecast: Northbound PM Peak Period 


Figure 17. FREQ 2020 Build Forecast: Northbound PM Peak Period 




Table 20. 2020 No-Build Northbound PM Peak Period Travel Time (FREQ) 

Time 

Slice Time 

Northbound PM Peak Period - No Build Network, No Build Volumes 

Total 

Mainline 

Delay 

Average 


Delay Time 





1 14:00 646 814 0 0 5.94 0.09 646 814 41,584 52,396 64.4 

2 14:30 695 875 0 0 11.01 0.16 695 875 44,432 55,985 64.0 

3 15:00 703 886 0 0 15.24 0.21 703 886 44,731 56,361 63.6 

4 15:30 728 918 0 0 24.89 0.32 728 918 45,726 57,615 62.8 

5 16:00 748 943 0 0 50.22 0.65 748 943 45,378 57,176 60.6 

6 16:30 1,132 1,426 0 0 289.81 4.50 1,132 1,426 54,711 68,936 48.4 

7 17:00 1,297 1,634 0 0 464.27 7.41 1,297 1,634 54,106 68,173 41.7 

8 17:30 998 1,258 0 0 360.76 8.24 998 1,258 41,437 52,211 41.5 

9 18:00 661 833 0 0 151.75 4.05 661 833 33,125 41,738 50.1 

10 18:30 421 530 0 0 0.78 0.03 421 530 27,313 34,414 64.9 

11 19:00 370 466 0 0 0.64 0.03 370 466 23,986 30,222 64.9 

Total 8,399 10,583 0 0 1,375 6.09 8,399 10,583 456,529 575,227 54.4 


Table 21. 2020 Build Northbound PM Peak Period Travel Time (FREQ) 

Time 

Slice Time 

Northbound PM Peak Period - Build Network, Build Volumes 

Total 

Mainline 

Delay 

Average 


Delay Time 





1 14:00 666 839 0 0 6.47 0.09 666 839 42,877 54,025 64.4 

2 14:30 713 898 0 0 10.09 0.13 713 898 45,694 57,575 64.1 

3 15:00 720 907 0 0 14.44 0.19 720 907 45,876 57,803 63.7 

4 15:30 743 936 0 0 26.47 0.32 743 936 46,555 58,659 62.7 

5 16:00 783 986 0 0 57.17 0.68 783 986 47,174 59,440 60.3 

6 16:30 1,122 1,414 0 0 221.09 2.96 1,122 1,414 58,580 73,810 52.2 

7 17:00 1,276 1,608 0 0 392.58 5.29 1,276 1,608 57,427 72,358 45.0 

8 17:30 924 1,164 0 0 301.10 4.97 924 1,164 40,463 50,984 43.8 

9 18:00 664 837 0 0 135.86 2.41 664 837 34,335 43,262 51.7 

10 18:30 439 553 0 0 0.89 0.03 439 553 28,447 35,843 64.9 

11 19:00 381 480 0 0 0.73 0.03 381 480 24,697 31,118 64.9 

Total 8,431 10,622 0 0 1,167 3.95 8,431 10,622 472,125 594,877 56.0 



Figure 18. FREQ 2020 No-Build Forecast: Southbound AM Peak Period 


Figure 19. FREQ 2020 Build Forecast: Southbound AM Peak Period 




Table 22. 2020 No-Build Southbound AM Peak Period Travel Time (FREQ) 

Time 

Slice Time 

Southbound AM Peak Period - No Build Network, No Build Volumes 

Total 

Mainline 

Delay 

Average 

Mainline Total Freeway Total Travel 






1 5:00 204 257 0 0 0.00 0.00 204 257 13,235 16,676 65.0 

2 5:30 317 399 0 0 0.00 0.00 317 399 20,574 25,923 65.0 

3 6:00 572 720 0 0 0.00 0.00 572 720 37,160 46,822 65.0 

4 6:30 758 955 0 0 6.83 0.12 758 955 48,814 61,506 64.4 

5 7:00 931 1,173 0 0 103.48 1.28 931 1,173 53,770 67,750 57.8 

6 7:30 943 1,188 0 0 222.12 2.83 943 1,188 46,866 59,051 49.7 

7 8:00 870 1,096 0 0 204.64 2.54 870 1,096 43,230 54,470 49.7 

8 8:30 752 948 0 0 73.57 0.94 752 948 44,125 55,598 58.6 

9 9:00 598 754 0 0 0.41 0.01 598 754 38,872 48,978 65.0 

10 9:30 589 742 0 0 0.00 0.00 589 742 38,292 48,248 65.0 

11 10:00 577 727 0 0 0.00 0.00 577 727 37,526 47,283 65.0 

Total 7,111 8,959 0 0 611 2.21 7,111 8,959 422,464 532,305 59.4 

* Presented results based on No Build Netw ork and No Build Volumes (serving 100 percent demand) 

Table 23. 2020 Build Southbound AM Peak Period Travel Time (FREQ) 

Time 

Slice Time 

Southbound AM Peak Period - Build Network, Build Volumes 

Total 

Mainline 

Delay 

Average 



Distance 

Average 




1 5:00 223 281 0 0 0.00 0.00 223 281 14,478 18,242 65.0 

2 5:30 341 430 0 0 0.00 0.00 341 430 22,182 27,949 65.0 

3 6:00 644 811 0 0 0.00 0.00 644 811 41,849 52,730 65.0 

4 6:30 805 1,014 0 0 1.76 0.02 805 1,014 52,199 65,771 64.9 

5 7:00 909 1,145 0 0 96.02 1.17 909 1,145 52,837 66,575 58.1 

6 7:30 949 1,196 0 0 211.47 2.69 949 1,196 47,970 60,442 50.5 

7 8:00 885 1,115 0 0 195.01 2.42 885 1,115 44,867 56,533 50.7 

8 8:30 773 974 0 0 67.31 0.85 773 974 45,869 57,795 59.3 

9 9:00 630 794 0 0 0.50 0.01 630 794 40,943 51,588 64.9 

10 9:30 617 778 0 0 0.00 0.00 617 778 40,114 50,543 65.0 

11 10:00 608 766 0 0 0.00 0.00 608 766 39,503 49,773 65.0 

Total 7,384 9,304 0 0 572 2.12 7,384 9,304 442,811 557,941 60.0 



Figure 20. FREQ 2020 No-Build Forecast: Southbound PM Peak Period 


Figure 21. FREQ 2020 Build Forecast: Southbound PM Peak Period 




Table 24. 2020 No-Build Southbound PM Peak Period Travel Time (FREQ) 

Time 

Slice Time 

Southbound PM Peak Period - No Build Network, No Build Volumes 

Total 

Mainline 

Delay 

Average 







1 14:00 705 889 0 0 2.59 0.04 705.00 889.00 45,684 57,562 65 

2 14:30 764 963 0 0 8.85 0.15 764.00 963.00 49,107 61,875 64 

3 15:00 814 1,025 0 0 21.29 0.36 814.00 1,025.00 51,519 64,914 63 

4 15:30 914 1,152 0 0 55.97 0.90 914.00 1,152.00 55,782 70,285 61 

5 16:00 930 1,172 0 0 72.84 1.20 930.00 1,172.00 55,706 70,189 60 

6 16:30 1,152 1,452 2 2 233.50 3.26 1,154.00 1,454.00 59,702 75,224 52 

7 17:00 1,400 1,764 4 5 499.28 6.93 1,404.00 1,769.00 58,552 73,776 42 

8 17:30 1,478 1,862 0 0 619.30 8.46 1,478.00 1,862.00 55,808 70,318 38 

9 18:00 1,344 1,693 0 0 523.48 7.43 1,344.00 1,693.00 53,309 67,169 40 

10 18:30 1,067 1,345 0 0 303.14 4.92 1,067.00 1,345.00 49,669 62,583 47 

11 19:00 678 854 0 0 72.16 1.48 678.00 854.00 39,372 49,609 58 

Total 11,246 14,171 6 7 2,412 6.25 11,252 14,178 574,210 723,504 53.5 


Table 25. 2020 Build Southbound PM Peak Period Travel Time (FREQ) 

Time 

Slice Time 

Southbound PM Peak Period - Build Network, Build Volumes 

Total 

Mainline 

Delay 

Average 


Delay Time 



Time 

Ramp Delay 


1 14:00 867 1,093 0 0 5.78 0.07 867 1,093 55,985 70,541 64.6 

2 14:30 880 1,109 0 0 5.82 0.07 880 1,109 56,847 71,628 64.6 

3 15:00 896 1,129 0 0 8.28 0.10 896 1,129 57,688 72,687 64.4 

4 15:30 913 1,150 0 0 14.98 0.18 913 1,150 58,367 73,542 63.9 

5 16:00 925 1,166 0 0 85.99 1.13 925 1,166 54,556 68,741 59.0 

6 16:30 1,019 1,284 0 0 210.24 2.99 1,019 1,284 52,556 66,221 51.6 

7 17:00 896 1,129 0 0 88.59 1.06 896 1,129 52,463 66,104 58.6 

8 17:30 709 893 0 0 16.46 0.23 709 893 45,006 56,708 63.5 

9 18:00 645 813 0 0 1.17 0.02 645 813 41,867 52,752 64.9 

10 18:30 625 788 0 0 0.33 0.00 625 788 40,609 51,168 65.0 

11 19:00 585 738 0 0 0.00 0.00 585 738 38,047 47,939 65.0 

Total 8,960 11,292 0 0 438 1.89 8,960 11,292 553,991 698,031 61.8 





TA-A and TA-B FREQ 2040 Operational Results 

The FREQ 2040 forecast simulation results for each direction of travel on Highway 101 are described in 

this section. Simulated bottlenecks and queues are identified to examine the location, magnitude, extent 

and duration of queuing. Summary performance measures and average travel speed comparisons are 

examined between the No-Build and Build analysis scenarios. 


Future 2040 FREQ simulation was applied to a total of eight hours during the AM peak period and seven 

hours during the PM peak period. The expanded simulated peak period analysis was performed to ensure 

that the entire peak period was captured. 

Figure 22 and Figure 23 presents the 2040 FREQ simulation output for the northbound AM peak period 

No-Build and Build analyses respectively. The constriction effect along the 2-lane section which meters 

the release of the queue entering the 3-lane section just north of the Cabrillo-Hot Springs interchange is 

projected to cause unstable flow conditions and queuing from the Cabrillo Interchange upstream to just 

beyond the Bates on-ramp. Several other bottleneck locations are projected to appear before 8:00 AM 

within the project limits (e.g., lane drop north of Bailard, Ortega Hill grade near Evans). These eventually 

become “hidden” bottlenecks after 8:00 AM as a result of the shockwave effect traveling upstream 

extending the back of queue beyond these locations. Duration of congestion is projected to last from 

approximately 6:00 AM to 1:00 PM (i.e., 6 hr Peak Period). North of the project limits, modeling projects a 

bottleneck condition location near the Las Positas interchange that creates queues that extend upstream 

to the Bath Street ramp - lasting approximately two hours (7:00 AM to 9:00 AM). Turbulence at this 

location is primarily due to high volumes of traffic coupled with several adjacent weave sections just south 

of Las Positas. Under the Build condition, the queuing created by the lane drop at Cabrillo is eliminated. 

The increased flow rate caused by the removal of this bottleneck is projected to create slightly longer 

queuing conditions downstream at Las Positas. 

Table 26 and Table 27 provide a summary of the peak direction northbound AM No-Build and Build travel 

speed results respectively. Under the Build condition – average travel speed on Highway 101 through the 

27.5 mile study area is projected to improve from 34 mph to 57 mph. 

Figure 24 and Figure 25 presents the 2040 FREQ simulation output for the northbound PM peak period 

No Build and Build analyses respectively. Under the No Build condition, several bottlenecks are projected 

to occur within the project limits by 2040. This locations include the lane drop just north of the Bailard offramp 

and the merge-diverge influence area near the Linden interchange. Further north, the 2-lane 

constriction point meters the release of the queue entering the 3-lane section just north of the Cabrillo-Hot 

Springs interchange. This is projected to cause unstable flow conditions that last for approximately four 

hours (2:30 PM to 6:30 PM). The extent of queue begins at the Cabrillo Interchange upstream and 

extends just past the North Padero Lane off-ramp. The tail of this queue is projected to persist for 

approximately one hour (5:00 PM to 6:00 PM) until the queue can completely flush/dissipate after 6:30 PM. 

Within the City of Santa Barbara, multiple upstream weave sections coupled with the high volume mergediverge 

influence area near Las Positas also creates unstable flow conditions. These unstable flow 

conditions are projected to propagate upstream just beyond the Bath Street off-ramp. Under the Build 

condition, the queuing created by the lane drop at Cabrillo is eliminated. However, the increased flow rate 

caused by the removal of this bottleneck is projected to create significantly longer queuing conditions 

downstream at Las Positas where unstable flow is projected to extend just past the San Ysidro off-ramp. 



from 42 mph to 45 mph. The smaller over-all travel speed benefit during the northbound PM period is the 

result of an off-set between significant travel benefits experienced within the project limits versus a 

worsening of freeway flow conditions outside the project limit primarily within the City of Santa Barbara. 




Figure 26 and Figure 27 presents the 2040 FREQ simulation output for the southbound AM peak period 

No Build and Build analyses respectively. Other than the Cabrillo bottleneck which is the result of a lane 

drop, there are two bottleneck locations within the City of Santa Barbara - at Las Positas and just south of 

the Mission Street ramps. Turbulence occurs at the latter locations due to high volume weave section 

between Las Positas and Mission Street ramps coupled with high mainline volumes merge influence area 

between the Mission and Carrillo interchanges. Unstable flow conditions start at Cabrillo with the lane 

drop and is projected to persist for approximately two hours (7:00 AM to 9:00 AM). Unstable freeway flow 

conditions within downtown Santa Barbara are projected to last approximately three hours (7:00 AM to 

10:00 AM). Under the Build condition, the queuing created by the lane drop at Cabrillo is eliminated. 

However, the increased flow rate caused by the removal of this bottleneck is projected to create longer 

queue conditions downstream of Las Positas where unstable flow extends nearly to the Turnpike ramps. 



from 55 mph to 60 mph. Again, the over-all travel speed benefit experienced within the project limits is offset 

by unstable flow conditions outside the project limit within the City of Santa Barbara. 

Figure 28 and Figure 29 presents the 2040 FREQ model output for the southbound PM peak period No- 

Build and Build analyses respectively. Projected bottleneck locations on Highway 101 include: La Cumbre, 

Las Positas, Cabrillo, Carpinteria Avenue and Bates. Other than the Cabrillo bottleneck which is the result 

of a lane drop, the other bottleneck locations are primarily due to tight weave sections which coupled with 

high mainline volumes create unstable flow conditions. Unstable flow conditions are projected to last up to 

5 hours (2:00 PM to 7:00 PM). Under the Build analysis, bottleneck locations are forecast to persist within 

the City of Santa Barbara at Las Positas and Milpas. Unstable flow is projected to last one hour north of 

Milpas and just over three hours north of Las Positas (3:30 PM to 6:30 PM). 

Table 32 and Table 33 provide a summary of the peak direction southbound PM No-Build and Build travel 

speed results respectively. Average travel speed is projected to improve from 47 mph to 58 mph. 

TA-A and TA-B 2020 and 2040 FREQ Performance Measure Summary 

Table 34 provides a Measure of Effectiveness (MOE) summary comparison between the TA-A (No-Build) 

and TA-B (Build) for the 2020 Opening Day and 2040 Design Year freeway operational analyses. FREQ 

simulation results indicate that on a daily basis, vehicular delay will be reduced from 2008 baseline levels 

by 2,812 vehicle hours in 2020 (47% delay reduction benefit) growing to 11,435 hours of vehicle hours of 

delay reduction by 2040 (62% delay reduction benefit). Total projected hours of delay reduction as a result 

of the SC101 HOV project is graphically shown in Figure 30. 

Table 35 provides two peak hour travel time comparisons between the TA-A (No-Build) and TA-B (Build) 

for the 2020 and 2040. One example reflects freeway driving between the Cities of Carpinteria and Santa 

Barbara (through the project limits between the Linden and Garden interchanges) and another between 

the Cities of Carpinteria and Goleta (through the project limits and downtown Santa Barbara freeway 

portions of Highway 101). Results indicate significant travel time benefits for both the northbound AM and 

southbound PM peak directions. Results also reflect how the relative travel time benefits experienced 

within the project limits are partially off-set by delays experienced traversing Highway 101 through the City 

of Santa Barbara. 

Table 36 provides the 2040 summary for the AM and PM peak directions. The Build analysis indicates 

that 10,000 vehicle hours of delay will be eliminated on a daily basis during the Northbound AM and 

Southbound PM peak period as a result of the HOV widening project (delay reduction of 7,766 vehicle 

hours under Northbound AM peak period and 2,261 vehicle hours under Southbound PM peak period). 

Travel time needed to traverse the 27.5 mile study area will be reduced by 24.8 minutes in the northbound 

AM peak hour and 10.3 minutes in the southbound PM peak hour. 

Complete freeway performance summaries of the final AM and PM peak period calibrated models 



Figure 22. FREQ 2040 No-Build Forecast: Northbound AM Peak Period 


Figure 23. FREQ 2040 Build Forecast: Northbound AM Peak Period 




Table 26. 2040 No-Build Northbound AM Peak Period Travel Time (FREQ) 

Time 

Slice 

Time 

Freeway Travel Time 

Northbound AM Peak Period - No Build Network, No Build Volumes 

Ramp Delay 

Total Mainline 

Delay 

Average Total Freeway Total Travel 

Mainline Delay Travel Time 



1 5:00 175 220 0 0 0.45 0.03 175 220 11339 14288 64.8 

2 5:30 346 436 0 0 0.91 0.03 346 436 22438 28272 64.8 

3 6:00 595 750 0 0 13.51 0.24 595 750 37818 47651 63.5 

4 6:30 914 1151 0 0 199.64 3.31 914 1151 46417 58485 50.8 

5 7:00 1212 1527 0 0 470.20 8.42 1212 1527 48211 60746 39.8 

6 7:30 1687 2125 0 0 840.34 15.17 1687 2125 55012 69315 32.6 

7 8:00 1858 2341 0 0 1029.64 17.84 1858 2341 53844 67843 29 

8 8:30 1843 2322 0 0 1077.14 19.08 1843 2322 49760 62698 27 

9 9:00 1749 2204 0 0 1068.40 20.55 1749 2204 44244 55747 25.3 

10 9:30 1620 2042 0 0 949.48 18.40 1620 2042 43604 54941 26.9 

11 10:00 1491 1879 0 0 834.98 16.16 1491 1879 42661 53753 28.6 

12 10:30 1437 1810 0 0 784.08 15.23 1437 1810 42418 53446 29.5 

13 11:00 1308 1648 0 0 631.90 11.81 1308 1648 43962 55392 33.6 

14 11:30 1280 1613 0 0 611.56 11.95 1280 1613 43464 54765 33.9 

15 12:00 1263 1592 0 0 562.77 11.03 1263 1592 45547 57389 36 

16 12:30 646 813 0 0 183.35 7.52 646 813 30040 37851 46.5 

Total 19,424 24,473 0 0 9,258 15.50 19,424 24,473 660,779 832,582 34.0 

Table 27. 2040 Build Northbound AM Peak Period Travel Time (FREQ) 

Time 

Slice Time 

Freeway Travel Time Ramp Delay 

Total Mainline 

Delay 

Average Total Freeway Total Travel 

Mainline Delay Travel Time 



1 5:00 180 226 0 0 0.50 0.03 180 226 11,649 14,678 64.8 

2 5:30 356 448 0 0 1.00 0.03 356 448 23,043 29,034 64.8 

3 6:00 612 772 0 0 1.88 0.03 612 772 39,681 49,998 64.8 

4 6:30 926 1,166 0 0 43.80 0.49 926 1,166 57,315 72,217 61.9 

5 7:00 928 1,170 0 0 40.71 0.45 928 1,170 57,686 72,684 62.1 

6 7:30 1,143 1,440 0 0 203.62 2.91 1,143 1,440 61,048 76,921 53.4 

7 8:00 1,367 1,723 0 0 491.60 7.27 1,367 1,723 56,920 71,719 41.6 

8 8:30 1,306 1,646 0 0 516.63 7.30 1,306 1,646 51,309 64,649 39.3 

9 9:00 935 1,179 0 0 177.10 2.77 935 1,179 49,290 62,105 52.7 

10 9:30 675 851 0 0 1.90 0.03 675 851 43,777 55,159 64.8 

11 10:00 615 775 0 0 1.64 0.03 615 775 39,882 50,251 64.8 

12 10:30 642 809 0 0 1.71 0.03 642 809 41,635 52,460 64.8 

13 11:00 658 830 0 0 1.70 0.03 658 830 42,681 53,778 64.8 

14 11:30 677 853 0 0 2.26 0.04 677 853 43,842 55,241 64.8 

15 12:00 711 896 0 0 4.86 0.07 711 896 45,895 57,827 64.6 

16 12:30 365 460 0 0 0.85 0.03 365 460 23,649 29,798 64.8 

Total 12,096 15,244 0 0 1,492 5.68 12,096 15,244 689,302 868,519 57.0 

* Presented results based on Build Netw ork and Build Volumes 

Northbound AM Peak Period - Build Network, Build Volumes 


Figure 24. FREQ 2040 No-Build Forecast: Northbound PM Peak Period 


Figure 25. FREQ 2040 Build Forecast: Northbound PM Peak Period 




Table 28. 2040 No-Build Northbound PM Peak Period Travel Time (FREQ) 

Time 

Slice Time 

Northbound PM Peak Period - No Build Network, No Build Volumes 

Total 

Mainline 

Delay 

Average 


Delay Time 





1 14:00 722 909 0 0 10.40 0.15 722 909 46,243 58,266 64.1 

2 14:30 812 1,023 0 0 53.84 0.77 812 1,023 49,278 62,090 60.7 

3 15:00 861 1,085 0 0 107.87 1.53 861 1,085 48,963 61,694 56.9 

4 15:30 969 1,221 0 0 209.22 2.97 969 1,221 49,380 62,218 51.0 

5 16:00 1,071 1,350 0 0 334.88 4.80 1,071 1,350 47,861 60,305 44.7 

6 16:30 1,601 2,017 0 0 721.86 11.27 1,601 2,017 57,151 72,011 35.7 

7 17:00 2,075 2,614 0 0 1,219.80 19.98 2,075 2,614 55,574 70,023 26.8 

8 17:30 1,723 2,171 0 0 926.58 15.86 1,723 2,171 51,767 65,226 30.0 

9 18:00 1,197 1,508 0 0 530.78 10.74 1,197 1,508 43,286 54,541 36.2 

10 18:30 706 889 0 0 145.15 4.39 706 889 36,438 45,912 51.6 

11 19:00 432 545 0 0 0.76 0.03 432 545 28,049 35,342 64.9 

Total 12,169 15,332 0 0 4,261 13.14 12,169 15,332 513,990 647,628 42.2 


Table 29. 2040 Build Northbound PM Peak Period Travel Time (FREQ) 

Time 

Slice Time 

Northbound PM Peak Period - Build Network, Build Volumes 

Total 

Mainline 

Delay 

Average 


Delay Time 





1 14:00 750 944 0 0 9.94 0.13 750 944 48,074 60,574 64.1 

2 14:30 827 1,042 0 0 45.14 0.60 827 1,042 50,817 64,030 61.5 

3 15:00 861 1,085 0 0 87.98 1.15 861 1,085 50,242 63,305 58.4 

4 15:30 958 1,207 0 0 179.73 2.35 958 1,207 50,566 63,713 52.8 

5 16:00 1,075 1,355 0 0 311.43 4.27 1,075 1,355 49,635 62,540 46.2 

6 16:30 1,623 2,045 0 0 636.13 9.70 1,623 2,045 64,148 80,826 39.5 

7 17:00 1,916 2,414 0 0 951.60 13.84 1,916 2,414 62,692 78,992 32.7 

8 17:30 1,508 1,900 0 0 770.14 11.13 1,508 1,900 47,982 60,457 31.8 

9 18:00 1,100 1,386 0 0 419.80 6.50 1,100 1,386 44,207 55,701 40.2 

10 18:30 743 936 0 0 161.55 3.04 743 936 37,777 47,599 50.9 

11 19:00 464 584 0 0 1.02 0.03 464 584 30,071 37,890 64.9 

Total 11,825 14,898 0 0 3,574 9.23 11,825 14,898 536,211 675,627 45.3 



Figure 26. FREQ 2040 No-Build Forecast: Southbound AM Peak Period 


Figure 27. FREQ 2040 Build Forecast: Southbound AM Peak Period 




Table 30. 2040 No-Build Southbound AM Peak Period Travel Time (FREQ) 

Time 

Slice Time 

Southbound AM Peak Period - No Build Network, No Build Volumes 

Total 

Mainline 

Delay 

Average 







1 5:00 199 289 0 0 0.00 0.00 199 289 12,957 18,771 65.0 

2 5:30 284 413 0 0 0.00 0.00 284 413 18,478 26,832 65.0 

3 6:00 490 709 0 0 1.25 0.02 490 709 31,747 45,999 64.8 

4 6:30 514 748 0 0 0.00 0.00 514 748 33,397 48,594 65.0 

5 7:00 724 1,054 0 0 9.11 0.15 724 1,054 46,491 67,620 64.2 

6 7:30 1,106 1,612 0 0 223.65 3.06 1,106 1,612 57,324 83,573 51.9 

7 8:00 1,306 1,899 0 0 466.97 6.51 1,306 1,899 54,509 79,269 41.8 

8 8:30 1,276 1,855 0 0 455.04 6.15 1,276 1,855 53,332 77,562 41.8 

9 9:00 1,054 1,532 0 0 266.27 3.52 1,054 1,532 51,219 74,447 48.6 

10 9:30 843 1,226 0 0 74.55 0.95 843 1,226 49,963 72,639 59.3 

11 10:00 679 987 0 0 0.91 0.02 679 987 44,063 64,064 64.9 

12 10:30 728 1,057 0 0 2.40 0.04 728 1,057 47,138 68,504 64.8 

13 11:00 717 1,043 0 0 1.42 0.02 717 1,043 46,489 67,652 64.9 

14 11:30 767 1,116 0 0 5.14 0.08 767 1,116 49,540 72,065 64.6 

Total 10,687 15,540 0 0 1,507 5.00 10,687 15,540 596,647 867,591 55.8 


Table 31. 2040 Build Southbound AM Peak Period Travel Time (FREQ) 

Time 

Slice Time 

Southbound AM Peak Period - Build Network, No Build Volumes 

Total 

Mainline 

Delay 

Average 


Delay Time 





1 5:00 211 266 0 0 0.00 0.00 211 266 13,745 17,318 65.0 

2 5:30 292 368 0 0 0.00 0.00 292 368 18,965 23,896 65.0 

3 6:00 506 638 0 0 1.19 0.02 506 638 32,845 41,384 64.8 

4 6:30 560 705 0 0 0.00 0.00 560 705 36,379 45,837 65.0 

5 7:00 786 990 0 0 11.54 0.18 786 990 50,331 63,417 64.0 

6 7:30 1,158 1,459 0 0 173.15 2.28 1,158 1,459 63,992 80,630 55.3 

7 8:00 1,177 1,482 0 0 232.70 2.92 1,177 1,482 61,349 77,300 52.1 

8 8:30 1,000 1,260 0 0 152.92 1.79 1,000 1,260 55,059 69,374 55.1 

9 9:00 946 1,192 0 0 139.65 1.66 946 1,192 52,390 66,011 55.4 

10 9:30 858 1,081 0 0 65.85 0.83 858 1,081 51,511 64,903 60.0 

11 10:00 728 917 0 0 0.53 0.01 728 917 47,271 59,561 65.0 

12 10:30 779 981 0 0 2.50 0.04 779 981 50,457 63,576 64.8 

13 11:00 775 976 0 0 1.12 0.01 775 976 50,292 63,368 64.9 

14 11:30 823 1,036 0 0 5.21 0.07 823 1,036 53,124 66,937 64.6 

Total 10,599 13,351 0 0 786 2.08 10,599 13,351 637,710 803,512 60.2 



Figure 28. FREQ 2040 No-Build Forecast: Southbound PM Peak Period 


Figure 29. FREQ 2040 Build Forecast: Southbound PM Peak Period 




Table 32. 2040 No-Build Southbound PM Peak Period Travel Time (FREQ) 

Time 

Slice Time 

Southbound PM Peak Period - No Build Network, No Build Volumes 

Total 

Mainline 

Delay 

Average 







1 14:00 999 1258 0 0 104.41 1.58 999 1258 58132 73247 58.2 

2 14:30 1176 1481 0 0 263.9 4.11 1176 1481 59258 74665 50.4 

3 15:00 1284 1618 0 0 378.6 6.01 1284 1618 58874 74182 45.8 

4 15:30 1421 1791 0 0 512.16 8.04 1421 1791 59089 74452 41.6 

5 16:00 1440 1814 0 0 545.26 7.81 1440 1814 58159 73281 40.4 

6 16:30 1505 1896 0 0 599.9 8.27 1505 1896 58813 74104 39.1 

7 17:00 1414 1782 0 0 492.1 6.63 1414 1782 59948 75535 42.4 

8 17:30 1193 1503 0 0 348.35 4.99 1193 1503 54888 69159 46 

9 18:00 926 1167 0 0 135.19 2.34 926 1167 51428 64799 55.5 

10 18:30 686 864 0 0 2.76 0.04 686 864 44401 55945 64.7 

11 19:00 638 803 0 0 0.22 0.00 638 803 41427 52198 65 

Total 12,682 15,979 0 0 3,383 6.56 12,682 15,979 604,418 761,566 47.7 


Table 33. 2040 Build Southbound PM Peak Period Travel Time (FREQ) 

Time 

Slice Time 

Southbound PM Peak Period - Build Network, Build Volumes 

Total 

Mainline 

Delay 

Average 


Delay Time 



Time 

Ramp Delay 


1 14:00 1,040 1,310 0 0 25.17 0.29 1,040 1,310 65,954 83,102 63.4 

2 14:30 1,088 1,371 0 0 32.30 0.37 1,088 1,371 68,634 86,479 63.1 

3 15:00 1,087 1,369 0 0 31.76 0.36 1,087 1,369 68,580 86,410 63.1 

4 15:30 1,144 1,441 0 0 87.61 1.03 1,144 1,441 68,639 86,486 60.0 

5 16:00 1,186 1,494 0 0 185.70 2.26 1,186 1,494 65,022 81,927 54.8 

6 16:30 1,259 1,587 0 0 263.37 3.26 1,259 1,587 64,744 81,578 51.4 

7 17:00 1,188 1,497 0 0 221.94 2.52 1,188 1,497 62,777 79,099 52.9 

8 17:30 1,050 1,323 0 0 197.99 2.30 1,050 1,323 55,365 69,760 52.7 

9 18:00 866 1,092 0 0 70.87 0.88 866 1,092 51,714 65,159 59.7 

10 18:30 741 933 0 0 4.47 0.06 741 933 47,866 60,311 64.6 

11 19:00 688 867 0 0 0.67 0.01 688 867 44,681 56,298 64.9 

Total 11,337 14,284 0 0 1,122 2.21 11,337 14,284 663,976 836,609 58.6 




Table 34. FREQ Forecast Travel Delay Results Summary 

Direction of Travel 

Total 

Mainline 

Delay 

Existing 

Average 

Mainline 

Delay 

Average 

Speed 

Total 

Mainline 

Delay 

2020 2040 

Average 

Mainline 

Delay 

Average 

Speed 

Total 

Mainline 

Delay 

Average 

Mainline 

Delay 

Average 

Speed 

Veh-Hrs Min/Veh MPH Veh-Hrs Min/Veh MPH Veh-Hrs Min/Veh MPH 

NO BUILD 

Northbound AM 937 2.0 54.4 1,613 5.8 53.6 9,258 15.5 34.0 

Northbound PM 324 0.5 60.8 1,375 6.1 54.4 4,261 13.1 42.2 

Southbound AM 154 0.4 62.2 611 2.2 59.4 1,507 5.0 55.8 

Southbound PM 871 1.6 55.1 2,412 6.3 53.5 3,383 6.6 47.7 

Bi-directional AM 1,091 1.3 58.3 2,224 4.3 56.5 10,765 11.0 44.9 

Bi-directional PM 1,195 1.1 58.0 3,788 6.2 53.9 7,644 9.6 44.9 

BUILD 

Northbound AM 1,022 4.5 57.6 1,492 5.7 57.0 

Northbound PM 1,167 3.9 56.0 3,574 3.9 56.0 

Southbound AM 572 2.1 60.0 786 2.1 60.2 

Southbound PM 438 1.9 61.8 1,122 2.2 58.6 

Bi-directional AM 1,595 3.5 58.8 2,278 4.1 58.6 

Bi-directional PM 1,605 2.8 58.9 4,696 3.0 57.3 

BENEFIT 

Northbound AM 37% 23% 7% 84% 63% 68% 

Northbound PM 15% 35% 3% 16% 70% 33% 

Southbound AM 6% 4% 1% 48% 58% 8% 

Southbound PM 82% 70% 16% 67% 66% 23% 

Bi-directional AM 28% 19% 4% 79% 62% 30% 

Bi-directional PM 58% 54% 9% 39% 69% 27% 

Table 35. FREQ Forecast Travel Time Results Summary 

Analysis Year/Scenario 

Northbound Direction Travel Time Summary in Minutes Minutes Percent Minutes Percent 

Existing - AM No Build 22.3 13.1 NA NA NA NA 

2020 - AM No Build 32.8 21.3 

2020 - AM Build 29.7 10.8 

2040 - AM No Build 48.5 36.1 

2040 - AM Build 29.3 11.6 

Existing - PM No Build 19.4 9.8 NA NA NA NA 

2020 - PM No Build 32.6 21.2 

2020 - PM Build 29.0 14.8 

2040 - PM No Build 44.5 28.3 

2040 - PM Build 43.7 26.0 

Southbound Direction Travel Time Summary in Minutes Minutes Percent Minutes Percent 

Existing - AM No Build 19.2 9.5 NA NA NA NA 

2020 - AM No Build 24.4 9.7 

2020 - AM Build 24.2 9.7 

2040 - AM No Build 31.6 14.5 

2040 - AM Build 23.7 9.8 

Existing - PM No Build 23.0 13.0 NA NA NA NA 

2020 - PM No Build 34.7 16.0 

2020 - PM Build 22.9 9.7 

2040 - PM No Build 34.7 16.6 

2040 - PM Build 24.5 10.1 

Linden Avenue Linden Avenue Travel Time Savings B/W No Build and Build 

to Los Carneros to Garden Street Linden Ave to Los Carneros Linden Ave to Garden St 

3.1 9% 


19.2 

40% 

3.6 11% 

0.8 2% 

0.2 1% 

7.9 25% 

11.8 34% 

10.6 

24.5 

6.4 

2.3 

0.0 

4.7 

6.3 

10.2 29% 6.5 

*Travel time w as calculated by dividing the length of each subsection by the average speed (forecast by FREQ softw are) for that subsection during 

corresponding peak hours. Travel time for all sub-sections w as then added to calculate total travel time. 

50% 

68% 

30% 

8% 

0% 

32% 

40% 

39%



Figure 30. FREQ Vehicle Delay Reduction (2008 – 2040) 

Table 36. FREQ Forecast MOE Summary 

Measure of Effectiveness (MOE) 

Existing 

(2008) 

2020 No 

Build 

2020 

Build 

2040 No 

Build 

2040 

Build 

NB AM Avg Speed (mph) 54.4 53.6 57.6 34.0 57.0 

NB PM Avg Speed (mph) 60.8 54.4 56.0 42.2 56.0 

SB AM Avg Speed (mph) 62.2 59.4 60.0 55.8 60.2 

SB PM Avg Speed (mph) 55.1 53.5 61.8 47.7 58.6 

NB AM Peak Hour Avg Speed (mph) 1 

NB PM Peak Hour Avg Speed (mph) 1 

SB AM Peak Hour Avg Speed (mph) 1 

SB PM Peak Hour Avg Speed (mph) 1 

NB AM Peak Hour Travel Time (min) 2,3 

NB PM Peak Hour Travel Time (min) 2,3 

SB AM Peak Hour Travel Time (min) 2,3 

SB PM Peak Hour Travel Time (min) 2,3 

44.9 40.7 43.7 26.2 40.5 

50.2 41.6 44.4 28.4 32.3 

57.6 49.7 50.6 41.8 53.6 

49.3 39 55.1 39.8 52.2 

37 41.5 38.4 67.5 42.7 

28.3 42.5 37.7 63.7 52.5 

30.2 35.9 35.7 43.2 35.3 

34.3 46.3 34.4 46.6 36.4 

NB AM Vehicle Hours of Delay 937 1,613 1,022 9,258 1,492 

NB PM Vehicle Hours of Delay 324 1,375 1,167 4,261 3,574 

SB AM Vehicle Hours of Delay 154 611 572 1,507 786 

SB PM Vehicle Hours of Delay 871 2,412 438 3,383 1,122 

NB AM Person Hours of Delay 4 

NB PM Person Hours of Delay 4 

SB AM Person Hours of Delay 4 

SB PM Person Hours of Delay 4 

1,190 2,225 1,687 12,776 2,462 

454 1,953 1,984 6,051 6,076 

196 843 944 2,080 1,297 

1,219 3,426 744 4,804 1,907 

Note 1: Peak hour refers to the "w orst hour" in a given peak period w hen travel through the corridor takes the 

longest. 

Note 2: Travel time estimated based on FREQ netw ork length of 30.3 miles in the NB direction and 32.98 miles in 

SB direction for existing, no-build and build conditions. 

Note 3:Study area corridor is divided into 63 segments. Travel time is determined by adding up travel time for 

each individual segment based on segment length and segment speed. 

Note 4: Follow ing vehicle occupancy w as used to estimate person hours of delay 

Existing Conditions - NB AM/SB AM = 1.27, NB PM/SB PM = 1.40 

2020/2040 No Build - NB AM/SB AM = 1.38, NB PM/SB PM = 1.42 

2020/2040 Build - NB AM/SB AM = 1.65, NB PM/SB PM = 1.70 




TA-C Operational Analysis 

The following additional travel assessment was analyzed: 

TA-C Build + 4 auxiliary lanes within project limits that currently meet design standards 

The purpose of TA-C was to evaluate the operational benefits of adding an auxiliary lane at the following 

five locations within the project limits (PM 2.0 to PM 12.30). These five locations were identified on the 

basis of design standards. All are characterized by ramp-to-ramp distances of less than 2,500 feet and 

are therefore identified weave sections. 


PM 4.5 - SB Santa Claus to Carpinteria 

PM 8.6 - SB Sheffield to Evans (after median off ramp is relocated to right of lanes) 



Level of Service (LOS) for weave sections was estimated using Chapter 500 (nomograph 504.7A) of 

Highway Design Manual (HDM), 6 th Edition. All traffic volumes were adjusted to reflect passenger car 

equivalents based on the truck classification data collected at/near each respective location. 

To determine if ramp meters could provide sufficient operational benefits in lieu of implementing auxiliary 

lanes, mainline weave area operations were re-evaluated based on metered discharge rates. 

TA-C AM/PM Peak Hour Traffic Forecasting 

The most recently adopted version of the Santa Barbara County Association of Governments (SBCAG) 

Travel Demand Model was used to develop AM/PM peak hour intersection turning movement forecasts. 

Turning movements were refined using FREQ freeway simulation results, existing turning movement 

count distributions and supplemental forecasts performed as part of other studies in the South Coast 

region. All currently programmed transportation improvements as listed in the Methodology Report 

(December 15, 2008) were assumed to be implemented by 2020. 

Freeway mainline volumes at the project area end points (i.e. at Bates Road for northbound and Cabrillo 

Boulevard/Olive Mill Road for southbound Highway 101) were based on FREQ freeway macro-simulation 

results. These results reflect hourly mainline volumes served relative to capacity constraints. Once the 

ramp and end points traffic volumes were finalized, intermediate mainline volumes between each ramp 

juncture were automatically calculated by balancing mainline and ramp volumes inputs. Estimated 

mainline traffic volumes at intermediate locations were then validated with the FREQ freeway macrosimulation 

results. This process was conducted for both 2020 and 2040 build conditions during the 

AM/PM peak hours. 

Figure 31 and Figure 32 shows 2020 build conditions traffic volumes during the AM and PM peak hour 

respectively. Figure 33 and Figure 34 presents 2040 build conditions traffic volumes during the AM and 

PM peak hours respectively. 


Figure 31. TA-C 2020 Build Conditions AM Peak Hour Traffic Volumes 

2823 428 760 3155 326 88 2917 154 406 3170 23 8 3155 

Casitas Pass Rd Bailard Ave 

Casitas Pass Rd 

Bailard Ave 

US 101 

2553 344 330 2539 491 57 2106 78 69 2097 35 19 2081 

146 126 3905 519 269 3655 831 2823 


Rincon Rd 

Rincon Rd 

S Padero Ln Santa Monica Rd Linden Ave 

Santa Claus Ln Carpinteria Ave 

US 101 

S Padero Ln Reynolds Ave Linden Ave 

166 2867 74 2941 156 2785 33 161 2913 360 2553 

Bates Rd 

Bates Rd

Figure 31 cont. TA-C 2020 Build Conditions AM Peak Hour Traffic Volumes 

4456 199 198 4455 227 4228 54 4281 423 66 3925 

N Jameson Ln 

Ortega Hill Rd 

Wallace Ave 

Evans St N Padero Ln 

3426 366 95 3155 104 3051 32 3083 134 84 3033 

4434 304 4738 382 100 

Olive Mill Rd 

Channel Dr 

US 101 

San Ysidro Rd 

Eucalyptus Ln 

S Jameson Ln 

3796 371 390 3815 453 3362 64 


Hollister St 

US 101 

N Padero Ln

Figure 32. 2020 TA-C Build Conditions PM Peak Hour Traffic Volumes 

3499 359 534 3674 488 66 3251 105 55 3201 31 25 3196 



Bailard Ave 

US 101 

3405 412 503 3496 331 151 3316 197 369 3489 13 22 3498 

146 72 3958 299 286 3945 445 3499 


Rincon Rd 

Rincon Rd 



US 101 


283 3847 99 3946 248 3698 139 337 3897 492 3405 

Bates Rd 

Bates Rd

Figure 32 cont. TA-C 2020 Build Conditions PM Peak Hour Traffic Volumes 

4523 295 105 4333 212 4121 87 4209 225 49 4033 

N Jameson Ln 


Wallace Ave 


4446 156 112 4402 200 4202 53 4255 231 105 4130 

4642 219 4861 463 126 

Olive Mill Rd 

Channel Dr 

US 101 

San Ysidro Rd 

Eucalyptus Ln 

S Jameson Ln 

4177 177 680 4680 311 4369 77 


Hollister St 

US 101 

N Padero Ln

Figure 33. 2040 TA-C Build Conditions AM Peak Hour Traffic Volumes 

3212 448 933 3697 394 76 3379 160 406 3625 24 8 3609 



Bailard Ave 

US 101 

3640 417 479 3702 698 68 3072 87 70 3055 35 20 3040 

151 126 4553 728 273 4098 886 3212 


Rincon Rd 

Rincon Rd 



US 101 


221 4108 80 4188 246 3942 34 195 4103 463 3640 

Bates Rd 

Bates Rd

Figure 33 cont. TA-C 2040 Build Conditions AM Peak Hour Traffic Volumes 

5181 231 199 5149 277 4872 61 4933 427 72 4578 

N Jameson Ln 


Wallace Ave 


4753 443 136 4446 106 4340 32 4372 134 91 4329 

5135 392 5527 449 103 

Olive Mill Rd 

Channel Dr 

US 101 

San Ysidro Rd 

Eucalyptus Ln 


Hollister St 

S Jameson Ln 

5056 371 445 5130 454 4676 77 

US 101 

N Padero Ln

Figure 34. TA-C 2040 Build Conditions PM Peak Hour Traffic Volumes 

4183 378 646 4451 544 63 3970 105 56 3921 34 26 3913 



Bailard Ave 

US 101 

4269 521 599 4347 469 165 4043 214 368 4197 15 71 4253 

200 82 4696 450 430 4676 493 4183 


Rincon Rd 

Rincon Rd 



US 101 


359 4795 109 4904 351 4553 221 511 4843 574 4269 

Bates Rd 

Bates Rd

Figure 34 cont. TA-C 2040 Build Conditions PM Peak Hour Traffic Volumes 

5332 426 191 5097 246 4851 154 5005 272 81 4814 

N Jameson Ln 


Wallace Ave 


5480 185 134 5429 225 5204 51 5255 225 124 5154 

5322 311 5633 472 171 

Olive Mill Rd 

Channel Dr 

US 101 

San Ysidro Rd 

Eucalyptus Ln 


Hollister St 

S Jameson Ln 

5107 213 902 5796 393 5403 77 

US 101 

N Padero Ln



HOV Lane Traffic Reduction 

The HDM weave LOS method does not account for special purpose lanes (e.g., HOV lanes, truck 

climbing lanes etc.). To remedy, these lane types must be controlled for when applying the procedure. 

Given that HOV lane traffic does not typically interact with vehicles within a freeway weave section, the 

HOV lane and its estimated TA-C HOV lane traffic can be simply be removed for analysis purposes. 

The percent of existing Highway 101 traffic that is comprised of high occupancy vehicles was based on 

Average Vehicle Occupancy (AVO) surveys documented in the SC-101 HOV Traffic Study Existing 

Conditions Operations Report (December 15, 2008). AVO surveys were only performed for the 

predominant travel directions, i.e. northbound in AM peak and southbound in PM peak. 

Consistent with the 101 In-Motion Study (SBCAG, 2006), a 20 percent conversion of single occupancy 

vehicles into high occupancy due to an HOV lane was assumed. To estimate future year HOV utilization, 

the percent of high occupancy vehicles from the baseline survey data was increased by an additional 20 

percent. Estimated HOV lane traffic volume was capped at 1,650 - the ideal saturation flow rate of an 

HOV lane operating at LOS C. The resultant HOV utilization percentages were then validated against 

those of SBCAG model and were found to match closely. 

Since occupancy surveys were only performed for the peak travel directions, SBCAG’s AM and PM peak 

hour travel demand models were used to directly estimate utilization of an HOV lane for the off-peak 

travel directions (i.e. northbound in PM peak and southbound in AM peak). 

Table 37 provides the forecasted mainline traffic volumes for 2020 and 2040 build conditions during the 

AM and PM peak hours. A more detailed HOV lane traffic volume worksheet is provided in Table 38. 

Table 37. Forecasted Traffic Volumes on Highway 101 Mainline 

HOV Lane Traffic Mixed Flow Lane 

Total Traffic Volumes Volume 

Volumes 

Hwy 101 Location 

2020 Build Conditions 

Northbound 

AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak 

San Ysidro and Olive Mill 

Southbound 

4,738 4,861 1,579 1,507 3,159 3,354 

Olive Mill to San Ysidro 3,815 4,680 572 1,650 3,243 3,030 

Sheffield and Evans 3,155 4,402 726 1,629 2,429 2,773 

Santa Claus and Carpinteria 2,941 3,946 706 1,460 2,235 2,486 

Reynolds and Linden 


Northbound 

2,913 3,897 699 1,461 2,214 2,436 


Southbound 

5,527 5,633 1,650 1,650 3,877 3,983 

Olive Mill to San Ysidro 5,130 5,796 770 1,650 4,361 4,146 

Sheffield and Evans 4,446 5,429 1,023 1,650 3,423 3,779 

Santa Claus and Carpinteria 4,188 4,904 1,005 1,650 3,183 3,254 

Reynolds and Linden 4,103 4,843 985 1,650 3,118 3,193 

TA-C Weave Analysis Results (Without Ramp Metering) 

At each auxiliary lane candidate location, Highway 101 mainline mixed-flow lane volumes and ramp 

volumes as presented in Figure 44 through Figure 47 were applied to the HDM weave LOS analysis 

method. All locations were analyzed without and with auxiliary lanes to gauge operational benefits. 

Table 39 and Table 40 show weave analysis results for 2020 and 2040 build conditions during the AM 

and PM peak hours. Detailed worksheets containing weave and non-weave volume sets and nomographs 

are provided in Appendix F. 


Table 38. TA-C 2020 & 2040 Forecasted HOV Traffic Volumes Worksheet 

RESULTANT Mixed 

HOV Lane 

Flow Lane Volumes 


Northbound 

Capacity AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak 


Southbound 

1,650 4,738 4,861 1.20 NA 31% 31% 790 --- 790 1,507 1,579 1,507 1,579 1,507 33% 31% 3,159 3,354 

Olive Mill to San Ysidro 1,650 3,815 4,680 NA 1.26 15% 33% --- 966 572 743 572 1,709 572 1,650 15% 35% 3,243 3,030 

Sheffield and Evans 1,650 3,155 4,402 NA 1.27 23% 34% --- 936 726 693 726 1,629 726 1,629 23% 37% 2,429 2,773 

Santa Claus and Carpinteria 1,650 2,941 3,946 NA 1.27 24% 32% --- 839 706 621 706 1,460 706 1,460 24% 37% 2,235 2,486 

Reynolds and Linden 


Northbound 

1,650 2,913 3,897 NA 1.28 24% 32% --- 852 699 609 699 1,461 699 1,461 24% 38% 2,214 2,436 


Southbound 

1,650 5,527 5,633 1.20 NA 31% 31% 921 --- 921 1,746 1,842 1,746 1,650 1,650 30% 29% 3,877 3,983 

Olive Mill to San Ysidro 1,650 5,130 5,796 NA 1.26 15% 33% --- 1,196 770 920 770 2,116 770 1,650 15% 28% 4,361 4,146 

Sheffield and Evans 1,650 4,446 5,429 NA 1.27 23% 34% --- 1,154 1,023 855 1,023 2,009 1,023 1,650 23% 30% 3,423 3,779 

Santa Claus and Carpinteria 1,650 4,188 4,904 NA 1.27 24% 32% --- 1,043 1,005 772 1,005 1,815 1,005 1,650 24% 34% 3,183 3,254 

Reynolds and Linden 1,650 4,103 4,843 NA 1.28 24% 32% --- 1,059 985 757 985 1,816 985 1,650 24% 34% 3,118 3,193 

1 

HOV Lane Volume 

Reduction (Future) 5 

SBCAG Model HOV 

Total HOV Lane 

RESULTANT HOV 

Utilization Volume Reduction 

Lane Utilization (%) 

4 

Total Traffic Volumes 

ADJUSTED Total 


2 

Reduction 

Hwy 101 Location 

6 

Existing AVO Data 3 


Reduction (Existing) 

Notes 

1 Indicates Ideal Saturation Flow Rate at LOS C. Approved in Methodology Report (December 15, 2008) 

2 Total Traffic Volumes (Mixed-Flow + HOV Lane) as developed by DA seeding spreadsheet 

3 Average Vehicle Occupancy counts in the predominant traffic direction as reported in Existing Conditions Operations Report (December 15, 2008) 

4 2030 Raw Traffic forecasts based on SBCAG's AM and PM peak hour models 

5 Based on 20% conversion (101 In-Motion Study Report adopted in 2006) in the predominant travel direction and SBCAG model for the off-peak travel direction 

6 Adjusted with respect to capacity of 1,650 vphvl 

Predominant travel direction - Northbound in AM peak and Southbound in PM peak. Off-peak travel direction - Southbound in AM peak and Northbound in PM peak 




Table 39. TA-C 2020 Build Conditions Without Ramp Metering Weave Analysis LOS Results 

Hwy 101 - 

Direction of Hwy 101 - Location 

Travel 


Northbound San Ysidro Rd / Olive Mill Rd 1,150 E A E E C C 

Southbound Olive Mill Rd / San Ysidro Rd 900 C E E E C C 

Southbound Sheffield Dr / Evans St 1,900 NA NA NA NA NA NA 

Southbound Santa Claus Ln / Carpinteria Ave 1,600 NA NA NA NA NA NA 

Southbound Reynolds Ave / Linden Ave 1,700 NA A NA C NA B 

NOTES 

Distance 

(feet) 

Baseline Conditions 

Level of Service 1 

Without Auxiliary 

Lane 

1 Based on Chapter 500 of Caltrans publication Highway Design Manual (6th edition) 

NA Peak hour weave volumes and weave length fall outside the realm of the weave area 

2020 Build Conditions Level of Service 1 


Lane 

With Auxiliary Lane 

Table 40. TA-C 2040 Build Conditions Without Ramp Metering Weave Analysis LOS Results 

Hwy 101 - 


Travel 


Northbound San Ysidro Rd / Olive Mill Rd 1,150 E A E F D D 

Southbound Olive Mill Rd / San Ysidro Rd 900 C E F F E E 

Southbound Sheffield Dr / Evans St 1,900 NA NA NA NA NA NA 

Southbound Santa Claus Ln / Carpinteria Ave 1,600 NA NA NA NA NA NA 

Southbound Reynolds Ave / Linden Ave 1,700 NA A NA E NA C 

NOTES 

Distance 

(feet) 


Level of Service 1 


Lane 





Lane 


Results indicate that the 2020 (Opening Day) operational benefits of providing an auxiliary lane on the 

northbound Highway 101 between San Ysidro Road and Olive Mill Road and southbound Highway 101 

between Olive Mill Road and San Ysidro Road will improve weave operational performance by two full 

LOS grades. Both segments are projected to operate within Caltrans threshold criteria of LOS C. 

The operational benefits of an auxiliary lane are projected to persist in 2040 build conditions. However, 

LOS will exceed the Caltrans LOS threshold by operating at LOS D or worse with the exception of the 

southbound Hwy 101 between Reynolds Avenue and Linden Avenue. 

Under both forecast year conditions, peak hour traffic volumes and weave lengths for the southbound Hwy 

101 sections between Sheffield Drive and Evans Street; Santa Claus Lane and Carpinteria Avenue; and 

Reynolds Avenue and Linden Avenue fall outside the limits for weave analysis. In such cases, design 

criteria should dictate requirements of an auxiliary lane. 

TA-C Ramp Metering Analysis 

Only those ramp locations that were shown to provide operational benefits with the provision of an 

auxiliary lane were evaluated for ramp metering. Whether ramp metering could provide sufficient 

operational benefit in lieu of constructing an auxiliary lane was the key consideration. Three of the five TA- 

C ramp locations were examined. These locations are as follows: 







Metering analysis was performed using guidelines provided in Chapter 500 (section 504.3) of Highway 

Design Manual (HDM), 6 th Edition. All traffic volumes were adjusted to reflect passenger car equivalents 

based on the truck classification data collected at each ramp location. Ramp meter discharge rates were 

iteratively tested to identify the lowest possible rate without causing vehicle queues to compromise 

available ramp storage capacity (i.e., preclude queue spill back at ramp intersection). This analysis was 

performed for an equivalent hourly rate during the peak 15 minutes. Once the optimum flow rate (lower 

bound) at the ramp was determined, hourly traffic volumes was re-computed for weave analysis. 

TA-C Ramp Meter Discharge Rate and Queue Spillback Evaluation 

Ramp meter discharge rates were determined using peak 15-min arrival flow rate (vph) and available 

storage length at an on-ramp. The peak 15-min arrival flow rate was computed based on hourly traffic 

volumes as presented previously. A peak hour factor (PHF) of 0.92 and empirically based heavy duty 

vehicles and RVs percentages were applied. Available storage length at an on-ramp was measured using 

available aerials. 

The ramp meter discharge flow rate was then iteratively adjusted downwards until any further reduction 

would result in queue spillbacks conditions at the upstream ramp intersection. The resultant peak 15-min 

discharge flow rate was converted into hourly volumes for input into the weave analysis to gauge 

operational benefits of the ramp meter. 

Table 41 presents the parameters used to determine the optimum ramp meter discharge rate relative to 

queue spillback status. 

TA-C Weave Analysis Results (With Ramp Metering) 

For the three locations listed previously, Highway 101 mainline mixed-flow lane volumes and discharge 

ramp volumes (see Table 41) were re-analyzed for weave operations. Each location was analyzed 

without and with auxiliary lane to gauge operational benefits. Table 42 and Table 43 show complete 

weave analysis results for 2020 and 2040 build conditions without and with an auxiliary lane and ramp 

metering during the AM and PM peak hours. 

Under 2020 and 2040 build conditions (i.e., HOV lane) without auxiliary lanes, results indicate that the 

study weave sections will operate at the same LOS with or without ramp metering. Therefore, provision of 

ramp metering in lieu of an auxiliary lane is not anticipated to produce operational benefits. Under 2020 

and 2040 build conditions (i.e., HOV lane) with auxiliary lanes, results indicate that the study weave 

sections will also operate at the same LOS with or without ramp metering except for one segment. The 

southbound freeway section between Olive Mill Road and San Ysidro Road is projected to improve by one 

LOS grade (LOS E to LOS D) during the PM peak hour. However, the state LOS threshold (LOS C or 

better) will be exceeded in either scenario. 

Detailed worksheets containing weave and non-weave volume sets and nomographs are provided in 

Appendix F. 




Table 41. TA-C 2020 and 2040 Ramp Meter Discharge Rate and Queue Spillbacks 

2020 Ramp Meter Discharge Rate and Queue Spillbacks 

Step 

Task 

Number 

Description / Calculations 

Olive Mill Road SB 

On-Ramp 

AM Peak PM Peak 

Reynolds Ave SB 

On-Ramp 


San Ysidro NB On- 

Ramp 


Computation of Arrival Rate: 

1 Arrival Traffic Volumes (vehicles per hour) Forecast Results 390 680 161 337 382 463 

2 Peak Hour Factor HCM Default 0.92 0.92 0.92 0.92 0.92 0.92 

3 Proportion of Heavy Vehicle 1 April 2008 Counts 1% 1% 3% 1% 1% 1% 

4 Proportion of RVs Assumed 1% 1% 1% 1% 1% 1% 

5 Factor for Heavy Vehicles and RVs 2 HCM 2000 0.98 0.98 0.95 0.98 0.98 0.98 

6 Peak 15-min Arrival Flow Rate (passenger cars per hour) 3 HCM 2000 - (1) / (2) x (5) 435 758 185 375 426 516 

7 Average Arrival Rate (vehicles per second) (1) / 3,600 0.11 0.19 0.04 0.09 0.11 0.13 

Assumptions/Given: 

8 Average Car Length (ft) Assumed 25 25 25 25 25 25 

9 Available Storage Length on Ramp (ft) 4 Measured (approximate) 880 880 475 475 450 450 

10 Number of Lanes Given 1 1 1 1 1 1 

11 Total Storage Capacity (ft) (9) x (10) 880 880 475 475 450 450 

Determination of Discharge Rate: 

12 Peak 15-min Discharge Flow Rate (passenger cars per hour) Iterative Method until "OK" in (18) 400 723 240 357 408 498 

13 Discharge Traffic Volumes (vehicles per hour) 3 HCM 2000 - (12) x (2) x (5) 359 649 161 320 366 447 

14 Average Discharge Rate (passenger cars per second) (13) / 3,600 0.10 0.18 0.04 0.09 0.10 0.12 

15 Average Service Time (seconds per vehicle) 1 / (14) 10.03 5.55 22.36 11.23 9.83 8.05 

Peak 15-min Queue Spillback Results: 

16 Queue Length (veh) 5 (6) - (12) 35 35 0 18 18 18 

17 Queue Length (ft) (16) x (8) 863 865 0 462 440 446 

18 Queue Length Status If (17) < (11), OK, Overflow OK OK OK OK OK OK 

2040 Ramp Meter Discharge Rate and Queue Spillbacks 

Olive Mill Road SB 

Step 

Task Description / Calculations On-Ramp 

Number 


Computation of Arrival Rate: 

1 Arrival Traffic Volumes (vehicles per hour) Forecast Results 445 902 195 511 449 472 

2 Peak Hour Factor HCM Default 0.92 0.92 0.92 0.92 0.92 0.92 

3 Proportion of Heavy Vehicle 1 April 2008 Counts 1% 1% 3% 1% 1% 1% 

4 Proportion of RVs Assumed 1% 1% 1% 1% 1% 1% 

5 Factor for Heavy Vehicles and RVs 2 HCM 2000 0.98 0.98 0.95 0.98 0.98 0.98 

6 Peak 15-min Arrival Flow Rate (passenger cars per hour) 3 HCM 2000 - (1) / (2) x (5) 496 1,005 224 569 500 526 

7 Average Arrival Rate (vehicles per second) (1) / 3,600 0.12 0.25 0.05 0.14 0.12 0.13 

Assumptions/Given: 

8 Average Car Length (ft) Assumed 25 25 25 25 25 25 

9 Available Storage Length on Ramp (ft) 4 Measured (approximate) 880 880 475 475 450 450 

10 Number of Lanes Given 1 1 1 1 1 1 

11 Total Storage Capacity (ft) (9) x (10) 880 880 475 475 450 450 

Determination of Discharge Rate: 

12 Peak 15-min Discharge Flow Rate (passenger cars per hour) Iterative Method until "OK" in (18) 461 970 240 551 483 508 

13 Discharge Traffic Volumes (vehicles per hour) 3 HCM 2000 - (12) x (2) x (5) 414 871 195 495 434 456 

14 Average Discharge Rate (passenger cars per second) (13) / 3,600 0.11 0.24 0.05 0.14 0.12 0.13 

15 Average Service Time (seconds per vehicle) 1 / (14) 8.70 4.13 18.46 7.28 8.30 7.90 

Peak 15-min Queue Spillback Results: 

16 Queue Length (veh) 5 (6) - (12) 35 35 0 18 17 18 

17 Queue Length (ft) (16) x (8) 870 874 0 458 431 447 

18 Queue Length Status If (17) < (11), OK, Overflow OK OK OK OK OK OK 

1 - Based on actual data collected in April 2008 

2 - Based on Heavy Vehicle Factor equation of HCM 2000 for Level Terrain 

3 - Based Flow Rate equation of HCM 2000. Reflects equivalent hourly rate 

4 - Approximate estimates based on the aerial picutures 

5 - Difference of corresponding arrival rate and departure rate 

Reflects Trigger Discharge Flow Rates that are to be studied for weave analysis 

Table 42. TA-C 2020 Build Conditions Weave Analysis LOS Results 

Hwy 101 - 


Travel 

Distance 

(feet) 



Lane and Ramp 

Meter 

Reynolds Ave SB 

On-Ramp 

San Ysidro NB On- 

Ramp 

AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak 

Northbound San Ysidro Rd / Olive Mill Rd 1,150 E A E E E E C C C C 

Southbound Olive Mill Rd / San Ysidro Rd 900 C E E E E E C C C C 

Southbound Reynolds Ave / Linden Ave 1,700 NA A NA C NA C NA B NA B 

NOTES 




Without Auxiliary Lane 


Without Ramp Meter With Ramp Meter Without Ramp Meter With Ramp Meter 

Table 43. TA-C 2040 Build Conditions Weave Analysis LOS Results 

Hwy 101 - 


Travel 

Distance 

(feet) 



Lane and Ramp 

Meter 

AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak 

Northbound San Ysidro Rd / Olive Mill Rd 1,150 E A E F E F D D D D 

Southbound Olive Mill Rd / San Ysidro Rd 900 C E F F F F E E E D 

Southbound Reynolds Ave / Linden Ave 1,700 NA A NA E NA E NA C NA C 

NOTES 




Without Auxiliary Lane With Auxiliary Lane 

Without Ramp Meter With Ramp Meter Without Ramp Meter With Ramp Meter 




Intersection Future Operations Analysis 

This section describes the 2020 and 2040 intersection turning movement forecasts and operational level of 

service analysis for the 2020 and 2040 TA-A (No Build) and TA-B (Build). Given that the only difference 

between TA-B and TA-C is the provision of auxiliary lanes, the intersection operations results for TA-B are 

also applicable to TA-C. 

A total of 104 study area intersections were analyzed. Of the 104 study area intersections, 70 are state 

operated facilities while 34 are locally operated. Within the 10.3 mile project limits, 34 intersections were 

analyzed. The following three analysis steps are described: 

TA-A and TA-B 2020 and 2040 AM/PM Peak Hour Turning Movement Forecasts 

TA-A and TA-B Intersection Level of Service Analysis 

Identification of project impacts. 

Generalized study parameter assumptions that were used for this study are provided in Table 44. Table 

45 lists the primary/secondary/tertiary measures of effectiveness for the intersection operational analysis. 

Table 44. Intersection Parameter Values for Operations Analysis 

Parameter Value To Be Used for Future Conditions Analysis 

Ideal Saturation Flow Rate: HCM Intersections: 1,900 vphpl 

Ideal Saturation Flow Rate: ICU Locally controlled Intersections: 1,600 vphpl; with Lost Time Adjustment of 10% 

Peak Hour Factor (PHF): Future Condition: HCM Default of 0.92 

Peak Hour Directional Factor (D) Future Condition: SBCAG Peak Hour Model 

2020 Turning Movements Interpolated between baseline counts and Final 2040 turning movements 

2040 Turning Movements Furness Method – using SBCAG 2030 AM/PM Peak Hour approach volumes extrapolated and adjusted based on 

RGF factors to 2040. Ramp approaches further adjusted based on FREQ software results. 

Pedestrian Calls: Future Condition: Existing condition 

Lane Width: Field Data, If No Field Data then use 12 ft, or Consult District 5 staff 

Heavy Vehicle Percentage: Future Condition: % measured under existing condition 

Signal Cycle Length Future Condition: Based on existing condition cycle length 

Signal Timing: Future Condition: Apply existing signal timing plans to future year analyses; where future year intersection 

improvements are reflected; retain existing cycle length while optimizing green time splits based on SYNCHRO-7 

software; if SYNCHRO-7 “#” flag accompanies a 95th percentile queue result for a freeway off-ramp intersection, 

reallocate green time until volume to capacity ratio of the off-ramp approach is less than 1.00. 

Signal Coordination: Future; Coordinate if coordination exists presently; 

Right Turn On Red (RTOR) Future Condition: Absolute volume measured under existing condition 

Lane Utilization Factor: Field Data, If Field Data is not available then use HCM defaults or engineering judgment. 

Length of Queue 95 th Percentile Queue 

Turn Storage As determined by the Highway Design Manual 

Intersection Delay Future Condition: SYNCHRO-7 software 

Project Evaluation Years 2020 (Opening Day) 2040 (Design Year) 

Table 45. Intersection Measures of Effectiveness (MOE) for Operations Analysis 

Analysis Primary 

MOE 

Secondary 

MOE 

Static Intersection Analysis (State Controlled) Delay(HCM) V/C (ICU) 

Static Intersection Analysis (Locally Controlled) Delay(HCM) V/C (ICU) 

Static Intersection Length of Queue Analysis 95 Percentile Queue 50 th Percentile Queue Simulated Queues 

Static Intersection Left Turn Storage Analysis Distance (ft) (HDM) Simulated Queues 

Tertiary 

MOE 

As noted previously, the operational results for the Cabrillo-Hot Springs interchange study area (Garden 

Street to Olive Mill Road) are superseded by the results presented in the Cabrillo-Hot Springs Interchange 

Configuration Screening Analysis Memorandum (Dowling Associates, April 9, 2010), Cabrillo/Hot Springs 

Interchange Configuration Traffic Analysis (Dowling Associates, March 21, 2011) and Cabrillo Boulevard 

I/C Modified Configuration Analysis Memorandum (Dowling Associates, July 19, 2011). 

Intersection Operational Performance Criteria 

Intersection operational performance is based on maintaining LOS C conditions. For locally operated 

facilities, operational performance was based on local jurisdictions locally adopted criteria. The SBCAG 

CMP LOS threshold criterion was also applied to local facilities designated as part of the Congestion 




Management System. LOS performance criteria are listed by analysis type in Table 46. For state 

controlled intersections – the Caltrans LOS criteria was applied to each individual movement. For locally 

controlled intersection facilities – local agency LOS criteria applied to the intersection as a whole. 

Table 46. Performance Criteria for Operations Analysis 

Analysis Primary Criteria Secondary Criteria Tertiary Criteria 

State/Local Controlled Intersection LOS Delay (HCM): > 35 sec LOS C V/C (ICU): > .90 LOS D: CMP Locations 

Locally Controlled Intersection LOS 

City of Carpinteria Delay (HCM): > 35 sec LOS C V/C (ICU) > .80 LOS C V/C (ICU): > .90 LOS D: CMP 

City of Santa Barbara Delay (HCM): > 35 sec LOS C V/C (ICU) > .77 LOS C V/C (ICU): > .90 LOS D: CMP 

City of Goleta Delay (HCM): > 35 sec LOS C V/C (ICU) > .80 LOS C V/C (ICU): > .90 LOS D: CMP 

County of Santa Barbara Delay (HCM): > 35 sec LOS C V/C (ICU) > .80 LOS C V/C (ICU): > .90 LOS D: CMP 

Future AM/PM Peak Hour Turning Movements 

To develop intersection turning movement forecasts – a combination of SBCAG’s AM/PM peak hour model 

forecasts, existing turning movement count distributions, FREQ freeway simulation software results and 

supplemental forecasts performed as part of other studies were utilized. This process is described below. 

Travel Demand Forecasting Model 

The latest adopted Santa Barbara County Association of Governments (SBCAG) calibrated regional 

transportation model was used to perform the peak hour traffic forecasts for this analysis. This same 

model was used to generate the travel forecasts for the 101 In-Motion traffic study and the 2008 Regional 

Transportation Plan (SBCAG, 2008) travel forecasts. In the currently adopted SBCAG model, inputs 

(housing and employment) have been developed by SBCAG to allow a 2030 forecast at 10-year 

increments (e.g., 2000, 2010, 2020 and 2030). Phasing of all future programmed infrastructure 

improvements are coded consistent with SBCAG’s FTIP project implementation schedules as well as local 

agency Capital Improvement Programs. 

Given that the model’s forecast horizon is 2030, all out-year model results required extrapolation to reflect 

2040 conditions. Given that similar future baseline network assumptions are used for both the 2020 and 

2040 analysis years, development of the 2020 future turning movements was based on linear interpolation 

between the final 2040 forecasted turning movements and baseline turning movement traffic counts. 

Future Baseline Network Assumptions 

Consistent with Caltrans Traffic Impact Study Guidelines (December 2002), projects were assumed part of 

the future baseline modeling if any project phase (e.g., PS&E, environmental, construction etc) is currently 

programmed – i.e., has a formal funding commitment. Intersections with currently programmed 

improvements are shown in Table 47. 

Table 47. Future Baseline Intersection Improvements 

Int # Location Project Description 

11 Casitas Pass & Via Real Signalize, Add SB LT, WB LT & RT, NB Thru-RT, EB RT & Convert LT-RT to Thru-LT 

12 Via Real & Vellocito Provide EB Approach as Thru-LT 

13 Casitas Pass & HWY 101 SB on/off ramps Signalize, Convert NB RT to Thru-RT, Add SB LT and Thru, Convert EB to LT and Thru-RT 

15 Ogan Rd & Via Real & HWY 101 NB on-ramp Re-construct to Roundabout 

16 Via Real & Linden Signalize, Add NB RT, WB LT, SB LT 

17 Linden & HWY 101 SB off-ramp Signalize, Add NB Thru, SB Thru and Convert LT-RT to dedicated RT and LT 

100 HWY 101 NB on/off ramps at Via Real Add new signalized intersection 

48 Milpas & HWY 101 SB off-ramp Eliminate left-turn movement 

49 Milpas & HWY 101 SB on-ramp Add WB channelized right-turn lane 

58 Carrillo & HWY 101 NB Ramp Allow free SB right-turn – widen ramp for two receiving lanes 

96 Hollister & Calle Real & HWY 101 NB on ramp Eliminate south leg approaches per Cathedral Oaks interchange improvement 

99 Hollister Ave & HWY 101 SB on-ramp Remove intersection - Replace with reconfigured SB ramps at new Cathedral Oaks I/C 

84 Patterson & HWY 101 NB Ramps Add SB thru (leads to SB left-turn pocket at adjacent intersection) 

85 Patterson & HWY 101 SB Ramps Add SB left-turn, EB right-turn and NB thru lanes 

87 Fairview & HWY 101 NB Ramps Add WB thru and EB left-turn lanes 

88 Fairview & Calle Real Add NB left and EB thru lanes. Overlap NB right-turn 

89 Fairview & HWY 101 SB Ramps Add NB right-turn lane 

91 Los Carneros & HWY 101 SB Ramps Add NB right-turn lane 

92 Los Carneros & Calle Real Signalize 

Source for 84, 85, 87, 88, 91, 92: City of Goleta proposed GTIP. 




Future Intersection Turning Movement Development Process 

Furness Method 

The SBCAG Travel Model generates AM/PM peak hour approach volumes and turning movement 

volumes for each study intersection. For study intersections, a refinement process called the Furness 

Method was applied. This adjustment is based on the premise that travel models are calibrated to produce 

more accurate results for roadway segments than for individual turn movements. The Furness Method 

iteratively adjusts turning movement ground counts until the directional sum of the movements balance to 

the NCHRP-255 adjusted SBCAG future link volumes. This factoring process produces forecast turn 

distributions that resemble the count distribution, but turn movement proportions will change in response to 

different growth rates on different legs as produced by the SBCAG Travel Model. 

Given that this factoring process may dampen the effects of traffic changes that impact one movement 

more strongly than the others, care was taken at locations characterized by future capital improvements 

that cause changes in turn distributions. Three such locations with the South Coast 101 HOV project area 

include: 

Linden and Casitas Pass Interchanges (due to the Via Real Extension portion of the Linden- 

Casitas Pass Interchange Improvement Project 

Cabrillo Hot-Springs Interchange (due to the assumed removal of the southbound on-ramp 

and Milpas SB ramp improvements) and 

Storke/Glen Annie Interchange (due to the freeway crossing improvement west of the 

interchange). 

At the Linden and Casitas Pass Interchanges – modeled future year turning movement turn distributions 

documented in the Traffic Analysis Report for the U.S. 101 Casitas Pass Road and U.S. 101/Linden 

Avenue Interchange Improvements Project (May, 2003 Fehr & Peers) was used to seed the Furness 

process. These projected turn distributions – which reflect the trip diversion impact of the Via Real 

extension and interchange improvements were considered more representative than existing traffic counts 

distributions. It should be noted that this South Coast 101 HOV project was assumed as part of the future 

baseline analysis for the Linden/Casitas Pass Interchange traffic study. Hence the widening of Highway 

101 from Post Miles 2.0 to 12.3 is reflected in both the no-build and build analyses in that particular study. 

At the Cabrillo-Hot Springs Interchange, the SBCAG AM/PM peak hour model turn distributions were used 

to seed the Furness process in lieu of existing traffic counts. Modeled distributions were considered a 

better “seed” than existing traffic counts given the anticipated traffic diversion resulting from the assumed 

Cabrillo-Hot Springs southbound on-ramp closure. As previously noted, the definitive operational results 

for this interchange are provided in the Cabrillo-Hot Springs Interchange Configuration Screening Analysis 

Memorandum (Dowling Associates, April 9, 2010), Cabrillo/Hot Springs Interchange Configuration Traffic 

Analysis (Dowling Associates, March 21, 2011) and Cabrillo Boulevard I/C Modified Configuration Analysis 

Memorandum (Dowling Associates, July 19, 2011). 

At the Storke/Glen Annie Interchange – modeled future year turning movement turn distributions 

documented in the draft Goleta Freeway Crossing Feasibility Study Traffic Analysis (April, 2009 Dowling 

Associates) was used to seed the Furness process. These turn distributions – which reflect the trip 

diversion impact of the freeway crossing were considered more representative than existing traffic count 

turn distributions. 

RGF and Extrapolation Turning Movement Adjustments 

As described in the South Coast 101 HOV Traffic Study Methodology Report (December 2008), SBCAG 

model volumes were adjusted to reflect the most recent SBCAG adopted socioeconomic projections for 

Santa Barbara County. Turn movement volumes were adjusted based on percent difference population 

factors between the RGF 2002 and RGF 2007. After the RGF adjustment, 2030 volumes were 

extrapolated to 2040 based on RGF population projections. These adjustment factors by sub-area are 

shown in Table 48. 




Table 48. RGF-2002 vs RGF-2007 Growth Comparisons 

SBCAG Population Forecasts 

2030 2030 % 2040 2030-2040 

Jurisdiction RGF 2002 RGF 2007 Factor RGF 2007 Factor 

City of Carpinteria 16,000 15,000 0.9375 15,300 1.0200 

Carp - Unincorp 6,900 5,400 0.7826 5,500 1.0185 

Carp - Sum 22,900 20,400 0.8908 20,800 1.0196 

City of Santa Barbara 101,700 92,800 0.9125 93,000 1.0022 

City of Goleta n/a 37,300 n/a 37,300 1.0000 

SB-Unincorp 115,700 65,400 0.8876 65,800 1.0061 

Total South Coast 263,200 236,300 0.8978 237,700 1.0059 

SB-Unincorp % Diff includes City of Goleta 

Ramp Volume Adjustments 

In order to “mesh” the freeway operational analysis with the Highway 101 ramp intersection analysis and 

more accurately reflect future year peak spreading characteristics at study intersections, the following 

ramp volume adjustment was also performed at each ramp intersection: 

Build Ramp Volume = (FREQ Ramp (Build) – FREQ Ramp (No Build)) + No Build Ramp Volume 

The basis for this calculation is that ramp volumes will change under the Build condition relative to No 

Build condition and that these differences are best captured by applying the delta (or difference) between 

the No Build and Build freeway macro-simulation generated ramp volumes from FREQ. This adjustment 

was applied to the off-ramp volume as a whole while on-ramp volume adjustments were applied to the 

individual movements that sum to the on-ramp volume. Given that the FREQ results reflect the 

operational effect of peak spreading as opposed to a travel demand estimate, the FREQ ramp adjustment 

generally served to reduce the peak hour volume difference between the No Build and Build conditions 

relative to what the SBCAG travel model forecasts. As reasonableness check, this adjustment was not 

performed at ramp locations where the FREQ adjustment resulted in a larger ramp volume than the 

Furness adjusted Build peak hour travel model ramp volume. 

Not-Less than Baseline Turning Movement Checks/Adjustments 

Unless justified by a future baseline improvement that significantly redistributes traffic, no future year 

individual turning movement was allowed to be less than its base year turning movement count. 

Balancing Turn Movement Checks/Adjustments 

All future year turning movement volumes were checked for balancing. Between ramp intersections with 

no intermediate access, perfect balance was maintained while less than 15 percent was considered 

acceptable for arterial intersections with limited access. As a conservative approach, all balancing was 

initially performed by increasing the lower volume to balance to the higher volume. At some locations, this 

resulted in unreasonable growth. In these cases, a bi-proportional balancing adjustment was applied. 

Right-Turn-On-Red Turning Movement Volume Reductions 

For intersections with right-turn-on-red (RTOR) counts, future RTOR reductions were set equal to the 

count. For intersections with no RTOR counts – RTOR movements was calculated within the SYNCHRO- 

7 software. Free right turn movement reductions were applied during the LOS calculation as appropriate. 

Reasonableness Checks 

It was determined that within the Carpinteria and Goleta areas, several interchange locations showed 

differences in AM/PM turning movement between the No Build and Build analyses that were difficult to 

intuitively justify. These non-intuitive forecasted turning movements were resolved as follows: 




Goleta Area Adjustments 

The Highway 101 interchanges at Storke/Glen Annie, Los Carneros and Patterson – all located in the City 

of Goleta - each showed higher AM/PM peak hour southbound off-ramp volumes in the Build condition 

relative to the No Build condition. All else being equal, motorists driving from northern Santa Barbara 

County destined for the City of Goleta would be not be anticipated to increase (i.e., affecting higher 

southbound off-ramp volumes) as a result of a widening project occurring roughly 10 miles south (i.e., 

downstream) of these interchanges. Similarly, it was considered unreasonable for the northbound onramp 

at Storke/Glen Annie interchange to show an increase in peak hour volume under the Build condition 

relative to the No Build. This would suggest that the capacity increase 10 miles south (i.e., downstream) of 

this interchange effectuates a behavioral change in motorists to travel north to Santa Barbara County. 

The genesis for these discrepancies was determined to be a travel model trip re-distribution response to 

the build condition combined with balancing adjustments performed during the turning movement 

refinement process. To remedy, the Build southbound off-ramp volumes at Storke/Glen Annie, Los 

Carneros and Patterson and northbound on-ramp volumes at Storke/Glen Annie were set equal to the No 

Build volumes at these respective interchange ramp locations. 

Similarly, future year AM/PM peak hour segment volumes forecasts for Patterson, Calle Real and Fairview 

were checked relative to the 2005 Calibrated City of Goleta Travel Model 2030 out year forecasts. Based 

on these comparisons, additional off-model adjustments were applied to the SBCAG model output to make 

the projected growth more commensurate between these respective forecasts. 

Carpinteria Area Adjustments 

At the Bailard interchange, the southbound off-ramp showed lower than expected volumes under the No 

Build condition relative to the Build condition. Modeled volumes indicated a significant number of AM/PM 

southbound trips (~200 vph) avoiding the Bailard southbound off-ramp by exiting at Casitas Pass and 

traveling east along Via Real to Bailard. Based on model constructs, this diversion does make sense. With 

constrained flow conditions on the 2-lane section of Highway 101 north of the Casitas Pass southbound 

on-ramp combined with the relatively unconstrained flow conditions along Casitas Pass and Via Real, this 

more circuitous route is a plausible alternative under the No Build condition. 

However, given that the Corridor Mobility Improvement Account (CMIA) Highway 101 widening project 

picks up at the Casitas Pass southbound on-ramp – it seemed questionable that motorists would decide to 

exit from the unstable flow freeway conditions at the Casitas Pass off-ramp knowing that conditions would 

soon be opening up a mere 1,235 feet downstream (i.e., start of the 3-lane section at the on-ramp). In 

addition, the perceived and likely “real world” AM/PM peak hour stop delay that would occur at the 

numerous intersections along the surface street diversion route (Casitas Pass-to-Via Real-to-Bailard) is 

likely under-stated by the model coded link impedances. Another complicating issue is the use of Fehr & 

Peers Linden Casitas Pass Traffic Study future peak hour turn distributions to seed the Furness 

procedure. Under the Build condition – this is an apples-to-apples application in terms of future network 

assumptions. However, different network assumption exist under the No Build condition given that the 

U.S. 101 Casitas Pass Road and U.S. 101/Linden Avenue Interchange Improvements Project (May, 2003 

Fehr & Peers) assumes the SC101 HOV project as part of its future baseline. 

To remedy, an off-model adjustment was performed for the No Build analysis only. The adjustment 

manually reassigned trips using the Casitas southbound off-ramp to the Bailard southbound off-ramp. 

Turning movement volumes were re-balanced along Casitas Pass and Via Real as appropriate. 




Final Intersection Future Turning Movement Volumes 

Final 2040 turning movements were used with the 2008 baseline traffic counts to interpolate to 2020 

conditions. All final 2020 and 2040 turning movements were input into the intersection operation analysis 

software SYNCHRO-7 or (HCM Operational Analysis) TRAFFIX (ICU or Roundabout) to estimate peak 

hour intersection level of service. Figure 35 through Figure 38 provide the No Build and Build intersection 

lane geometry, control type, and AM/PM peak hour turning movement volumes under the for the 2020 and 

2040 analysis years. Figure 39 provides the right-turn-on-red (RTOR) movements assumed as part of 

both the 2020 and 2040 operations analysis. 

Total approach volume comparisons between the 2008 Baseline and the 2020 and 2040 forecasts for 

each study intersection during the AM and PM peak hours are provided in Table 49 and Table 50 

respectively. Shaded intersections indicate where peak hour approach volumes are projected to decrease 

as a result of the HOV widening project. In general, intersections located near or within the project area 

(Post Mile 2.0 to Post Mile 12.30) are projected to experience greater degrees of project benefit while 

intersections located further west/north of the project area (e.g., City Santa Barbara and City of Goleta) are 

projected to experience moderate increases in peak hour volumes for a number of intersections. 

Intersection approach volume reductions are primarily attributable to trip diversion off local roadways that 

serve as parallel facilities to Highway 101. By summing across each intersection approach, these volume 

reductions as a result of diversion are shown. 

Peak hour 2040 ramp volume changes resulting from the HOV widening project is illustrated in Figure 40. 

Holistically, total new ramp activity resulting from the HOV widening project is projected to increase by 

approximately 4,600 trips during the AM peak hour and by approximately 2,700 trips in the PM peak hour. 

The lower increase in PM peak hour ramp activity relative to the AM peak hour is attributable to greater 

peak spreading that occurs during the PM peak period. It should be noted that the AM and PM peak hour 

ramp volume increases reflect a combination of induced travel (i.e., longer trip lengths, new trip origindestination 

pairs) and diverted travel (i.e., from other modes, time periods or facilities). 

As anticipated, ramp activity results indicate a directional influence. Most new AM peak hour activity is 

projected to occur at northbound off-ramps and southbound on-ramps. Most new PM peak hour activity is 

projected to occur at southbound on-ramps and northbound off-ramps. New ramp activity is generally 

concentrated within the City of Carpinteria (see Figure 2.A), between the Garden Street interchange and 

Olive Mill ramps within the City of Santa Barbara (see Figures 2.B and 2.C) and eastern Goleta area (see 

Figures 2.D). Specific sub-areas where new ramp activity is projected tend to “mirror” locations where new 

interchange improvement projects are assumed as part of the future baseline. These improvement 

locations include the Linden-Casitas Pass interchanges, Milpas and Cabrillo-Hot Springs interchanges and 

the Los Carneros and Patterson ramp intersections. 

Other factors affecting new ramp activity include the assumed future baseline improvements to the 

Highway 101 mainline. The 6-lane widening of Highway 101 from Mussel Shoals in Ventura County to 

Casitas Pass interchange (CMIA Project) tends to dampen southbound on-ramp activity resulting from the 

HOV project within the Carpinteria area. Conversely, under the Build condition, more northbound ramp 

utilization north of Casitas pass is projected. This is plausible given the added northbound capacity 

provided by the project. The 6-lane widening of Highway 101 between Milpas and Cabrillo-Hot Springs 

(Cabrillo-Hot Springs Operational Improvement Project) dampens the effect of the Build condition at the 

Hot Springs, Salinas and Milpas on-ramps - especially is the northbound direction. More ramp utilization 

at Milpas under the Build scenario in the southbound direction is projected which is plausible given the 

added capacity south of Milpas and given the assumed closure of the southbound ramp at Cabrillo-Hot 

Springs (due to diversion). 


Figure 35. 2020 No Build AM/PM Peak Hour Turning Movements 


Figure 35 cont. 2020 No Build AM/PM Peak Hour Turning Movements 






Figure 36. 2020 Build AM/PM Peak Hour Turning Movements 


Figure 36 cont. 2020 Build AM/PM Peak Hour Turning Movements 






Figure 37. 2040 No Build AM/PM Peak Hour Turning Movements 








Figure 38. 2040 Build AM/PM Peak Hour Turning Movements 








Figure 39. 2020/2040 AM/PM Peak Hour Right Turn On Red Turning Movements 


Figure 39 cont. 2020/2040 AM/PM Peak Hour Right Turn On Red Turning Movements 




Table 49. Total Intersection Entering Traffic Volumes - AM Peak 

ID 

Intersection 

Existing 

Volumes Volumes 

Change from 

Existing Volumes 

Change from 

Existing 

Change from 

No Build Volumes 

Change from 


Change from 

Existing 

1 NB on/off ramp & Bates Rd 39 42 3 42 3 0 47 8 47 8 0 

2 SB on/off ramp & Bates Rd 76 78 2 78 2 0 82 6 82 6 0 

3 NB on/off ramp & SR 150 713 717 4 722 9 5 723 10 736 23 13 

4 SB on/off ramp & SR 150 378 378 0 384 6 6 378 0 393 15 15 

5 Via Real & SR 150 568 575 7 580 12 5 587 19 600 32 13 

6 Carpinteria Ave & SR 150 285 285 0 285 0 0 285 0 286 1 1 

7 NB on/off ramp & Bailard Ave 915 996 81 1,021 106 26 1,117 202 1,185 270 68 

8 SB on/off ramp & Bailard Ave 756 882 126 891 135 9 1,093 337 1,116 360 23 

9 Via Real & Bailard Ave 866 1,019 153 1,043 177 24 1,273 407 1,338 472 65 

10 Carpinteria Ave & Bailard Ave 677 737 60 743 66 6 836 159 853 176 17 

11 Casitas Pass Rd & Via Real 1,182 1,336 154 1,879 697 543 1,617 435 2,160 978 543 

12 Vellocito & Via Real 548 338 -211 366 -183 28 465 -83 493 -55 28 

13 SB on/off ramp & Casitas Pass Rd 1,121 1,207 86 1,772 651 565 1,436 315 2,001 880 565 

14 Carpinteria Ave & Casitas Pass Rd 1,417 1,511 94 1,769 352 258 1,668 251 1,926 509 258 

15 NB on ramp & Ogan Rd & Via Real 697 799 102 1,260 563 461 960 263 1,421 724 461 

16 Linden Ave & Ogan Rd 1,180 1,285 105 1,542 362 257 1,512 332 1,769 589 257 

17 SB off ramp & Linden Ave 1,005 1,110 105 1,342 337 232 1,284 279 1,516 511 232 

18 Linden Ave & Sawyer Ave 944 990 46 1,069 125 79 1,066 122 1,277 333 211 

19 SB on/off ramp & Carpinteria Ave 669 749 80 742 73 -7 882 213 863 194 -19 

20 Santa Ynez Ave/7th St & Carpinteria Ave 943 1,005 62 996 53 -9 1,107 164 1,084 141 -23 

21 NB on/off ramp & Via Real 1,187 1,225 38 1,346 159 120 1,289 102 1,610 423 321 

22 NB on/off ramp & Padaro Ln 443 449 6 462 19 13 455 12 493 50 38 

23 Via Real & Padaro Ln 868 884 16 884 16 0 910 42 910 42 0 

24 SB off ramp & Santa Claus Ln/Padaro Ln 276 276 0 309 33 33 276 0 364 88 88 

25 NB on/off ramp & Padaro Ln 649 657 8 661 12 3 649 0 680 31 31 

26 Padaro Ln & Via Real 868 921 53 881 13 -39 1,008 140 903 35 -105 

27 SB on/off ramp & Padaro Ln 242 245 3 247 5 2 250 8 255 13 5 

28 NB off ramp & Ortega Hill Rd 411 434 23 416 5 -18 472 61 423 12 -49 

29 Evans Ave & Ortega Hill Rd 575 647 72 608 33 -38 766 191 664 89 -102 

30 NB on ramp & Ortega Hill Rd 403 485 82 443 40 -42 621 218 510 107 -111 

31 SB off ramp & Evans Ave 177 191 14 182 5 -9 214 37 189 12 -25 

32 NB on/off ramp & Sheffield 744 802 58 834 90 32 880 136 983 239 103 

33 SB on/off ramp & Sheffield 390 425 35 461 71 36 483 93 579 189 96 

34 Jameson & Sheffield 867 965 98 956 89 -9 1,128 261 1,105 238 -23 

35 NB on/off ramp & San Ysidro Rd 973 1,002 29 1,030 57 27 1,051 78 1,124 151 73 

36 San Ysidro Rd & N. Jameson Ln 1,227 1,333 106 1,288 61 -45 1,509 282 1,390 163 -119 

37 SB off ramp & San Ysidro Rd/Eucalyptus Ln 700 729 29 733 33 5 777 77 789 89 12 

38 S. Jameson Ln & San Ysidro Rd/Eucalyptus Ln 199 226 27 226 27 0 270 71 270 71 0 

39 NB off ramp & Olive Mill Rd 1,108 1,195 87 1,173 65 -22 1,341 233 1,282 174 -59 

40 SB on ramp & Olive Mill Rd 1,017 1,108 91 1,054 37 -54 1,259 242 1,116 99 -143 

41 SB off ramp & Depot 380 431 51 380 0 -51 515 135 380 0 -135 

42 Olive Mill Rd & Spring 611 667 56 615 4 -51 759 148 622 11 -137 

43 NB off ramp & Coast Village Rd/Hermosillo Dr 887 946 59 925 38 -21 1,044 157 987 100 -57 

44 SB on/off ramp & NB off ramp & Cabrillo Blvd 1,038 1,052 14 1,151 113 98 1,076 38 1,338 300 262 

45 NB on ramp & Cabrillo Blvd 1,345 1,382 37 1,390 45 8 1,444 99 1,465 120 21 

46 NB on/off ramp & S. Salinas St 629 633 4 659 30 27 639 10 710 81 71 

47 NB on/off ramp & Milpas St 2,991 3,028 37 3,175 184 147 3,090 99 3,482 491 392 

48 SB off ramp & Milpas St 2,165 2,202 37 2,251 86 48 2,284 119 2,399 234 115 

49 SB on/off ramp & Milpas St 1,910 1,932 22 2,167 257 236 1,968 58 2,596 686 628 

50 NB on/off ramp & Garden St 2,235 2,305 70 2,356 121 51 2,420 185 2,556 321 136 

51 NB off ramp & Palm Ave 365 407 42 427 62 21 476 111 531 166 55 

52 SB on/off ramp & Garden St 1,981 2,107 126 2,162 181 55 2,318 337 2,464 483 146 

53 Garden St & E/ Yanonali St 1,363 1,441 78 1,459 96 19 1,570 207 1,620 257 50 

54 NB off ramp & Bath St 423 434 11 441 18 6 453 30 470 47 17 

55 NB on ramp & Castillo St 1,587 1,672 85 1,669 82 -3 1,814 227 1,806 219 -8 

56 W. Haley St & Bath St 981 1,025 44 1,023 42 -1 1,097 116 1,094 113 -3 

57 SB on/off ramp & Castillo St 2,257 2,368 111 2,368 111 0 2,552 295 2,551 294 -1 

58 NB on/off ramp & Carrillo St 3,239 3,341 102 3,350 111 9 3,510 271 3,534 295 24 

59 SB on/off ramp & Carrillo St 3,435 3,528 93 3,532 97 5 3,677 242 3,689 254 12 

60 Cabrillo St & Castillo St 2,742 2,837 95 2,870 128 33 2,995 253 3,082 340 87 

61 Cabrillo St & San Pascual St 2,241 2,252 11 2,247 6 -5 2,271 30 2,258 17 -13 

62 NB on/off ramp & Arrellaga St 861 864 3 872 11 8 869 8 890 29 21 

63 NB on/off ramp & Mission St 2,930 2,982 52 2,992 62 9 3,068 138 3,093 163 25 

64 SB on/off ramp & Mission St 2,705 2,747 42 2,755 50 8 2,817 112 2,838 133 21 

65 Mission St & Castillo St 2,363 2,429 66 2,423 60 -5 2,529 166 2,515 152 -14 

66 Mission St & San Pascual St 1,359 1,368 9 1,365 6 -4 1,384 25 1,374 15 -10 

67 NB off ramp & Pueblo St & Calle Real 815 817 2 818 3 1 821 6 824 9 3 

68 NB on ramp & Calle Real & Las Positas 1,564 1,600 36 1,625 61 25 1,663 99 1,729 165 66 

69 Calle Real & Las Positas Rd 3,328 3,370 42 3,399 71 29 3,439 111 3,516 188 77 

70 SB on/off ramp & Las Positas Rd 2,855 2,893 38 2,920 65 27 2,955 100 3,027 172 72 

71 Las Pasitas Rd & Modoc Rd 2,652 2,678 26 2,665 13 -13 2,722 70 2,687 35 -35 

72 NB on/off ramp & Calle Real & Hope 1,677 1,693 16 1,727 50 35 1,719 42 1,811 134 92 

73 SB on/off ramp & La Cumbre Rd 2,125 2,136 11 2,135 10 -1 2,154 29 2,152 27 -2 

74 La Cumbre Rd & Calle Real 2,030 2,053 23 2,051 21 -2 2,091 61 2,086 56 -5 

75 NB off ramp & State St & Calle Real 2,388 2,472 84 2,485 97 12 2,613 225 2,646 258 33 

76 NB on ramp & State St 1,403 1,409 6 1,407 4 -2 1,419 16 1,414 11 -5 

77 Calle Real & Rt 154 & San Macros Pass Rd 2,813 2,891 78 2,902 89 11 3,021 208 3,051 238 30 

78 SB off ramp & State St 1,735 1,783 48 1,788 53 5 1,864 129 1,876 141 12 

79 SB on ramp & State St & Rt 154 1,941 1,983 42 1,994 53 10 2,054 113 2,081 140 27 

80 NB on/off ramp & Calle Real & El Sueno Rd 949 986 37 988 39 2 1,047 98 1,052 103 5 

81 NB on/off ramp & Turnpike Rd 2,354 2,400 46 2,434 80 35 2,476 122 2,568 214 92 

82 SB on/off ramp & Turnpike Rd 2,850 2,878 28 2,909 59 31 2,918 68 3,001 151 83 

83 Turnpike Rd & Calle Real 1,829 1,871 42 1,900 71 29 1,940 111 2,017 188 77 

84 NB on/off ramp & Patterson Ave 2,670 2,762 92 2,847 177 85 2,914 244 3,141 471 227 

85 SB on/off ramp & Patterson Ave 2,785 2,859 74 2,956 171 97 2,983 198 3,241 456 258 

86 Patterson Ave & Calle Real 2,188 2,220 32 2,248 60 27 2,274 86 2,347 159 73 

87 NB on/off ramp & Fairview Ave 2,860 2,888 28 2,907 47 19 2,935 75 2,985 125 50 

88 Calle Real & Fairview Ave 2,349 2,371 22 2,378 29 7 2,408 59 2,427 78 19 

89 SB on/off ramp & Fairview Ave 2,836 2,897 61 2,907 71 10 2,996 160 3,022 186 26 

90 NB on/off ramp & Los Carneros Rd 1,596 1,726 130 1,764 168 39 1,942 346 2,045 449 103 

91 SB on/off ramp & Los Carneros Rd 2,083 2,226 143 2,271 188 45 2,460 377 2,579 496 119 

92 Los Carneros Rd & Calle Real 778 874 96 872 94 -2 1,034 256 1,028 250 -6 

93 NB on/off ramp & Glen Annie Rd & Calle Real 2,907 3,048 141 3,048 141 0 3,282 375 3,282 375 0 

94 Glen Annie Rd & Del Norte Rd 1,064 1,085 21 1,086 22 0 1,121 57 1,122 58 1 

95 SB on/off ramp & Glen Annie Rd 3,280 3,517 237 3,517 237 0 3,912 632 3,911 631 -1 

96 NB ramp & Hollister Ave 284 335 51 335 51 0 420 136 419 135 -1 

97 SB on/off ramp & Hollister Ave 921 922 1 923 2 0 924 3 925 4 1 

98 NB off ramp/Calle Real & Winchester Canyon 430 433 3 433 3 0 439 9 439 9 0 

100 NB on/off ramps & Via Real NA 886 NA 1,304 NA 418 1,292 NA 1,710 NA 418 

102 Garden St & Gutierrez St 2,587 2,664 77 2,665 78 1 2,792 205 2,794 207 2 

103 Castillo St & Montecito St 2,337 2,470 133 2,463 126 -6 2,691 354 2,674 337 -17 

104 Carrillo St & San Andres St 2,311 2,330 19 2,324 13 -6 2,362 51 2,346 35 -16 

105 Mission St & Modoc St 1,504 1,515 11 1,521 17 6 1,532 28 1,549 45 17 

106 Milpas St & Quinientos St 2,531 2,572 41 2,578 47 6 2,640 109 2,655 124 15 

391 N. Jameson Ln & Olive Mill Rd 882 942 60 924 42 -18 1,041 159 993 111 -48 

792 State St & San Marcos Pass Road 1,931 1,975 44 1,979 48 4 2,048 117 2,058 127 10 

Notes 

Indicates negative change in traffic volumes 

NA Data not available 

2020 No Build 2020 Build 

2040 No Build 2040 Build 

Change from 

No Build 




Table 50. Total Intersection Entering Traffic Volumes - PM Peak 

ID 

Intersection 

Existing 

Volumes Volumes 

Change from 

Change from Change from 

Existing Volumes Existing No Build Volumes 

Change from 


2040 Change Build 

from 

Existing 

1 NB on/off ramp & Bates Rd 78 90 12 90 12 0 110 32 110 32 0 

2 SB on/off ramp & Bates Rd 74 87 13 87 13 0 138 64 138 64 0 

3 NB on/off ramp & SR 150 617 619 2 629 12 11 621 4 649 32 28 

4 SB on/off ramp & SR 150 644 644 0 655 11 10 644 0 672 28 28 

5 Via Real & SR 150 636 638 2 648 12 11 640 4 668 32 28 

6 Carpinteria Ave & SR 150 257 257 0 257 0 0 257 0 257 0 0 

7 NB on/off ramp & Bailard Ave 1,123 1,158 35 1,223 100 66 1,215 92 1,390 267 175 

8 SB on/off ramp & Bailard Ave 876 917 41 967 91 50 986 110 1,119 243 133 

9 Via Real & Bailard Ave 1,015 1,217 202 1,228 213 11 1,554 539 1,583 568 29 

10 Carpinteria Ave & Bailard Ave 865 873 8 894 29 21 887 22 943 78 56 

11 Casitas Pass Rd & Via Real 1,081 1,601 520 1,735 654 134 2,495 1,414 2,462 1,381 -33 

12 Vellocito & Via Real 461 549 88 366 -95 -182 1,306 845 663 202 -643 

13 SB on/off ramp & Casitas Pass Rd 1,445 1,705 260 1,988 543 283 2,138 693 2,421 976 283 

14 Carpinteria Ave & Casitas Pass Rd 1,804 1,950 146 2,086 282 136 2,193 389 2,329 525 136 

15 NB on ramp & Ogan Rd & Via Real 583 945 362 737 154 -208 1,510 927 1,196 613 -314 

16 Linden Ave & Ogan Rd 1,129 1,403 274 1,135 6 -268 1,892 763 1,624 495 -268 

17 SB off ramp & Linden Ave 1,042 1,135 93 1,248 206 113 1,292 250 1,405 363 113 

18 Linden Ave & Sawyer Ave 958 1,010 52 1,024 66 14 1,097 139 1,133 175 36 

19 SB on/off ramp & Carpinteria Ave 979 1,163 184 1,167 188 4 1,470 491 1,480 501 10 

20 Santa Ynez Ave/7th St & Carpinteria Ave 1,423 1,622 199 1,567 144 -55 1,954 531 1,808 385 -146 

21 NB on/off ramp & Via Real 1,114 1,348 234 1,314 200 -34 1,737 623 1,646 532 -91 

22 NB on/off ramp & Padaro Ln 606 780 174 659 53 -121 1,069 463 746 140 -323 

23 Via Real & Padaro Ln 741 927 186 780 39 -147 1,237 496 846 105 -391 

24 SB off ramp & Santa Claus Ln/Padaro Ln 580 663 83 627 47 -35 800 220 706 126 -94 

25 NB on/off ramp & Padaro Ln 439 540 101 485 46 -54 707 268 562 123 -145 

26 Padaro Ln & Via Real 512 762 250 572 60 -191 1,179 667 671 159 -508 

27 SB on/off ramp & Padaro Ln 341 342 1 358 17 17 341 0 387 46 46 

28 NB off ramp & Ortega Hill Rd 425 613 188 475 50 -138 926 501 557 132 -369 

29 Evans Ave & Ortega Hill Rd 625 826 201 663 38 -163 1,161 536 726 101 -435 

30 NB on ramp & Ortega Hill Rd 412 592 180 453 41 -139 891 479 520 108 -371 

31 SB off ramp & Evans Ave 333 353 20 356 23 3 386 53 393 60 7 

32 NB on/off ramp & Sheffield 504 633 129 634 130 0 849 345 850 346 1 

33 SB on/off ramp & Sheffield 236 248 12 267 31 19 269 33 319 83 50 

34 Jameson & Sheffield 622 886 264 721 99 -165 1,325 703 885 263 -440 

35 NB on/off ramp & San Ysidro Rd 947 1,091 144 1,005 58 -86 1,330 383 1,101 154 -229 

36 San Ysidro Rd & N. Jameson Ln 1,155 1,362 207 1,216 61 -146 1,706 551 1,318 163 -388 

37 SB off ramp & San Ysidro Rd/Eucalyptus Ln 588 852 264 666 78 -186 1,292 704 796 208 -496 

38 S. Jameson Ln & San Ysidro Rd/Eucalyptus Ln 238 379 141 281 43 -98 614 376 353 115 -261 

39 NB off ramp & Olive Mill Rd 942 1,051 109 1,098 156 47 1,233 291 1,359 417 126 

40 SB on ramp & Olive Mill Rd 1,138 1,296 158 1,299 161 3 1,559 421 1,567 429 8 

41 SB off ramp & Depot 170 314 144 191 21 -123 555 385 227 57 -328 

42 Olive Mill Rd & Spring 511 743 232 541 30 -202 1,130 619 592 81 -538 

43 NB off ramp & Coast Village Rd/Hermosillo Dr 1,212 1,356 144 1,284 72 -72 1,597 385 1,404 192 -193 

44 SB on/off ramp & NB off ramp & Cabrillo Blvd 1,093 1,195 102 1,218 125 23 1,365 272 1,426 333 61 

45 NB on ramp & Cabrillo Blvd 1,573 1,740 167 1,760 187 20 2,018 445 2,072 499 54 

46 NB on/off ramp & S. Salinas St 477 560 83 582 105 23 698 221 758 281 60 

47 NB on/off ramp & Milpas St 3,381 3,419 38 3,575 194 156 3,482 101 3,897 516 415 

48 SB off ramp & Milpas St 2,696 2,746 50 2,816 120 71 2,828 132 3,016 320 188 

49 SB on/off ramp & Milpas St 2,625 2,625 0 2,763 138 138 2,625 0 2,994 369 369 

50 NB on/off ramp & Garden St 2,626 2,826 200 2,827 201 0 3,156 530 3,157 531 1 

51 NB off ramp & Palm Ave 220 301 81 313 93 13 435 215 469 249 34 

52 SB on/off ramp & Garden St 2,257 2,436 179 2,483 226 47 2,734 477 2,859 602 125 

53 Garden St & E/ Yanonali St 1,718 1,832 114 1,890 172 58 2,023 305 2,177 459 154 

54 NB off ramp & Bath St 559 610 51 614 55 5 694 135 706 147 12 

55 NB on ramp & Castillo St 2,205 2,342 137 2,355 150 13 2,571 366 2,605 400 34 

56 W. Haley St & Bath St 1,449 1,502 53 1,500 51 -2 1,591 142 1,586 137 -5 

57 SB on/off ramp & Castillo St 2,557 2,759 202 2,769 212 9 3,092 535 3,117 560 25 

58 NB on/off ramp & Carrillo St 3,947 4,121 174 4,130 183 9 4,412 465 4,435 488 23 

59 SB on/off ramp & Carrillo St 3,778 3,915 137 3,924 146 9 4,141 363 4,164 386 23 

60 Cabrillo St & Castillo St 3,618 3,814 196 3,810 192 -4 4,141 523 4,130 512 -11 

61 Cabrillo St & San Pascual St 2,580 2,637 57 2,631 51 -6 2,732 152 2,717 137 -15 

62 NB on/off ramp & Arrellaga St 1,028 1,050 22 1,055 27 5 1,087 59 1,099 71 12 

63 NB on/off ramp & Mission St 2,725 2,886 161 2,932 207 47 3,150 425 3,274 549 124 

64 SB on/off ramp & Mission St 2,473 2,593 120 2,627 154 34 2,793 320 2,883 410 90 

65 Mission St & Castillo St 2,451 2,621 170 2,663 212 43 2,887 436 3,001 550 114 

66 Mission St & San Pascual St 1,436 1,484 48 1,501 65 17 1,565 129 1,610 174 45 

67 NB off ramp & Pueblo St & Calle Real 764 810 46 784 20 -26 887 123 817 53 -70 

68 NB on ramp & Calle Real & Las Positas 1,616 1,681 65 1,685 69 4 1,789 173 1,800 184 11 

69 Calle Real & Las Positas Rd 3,588 3,683 95 3,672 84 -12 3,842 254 3,811 223 -31 

70 SB on/off ramp & Las Positas Rd 3,086 3,140 54 3,153 67 13 3,230 144 3,264 178 34 

71 Las Pasitas Rd & Modoc Rd 2,635 2,685 50 2,686 51 1 2,769 134 2,772 137 3 

72 NB on/off ramp & Calle Real & Hope 2,029 2,101 72 2,137 108 36 2,222 193 2,318 289 96 

73 SB on/off ramp & La Cumbre Rd 2,254 2,283 29 2,282 28 -2 2,332 78 2,328 74 -4 

74 La Cumbre Rd & Calle Real 2,493 2,523 30 2,521 28 -2 2,573 80 2,567 74 -6 

75 NB off ramp & State St & Calle Real 2,837 3,048 211 3,057 220 9 3,400 563 3,424 587 24 

76 NB on ramp & State St 1,581 1,704 123 1,692 111 -12 1,908 327 1,876 295 -32 

77 Calle Real & Rt 154 & San Macros Pass Rd 2,637 2,772 135 2,784 147 12 2,996 359 3,028 391 32 

78 SB off ramp & State St 1,798 1,878 80 1,874 76 -4 2,010 212 2,000 202 -10 

79 SB on ramp & State St & Rt 154 1,635 1,704 69 1,722 87 18 1,818 183 1,867 232 49 

80 NB on/off ramp & Calle Real & El Sueno Rd 978 1,077 99 1,082 104 5 1,242 264 1,256 278 14 

81 NB on/off ramp & Turnpike Rd 2,415 2,520 105 2,567 152 47 2,694 279 2,819 404 125 

82 SB on/off ramp & Turnpike Rd 2,509 2,635 126 2,677 168 42 2,838 329 2,949 440 111 

83 Turnpike Rd & Calle Real 2,006 2,151 145 2,185 179 34 2,393 387 2,484 478 91 

84 NB on/off ramp & Patterson Ave 3,230 3,339 109 3,451 221 113 3,520 290 3,820 590 300 

85 SB on/off ramp & Patterson Ave 3,438 3,588 150 3,647 209 59 3,839 401 3,995 557 156 

86 Patterson Ave & Calle Real 2,850 2,948 98 3,027 177 80 3,111 261 3,323 473 212 

87 NB on/off ramp & Fairview Ave 2,704 2,779 75 2,805 101 26 2,904 200 2,973 269 69 

88 Calle Real & Fairview Ave 2,946 2,990 44 3,007 61 17 3,064 118 3,109 163 45 

89 SB on/off ramp & Fairview Ave 2,785 2,859 74 2,883 98 24 2,981 196 3,045 260 64 

90 NB on/off ramp & Los Carneros Rd 1,867 2,053 186 2,127 260 74 2,363 496 2,561 694 198 

91 SB on/off ramp & Los Carneros Rd 2,544 2,736 192 2,805 261 70 3,054 510 3,240 696 186 

92 Los Carneros Rd & Calle Real 1,143 1,270 127 1,310 167 40 1,481 338 1,588 445 107 

93 NB on/off ramp & Glen Annie Rd & Calle Real 3,088 3,327 239 3,324 236 -3 3,724 636 3,716 628 -8 

94 Glen Annie Rd & Del Norte Rd 851 897 46 902 51 5 974 123 987 136 13 

95 SB on/off ramp & Glen Annie Rd 3,493 3,650 157 3,639 146 -12 3,911 418 3,880 387 -31 

96 NB ramp & Hollister Ave 414 438 24 437 23 -1 477 63 475 61 -2 

97 SB on/off ramp & Hollister Ave 871 903 32 910 39 7 955 84 974 103 19 

98 NB off ramp/Calle Real & Winchester Canyon 590 590 0 590 0 0 590 0 590 0 0 

100 NB on/off ramps & Via Real NA 854 NA 932 NA 78 1,443 NA 1,521 NA 78 

102 Garden St & Gutierrez St 2,775 2,978 203 2,981 206 3 3,315 540 3,323 548 8 

103 Castillo St & Montecito St 2,789 2,989 200 2,990 201 1 3,323 534 3,326 537 3 

104 Carrillo St & San Andres St 2,548 2,632 84 2,622 74 -10 2,771 223 2,744 196 -27 

105 Mission St & Modoc St 1,664 1,686 22 1,695 31 9 1,723 59 1,746 82 23 

106 Milpas St & Quinientos St 2,518 2,743 225 2,767 249 24 3,118 600 3,181 663 63 

391 N. Jameson Ln & Olive Mill Rd 703 757 54 823 120 65 848 145 1,022 319 174 

792 State St & San Marcos Pass Road 1,967 2,048 81 2,053 86 5 2,183 216 2,197 230 14 

Notes 

Indicates negative change in traffic volumes 

NA Data not available 

2020 No Build 2020 Build 2040 No Build 


Change 

from No 

Build

Figure 40. 2040 Change in Peak Hour Ramp Volumes (Build vs. No Build) 


Figure 40 cont. 2040 Change in Peak Hour Ramp Volumes (Build vs. No Build) 








Forecast Intersection Operational Results 

Complete 2020 and 2040 No Build and Build AM/PM peak hour LOS results by movement were computed 

for all study area intersections using the SYNCHRO-7 (HCM Method) and TRAFFIX (ICU Method) 

operational software as appropriate. It should be noted that existing signal timing sheets were applied to 

the future condition analysis to ensure a reasonable worst case analysis of future operations. Signal 

timing adjustments will be considered as a mitigation option during the subsequent environmental phase of 

the project and will be based on location specific conditions and engineering assessments. 

Several operational reasonableness checks were performed for signalized study intersections. These are 

described below. 

HCM SYNCHRO-7 estimated saturation flow rates and the ICU a priori saturation flow rate assumption for 

signalized intersections were compared with the PM peak hour field measured saturation flow rates 

documented as part of SBCAG’s CMP process in 2003. Comparisons indicate a reasonable 

correspondence. These comparisons for 2020 and 2040 are provided in Table 51. 

As stated above and in the methodology section – existing signal timing sheets were applied to the HCM 

2020 and 2040 future year analysis for signalized intersections. Modifications to the existing signal timing 

plans were performed only under the following two circumstances: 

If calculated 95 th percentile queues indicate potential for queue spill back conditions onto the 

freeway mainline (i.e., queue exceeds storage capacity of an off-ramp). These conditions 

were checked under 2020 and 2040 No Build and Build conditions at all freeway off-ramp 

intersections. When the estimated 95 th percentile flow rate exceeds the capacity for a given 

movement – denoted by “#” – traffic is simulated for two cycles to report 95 th percentile 

queues. As such, actual queues can exceed the 95 th percentile estimate. In these cases, 

SYNCHRO-7 recommends checking to ensure the peak hour v/c for the movement in question 

is less than 1.00. If it is not - green time should be re-allocated until the peak hour volume-tocapacity 

ratio for the movement is less than or equal to 1.00. When the volume-to-capacity 

ratio meets this condition, the queue length as originally reported can be considered stable. 

These checks are shown for 2020 and 2040 in Table 52 and Table 53 respectively. 

Highlighted approaches indicate where green time adjustments were required to the original 

signal timing plans (i.e., more green time allocated to the off-ramp approach) to ensure 

flushing of the off-ramps. This signal timing adjustment was required at seven intersections 

under 2020 conditions and eleven intersections under 2040 conditions. Signal timing 

adjustment checks to ensure adequate ramp discharge were checked under both No Build 

and Build conditions at these intersections. 

If future programmed improvements would modify the geometry of an intersection. Given the 

latter condition, the existing signal timing plan’s cycle length was held constant. The green 

time splits however were re-optimized using the SYNCHRO-7 operational software in order to 

properly reflect the proposed intersection geometry. 

Final HCM level of service results including baseline conditions are graphically shown in Figure 41. 

Complete 2020 No Build and Build AM/PM peak hour operational results by movement are provided in 

Table 54 through Table 57. Complete 2040 No Build and Build AM/PM peak hour LOS results by 

movement for all study intersection are provided in Table 58 through Table 61. 

All SYNCHRO-7 software HCM intersection LOS worksheets are provided in Appendix C. All 2020 and 

2040 TRAFFIX software ICU intersection LOS worksheets are provided in Appendix D. TRAFFIX signal 

warrant worksheets are provided in Appendix E. 




Table 51. 2020 and 2040 PM Peak Hour Estimated Saturation Flow Rates 

ID 

Intersection 

Control ICU 2003 Field 

Type Assumed Measured 1 

2020 Build 

2040 Build 

PM PM 

11 Casitas Pass Rd & Via Real Signal 1,600 1799 1,719 1,721 

13 SB on/off ramp & Casitas Pass Rd Signal 1,600 1799 1,719 1,721 

14 Carpinteria Ave & Casitas Pass Rd Signal 1,600 1799 1,744 1,744 

15 NB on ramp & Ogan Rd & Via Real Roundabout 1,600 1799 1,742 1,788 

16 Linden Ave & Ogan Rd Signal 1,600 1799 1,750 1,750 

17 SB off ramp & Linden Ave Signal 1,600 1799 1,740 1,740 

20 Santa Ynez Ave/7th St & Carpinteria Ave Signal 1,600 1799 1,751 1,750 

47 NB on/off ramp & Milpas St Roundabout 1,600 1799 1,626 1,627 

48 SB off ramp & Milpas St Signal 1,600 1799 1,637 1,637 

49 SB on/off ramp & Milpas St Signal 1,600 1799 1,642 1,642 

50 NB on/off ramp & Garden St Signal 1,600 1799 1,708 1,708 

52 SB on/off ramp & Garden St Signal 1,600 1799 1,695 1,690 

53 Garden St & E/ Yanonali St Signal 1,600 1799 1,707 1,707 

55 NB on ramp & Castillo St Signal 1,600 1799 1,675 1,676 

56 W. Haley St & Bath St Signal 1,600 1799 1,707 1,707 

57 SB on/off ramp & Castillo St Signal 1,600 1799 1,730 1,726 

58 NB on/off ramp & Carrillo St Signal 1,600 1799 1,628 1,624 

59 SB on/off ramp & Carrillo St Signal 1,600 1799 1,647 1,646 

60 Cabrillo St & Castillo St Signal 1,600 1799 1,622 1,622 

63 NB on/off ramp & Mission St Signal 1,600 1799 1,649 1,648 

64 SB on/off ramp & Mission St Signal 1,600 1799 1,625 1,629 

65 Mission St & Castillo St Signal 1,600 1799 1,616 1,617 

68 NB on ramp & Calle Real & Las Positas Signal 1,600 1799 1,714 1,713 

69 Calle Real & Las Positas Rd Signal 1,600 1799 1,626 1,626 

70 SB on/off ramp & Las Positas Rd Signal 1,600 1799 1,694 1,694 

71 Las Pasitas Rd & Modoc Rd Signal 1,600 1799 1,694 1,694 

72 NB on/off ramp & Calle Real & Hope Signal 1,600 1799 1,723 1,722 

73 SB on/off ramp & La Cumbre Rd Signal 1,600 1799 1,712 1,712 

74 La Cumbre Rd & Calle Real Signal 1,600 1799 1,624 1,623 

75 NB off ramp & State St & Calle Real Signal 1,600 1799 1,732 1,730 

77 Calle Real & Rt 154 & San Macros Pass Rd Signal 1,600 1799 1,688 1,687 

78 SB off ramp & State St Signal 1,600 1799 1,713 1,715 

81 NB on/off ramp & Turnpike Rd Signal 1,600 1799 1,730 1,732 

82 SB on/off ramp & Turnpike Rd Signal 1,600 1799 1,740 1,741 

83 Turnpike Rd & Calle Real Signal 1,600 1799 1,729 1,729 

84 NB on/off ramp & Patterson Ave Signal 1,600 1799 1,681 1,678 

85 SB on/off ramp & Patterson Ave Signal 1,600 1799 1,674 1,674 

86 Patterson Ave & Calle Real Signal 1,600 1799 1,692 1,692 

87 NB on/off ramp & Fairview Ave Signal 1,600 1799 1,648 1,648 

88 Calle Real & Fairview Ave Signal 1,600 1799 1,732 1,732 

89 SB on/off ramp & Fairview Ave Signal 1,600 1799 1,679 1,678 

90 NB on/off ramp & Los Carneros Rd Signal 1,600 1799 1,724 1,720 

91 SB on/off ramp & Los Carneros Rd Signal 1,600 1799 1,720 1,719 

92 Los Carneros Rd & Calle Real Signal 1,600 1799 1,739 1,739 

93 NB on/off ramp & Glen Annie Rd & Calle Real Signal 1,600 1799 1,669 1,667 

95 SB on/off ramp & Glen Annie Rd Signal 1,600 1799 1,689 1,688 

100 NB on/off ramps & Via Real Signal 1,600 1799 1,746 1,749 

102 Garden St & Gutierrez St Signal 1,600 1799 1,693 1,692 

103 Castillo St & Montecito St Signal 1,600 1799 1,688 1,688 

104 Carrillo St & San Andres St Signal 1,600 1799 1,612 1,611 

106 Milpas St & Quinientos St Signal 1,600 1799 1,684 1,682 

792 State St & San Marcos Pass Road Signal 1,600 1799 1,667 1,667 

1 Weighted Avg. for South Coast Intersections (16 obs) 




Table 52. 2020 Build: 95 th Percentile Highway 101 Off-Ramp Queue Spill Back Checks 

No. Intersection Dir Off Ramp 

Weekday AM Peak Hour Weekday PM Peak Hour 

95th Queue 

(ft.) V/C 

95th Queue 

(ft.) V/C 

1 NB on/off ramp & Bates Rd NB WB App 1,000 0 2 

2 SB on/off ramp & Bates Rd SB EB App 1,350 2 1 

3 NB on/off ramp & SR 150 NB WB App 1,150 30 5 

4 SB on/off ramp & SR 150 SB EB App 1,050 11 94 

7 NB on/off ramp & Bailard Ave NB WB App 1,000 26 19 

8 SB on/off ramp & Bailard Ave SB EB App 1,150 286 270 

13 SB on/off ramp & Casitas Pass Rd SB EB App 750 71 81 

17 SB off ramp & Linden Ave SB EB App 950 103 121 

19 SB on/off ramp & Carpinteria Ave SB SB App 700 13 172 

21 NB on/off ramp & Via Real NB NB App 700 N/A N/A 

22 NB on/off ramp & S. Padaro Ln NB WB App 1,250 10 6 

24 SB off ramp & Santa Claus Ln/Padaro Ln SB EB App 1,050 14 100 

25 NB on/off ramp & N. Padaro Ln NB WB App 1,250 10 6 

27 SB on/off ramp & Padaro Ln SB EB App 1,000 18 35 

28 NB off ramp & Ortega Hill Rd NB NB App 850 8 16 

31 SB off ramp & Evans Ave SB EB App 1,000 11 34 

32 NB on/off ramp & Sheffield NB WB App 750 30 9 

33 SB on/off ramp & Sheffield SB EB App 450 87 25 

35 NB on/off ramp & San Ysidro Rd NB WB App 700 12 11 

37 SB off ramp & San Ysidro Rd/Eucalyptus Ln SB EB App 650 163 82 

39 NB off ramp & Olive Mill Rd NB WB App 750 N/A N/A 

41 SB off ramp & Depot SB EB App 750 0 0 

43 NB off ramp & Coast Village Rd/Hermosillo Dr NB NB App 550 19 47 

44 SB on/off ramp & NB off ramp & Cabrillo Blvd NB WB App 1,000 N/A N/A 

44 SB on/off ramp & NB off ramp & Cabrillo Blvd SB EB App 1,200 N/A N/A 

46 NB on/off ramp & S. Salinas St NB WB App 850 N/A N/A 

47 NB on/off ramp & Milpas St NB WB App 1,100 N/A N/A 

48 SB off ramp & Milpas St SB EB App 1,100 136 211 

49 SB on/off ramp & Milpas St SB WB App # 361 0.85 # 403 0.9 

50 NB on/off ramp & Garden St NB WB App 1,650 # 130 0.75 # 178 0.86 

51 NB off ramp & Palm Ave NB NB App 450 0 0 

52 SB on/off ramp & Garden St SB EB App 850 # 263 0.86 # 249 1.13 

54 NB off ramp & Bath St NB NB App 800 0 0 

57 SB on/off ramp & Castillo St SB EB App 1,000 304 # 424 0.89 

58 NB on/off ramp & Carrillo St NB WB App 900 # 256 0.82 # 345 0.99 

59 SB on/off ramp & Carrillo St SB EB App 950 # 560 0.9 # 399 1.02 

62 NB on/off ramp & Arrellaga St NB NB App 800 16 22 

63 NB on/off ramp & Mission St NB WB App 750 # 208 0.98 # 193 0.81 

64 SB on/off ramp & Mission St SB EB App 1,000 # 468 1.02 # 460 1.01 

67 NB off ramp & Pueblo St & Calle Real NB WB App 500 21 26 

70 SB on/off ramp & Las Positas Rd SB EB App 1,000 # 438 0.91 # 704 1.15 

72 NB on/off ramp & Calle Real & Hope NB NB App 750 272 338 

73 SB on/off ramp & La Cumbre Rd SB EB App 900 152 253 

75 NB off ramp & State St & Calle Real NB NB App 1,000 283 353 

78 SB off ramp & State St SB SB App 1,950 210 321 

80 NB on/off ramp & Calle Real & El Sueno Rd NB NB App 550 N/A N/A 

81 NB on/off ramp & Turnpike Rd NB WB App 1,150 # 307 0.96 # 197 0.74 

82 SB on/off ramp & Turnpike Rd SB EB App 1,100 175 # 196 1.12dl 

84 NB on/off ramp & Patterson Ave NB WB App 750 258 212 

85 SB on/off ramp & Patterson Ave SB EB App 1,950 # 167 0.73 # 326 0.84 

87 NB on/off ramp & Fairview Ave NB WB App 1,000 337 337 

89 SB on/off ramp & Fairview Ave SB EB App 1,150 169 180 

90 NB on/off ramp & Los Carneros Rd NB WB App 1,250 # 469 0.94 289 

91 SB on/off ramp & Los Carneros Rd SB EB App 1,800 217 150 

93 NB on/off ramp & Glen Annie Rd & Calle Real NB WB App 2,800 # 570 1.6 # 854 2.3 

95 SB on/off ramp & Glen Annie Rd SB EB App 1,400 # 331 1.02 79 

97 SB on/off ramp & Hollister Ave SB EB App 1,450 37 19 

98 NB off ramp/Calle Real & Winchester Canyon NB WB App 650 N/A N/A 

100 NB on/off ramp & Via Real NB NB App 900 109 65 

# 95th percentile volume exceeds capacity, queue may be longer. 

Storage 

Length 

(ft) 




Table 53. 2040 Build: 95 th Percentile Highway 101 Off-Ramp Queue Spill Back Checks. 

No. Intersection Dir Off Ramp 

Weekday AM Peak Hour Weekday PM Peak Hour 

95th Queue 

(ft.) V/C 

95th Queue 

(ft.) V/C 

1 NB on/off ramp & Bates Rd NB WB App 1,000 0 2 

2 SB on/off ramp & Bates Rd SB EB App 1,350 2 1 

3 NB on/off ramp & SR 150 NB WB App 1,150 31 5 

4 SB on/off ramp & SR 150 SB EB App 1,050 12 115 

7 NB on/off ramp & Bailard Ave NB WB App 1,000 27 25 

8 SB on/off ramp & Bailard Ave SB EB App 1,150 806 654 

13 SB on/off ramp & Casitas Pass Rd SB EB App 750 96 121 

17 SB off ramp & Linden Ave SB EB App 950 141 165 

19 SB on/off ramp & Carpinteria Ave SB SB App 700 17 N/A 

21 NB on/off ramp & Via Real NB NB App 700 N/A N/A 

22 NB on/off ramp & S. Padaro Ln NB WB App 1,250 11 7 

24 SB off ramp & Santa Claus Ln/Padaro Ln SB EB App 1,050 20 153 

25 NB on/off ramp & N. Padaro Ln NB WB App 1,250 11 10 

27 SB on/off ramp & Padaro Ln SB EB App 1,000 18 35 

28 NB off ramp & Ortega Hill Rd NB NB App 850 9 35 

31 SB off ramp & Evans Ave SB EB App 1,000 11 39 

32 NB on/off ramp & Sheffield NB WB App 750 36 17 

33 SB on/off ramp & Sheffield SB EB App 450 190 35 

35 NB on/off ramp & San Ysidro Rd NB WB App 700 13 19 

37 SB off ramp & San Ysidro Rd/Eucalyptus Ln SB EB App 650 206 136 

39 NB off ramp & Olive Mill Rd NB WB App 750 N/A N/A 

41 SB off ramp & Depot SB EB App 750 0 0 

43 NB off ramp & Coast Village Rd/Hermosillo Dr NB NB App 550 20 56 

44 SB on/off ramp & NB off ramp & Cabrillo Blvd NB WB App 1,000 N/A N/A 

44 SB on/off ramp & NB off ramp & Cabrillo Blvd SB EB App 1,200 N/A N/A 

46 NB on/off ramp & S. Salinas St NB WB App 850 N/A N/A 

47 NB on/off ramp & Milpas St NB WB App 1,100 N/A N/A 

48 SB off ramp & Milpas St SB EB App 1,100 189 232 

49 SB on/off ramp & Milpas St SB WB App # 471 0.88 # 459 0.97 

50 NB on/off ramp & Garden St NB WB App 1,650 # 155 0.84 # 290 1.47 

51 NB off ramp & Palm Ave NB NB App 450 0 0 

52 SB on/off ramp & Garden St SB EB App 850 # 279 0.88 # 240 1.08 

54 NB off ramp & Bath St NB NB App 800 0 0 

57 SB on/off ramp & Castillo St SB EB App 1,000 303 # 490 0.93 

58 NB on/off ramp & Carrillo St NB WB App 900 # 288 0.85 # 387 1.04 

59 SB on/off ramp & Carrillo St SB EB App 950 # 556 0.9 # 399 1.02 

62 NB on/off ramp & Arrellaga St NB NB App 800 18 24 

63 NB on/off ramp & Mission St NB WB App 750 # 224 1.06 # 225 0.88 

64 SB on/off ramp & Mission St SB EB App 1,000 # 482 1.05 # 501 1.08 

67 NB off ramp & Pueblo St & Calle Real NB WB App 500 21 27 

70 SB on/off ramp & Las Positas Rd SB EB App 1,000 # 438 0.91 # 726 1.18 

72 NB on/off ramp & Calle Real & Hope NB NB App 750 290 395 

73 SB on/off ramp & La Cumbre Rd SB EB App 900 154 266 

75 NB off ramp & State St & Calle Real NB NB App 1,000 350 434 

78 SB off ramp & State St SB SB App 1,950 242 338 

80 NB on/off ramp & Calle Real & El Sueno Rd NB NB App 550 N/A N/A 

81 NB on/off ramp & Turnpike Rd NB WB App 1,150 # 314 0.98 # 208 0.76 

82 SB on/off ramp & Turnpike Rd SB EB App 1,100 180 # 221 1.21dl 

84 NB on/off ramp & Patterson Ave NB WB App 750 # 365 0.87 276 

85 SB on/off ramp & Patterson Ave SB EB App 1,950 # 171 0.74 # 378 0.9 

87 NB on/off ramp & Fairview Ave NB WB App 1,000 345 # 419 0.79 

89 SB on/off ramp & Fairview Ave SB EB App 1,150 222 197 

90 NB on/off ramp & Los Carneros Rd NB WB App 1,250 # 540 1.01 # 388 0.82 

91 SB on/off ramp & Los Carneros Rd SB EB App 1,800 244 268 

93 NB on/off ramp & Glen Annie Rd & Calle Real NB WB App 2,800 # 592 1.66 # 940 2.53 

95 SB on/off ramp & Glen Annie Rd SB EB App 1,400 # 490 1.42 105 

97 SB on/off ramp & Hollister Ave SB EB App 1,450 39 48 

98 NB off ramp/Calle Real & Winchester Canyon NB WB App 650 N/A N/A 

100 NB on/off ramp & Via Real NB NB App 900 142 142 

# 95th percentile volume exceeds capacity, queue may be longer. 

Storage 

Length 

(ft) 




Table 54. 2020 No Build AM Peak Hour LOS Results 

InID Intersection 

Control 

Type 

Overall V/C 

/ ICU LOS 1 

Overall 

HCM 2 

Eastbound Westbound Northbound Southbound 

Southeastbound 

LT T RT LT T RT LT T RT LT T RT LT T RT 

1 NB on/off ramp & Bates Rd TWSC 

Delay (seconds) 9 8.9 9.0 N/A N/A 5.5 0.1 

Level of Service A --- --- --- A A N/A N/A A --- --- A --- --- --- --- 

2 SB on/off ramp & Bates Rd TWSC 

Delay (seconds) 8.8 8.8 8.5 N/A 0.1 N/A 3.9 

Level of Service A A A N/A --- --- --- --- A --- N/A A --- --- --- --- 

3 NB on/off ramp & SR 150 TWSC 

Delay (seconds) 12.2 12.2 10.0 N/A N/A 0.3 0.1 N/A 

Level of Service B --- --- --- B A N/A N/A A --- --- A N/A --- --- --- 

4 SB on/off ramp & SR 150 TWSC 


Level of Service B B B N/A --- --- --- --- A --- N/A A --- --- --- --- 

5 Via Real & SR 150 TWSC 

Delay (seconds) 18.8 N/A 12.4 N/A 18.8 N/A 6.8 0.1 

Level of Service C N/A B --- N/A C --- N/A A --- --- A --- --- --- --- 

6 Carpinteria Ave & SR 150 TWSC 

Delay (seconds) 9.8 N/A 9.8 9.8 N/A 0.2 

Level of Service A N/A A --- --- A N/A --- --- --- --- A --- --- --- --- 

7 NB on/off ramp & Bailard Ave TWSC 

Delay (seconds) 18.6 N/A 18.6 N/A 0.6 0.1 0.1 

Level of Service C --- --- --- N/A C --- N/A A --- --- A A --- --- --- 

8 SB on/off ramp & Bailard Ave TWSC 

Delay (seconds) 44 N/A 44.0 N/A 0.1 N/A 1.0 

Level of Service E N/A E N/A --- --- --- --- A --- N/A A --- --- --- --- 

9 Via Real & Bailard Ave AWSC 

Delay (seconds) 12 N/A 9.9 9.9 N/A 12.6 7.9 N/A 9.7 14.3 N/A 11.3 7.6 

Level of Service B N/A A A N/A B A N/A A B N/A B A --- --- --- 

10 Carpinteria Ave & Bailard Ave AWSC 

Delay (seconds) 11.8 N/A 11.2 N/A N/A 9.8 N/A N/A 8.5 N/A N/A 13.0 N/A 

Level of Service B N/A B N/A N/A A N/A N/A A N/A N/A B N/A --- --- --- 

11 Via Real & Casitas Pass Rd Signal 

Delay (seconds) 16.9 N/A 27.3 24.7 15.9 15.9 13.5 24.4 8.8 N/A 35.3 19.1 N/A 

Level of Service 0.492 / A B N/A C C B B B C A N/A D B N/A --- --- --- 

12 Vellocito & Via Real TWSC 

Delay (seconds) 10.5 N/A 0.7 0.1 N/A N/A 10.5 N/A 

Level of Service B N/A A --- --- A N/A --- --- --- N/A B N/A --- --- --- 

13 SB on/off ramp & Casitas Pass Rd Signal 

Delay (seconds) 11.9 24.0 22.3 N/A 9.2 N/A 22.4 2.8 

Level of Service 0.435 / A B C C N/A --- --- --- A N/A C A --- --- --- 

14 Carpinteria Ave & Casitas Pass Rd Signal 

Delay (seconds) 18.6 24.8 6.8 22.6 17.8 19.1 24.4 

Level of Service 0.628 / B B C A --- --- C B --- --- --- B --- C --- --- --- 

15 NB on ramp & Ogan Rd 3 

City of Carpinteria 


Roundabout 

Delay (seconds) 4.8 

Level of Service A 

16 Linden Ave & Ogan Rd Signal 


Delay (seconds) 10.8 27.4 27.4 9.1 2.7 24.2 2.1 

Level of Service 0.345 / A B --- --- --- C --- C --- A A C A --- --- --- --- 

17 SB off ramp & Linden Ave Signal 

Delay (seconds) 8.9 26.0 23.1 3.5 2.2 

Level of Service 0.342 / A A C --- C --- --- --- --- A --- --- A --- --- --- --- 

18 Linden Ave & Sawyer Ave TWSC 


Delay (seconds) 20 N/A 20.0 N/A N/A 0.2 0.1 N/A 

Level of Service C N/A C N/A --- --- --- N/A A --- --- A N/A --- --- --- 

19 SB on/off ramp & Carpinteria Ave TWSC 

Delay (seconds) 22.7 8.3 0.1 7.9 0.1 N/A 15.2 N/A N/A 22.7 N/A 

Level of Service C A A --- A A --- N/A C N/A N/A C N/A --- --- --- 

20 Santa Ynez Ave/7th St & Carpinteria Ave Signal 


Delay (seconds) 20.3 26.4 11.3 10.6 19.0 20.7 N/A 24.6 21.2 20.1 17.3 N/A 

Level of Service 0.476 / A C C B B --- B C N/A C C C B N/A --- --- --- 

21 NB on/off ramp & Via Real AWSC 

Delay (seconds) 43.7 N/A 13.9 6.3 N/A 84.5 8.6 N/A 19.0 N/A N/A 17.5 N/A 

Level of Service E N/A B A N/A F A N/A C N/A N/A C N/A --- --- --- 

22 NB on/off ramp & S. Padaro Ln TWSC 

Delay (seconds) 9.5 N/A 9.5 N/A 1.4 0.1 

Level of Service A --- --- --- N/A A --- N/A A --- --- A --- --- --- --- 

23 Via Real & S. Padaro Ln TWSC 


Delay (seconds) 24.9 0.1 0.1 N/A 3.1 N/A 24.9 N/A 

Level of Service C --- A A N/A A --- N/A C N/A --- --- --- --- --- --- 

24 SB off ramp & Santa Claus Ln/S. Padaro Ln TWSC 

Delay (seconds) 11.3 11.3 10.9 N/A N/A 8.6 N/A 0.1 0.1 N/A 6.2 

Level of Service B B B N/A N/A A N/A --- A A N/A A --- --- --- --- 

25 NB on/off ramp & N. Padaro Ln TWSC 

Delay (seconds) 12.2 N/A 12.2 N/A N/A 1.3 0.1 

Level of Service B --- --- --- N/A B N/A N/A A --- --- A --- --- --- 

26 N. Padaro Ln & Via Real TWSC 

County of Santa Barbara 

Delay (seconds) 18.8 0.1 N/A N/A 6.7 N/A 18.8 N/A 

Level of Service C --- A N/A N/A A --- N/A C N/A --- --- --- --- --- --- 




Table 54 cont. 2020 No Build AM Peak Hour LOS Results 


Control 

Type 

Overall V/C 

/ ICU LOS 1 

Overall 

HCM 2 




27 SB on/off ramp & N. Padaro Ln TWSC 

Delay (seconds) 10.8 N/A 10.8 N/A 0.1 N/A 6.2 

Level of Service B N/A B N/A --- --- --- --- A --- N/A A --- --- --- --- 

28 NB off ramp & Ortega Hill Rd TWSC 

Delay (seconds) 12.2 N/A 0.1 0.1 N/A 12.2 0.1 

Level of Service B N/A A --- --- A --- N/A B --- --- A --- --- --- --- 

29 Evans Ave & Ortega Hill Rd AWSC 


Level of Service B N/A A N/A N/A B N/A N/A A N/A N/A A N/A --- --- --- 

30 NB on ramp & Ortega Hill Rd TWSC 

Delay (seconds) 16.8 16.8 14.8 N/A 4.6 

Level of Service C --- C B N/A A --- --- --- --- --- --- --- --- --- --- 

31 SB off ramp & Evans Ave TWSC 

Delay (seconds) 10.2 N/A 10.2 N/A 8.5 N/A 0.1 N/A 5.8 

Level of Service B N/A B --- N/A A N/A --- A --- N/A A --- --- --- --- 

32 NB on/off ramp & Sheffield TWSC 


Level of Service B --- --- --- N/A B --- N/A A --- --- A A --- --- --- 

33 SB on/off ramp & Sheffield TWSC 

Delay (seconds) 15 N/A 15.0 7.4 

Level of Service B N/A B --- --- --- --- --- --- --- A --- --- --- --- --- 

34 Jameson & Sheffield TWSC 


Level of Service B --- A A N/A A --- N/A B N/A --- --- --- --- --- --- 

35 NB on/off ramp & San Ysidro Rd TWSC 



36 San Ysidro Rd & N. Jameson Ln AWSC 

Delay (seconds) 37.8 N/A 17.4 9.6 N/A 14.9 9.9 N/A 72.6 8.5 N/A 24.4 9.5 

Level of Service E N/A C A N/A B A N/A F A N/A C A --- --- --- 

37 SB off ramp & San Ysidro Rd/Eucalyptus Ln TWSC 

Delay (seconds) 26.3 26.3 10.4 N/A N/A 9.8 N/A 0.1 N/A 4.6 

Level of Service D D B N/A N/A A N/A --- A --- N/A A --- --- --- --- 

38 S. Jameson Ln & San Ysidro Rd/Eucalyptus Ln TWSC 

Delay (seconds) 9.8 N/A 9.8 N/A N/A 0.7 0.1 N/A 

Level of Service A N/A A N/A --- --- --- N/A A --- --- A N/A --- --- --- 

39 NB off ramp & Olive Mill Rd AWSC 


Level of Service D --- --- --- N/A C N/A N/A F --- --- C N/A --- --- --- 

39a N. Jameson Ln & Olive Mill Rd AWSC 

Delay (seconds) 17.3 N/A 12.1 N/A 21.7 N/A N/A 11.2 

Level of Service C --- --- --- N/A B N/A --- C N/A N/A B --- --- --- --- 

40 SB on ramp & Olive Mill Rd AWSC 

Delay (seconds) 18.3 13.1 15.3 N/A 24.7 N/A N/A 13.0 

Level of Service C B C N/A --- --- --- --- C N/A N/A B --- --- --- --- 

41 SB off ramp & Depot TWSC 

Delay (seconds) 11.1 0.1 0.1 8.3 11.1 

Level of Service B --- A A A --- --- --- --- B --- --- --- --- --- --- 

42 Olive Mill Rd & Spring TWSC 



43 NB off ramp & Coast Village Rd/Hermosillo Dr TWSC 

Delay (seconds) 24.7 N/A 0.3 N/A 24.7 14.0 N/A 16.2 N/A 

Level of Service C N/A A --- --- N/A --- C B --- N/A C N/A --- --- --- 

44 SB on/off ramp & NB off ramp & Cabrillo Blvd AWSC 

Delay (seconds) 36 62.0 7.6 N/A 14.4 N/A 16.4 13.8 

Level of Service E F --- A N/A B N/A --- C --- --- B --- --- --- --- 

45 NB on ramp & Cabrillo Blvd TWSC 

Delay (seconds) 21.8 7.5 0.1 21.8 14.3 

Level of Service C --- --- --- A A --- C --- B --- --- --- --- --- --- 

46 NB on/off ramp & S. Salinas St TWSC 

Delay (seconds) 8.7 6.9 8.7 

Level of Service A --- --- --- --- --- A --- --- --- --- --- A --- --- --- 

47 NB on/off ramp & Milpas St 3 






Roundabout 



48 SB off ramp & Milpas St Signal 

Delay (seconds) 7.4 27.9 2.1 5.7 

Level of Service 0.648 / B A --- --- C --- --- --- --- A --- --- A --- --- --- --- 

49 SB on ramp & Milpas St Signal 

Delay (seconds) 29.8 27.2 27.3 N/A 43.7 16.2 N/A 36.5 N/A 

Level of Service 0.670 / B C --- --- --- --- --- C --- C N/A D B --- N/A D N/A 

50 NB on/off ramp & Garden St Signal 

Delay (seconds) 13.4 N/A 30.6 50.5 36.5 2.0 12.1 13.3 

Level of Service 0.480 / A B N/A C D D A B B 

51 NB off ramp & Palm Ave TWSC 

Delay (seconds) 9.9 9.9 N/A 0.3 0.1 

Level of Service A A --- --- --- --- --- N/A A --- --- A --- --- --- --- 






Control 

Type 

Overall V/C 

/ ICU LOS 1 

Overall 

HCM 2 




52 SB on/off ramp & Garden St Signal 

Delay (seconds) 21.8 33.2 37.2 20.9 15.7 N/A 21.6 7.3 

Level of Service 0.543 / A C C D C --- --- --- --- B N/A C A --- --- --- --- 

53 Garden St & E/ Yanonali St Signal 

City of Santa Barbara 

Delay (seconds) 27.7 42.7 17.6 15.9 33.4 21.7 22.6 37.2 17.9 N/A 52.8 10.0 N/A 

Level of Service 0.480 / A C D B B C C C D B N/A D A N/A --- --- --- 

54 NB off ramp & Bath St TWSC 

Delay (seconds) 12.5 N/A 12.5 11.0 N/A N/A 0.1 5.1 

Level of Service B N/A B --- --- B N/A N/A A --- A --- --- --- --- --- 

55 NB on ramp & Castillo St Signal 

Delay (seconds) 41.1 124.0 71.7 N/A 7.3 2.8 6.8 N/A 52.2 47.7 

Level of Service 0.558 / A D --- --- --- F E N/A A A A N/A D D --- --- --- 

56 W. Haley St & Bath St Signal 


Delay (seconds) 9.2 7.9 9.6 N/A N/A 8.4 7.2 N/A 10.1 N/A 

Level of Service 0.519 / A A A A N/A N/A A A N/A B N/A --- --- --- --- --- --- 

57 SB on/off ramp & Castillo St Signal 

Delay (seconds) 21.5 N/A 33.4 43.6 12.4 N/A 86.9 4.9 

Level of Service 0.650 / B C N/A C D --- --- --- --- B N/A F A --- --- --- --- 

58 NB on/off ramp & Carrillo St Signal 

Delay (seconds) 21 54.2 55.5 N/A 42.5 5.6 19.2 23.6 

Level of Service 0.713 / C C --- --- --- D E N/A D A --- --- B C --- --- --- 

59 SB on/off ramp & Carrillo St Signal 

Delay (seconds) 36.9 43.3 44.3 21.7 28.6 28.8 126.1 5.3 

Level of Service 0.861 / D D D D C --- --- --- --- C C F A --- --- --- --- 

60 Carrillo St & Castillo St Signal 


Delay (seconds) 20 36.1 41.2 44.6 21.6 N/A 67.0 4.5 

Level of Service 0.736 / C B D D D --- --- --- --- C N/A E A --- --- --- --- 

61 Carrillo St & San Pascual St TWSC 


Delay (seconds) 13.6 N/A 11.7 N/A 0.1 0.1 13.6 0.1 

Level of Service B --- --- --- N/A B N/A --- A A B A --- --- --- --- 

62 NB on/off ramp & Castillo St TWSC 

Delay (seconds) 54 N/A 0.9 0.1 11.4 N/A N/A 54.0 

Level of Service F N/A A A --- --- --- --- B N/A N/A F --- --- --- --- 

63 NB on/off ramp & Mission St Signal 

Delay (seconds) 21.3 N/A 75.6 32.0 N/A 27.1 2.3 3.0 

Level of Service 0.839 / D C --- --- --- N/A E C N/A C --- --- A A --- --- --- 

64 SB on/off ramp & Mission St Signal 

Delay (seconds) 32 54.5 51.4 N/A 11.2 N/A N/A 25.0 

Level of Service 0.954 / E C D D N/A --- --- --- --- B N/A N/A C --- --- --- --- 

65 Mission St & Castillo St Signal 


Delay (seconds) 5.2 N/A 28.4 33.2 N/A 2.5 N/A N/A 3.9 N/A 

Level of Service 0.578 / A A N/A C C --- --- --- N/A A N/A N/A A N/A --- --- --- 

66 Mission St & Modoc Rd TWSC 



Level of Service C --- --- --- N/A C N/A --- A N/A N/A A --- --- --- --- 

67 NB off ramp & Pueblo St & Calle Real TWSC 


Level of Service E A --- --- --- D N/A --- --- --- --- --- E --- --- --- 

68 NB on ramp & Calle Real Signal 

Delay (seconds) 21.8 N/A 61.7 N/A 16.4 2.1 N/A N/A 66.4 N/A 

Level of Service 0.837 / D C N/A E N/A B A N/A --- --- --- N/A E N/A --- --- --- 

69 Calle Real & Las Positas Rd Signal 


Delay (seconds) 36.1 130.0 21.6 71.9 64.1 90.4 15.6 2.7 58.5 52.4 

Level of Service 0.676 / B D F C E E F B A --- --- E D --- --- --- 

70 SB on/off ramp & Las Positas Rd Signal 

Delay (seconds) 28.9 75.7 46.1 N/A 19.4 14.4 52.2 2.7 

Level of Service 0.822 / D C E D N/A --- --- --- --- B B D A --- --- --- --- 

71 Las Pasitas Rd & Modoc Rd Signal 



Level of Service 0.873 / D F F D D E D F F C N/A F C N/A --- --- --- 

72 NB on/off ramp & Calle Real Signal 

Delay (seconds) 25.8 26.2 22.7 N/A 30.6 26.8 N/A 26.5 26.1 19.4 27.4 28.2 26.5 

Level of Service 0.499 / A C C C N/A C C N/A C C B C C C --- --- --- 

73 SB on/off ramp & La Cumbre Rd Signal 

Delay (seconds) 14.4 17.6 17.8 15.3 15.4 16.4 17.8 6.3 

Level of Service 0.524 / A B B B B --- --- --- --- B B B A --- --- --- --- 

74 La Cumbre Rd & Calle Real Signal 


Delay (seconds) 9.3 13.5 13.8 8.8 8.7 20.6 4.5 

Level of Service 0.402 / A A --- --- --- B --- B --- A A C A --- --- --- --- 

75 NB off ramp & State St & Calle Real Signal 

Delay (seconds) 22.7 33.8 18.8 24.0 22.8 19.5 23.2 N/A 28.5 28.4 N/A 

Level of Service 0.536 / A C C B --- --- C C B C N/A C C N/A --- --- --- 

76 NB on ramp & State St TWSC 

Delay (seconds) 0 

Level of Service --- 

77 Calle Real & Rt 154 & San Macros Pass Rd Signal 


Level of Service 0.604 / B C E C C D C C D C N/A D C N/A --- --- --- 

78 SB off ramp & State St Signal 

Delay (seconds) 16.7 17.0 N/A 29.1 10.3 28.8 21.2 21.3 17.2 

Level of Service 0.505 / A B --- B N/A C B --- --- C --- C C B --- --- --- 







79 SB on ramp & State St & Rt 154 TWSC 

Delay (seconds) 72.2 72.2 

Level of Service F --- --- --- --- --- --- --- --- --- F --- --- --- --- --- 

792 State St & San Marcos Pass Road Signal 

Delay (seconds) 24.2 25.5 6.8 N/A N/A 29.4 26.1 N/A 47.4 N/A N/A 31.0 27.0 

Level of Service 0.619 / B C C A N/A N/A C C N/A D N/A N/A C C --- --- --- 

80 NB on/off ramp & Calle Real & El Sueno Rd AWSC 

Delay (seconds) 18.2 N/A 12.7 N/A N/A 24.4 N/A N/A 15.7 8.3 N/A 12.6 N/A 

Level of Service C N/A B N/A N/A C N/A N/A C A N/A B N/A --- --- --- 

81 NB on/off ramp & Turnpike Rd Signal 

Delay (seconds) 30.9 80.0 76.1 34.1 32.3 4.7 21.3 N/A 

Level of Service 0.676 / B C --- --- --- E E C C A --- --- C N/A --- --- --- 

82 SB on/off ramp & Turnpike Rd Signal 


Level of Service 0.800 / C C N/A D N/A --- --- --- --- C N/A D A --- --- --- --- 

83 Turnpike Rd & Calle Real Signal 


Delay (seconds) 23.5 46.8 35.5 41.2 48.8 26.5 N/A 25.1 7.9 N/A 43.2 19.9 N/A 

Level of Service 0.500 / A C D D D D C N/A C A N/A D B N/A --- --- --- 

84 NB on/off ramp & Patterson Ave Signal 

Delay (seconds) 24.2 44.5 46.9 31.8 47.0 9.3 15.0 18.1 

Level of Service 0.690 / B C --- --- --- D D C D A --- --- B B --- --- --- 

85 SB on/off ramp & Patterson Ave Signal 

Delay (seconds) 19.5 45.1 49.7 48.0 13.2 14.1 33.4 1.1 

Level of Service 0.476 / A B D D D --- --- --- --- B B C A --- --- --- --- 

86 Patterson Ave & Calle Real Signal 

City of Goleta 

Delay (seconds) 17.3 37.3 42.3 32.1 2.2 11.4 N/A 

Level of Service 0.545 / A B D --- D --- --- --- C A --- --- B N/A --- --- --- 

87 NB on/off ramp & Fairview Ave Signal 

Delay (seconds) 21.5 23.6 0.1 42.4 27.9 50.4 0.3 

Level of Service 0.544 / A C C --- A --- D C --- --- --- --- D A --- --- --- 

88 Calle Real & Fairview Ave Signal 


Delay (seconds) 36.7 64.0 34.5 52.1 58.9 31.4 N/A 57.4 16.9 15.5 31.6 34.8 N/A 

Level of Service 0.664 / B D E C D E C N/A E B B C C N/A --- --- --- 

89 SB on/off ramp & Fairview Ave Signal 

Delay (seconds) 14 N/A 16.9 19.7 19.4 17.7 18.4 8.0 

Level of Service 0.599 / A B N/A B B --- --- --- --- B B B A --- --- --- --- 

90 NB on/off ramp & Los Carneros Rd Signal 

Delay (seconds) 32.3 52.3 52.3 N/A 39.3 8.1 8.8 N/A 

Level of Service 0.566 / A C --- --- --- D D N/A D A --- --- A N/A --- --- --- 

91 SB on/off ramp & Los Carneros Rd Signal 


Level of Service 0.558 / A B N/A D D --- --- --- --- A B D A --- --- --- --- 

92 Los Carneros Rd & Calle Real Signal 


Delay (seconds) 15 38.9 27.7 2.9 1.8 44.7 5.4 

Level of Service 0.431 / A B --- --- --- D --- C --- A A D A --- --- --- --- 

93 NB on/off ramp & Glen Annie Rd & Calle Real Signal 


Level of Service 0.752 / C F D F F F E N/A E B N/A D C N/A --- --- --- 

94 Glen Annie Rd & Del Norte Rd TWSC 


Delay (seconds) 11.1 11.1 0.1 0.1 N/A 

Level of Service B --- --- B --- --- --- --- A --- --- A N/A --- --- --- 

95 SB on/off ramp & Glen Annie Rd Signal 


Level of Service 0.695 / B F N/A C E --- --- --- --- B A F A --- --- --- --- 

96 Calle Real & NB on ramp TWSC 

Delay (seconds) 10.8 9.8 N/A N/A 10.8 

Level of Service B --- A N/A N/A B --- --- --- --- --- --- --- --- --- --- 

97 SB on/off ramp & Hollister Ave TWSC 

Delay (seconds) 18.5 N/A 18.5 0.1 0.1 0.1 N/A 5.1 

Level of Service C N/A C A --- --- --- --- A A N/A A --- --- --- --- 

98 NB off ramp & Winchester Canyon Rd AWSC 


Level of Service A A --- --- --- A N/A --- --- --- --- --- A --- --- --- 

100 NB on/off ramps & Via Real Signal 

Delay (seconds) 6.5 6.8 6.4 N/A 6.5 6.4 

Level of Service 0.470 / A A --- A A N/A A --- --- A --- --- --- --- --- --- --- 

102 Guteirrez St & Garden St Signal 


Delay (seconds) 20 25.4 21.7 N/A 31.3 6.4 22.2 N/A 

Level of Service 0.691 / B B --- --- --- C C N/A C A --- --- C N/A --- --- --- 

103 Montecito St & Castillo St Signal 


Delay (seconds) 61 101.8 31.7 N/A 57.0 48.6 43.0 60.2 17.5 N/A 57.1 20.3 83.3 

Level of Service 0.803 / D E F C N/A E D D E B N/A E C F --- --- --- 

104 San Andres & Carrillo St Signal 


Delay (seconds) 29.6 47.4 45.6 N/A N/A 46.2 35.0 15.3 22.0 N/A 25.0 21.7 N/A 

Level of Service 0.673 / B C D D F N/A D C B C N/A C C N/A --- --- --- 

105 Modoc St & Mission St AWSC 


Delay (seconds) 44.3 21.7 10.8 12.5 93.0 24.0 10.6 

Level of Service E C --- B --- --- --- B F --- --- C B --- --- --- 

106 Quinientos St & Milpas St Signal 


Delay (seconds) 9.4 18.2 18.4 N/A 19.3 18.6 N/A 5.3 8.1 N/A 5.0 8.8 N/A 

Level of Service 

Note: --- indicates corresponding movement does not exist. 

0.583 / A A B B N/A B B N/A A A N/A A A N/A --- --- --- 

N/A indicates delay same as the adjacent movement due to shared approach. 

AWSC = All Way Stop Control, TWSC = Two Way Stop Control 

1 - ICU LOS is reported for signalized intersections only 

2 - Based on HCM 2000, Chapter 16 Signalized Intersections and Chapter 17 Unsignalized Intersections methodology 

3 - Based on methodology developed by FHWA publication Roundabouts: An Information Guide, June 2000 

Indicates that LOS exceeds LOS threshold 

Control 

Type 

Overall V/C 

/ ICU LOS 1 

Overall 

HCM 2 






Table 55. 2020 No Build PM Peak Hour LOS Results 


Control 

Type 

Overall V/C 

/ ICU LOS 1 

Overall 

HCM 2 

Eastbound Westbound Northbound Southbound Southeastbound 



Delay (seconds) 9.2 9.2 8.4 N/A N/A 4.6 0.1 









Delay (seconds) 30 30.0 12.4 N/A 0.1 N/A 7.3 

Level of Service D D B N/A --- --- --- --- A --- N/A A --- --- --- --- 



Level of Service B N/A B --- N/A B --- N/A A --- --- A --- --- --- --- 












Level of Service E N/A B B N/A F A N/A C B N/A B A --- --- --- 



Level of Service B N/A C N/A N/A A N/A N/A A N/A N/A B N/A --- --- --- 



Level of Service 0.583 / A C N/A C C B B B E B N/A C C N/A --- --- --- 






Level of Service 0.639 / B B C C N/A --- --- --- B N/A B A --- --- --- 


Delay (seconds) 22.9 29.8 7.0 28.7 20.7 29.8 28.7 

Level of Service 0.726 / C C C A --- --- C C --- --- --- C --- C --- --- --- 




Roundabout 





Delay (seconds) 13.7 24.2 22.8 11.3 2.8 28.1 2.9 

Level of Service 0.625 / B B --- --- --- C --- C --- B A C A --- --- --- --- 


Delay (seconds) 8.8 23.4 20.1 3.9 3.0 








Level of Service F A A --- A A --- N/A D N/A N/A F N/A --- --- --- 




Level of Service 0.668 / B C E B B --- C C N/A C C C C N/A --- --- --- 



Level of Service E N/A F A N/A E B N/A D N/A N/A C N/A --- --- --- 



Level of Service B --- --- --- N/A B --- N/A A --- --- A --- --- --- --- 






Delay (seconds) 53 53.0 22.1 N/A N/A 9.7 N/A 0.1 0.1 N/A 7.7 

Level of Service F F C N/A N/A A N/A --- A A N/A A --- --- --- --- 



Level of Service A --- --- --- N/A A N/A N/A A --- --- A --- --- --- 




Level of Service B --- A N/A N/A A --- N/A B N/A --- --- --- --- --- --- 




Table 55 cont. 2020 No Build PM Peak Hour LOS Results 


Control 

Type 

Overall V/C 

/ ICU LOS 1 

Overall 

HCM 2 








Level of Service C N/A A --- --- A --- N/A C --- --- B --- --- --- --- 



Level of Service B N/A A N/A N/A B N/A N/A B N/A N/A A N/A --- --- --- 









Level of Service A --- --- --- N/A A --- N/A A --- --- A A --- --- --- 


Delay (seconds) 11.8 N/A 11.8 7.4 










Level of Service E N/A C A N/A C A N/A C A N/A F A --- --- --- 



Level of Service F F B N/A N/A B N/A --- A --- N/A A --- --- --- --- 



Level of Service B N/A B N/A --- --- --- N/A A --- --- A N/A --- --- --- 



Level of Service C --- --- --- N/A B N/A N/A C --- --- B N/A --- --- --- 


Delay (seconds) 11 N/A 10.5 N/A 11.6 N/A N/A 10.5 

Level of Service B --- --- --- N/A B N/A --- B N/A N/A B --- --- --- --- 



Level of Service D C E N/A --- --- --- --- C N/A N/A C --- --- --- --- 


Delay (seconds) 10.1 0.1 0.1 8.0 10.1 






Delay (seconds) 62.7 N/A 0.4 0.1 62.7 19.2 N/A 38.1 N/A 

Level of Service F N/A A --- --- A --- F C --- N/A E N/A --- --- --- 



Level of Service E E --- A N/A C N/A --- F --- --- C --- --- --- --- 


Delay (seconds) 250.6 7.6 0.1 250.6 12.9 

Level of Service F --- --- --- A A --- F --- B --- --- --- --- --- --- 










Roundabout 




Delay (seconds) 12.2 40.4 2.8 9.4 

Level of Service 0.844 / D B --- --- D --- --- --- --- A --- --- A --- --- --- --- 



Level of Service 0.888 / D E --- --- --- --- --- D --- F N/A E B --- N/A D N/A 



Level of Service 0.690 / B C N/A E D D A B B 









Control 

Type 

Overall V/C 

/ ICU LOS 1 

Overall 

HCM 2 





Level of Service 0.830 / D C F F C --- --- --- --- B N/A C A --- --- --- --- 




Level of Service 0.591 / A E F B B D C C D C N/A C B N/A --- --- --- 



Level of Service C N/A C --- --- B N/A N/A A --- A --- --- --- --- --- 



Level of Service 0.690 / B F --- --- --- F F N/A A A A N/A D D --- --- --- 




Level of Service 0.771 / C B B B N/A N/A B A N/A B N/A --- --- --- --- --- --- 



Level of Service 0.787 / C C N/A C D --- --- --- --- C N/A F C --- --- --- --- 



Level of Service 0.815 / D C --- --- --- E E N/A E A --- --- B D --- --- --- 


Delay (seconds) 28.9 41.5 41.9 58.9 22.5 20.8 33.9 13.2 

Level of Service 0.759 / C C D D E --- --- --- --- C C C B --- --- --- --- 




Level of Service 0.764 / C C C C C --- --- --- C N/A F A --- --- --- --- 




Level of Service B --- --- --- N/A B N/A --- A N/A B A --- --- --- --- 


Delay (seconds) 142.9 N/A 0.5 0.1 11.7 N/A N/A 142.9 




Level of Service 0.747 / C B --- --- --- N/A D D N/A A --- --- A A --- --- --- 



Level of Service 0.858 / D C D D N/A --- --- --- --- A N/A N/A C --- --- --- --- 



Delay (seconds) 9 N/A 26.2 31.2 N/A 5.8 N/A N/A 7.1 N/A 

Level of Service 0.657 / B A N/A C C --- --- --- N/A A N/A N/A A N/A --- --- --- 







Level of Service F A --- --- --- E N/A --- --- --- --- --- F --- --- --- 



Level of Service 0.654 / B C N/A D N/A A A N/A --- --- --- N/A E N/A --- --- --- 



Delay (seconds) 39.8 94.6 43.5 51.3 46.8 46.3 33.2 10.2 57.9 44.6 

Level of Service 0.733 / C D F --- D D D D C B --- --- E D --- --- --- 



Level of Service 0.787 / C D E D N/A --- --- --- --- C C D B --- --- --- --- 




Level of Service 0.708 / C E F D D E D E F C N/A E B N/A --- --- --- 



Level of Service 0.608 / B C C C N/A C C N/A C C C C C C --- --- --- 


Delay (seconds) 18 20.5 20.6 14.6 21.2 20.7 20.3 8.8 

Level of Service 0.589 / A B C C B --- --- --- --- C C C A --- --- --- --- 



Delay (seconds) 11.6 15.7 16.6 11.4 11.2 23.6 5.3 

Level of Service 0.477 / A B --- --- --- B --- B --- B B C A --- --- --- --- 



Level of Service 0.620 / B C D C --- --- C C C C N/A D D N/A --- --- --- 






Level of Service 0.533 / A C C C C C C C C C N/A C C N/A --- --- --- 



Level of Service 0.597 / A C --- C N/A C B --- --- C --- C C C --- --- --- 












Level of Service 0.521 / A B C A N/A N/A C C N/A D N/A N/A C C --- --- --- 



Level of Service C N/A C N/A N/A C N/A N/A B A N/A B N/A --- --- --- 



Level of Service 0.588 / A B --- --- --- C C C C A --- --- B N/A --- --- --- 



Level of Service 0.745 / C B N/A C N/A --- --- --- --- C N/A C A --- --- --- --- 



Delay (seconds) 211 33.4 25.1 26.7 1006.3 24.0 N/A 170.1 19.1 N/A 31.0 12.5 N/A 

Level of Service 0.593 / A F C C C F C N/A F B N/A C B N/A --- --- --- 


Delay (seconds) 18.3 49.6 54.9 51.9 37.4 2.9 9.9 9.8 

Level of Service 0.630 / B B --- --- --- D D D D A --- --- A A --- --- --- 


Delay (seconds) 26.8 44.8 47.6 31.1 18.8 23.9 32.5 16.8 

Level of Service 0.663 / B C D D C --- --- --- --- B C C B --- --- --- --- 




Level of Service 0.650 / B C D --- D --- --- --- E A --- --- B N/A --- --- --- 


Delay (seconds) 17.2 23.7 0.1 28.3 20.5 31.9 0.2 

Level of Service 0.758 / C B C --- A --- C C --- --- --- --- C A --- --- --- 




Level of Service 0.691 / B D F C C F C N/A D A A D C N/A --- --- --- 



Level of Service 0.594 / A B N/A C B --- --- --- --- B B C A --- --- --- --- 






Level of Service 0.776 / C B N/A E D --- --- --- --- A C D A --- --- --- --- 



Delay (seconds) 12.1 14.6 9.4 10.8 9.6 112.7 6.5 

Level of Service 0.589 / A B --- --- --- B --- A --- B A F A --- --- --- --- 



Level of Service 0.744 / C F D F F F F N/A F C N/A D C N/A --- --- --- 



Delay (seconds) 10 10.0 0.1 0.1 N/A 

Level of Service A --- --- A --- --- --- --- A --- --- A N/A --- --- --- 



Level of Service 0.563 / A A N/A D D --- --- --- --- B A C A --- --- --- --- 






Level of Service B N/A B A --- --- --- --- A A N/A A --- --- --- --- 



Level of Service A A --- --- --- B N/A --- --- --- --- --- A --- --- --- 







Level of Service 0.754 / A D --- --- --- C C N/A C B --- --- E N/A --- --- --- 



Delay (seconds) 50.8 59.2 27.2 N/A 47.0 42.7 35.8 55.2 23.7 N/A 150.5 37.3 51.7 

Level of Service 0.892 / D D E C N/A D D D E C N/A F D D --- --- --- 




Level of Service 0.745 / C C C D F N/A C C C B N/A C D N/A --- --- --- 



Delay (seconds) 46.4 17.6 12.9 14.3 29.2 105.0 13.4 

Level of Service E C --- B --- --- --- B D --- --- F B --- --- --- 






0.772 / C B B B N/A C B N/A A B N/A B A N/A --- --- --- 







Control 

Type 

Overall V/C 

/ ICU LOS 1 

Overall 

HCM 2 

Eastbound 

Westbound Northbound 

Southbound 





Table 56. 2020 Build AM Peak Hour LOS Results 


Control 

Type 

Overall V/C 

/ ICU LOS 1 

Overall 

HCM 2 

Eastbound Westbound Northbound 

Southbound Southeastbound 



Delay (seconds) 9 8.9 9.0 N/A N/A 5.5 0.1 












Delay (seconds) 19 N/A 12.5 N/A 19.0 N/A 6.8 0.1 













Level of Service B N/A A B N/A B A N/A A B N/A B A --- --- --- 


Delay (seconds) 12 N/A 11.3 N/A N/A 9.8 N/A N/A 8.5 N/A N/A 13.2 N/A 

Level of Service B N/A B N/A N/A A N/A N/A A N/A N/A B N/A --- --- --- 



Level of Service 0.626 / B B N/A C C B B B D B N/A C B N/A --- --- --- 






Level of Service 0.551 / A B C C N/A --- --- --- A N/A C A --- --- --- 


Delay (seconds) 21.8 28.9 7.3 26.4 20.5 21.3 28.0 

Level of Service 0.682 / B C C A --- --- C C --- --- --- C --- C --- --- --- 




Roundabout 





Delay (seconds) 12.4 25.4 24.5 9.6 7.7 26.0 2.5 

Level of Service 0.671 / B B --- --- --- C --- C --- A A C A --- --- --- --- 


Delay (seconds) 8.7 23.6 20.6 4.3 3.0 





Level of Service D N/A D N/A --- --- --- N/A A --- --- A N/A --- --- --- 



Level of Service C A A --- A A --- N/A C N/A N/A C N/A --- --- --- 




Level of Service 0.471 / A C C B B --- B C N/A C C B B N/A --- --- --- 



Level of Service F N/A B A N/A F A N/A C N/A N/A C N/A --- --- --- 






Delay (seconds) 26 0.1 0.1 N/A 3.1 N/A 26.0 N/A 

Level of Service D --- A A N/A A --- N/A D N/A --- --- --- --- --- --- 





Delay (seconds) 12 N/A 12.0 N/A N/A 1.3 0.1 




Delay (seconds) 18 0.1 N/A N/A 6.5 N/A 18.0 N/A 





Table 56 cont. 2020 Build AM Peak Hour LOS Results 


Control 

Type 

Overall V/C 

/ ICU LOS 1 

Overall 

HCM 2 








Delay (seconds) 12 N/A 0.1 0.1 N/A 12.0 0.1 




Level of Service A N/A A N/A N/A B N/A N/A A N/A N/A A N/A --- --- --- 





Delay (seconds) 10 N/A 10.0 N/A 8.5 N/A 0.1 N/A 6.0 

Level of Service A N/A A --- N/A A N/A --- A --- N/A A --- --- --- --- 






Level of Service C N/A C --- --- --- --- --- --- --- A --- --- --- --- --- 





Delay (seconds) 13.3 N/A 13.3 N/A 1..5 0.1 0.1 

Level of Service B --- --- --- N/A B --- N/A --- --- --- A A --- --- --- 



Level of Service D N/A B A N/A B A N/A F A N/A D A --- --- --- 



Level of Service D D B N/A N/A A N/A --- A --- N/A A --- --- --- --- 






Level of Service D --- --- --- N/A C N/A N/A E --- --- C N/A --- --- --- 








Delay (seconds) 10.6 0.1 0.1 8.1 10.6 







Level of Service C N/A A --- --- N/A --- C B --- N/A C N/A --- --- --- 



Level of Service E F --- A N/A C N/A --- C --- --- B --- --- --- --- 


Delay (seconds) 22.3 7.5 0.1 22.3 14.5 

Level of Service C --- --- --- A A --- C --- B --- --- --- --- --- --- 










Roundabout 




Delay (seconds) 8.2 32.8 2.1 5.8 

Level of Service 0.644 / /B A --- --- C --- --- --- --- A --- --- A --- --- --- --- 



Level of Service 0.744 / C D --- --- --- --- --- C --- C N/A D B --- N/A N/A N/A 





Delay (seconds) 10 10.0 N/A 0.3 0.1 







Control 

Type 

Overall V/C 

/ ICU LOS 1 

Overall 

HCM 2 










Level of Service 0.486 / A C D B B C C C D B N/A D A N/A --- --- --- 










Level of Service 0.517 / A A A A N/A N/A A A N/A A N/A --- --- --- --- --- --- 






Level of Service 0.717 / C C --- --- --- D E N/A D A --- --- B C --- --- --- 


Delay (seconds) 38.2 43.3 44.3 21.7 28.9 28.6 139.7 5.3 

Level of Service 0.865 / D D D D C --- --- --- --- C C F A --- --- --- --- 




Level of Service 0.742 / C C D D D --- --- --- --- C N/A E A --- --- --- --- 










Level of Service 0.840 / D C --- --- --- N/A F C N/A C --- --- A A --- --- --- 



Level of Service 0.960 / E C E D N/A --- --- --- --- B N/A N/A C --- --- --- --- 




Level of Service 0.575 / A A N/A C C --- --- --- N/A A N/A N/A A N/A --- --- --- 







Level of Service E A --- --- --- D N/A --- --- --- --- --- E --- --- --- 






Delay (seconds) 35.8 125.1 22.2 71.4 63.5 88.1 15.4 2.5 59.4 53.4 

Level of Service 0.687 / B D F C E E F B A --- --- E D --- --- --- 



Level of Service 0.828 / D C E D N/A --- --- --- --- B B D A --- --- --- --- 






Delay (seconds) 26 26.8 23.0 N/A 31.1 27.0 N/A 26.3 26.5 19.6 27.8 28.6 26.9 



Delay (seconds) 14.4 17.7 18.0 15.4 15.3 16.3 17.9 6.3 




Delay (seconds) 9.3 13.4 13.8 8.7 8.6 20.8 4.5 

Level of Service 0.401 / A A --- --- --- B --- B --- A A C A --- --- --- --- 



Level of Service 0.540 / A C C B --- --- C C B C N/A C C N/A --- --- --- 






Level of Service 0.608 / B C E C C D C C D C N/A D C N/A --- --- --- 



Level of Service 0.506 / A B --- B N/A C B --- --- C --- C C B --- --- --- 















Level of Service C N/A B N/A N/A C N/A N/A C A N/A B N/A --- --- --- 



Level of Service 0.683 / B C --- --- --- F E C C A --- --- C N/A --- --- --- 



Level of Service 0.809 / D C N/A D N/A --- --- --- --- C N/A D A --- --- --- --- 




Level of Service 0.505 / A C D D D D C N/A C A N/A D C N/A --- --- --- 


Delay (seconds) 25.5 44.0 46.8 30.8 46.3 8.8 16.8 20.5 

Level of Service 0.753 / C C --- --- --- D D C D A --- --- B C --- --- --- 


Delay (seconds) 19.7 45.1 49.7 48.0 14.1 15.9 32.0 1.1 







Delay (seconds) 21.1 26.6 0.1 42.4 24.8 42.0 0.3 





Level of Service 0.667 / B D E C D E C N/A E B B C D N/A --- --- --- 



Level of Service 0.595 / A B N/A B B --- --- --- --- B B B A --- --- --- --- 



Level of Service 0.579 / A C --- --- --- E E N/A D A --- --- A N/A --- --- --- 



Level of Service 0.570 / A B N/A D D --- --- --- --- A B D A --- --- --- --- 



Delay (seconds) 15 38.9 27.7 2.9 1.9 44.7 5.4 



Delay (seconds) 122 36.1 402.1 389.2 84.7 67.1 N/A 66.7 15.0 N/A 45.7 26.6 N/A 








Level of Service 0.694 / B F N/A C E --- --- --- --- B A F A --- --- --- --- 












Level of Service 0.645 / B A --- A A N/A A --- --- A --- --- --- --- --- --- --- 




Level of Service 0.694 / B C --- --- --- C C N/A C A --- --- C N/A --- --- --- 




Level of Service 0.801 / D E F C N/A E D D E B N/A D C F --- --- --- 







Delay (seconds) 45.3 22.4 10.8 12.6 95.6 24.4 10.6 







0.590 / A A B B N/A B B N/A A A N/A A A N/A --- --- --- 







Control 

Type 

Overall V/C 

/ ICU LOS 1 

Overall 

HCM 2 






Table 57. 2020 Build PM Peak Hour LOS Results 


Control 

Type 

Overall V/C 

/ ICU LOS 1 

Overall 

HCM 2 



















Delay (seconds) 10 N/A 10.0 8.9 N/A 1.0 







Level of Service F N/A F N/A --- --- --- --- A --- N/A A --- --- --- --- 



Level of Service D N/A B B N/A F A N/A C B N/A B A --- --- --- 



Level of Service C N/A C N/A N/A A N/A N/A A N/A N/A B N/A --- --- --- 



Level of Service 0.544 / A B N/A C C B B B N/A B N/A C C N/A --- --- --- 






Level of Service 0.685 / B B C C N/A --- --- --- B N/A C A --- --- --- 


Delay (seconds) 27.5 34.9 8.1 35.6 24.8 30.5 37.3 

Level of Service 0.773 / C C C A --- --- D C --- --- --- C --- D --- --- --- 




Roundabout 





Delay (seconds) 8.6 25.7 24.1 5.9 1.0 31.6 2.2 

Level of Service 0.483 / A A --- --- --- C --- C --- A A C A --- --- --- --- 


Delay (seconds) 10.9 23.0 19.2 4.9 3.7 

Level of Service 0.425 / A B C --- B --- --- --- --- A --- --- A --- --- --- --- 







Level of Service F A A --- A A --- N/A D N/A N/A F N/A --- --- --- 




Level of Service 0.661 / B C F B B --- C C N/A C C C B N/A --- --- --- 



Level of Service E N/A F A N/A E B N/A D N/A N/A C N/A --- --- --- 










Level of Service D D C N/A N/A A N/A --- A A N/A A --- --- --- --- 


Delay (seconds) 10 N/A 10.0 N/A N/A 2.3 0.1 









Table 57 cont. 2020 Build PM Peak Hour LOS Results 


Control 

Type 

Overall V/C 

/ ICU LOS 1 

Overall 

HCM 2 











Level of Service A N/A A N/A N/A B N/A N/A A N/A N/A A N/A --- --- --- 









Level of Service A --- --- --- N/A A --- N/A A --- --- A A --- --- --- 












Level of Service D N/A B A N/A B A N/A C A N/A E A --- --- --- 



Level of Service C C B N/A N/A B N/A --- A --- N/A A --- --- --- --- 






Level of Service C --- --- --- N/A B N/A N/A C --- --- C N/A --- --- --- 






Level of Service D B F N/A --- --- --- --- C N/A N/A C --- --- --- --- 


Delay (seconds) 9.3 0.1 0.1 7.6 9.3 

Level of Service A --- A A A --- --- --- --- A --- --- --- --- --- --- 






Level of Service F N/A A --- --- A --- F C --- N/A D N/A --- --- --- 



Level of Service E E --- A N/A D N/A --- E --- --- C --- --- --- --- 


Delay (seconds) 214.6 7.7 0.1 214.6 12.9 











Roundabout 


Level of Service A --- --- --- --- --- --- --- --- --- --- --- --- --- --- --- 


Delay (seconds) 10.7 36.7 1.8 9.1 

Level of Service 0.826 / D B --- --- D --- --- --- --- A --- --- A --- --- --- --- 



Level of Service 0.933 / E E --- --- --- --- --- D --- F N/A F B --- N/A D N/A 



Level of Service 0.692 / B C N/A E E D A B B 









Control 

Type 

Overall V/C 

/ ICU LOS 1 

Overall 

HCM 2 





Level of Service 0.847 / D C E F C --- --- --- --- B N/A C A --- --- --- --- 




Level of Service 0.625 / B F F B B D C C D C N/A C B N/A --- --- --- 






Level of Service 0.692 / B F --- --- --- F F N/A A A A N/A D D --- --- --- 



Delay (seconds) 15 13.8 13.2 N/A N/A 15.2 9.2 N/A 16.9 N/A 

Level of Service 0.769 / C B B B N/A N/A B A N/A B N/A --- --- --- --- --- --- 


Delay (seconds) 33 N/A 27.2 50.0 26.9 N/A 94.5 22.1 

Level of Service 0.788 / C C N/A C D --- --- --- --- C N/A F C --- --- --- --- 



Level of Service 0.818 / D C --- --- --- E E N/A E A --- --- B D --- --- --- 


Delay (seconds) 29.2 42.0 42.5 58.9 22.2 20.2 36.2 13.2 

Level of Service 0.767 / C C D D E --- --- --- --- C C D B --- --- --- --- 




Level of Service 0.761 / C C C C C --- --- --- C N/A F A --- --- --- --- 










Level of Service 0.765 / C B --- --- --- N/A D D N/A A --- --- A A --- --- --- 



Level of Service 0.868 / D D D D N/A --- --- --- --- A N/A N/A C --- --- --- --- 











Level of Service F A --- --- --- D N/A --- --- --- --- --- F --- --- --- 






Delay (seconds) 39.8 94.6 43.7 49.9 46.4 46.3 33.6 10.2 57.9 44.3 

Level of Service 0.738 / C D F --- D D D D C B --- --- E D --- --- --- 



Level of Service 0.784 / C D E D N/A --- --- --- --- C C D B --- --- --- --- 







Level of Service 0.615 / B C D C N/A C C N/A C C C C D C --- --- --- 


Delay (seconds) 18 20.4 20.5 14.5 21.3 20.7 20.2 8.8 

Level of Service 0.587 / A B C C B --- --- --- --- C C C A --- --- --- --- 



Delay (seconds) 11.6 15.6 16.5 11.4 11.3 23.6 5.3 




Level of Service 0.628 / B C D C --- --- C C C C N/A D D N/A --- --- --- 






Level of Service 0.537 / A C C C C C C C C C N/A C C N/A --- --- --- 


Delay (seconds) 26 27.2 N/A 34.6 16.3 32.5 30.5 30.5 21.3 
















Level of Service C N/A C N/A N/A C N/A N/A B A N/A B N/A --- --- --- 



Level of Service 0.595 / A B --- --- --- C C C C A --- --- B N/A --- --- --- 






Delay (seconds) 213.5 34.2 25.2 26.8 ##### 24.0 N/A 182.5 18.7 N/A 31.0 12.5 N/A 

Level of Service 0.600 / A F C C C F C N/A F B N/A C B N/A --- --- --- 


Delay (seconds) 22.3 42.9 45.3 44.4 44.1 8.9 14.5 14.7 

Level of Service 0.652 / B C --- --- --- D D D D A --- --- B B --- --- --- 


Delay (seconds) 27.6 46.4 48.9 31.3 19.2 25.4 35.0 15.2 

Level of Service 0.689 / B C D D C --- --- --- --- B C C B --- --- --- --- 






Delay (seconds) 17.5 23.9 0.1 28.1 20.6 34.4 0.2 

Level of Service 0.760 / C B C --- A --- C C --- --- --- --- C A --- --- --- 



Delay (seconds) 35 94.0 27.3 30.7 85.2 30.2 N/A 55.0 7.9 9.9 53.1 31.3 N/A 

Level of Service 0.693 / B C F C C F C N/A D A A D C N/A --- --- --- 



Level of Service 0.600 / A B N/A C B --- --- --- --- B B C A --- --- --- --- 






Level of Service 0.789 / C B N/A E D --- --- --- --- A C D A --- --- --- --- 



Delay (seconds) 11.6 14.3 9.2 11.0 9.9 79.3 6.6 

Level of Service 0.601 / B B --- --- --- B --- A --- B A E A --- --- --- --- 










Level of Service 0.561 / A A N/A D D --- --- --- --- B A C A --- --- --- --- 






Level of Service B N/A B A --- --- --- --- A A N/A A --- --- --- --- 










Level of Service 0.755 / C C --- --- --- C C N/A C B --- --- E N/A --- --- --- 




Level of Service 0.887 / D D E C N/A D D D E C N/A F D D --- --- --- 







Delay (seconds) 48.1 17.6 12.9 14.3 29.3 109.5 13.5 

Level of Service E C --- B --- --- --- B D --- --- F B --- --- --- 






0.788 / C B B B N/A C B N/A A B N/A B B N/A --- --- --- 







Control 

Type 

Overall V/C 

/ ICU LOS 1 

Overall 

HCM 2 

Eastbound 


Southbound 





Table 58. 2040 No Build AM Peak Hour LOS Results 


Control 

Type 

Overall V/C 

/ ICU LOS 1 

Overall 

HCM 2 















Level of Service B B A N/A --- --- --- --- A --- N/A A --- --- --- --- 















Level of Service C N/A C B N/A B A N/A B D N/A B A --- --- --- 



Level of Service B N/A B N/A N/A B N/A N/A A N/A N/A C N/A --- --- --- 



Level of Service 0.599 / A C N/A C C C C B E C N/A D C N/A --- --- --- 






Level of Service 0.539 / A B C C N/A --- --- --- B N/A C A --- --- --- 


Delay (seconds) 18.9 25.1 6.7 22.9 18.0 19.6 24.9 

Level of Service 0.634 / B B C A --- --- C B --- --- --- B --- C --- --- --- 




Roundabout 





Delay (seconds) 10.7 24.8 25.0 10.1 4.0 23.7 2.4 

Level of Service 0.620 / B B --- --- --- C --- C --- B A C A --- --- --- --- 


Delay (seconds) 9.7 23.1 17.9 5.3 3.2 

Level of Service 0.424 / A A C --- B --- --- --- --- A --- --- A --- --- --- --- 







Level of Service D A A --- A A --- N/A C N/A N/A D N/A --- --- --- 




Level of Service 0.514 / A C C B B --- C C N/A C C C B N/A --- --- --- 



Level of Service E N/A C A N/A F A N/A C N/A N/A C N/A --- --- --- 






Delay (seconds) 26 0.1 0.1 N/A 3.1 N/A 26.0 N/A 

















Control 

Type 

Overall V/C 

/ ICU LOS 1 

Overall 

HCM 2 















Level of Service D --- D C N/A A --- --- --- --- --- --- --- --- --- --- 









Level of Service C N/A C --- --- --- --- --- --- --- A --- --- --- --- --- 









Level of Service F N/A E B N/A C B N/A F A N/A E B --- --- --- 



Level of Service C D B N/A N/A B N/A --- A --- N/A A --- --- --- --- 






Level of Service F --- --- --- N/A C N/A N/A F --- --- C N/A --- --- --- 



Level of Service C --- --- --- N/A B N/A --- D N/A N/A B --- --- --- --- 



Level of Service D C C N/A --- --- --- --- F N/A N/A B --- --- --- --- 


Delay (seconds) 11.9 0.1 0.1 8.6 11.9 







Level of Service D N/A A --- --- N/A --- D C --- N/A C N/A --- --- --- 



Level of Service E F --- A N/A B N/A --- C --- --- B --- --- --- --- 


Delay (seconds) 25.7 7.5 0.1 25.7 14.3 

Level of Service D --- --- --- A A --- D --- B --- --- --- --- --- --- 










Roundabout 




Delay (seconds) 7.8 27.7 2.4 6.1 

Level of Service 0.669 / B A --- --- C --- --- --- --- A --- --- A --- --- --- --- 


Delay (seconds) 30 27.0 27.9 N/A 44.3 16.4 N/A 37.0 N/A 

Level of Service 0.676 / B C --- --- --- --- --- C --- C N/A D B --- N/A D N/A 



Level of Service 0.481 / A B N/A C C D A B B 



Level of Service B B --- --- --- --- --- N/A A --- --- A --- --- --- --- 






Control 

Type 

Overall V/C 

/ ICU LOS 1 

Overall 

HCM 2 










Level of Service 0.527 / A D E B B C C C D B N/A F A N/A --- --- --- 










Level of Service 0.547 / A A A B N/A N/A A A N/A B N/A --- --- --- --- --- --- 






Level of Service 0.730 / C C --- --- --- D E N/A D A --- --- C C --- --- --- 


Delay (seconds) 56.8 43.6 43.8 21.7 29.6 33.6 301.3 4.3 

Level of Service 0.923 / E E D D C --- --- --- --- C C F A --- --- --- --- 




Level of Service 0.757 / C C D D D --- --- --- --- C N/A F A --- --- --- --- 










Level of Service 0.858 / D C --- --- --- N/A E D N/A D --- --- A A --- --- --- 



Level of Service 0.985 / E C E D N/A --- --- --- --- B N/A N/A C --- --- --- --- 











Level of Service E D --- --- --- A N/A --- --- --- --- --- E --- --- --- 






Delay (seconds) 37.1 121.1 24.0 75.2 66.2 92.8 16.0 2.9 59.3 52.9 

Level of Service 0.705 / C D F C E E F B A --- --- E D --- --- --- 



Level of Service 0.833 / D C E D N/A --- --- --- --- C B D A --- --- --- --- 









Delay (seconds) 14.5 17.7 17.9 15.4 15.5 16.4 17.9 6.4 




Delay (seconds) 10 14.4 14.8 9.8 9.6 18.8 4.3 

Level of Service 0.421 / A A --- --- --- B --- B --- A A B A --- --- --- --- 



Level of Service 0.580 / A C D C --- --- C C C C N/A C C N/A --- --- --- 






Level of Service 0.642 / B C D C C D C D D C N/A D C N/A --- --- --- 


















Level of Service C N/A B N/A N/A D N/A N/A C A N/A B N/A --- --- --- 



Level of Service 0.687 / B C --- --- --- E E C C A --- --- C N/A --- --- --- 









Delay (seconds) 26.4 46.2 48.9 31.2 47.2 8.7 17.3 21.9 

Level of Service 0.729 / C C --- --- --- D D C D A --- --- B C --- --- --- 


Delay (seconds) 19.2 46.0 50.0 48.2 13.3 14.1 34.5 0.6 







Delay (seconds) 21.8 23.8 0.1 42.9 28.8 51.9 0.3 





Level of Service 0.667 / B D E C D E C N/A E B B C C N/A --- --- --- 



Level of Service 0.639 / B B N/A B C --- --- --- --- C B C A --- --- --- --- 



Level of Service 0.627 / B C --- --- --- D E N/A D A --- --- B N/A --- --- --- 



Level of Service 0.633 / B B N/A D D --- --- --- --- B B D A --- --- --- --- 



Delay (seconds) 14.2 38.5 26.4 2.9 1.4 44.7 6.2 











Level of Service 0.789 / C F N/A C E --- --- --- --- B A F A --- --- --- --- 
















Level of Service 0.712 / C C --- --- --- C C N/A C A --- --- C N/A --- --- --- 











Delay (seconds) 45.8 21.9 10.8 12.7 97.3 24.7 10.7 







0.601 / B A B B N/A C B N/A A A N/A A A N/A --- --- --- 







Control 

Type 

Overall V/C 

/ ICU LOS 1 

Overall 

HCM 2 






Table 59. 2040 No Build PM Peak Hour LOS Results 


Control 

Type 

Overall V/C 

/ ICU LOS 1 

Overall 

HCM 2 

Eastbound 









Level of Service B A B N/A --- --- --- --- A --- N/A A --- --- --- --- 









Level of Service B N/A B --- N/A B --- N/A A --- --- A --- --- --- --- 





Delay (seconds) 21 N/A 21.0 N/A 3.0 0.1 0.1 







Level of Service F N/A C B N/A F A N/A D B N/A B A --- --- --- 



Level of Service B N/A C N/A N/A A N/A N/A A N/A N/A B N/A --- --- --- 



Level of Service 0.904 / E D N/A D C C D B E B N/A C C N/A --- --- --- 



Level of Service D N/A A --- --- A N/A --- --- --- N/A D N/A --- --- --- 



Level of Service 0.740 / C B C C N/A --- --- --- C N/A C A --- --- --- 


Delay (seconds) 29.9 38.5 9.0 37.9 27.0 31.7 40.7 

Level of Service 0.796 / C C D A --- --- D C --- --- --- C --- D --- --- --- 




Roundabout 


Level of Service B 



Delay (seconds) 22.2 34.2 30.7 20.5 3.8 37.4 3.1 

Level of Service 0.871 / D C --- --- --- C --- C --- C A D A --- --- --- --- 


Delay (seconds) 12.6 33.2 24.9 5.2 4.6 

Level of Service 0.417 / A B C --- C --- --- --- --- A --- --- A --- --- --- --- 







Level of Service F B A --- A A --- N/A F N/A N/A F N/A --- --- --- 




Level of Service 0.739 / C D F B B --- C D N/A C C D C N/A --- --- --- 


Delay (seconds) 155 N/A 283.5 6.2 N/A 98.9 12.7 N/A 139.0 N/A N/A 58.8 N/A 

Level of Service F N/A F A N/A F B N/A F N/A N/A F N/A --- --- --- 



Level of Service C --- --- --- N/A C --- N/A A --- --- A --- --- --- --- 




Level of Service F --- A A N/A A --- N/A F N/A --- --- --- --- --- --- 



Level of Service F F D N/A N/A B N/A --- A A N/A A --- --- --- --- 







Level of Service F --- A N/A N/A A --- N/A F N/A --- --- --- --- --- --- 






Control 

Type 

Overall V/C 

/ ICU LOS 1 

Overall 

HCM 2 

Eastbound 









Level of Service E N/A A --- --- A --- N/A E --- --- B --- --- --- --- 



Level of Service F N/A B N/A N/A F N/A N/A B N/A N/A B N/A --- --- --- 



Level of Service E --- E C N/A A --- --- --- --- --- --- --- --- --- --- 












Level of Service F --- A A N/A A --- N/A F N/A --- --- --- --- --- --- 






Level of Service F N/A D B N/A F B N/A E B N/A F B --- --- --- 



Level of Service F F B N/A N/A C N/A --- A --- N/A A --- --- --- --- 






Level of Service E --- --- --- N/A B N/A N/A F --- --- C N/A --- --- --- 






Level of Service F C F N/A --- --- --- --- D N/A N/A C --- --- --- --- 


Delay (seconds) 12.2 0.1 0.1 8.7 12.2 




Level of Service F N/A F N/A --- --- --- N/A A --- --- A N/A --- --- --- 



Level of Service F N/A A --- --- A --- F C --- N/A F N/A --- --- --- 



Level of Service F F --- A N/A C N/A --- F --- --- C --- --- --- --- 


Delay (seconds) 999 7.6 0.1 999.0 12.9 











Roundabout 




Delay (seconds) 13 35.7 4.4 10.5 

Level of Service 0.892 / D B --- --- D --- --- --- --- A --- --- B --- --- --- --- 



Level of Service 0.886 / D E --- --- --- --- --- D --- F N/A E B --- N/A D N/A 



Level of Service 0.764 / C C N/A E E D A C C 


Delay (seconds) 10 10.0 N/A 0.1 0.1 







Control 

Type 

Overall V/C 

/ ICU LOS 1 

Overall 

HCM 2 

Eastbound 






Level of Service 0.926 / E C F F C --- --- --- --- B N/A C A --- --- --- --- 




Level of Service 0.661 / B F F B B D C C D C N/A C B N/A --- --- --- 






Level of Service 0.753 / C F --- --- --- F F N/A A A A N/A D D --- --- --- 




Level of Service 0.826 / D B B B N/A N/A B B N/A C N/A --- --- --- --- --- --- 



Level of Service 0.901 / E D N/A C E --- --- --- --- C N/A F C --- --- --- --- 



Level of Service 0.892 / D C --- --- --- E E N/A E A --- --- D A --- --- --- 


Delay (seconds) 30 41.7 42.0 59.4 25.2 26.3 35.6 14.4 

Level of Service 0.802 / D C D D E --- --- --- --- C C D B --- --- --- --- 




Level of Service 0.849 / D D C C D --- --- --- E N/A F B --- --- --- --- 









Delay (seconds) 14 N/A 41.5 57.2 N/A 13.0 4.1 5.0 

Level of Service 0.806 / D B --- --- --- N/A D E N/A B --- --- A A --- --- --- 



Level of Service 0.926 / E D E D N/A --- --- --- --- B N/A N/A E --- --- --- --- 




Level of Service 0.787 / C C N/A C D --- --- --- N/A E N/A N/A A N/A --- --- --- 







Level of Service F F --- --- --- A N/A --- --- --- --- --- F --- --- --- 






Delay (seconds) 40.7 94.7 44.0 53.2 48.7 46.3 37.5 9.7 57.9 47.3 

Level of Service 0.756 / C D F --- D D D D D A --- --- E D --- --- --- 



Level of Service 0.821 / D D F D N/A --- --- --- --- C C D A --- --- --- --- 







Level of Service 0.655 / B D D D N/A D C N/A D D C C D C --- --- --- 


Delay (seconds) 18.6 21.5 21.7 14.8 21.8 21.1 20.8 9.0 

Level of Service 0.607 / B B C C B --- --- --- --- C C C A --- --- --- --- 



Delay (seconds) 11.7 15.9 16.7 11.6 11.2 24.0 5.3 




Level of Service 0.690 / B C D C --- --- C D C D N/A D D N/A --- --- --- 






Level of Service 0.596 / A C C D D C C C D C N/A D C N/A --- --- --- 



Level of Service 0.632 / B C --- C N/A C B --- --- D --- C C C --- --- --- 















Level of Service D N/A E N/A N/A D N/A N/A C B N/A C N/A --- --- --- 



Level of Service 0.614 / B B --- --- --- C C C C A --- --- B N/A --- --- --- 







Level of Service 0.653 / B F D C C F C N/A F C N/A C B N/A --- --- --- 


Delay (seconds) 21.2 43.2 46.6 44.8 43.2 7.8 14.4 14.6 

Level of Service 0.654 / B C --- --- --- D D D D A --- --- B B --- --- --- 


Delay (seconds) 27.8 47.5 51.7 31.9 19.5 27.1 33.2 15.9 

Level of Service 0.707 / C C D D C --- --- --- --- B C C B --- --- --- --- 






Delay (seconds) 19.2 27.3 0.1 27.6 21.3 38.5 0.2 

Level of Service 0.793 / C B C --- A --- C C --- --- --- --- D A --- --- --- 




Level of Service 0.715 / C D F C C F C N/A E A A D C N/A --- --- --- 



Level of Service 0.610 / B B N/A C B --- --- --- --- B B C A --- --- --- --- 



Level of Service 0.738 / C C --- --- --- D D N/A C A --- --- C N/A --- --- --- 



Level of Service 0.891 / D C N/A F D --- --- --- --- A D D A --- --- --- --- 



Delay (seconds) 15.2 15.6 9.5 11.8 10.0 273.6 7.3 

Level of Service 0.617 / B B --- --- --- B --- A --- B A F A --- --- --- --- 







Level of Service B --- --- B --- --- --- --- A --- --- A N/A --- --- 



Level of Service 0.597 / A B N/A D D --- --- --- --- B A C A --- --- --- --- 












Level of Service 0.732 / C A --- A A N/A A --- --- A --- --- --- --- --- --- --- 




Level of Service 0.827 / D E --- --- --- C C N/A C B --- --- F N/A --- --- --- 




Level of Service 0.963 / E E F C N/A D D D E C N/A F D D --- --- --- 







Delay (seconds) 49.1 17.7 13.2 15.1 29.7 113.5 14.0 

Level of Service E C --- B --- --- --- C D --- --- F B --- --- --- 






0.866 / D B B B N/A E B N/A A B N/A B B N/A --- --- --- 







Control 

Type 

Overall V/C 

/ ICU LOS 1 

Overall 

HCM 2 

Eastbound 


Southbound 





Table 60. 2040 Build AM Peak Hour LOS Results 


Control 

Type 

Overall V/C 

/ ICU LOS 1 

Overall 

HCM 2 












Level of Service B --- --- --- B B N/A N/A A --- --- A N/A --- --- --- 






Level of Service B N/A B --- N/A C --- N/A A --- --- A --- --- --- --- 












Level of Service C N/A C B N/A C A N/A B D N/A C A --- --- --- 



Level of Service C N/A B N/A N/A B N/A N/A A N/A N/A C N/A --- --- --- 


Delay (seconds) 28 N/A 37.6 25.6 37.9 37.6 19.6 134.1 22.0 N/A 24.1 16.2 N/A 

Level of Service 0.710 / C C N/A D C D D B F C N/A C B N/A --- --- --- 






Level of Service 0.645 / B B C C N/A --- --- --- B N/A C A --- --- --- 


Delay (seconds) 26.3 34.4 9.3 31.6 24.9 21.4 33.5 

Level of Service 0.740 / C C C A --- --- C C --- --- --- C --- C --- --- --- 




Roundabout 


Level of Service B 



Delay (seconds) 14.5 25.4 24.6 9.5 11.1 33.7 2.6 

Level of Service 0.716 / C B --- --- --- C --- C --- A B C A --- --- --- --- 


Delay (seconds) 10.2 23.2 17.7 6.1 4.4 





Level of Service E N/A E N/A --- --- --- N/A A --- --- A N/A --- --- --- 



Level of Service D A A --- A A --- N/A C N/A N/A D N/A --- --- --- 




Level of Service 0.503 / A C C B B --- C C N/A C C C B N/A --- --- --- 



Level of Service F N/A C A N/A F A N/A C N/A N/A E N/A --- --- --- 










Level of Service A B B N/A N/A A N/A --- A A N/A A --- --- --- --- 






Delay (seconds) 21 0.1 N/A N/A 6.6 N/A 21.0 N/A 







Control 

Type 

Overall V/C 

/ ICU LOS 1 

Overall 

HCM 2 















Level of Service C --- C C N/A A --- --- --- --- --- --- --- --- --- --- 


Delay (seconds) 10 N/A 10.0 N/A 8.5 N/A 0.1 N/A 5.8 

Level of Service A N/A A --- N/A A N/A --- A --- N/A A --- --- --- --- 






Level of Service D N/A D --- --- --- --- --- --- --- A --- --- --- --- --- 









Level of Service E N/A C A N/A C A N/A F A N/A E A --- --- --- 



Level of Service E E B N/A N/A B N/A --- A --- N/A A --- --- --- --- 






Level of Service E --- --- --- N/A D N/A N/A F --- --- C N/A --- --- --- 



Level of Service C --- --- --- N/A B N/A --- D N/A N/A B --- --- --- --- 





Delay (seconds) 10.6 0.1 0.1 8.1 10.6 






Delay (seconds) 26 N/A 0.3 N/A 26.0 14.1 N/A 17.0 N/A 

Level of Service D N/A A --- --- N/A --- D B --- N/A C N/A --- --- --- 



Level of Service F F --- A N/A F N/A --- D --- --- C --- --- --- --- 


Delay (seconds) 27.7 7.5 0.1 27.7 14.8 

Level of Service D --- --- --- A A --- D --- B --- --- --- --- --- --- 










Roundabout 




Delay (seconds) 13.5 47.7 9.0 6.3 

Level of Service 0.649 / B B --- --- D --- --- --- --- A --- --- A --- --- --- --- 



Level of Service 0.874 / D D --- --- --- --- --- D --- E N/A D B --- N/A N/A N/A 












Control 

Type 

Overall V/C 

/ ICU LOS 1 

Overall 

HCM 2 






Level of Service 0.603 / B C C D C --- --- --- --- B N/A C A --- --- --- --- 



Delay (seconds) 44 97.4 17.4 15.5 33.4 21.1 22.7 37.2 18.2 N/A 92.6 9.6 N/A 

Level of Service 0.550 / A D F B B C C C D B N/A F A N/A --- --- --- 


Delay (seconds) 13 N/A 13.0 11.3 N/A N/A 0.1 5.2 








Level of Service 0.535 / A A A B N/A N/A A A N/A B N/A --- --- --- --- --- --- 






Level of Service 0.741 / C C --- --- --- D E N/A D A --- --- C C --- --- --- 


Delay (seconds) 62.7 43.6 43.8 21.7 29.4 32.6 344.6 4.8 

Level of Service 0.935 / E E D D C --- --- --- --- C C F A --- --- --- --- 




Level of Service 0.779 / C C C D D --- --- --- --- C N/A F A --- --- --- --- 










Level of Service 0.859 / D C --- --- --- N/A E D N/A D --- --- A A --- --- --- 



Level of Service 1.002 / F D E D N/A --- --- --- --- B N/A N/A C --- --- --- --- 











Level of Service E D --- --- --- A N/A --- --- --- --- --- E --- --- --- 



Level of Service 0.897 / D C N/A E N/A C A N/A --- --- --- N/A E N/A --- --- --- 



Delay (seconds) 36.3 122.6 23.9 74.5 65.0 88.1 14.2 1.8 61.7 57.5 

Level of Service 0.735 / C D F C E E F B A --- --- E E --- --- --- 



Level of Service 0.850 / D C E D N/A --- --- --- --- C B D A --- --- --- --- 







Level of Service 0.511 / A C C C N/A C C N/A C C C C C C --- --- --- 


Delay (seconds) 14.5 17.9 18.1 15.5 15.3 16.4 18.0 6.4 




Delay (seconds) 10 14.3 14.7 9.7 9.6 19.0 4.4 

Level of Service 0.418 / A A --- --- --- B --- B --- A A B A --- --- --- --- 



Level of Service 0.590 / A C D C --- --- C C B C N/A C C N/A --- --- --- 






Level of Service 0.652 / B C D C C D C D D C N/A D C N/A --- --- --- 


















Level of Service C N/A B N/A N/A D N/A N/A C A N/A B N/A --- --- --- 



Level of Service 0.704 / C C --- --- --- F F D C A --- --- C N/A --- --- --- 









Delay (seconds) 30.6 45.1 49.9 28.9 51.0 9.5 22.1 29.1 

Level of Service 0.791 / C C --- --- --- D D C D A --- --- C C --- --- --- 


Delay (seconds) 19.6 46.0 50.0 48.2 16.2 19.8 29.0 0.5 







Delay (seconds) 21.5 29.5 0.1 42.7 23.5 40.5 0.3 





Level of Service 0.678 / B D E C D E C N/A E B B C D N/A --- --- --- 



Level of Service 0.629 / B B N/A B C --- --- --- --- C B C A --- --- --- --- 



Level of Service 0.659 / B D --- --- --- E E N/A D A --- --- B N/A --- --- --- 



Level of Service 0.665 / B B N/A D D --- --- --- --- B B D A --- --- --- --- 



Delay (seconds) 14.4 38.5 26.4 2.9 1.7 44.7 6.2 











Level of Service 0.788 / C F N/A C E --- --- --- --- B A F A --- --- --- --- 












Level of Service 0.708 / C A --- B A N/A B --- --- A --- --- --- --- --- --- --- 




Level of Service 0.715 / C C --- --- --- C C N/A C A --- --- C N/A --- --- --- 











Delay (seconds) 48.8 24.1 10.9 12.9 104.3 25.9 10.7 

Level of Service E C --- B --- --- --- B F --- --- D B --- --- --- 






0.620 / B A B B N/A C B N/A A A N/A A A N/A --- --- --- 







Control 

Type 

Overall V/C 

/ ICU LOS 1 

Overall 

HCM 2 






Table 61. 2040 Build PM Peak Hour LOS Results 


Control 

Type 

Overall V/C 

/ ICU LOS 1 

Overall 

HCM 2 

Eastbound 









Level of Service B A B N/A --- --- --- --- A --- N/A A --- --- --- --- 






Level of Service E E B N/A --- --- --- --- A --- N/A A --- --- --- --- 








Delay (seconds) 27 N/A 27.0 N/A 4.0 0.1 0.1 

Level of Service D --- --- --- N/A D --- N/A A --- --- A A --- --- --- 






Level of Service F N/A C B N/A F A N/A E B N/A B A --- --- --- 



Level of Service C N/A C N/A N/A B N/A N/A A N/A N/A B N/A --- --- --- 



Level of Service 0.755 / C C N/A C C C C B N/A B N/A C C N/A --- --- --- 


Delay (seconds) 13 N/A 0.5 0.1 N/A N/A 13.0 N/A 




Level of Service 0.800 / C B C C N/A --- --- --- C N/A D A --- --- --- 


Delay (seconds) 37.4 53.8 10.8 46.6 31.5 31.0 50.4 

Level of Service 0.869 / D D D B --- --- D C --- --- --- C --- D --- --- --- 




Roundabout 





Delay (seconds) 17.3 26.6 24.5 13.8 6.2 36.9 3.0 

Level of Service 0.734 / C B --- --- --- C --- C --- B A D A --- --- --- --- 


Delay (seconds) 12.1 24.3 18.4 6.4 4.5 







Delay (seconds) 999 10.5 0.1 8.2 0.1 N/A 135.5 N/A N/A 999.0 N/A 

Level of Service F B A --- A A --- N/A F N/A N/A F N/A --- --- --- 




Level of Service 0.719 / C D F B B --- C D N/A C C C B N/A --- --- --- 



Level of Service F N/A F A N/A F B N/A F N/A N/A E N/A --- --- --- 










Level of Service E E C N/A N/A A N/A --- A A N/A A --- --- --- --- 













Control 

Type 

Overall V/C 

/ ICU LOS 1 

Overall 

HCM 2 

Eastbound 









Level of Service C N/A A --- --- A --- N/A C --- --- A --- --- --- --- 






Level of Service C --- C C N/A A --- --- --- --- --- --- --- --- --- --- 


















Level of Service E N/A C A N/A B A N/A C A N/A F A --- --- --- 



Level of Service E E B N/A N/A B N/A --- A --- N/A A --- --- --- --- 






Level of Service E --- --- --- N/A C N/A N/A F --- --- F N/A --- --- --- 






Level of Service F C F N/A --- --- --- --- D N/A N/A D --- --- --- --- 


Delay (seconds) 9.5 0.1 0.1 7.7 9.5 

Level of Service A --- A A A --- --- --- --- A --- --- --- --- --- --- 






Level of Service F N/A A --- --- A --- F C --- N/A E N/A --- --- --- 



Level of Service F F --- B N/A F N/A --- F --- --- E --- --- --- --- 


Delay (seconds) 999 7.8 0.1 999.0 13.0 











Roundabout 


Level of Service A --- --- --- --- --- --- --- --- --- --- --- --- --- --- --- 


Delay (seconds) 11.8 38.5 1.7 10.9 

Level of Service 0.845 / D B --- --- D --- --- --- --- A --- --- B --- --- --- --- 



Level of Service 1.005 / F F --- --- --- --- --- E --- F N/A F B --- N/A D N/A 



Level of Service 0.783 / C C N/A D E D A C C 









Control 

Type 

Overall V/C 

/ ICU LOS 1 

Overall 

HCM 2 

Eastbound 






Level of Service 0.970 / E C E F C --- --- --- --- C N/A C A --- --- --- --- 




Level of Service 0.753 / C F F B B D C C D C N/A C B N/A --- --- --- 






Level of Service 0.759 / C F --- --- --- F F N/A A A A N/A D D --- --- --- 




Level of Service 0.822 / D B B B N/A N/A B B N/A C N/A --- --- --- --- --- --- 



Level of Service 0.905 / E E N/A C E --- --- --- --- C N/A F C --- --- --- --- 



Level of Service 0.899 / D C --- --- --- E E N/A E A --- --- D A --- --- --- 


Delay (seconds) 31.9 43.0 43.0 59.4 23.8 23.5 57.5 14.3 

Level of Service 0.820 / D C D D E --- --- --- --- C C E B --- --- --- --- 




Level of Service 0.840 / D D C C D --- --- --- E N/A F B --- --- --- --- 










Level of Service 0.853 / D B --- --- --- N/A D E N/A B --- --- A A --- --- --- 



Level of Service 0.953 / E E E E N/A --- --- --- --- B N/A N/A F --- --- --- --- 




Level of Service 0.849 / D D N/A C D --- --- --- N/A F N/A N/A B N/A --- --- --- 




Level of Service D --- --- --- N/A D N/A --- A N/A N/A A --- --- --- --- 



Level of Service F A --- --- --- E N/A --- --- --- --- --- F --- --- --- 


Delay (seconds) 22 N/A 52.8 N/A 10.5 7.2 N/A N/A 61.5 N/A 

Level of Service 0.700 / C C N/A D N/A B A N/A --- --- --- N/A E N/A --- --- --- 



Delay (seconds) 39.8 94.7 45.0 51.6 47.2 46.3 32.5 9.8 57.9 45.8 

Level of Service 0.770 / C D F --- D D D D C A --- --- E D --- --- --- 



Level of Service 0.814 / D D E D N/A --- --- --- --- C C D B --- --- --- --- 







Level of Service 0.677 / B D D D N/A D C N/A D D C C D C --- --- --- 


Delay (seconds) 18.4 21.1 21.1 14.5 21.7 21.1 20.5 9.1 

Level of Service 0.611 / B B C C B --- --- --- --- C C C A --- --- --- --- 



Delay (seconds) 11.7 15.8 16.6 11.5 11.4 23.9 5.3 




Level of Service 0.709 / C C D C --- --- C D C D N/A D D N/A --- --- --- 






Level of Service 0.606 / B C C D D C C C D C N/A D C N/A --- --- --- 


Delay (seconds) 29 31.4 N/A 35.1 16.7 37.6 34.3 34.2 23.4 

Level of Service 0.633 / B C --- C N/A D B --- --- D --- C C C --- --- --- 















Level of Service D N/A E N/A N/A D N/A N/A C B N/A C N/A --- --- --- 


Delay (seconds) 18 33.9 33.9 26.4 27.4 7.6 15.4 N/A 

Level of Service 0.632 / B B --- --- --- C C C C A --- --- B N/A --- --- --- 



Level of Service 0.825 / D C N/A C N/A --- --- --- --- C N/A C A --- --- --- --- 



Delay (seconds) 245.1 35.4 24.2 25.9 ##### 23.1 N/A 255.8 21.1 N/A 31.6 13.8 N/A 

Level of Service 0.673 / B F D C C F C N/A F C N/A C B N/A --- --- --- 


Delay (seconds) 25.1 41.7 46.9 44.7 46.3 10.0 18.1 18.3 

Level of Service 0.714 / C C --- --- --- D D D D A --- --- B B --- --- --- 


Delay (seconds) 30.9 53.0 59.2 32.6 20.3 33.4 37.8 15.0 

Level of Service 0.778 / C C D E C --- --- --- --- C C D B --- --- --- --- 




Level of Service 0.701 / C D D --- D --- --- --- F A --- --- B N/A --- --- --- 


Delay (seconds) 19.4 27.0 0.2 28.8 23.1 38.5 0.2 

Level of Service 0.798 / C B C --- A --- C C --- --- --- --- D A --- --- --- 




Level of Service 0.721 / C D F C C F C N/A E A B E C N/A --- --- --- 



Level of Service 0.624 / B B N/A C C --- --- --- --- B B C A --- --- --- --- 



Level of Service 0.773 / C C --- --- --- D D N/A C A --- --- D N/A --- --- --- 



Level of Service 0.926 / E C N/A F D --- --- --- --- B E D A --- --- --- --- 



Delay (seconds) 13 17.5 10.2 12.6 10.1 100.1 7.2 

Level of Service 0.648 / B B --- --- --- B --- B --- B B F A --- --- --- --- 










Level of Service 0.590 / A B N/A D D --- --- --- --- B A C A --- --- --- --- 












Level of Service 0.679 / B A --- A A N/A A --- --- B --- --- --- --- --- --- --- 




Level of Service 0.830 / D E --- --- --- C C N/A C B --- --- F N/A --- --- --- 




Level of Service 0.952 / E E F C N/A D D D E C N/A F D D --- --- --- 

104 San Andres & Carillo St Signal 






Delay (seconds) 53.7 17.8 13.2 15.1 29.9 126.0 14.4 

Level of Service F C --- B --- --- --- C D --- --- F B --- --- --- 






0.909 / E C B B N/A F B N/A B C N/A C B N/A --- --- --- 







Control 

Type 

Overall V/C 

/ ICU LOS 1 

Overall 

HCM 2 

Eastbound 


Southbound 



Figure 41. 2020 and 2040 Intersection LOS Results (HCM Operational Method) 


Figure 41 cont. 2020 and 2040 Intersection Level of Service Results (HCM Operational Method) 








Project Impact Assessment 

For purposes of assessing project impacts, the 2020 Opening Day analysis provides the basis for 

identifying project level impacts while the 2040 Design Year analysis provides the basis for identifying 

cumulative plus project impacts. Distinguishing between project specific and cumulative impacts under 

CEQA is necessary in order to establish the financial fair share responsibilities for mitigation improvement 

projects. 

Project impacts were based on measured operations between the future No-Build condition and the future 

Build condition. If the future with-project condition worsens operations relative to the future no-project 

condition, a project impact was identified. As stated above, a 2020 impact is considered a project level 

impact while a 2040 impact is considered a cumulative plus project impact. Given that Highway 101 

freeway operations were shown to improve within the study area as a result of the project (see FREQ 

Freeway Analysis; pp. 34-64), project specific impacts were primarily focused on the freeway interface with 

the local agency transportation systems i.e., ramp intersections and local study area intersections adjacent 

to ramps. 

All applicable state and local agency traffic impact criteria are described below. 

State Facilities 

For state operated facilities, the Caltrans LOS standard of LOS C was the basis for identifying impacts 

associated with the project. For state facilities, any non-signalized or signalized intersections shown to 

operate at LOS C or better under the No Build analysis whose LOS drops to LOS D or worse under the 

Build analysis would be identified as an impact. 

For facilities shown to operate at LOS D or worse under the No Build analysis that remain at LOS D or 

worse under the Build analysis - the following CMP criteria were used to define impacts: 

Local Facilities 

LOS Added Peak Trips 

D 20 

E 10 

F 10 

For locally owned intersections, assessment of impacts was analyzed using the HCM method and the ICU 

method consistent with each respective local agency’s policies. For state operated and locally operated 

facilities designated as part of the adopted Congestion Management Program for Santa Barbara County, 

the CMP LOS standards were also analyzed for information purposes. 

These definitions for each local agency and SBCAG are provided below. 


For signalized intersections operating at or below LOS C (ICU Method), if the with-project 

condition causes the location to exceed LOS C, it is considered an impact. 

For non-signalized intersections operating at or below LOS C (HCM Method), if the with-project 


For intersections operating at LOS A, a decrease in v/c of .20 as computed by the ICU Method 

For intersections operating at LOS B, a decrease in v/c of .15 as computed by the ICU Method 

For intersections operating at LOS C, a decrease in v/c of .10 as computed by the ICU Method 

For intersections operating at LOS D, the addition of 15 or more peak hour trips 

For intersections operating at LOS E, the addition of 10 or more peak hour trips 

For intersections operating at LOS F, the addition of 5 or more peak hour trips 





For signalized intersections operating at or below a v/c of .77 (ICU Method), if the with-project 

condition causes the location to exceed the v/c of .77, it is considered an impact. 

For signalized intersections operating over a v/c of .77, if the with-project condition causes the v/c 

to increase by .01 (1%) or more, it is considered an impact. 

For signalized intersections operating at or below a v/c of .77, if the with-project cumulative 

condition causes the location to exceed the v/c of .77, it is considered an impact. 

For non-signalized intersections, if with-project condition triggers peak hour signal warrants. 






For intersections operating at LOS A, a decrease in v/c of .20 as computed by the ICU Method 

For intersections operating at LOS B, a decrease in v/c of .15 as computed by the ICU Method 

For intersections operating at LOS C, a decrease in v/c of .10 as computed by the ICU Method 

For intersections operating at LOS D, the addition of 15 or more peak hour trips 

For intersections operating at LOS E, the addition of 10 or more peak hour trips 

For intersections operating at LOS F, the addition of 5 or more peak hour trips 

Under cumulative conditions, criteria described below will be used to measure impacts. 


v/c range Increase in v/c 

0.80 – 0.85 0.03 

0.86 – 0.89 0.02 

> 0.89 0.01 





For the intersection of Storke/Hollister, if the with-project condition causes this intersection to 

exceed LOS D (ICU Method), it is considered an impact. 

CMP Designated Facilities (includes state owned facilities and some locally owned intersections) 

For intersections operating at LOS A/B, a decrease of two LOS grades from project added traffic. 

For any intersection operating at LOS C, project added traffic that results in LOS D or worse. 

For intersections with existing congestion, the following criteria define an impact: 

LOS Added Peak Trips 

D 20 

E 10 

F 10 




Identification of 2020 Project-Level Impact Locations 

Based on the 2020 AM/PM HCM LOS results relative to state traffic impact criteria, a total of 11 study area 

intersections are projected to experience project level impacts (Table 62). Six of these intersections are 

stop-controlled. One of the six stop controlled intersections (Intersection #8 Southbound on/off ramp & 

Bailard) meets peak hour signal warrants under No Build conditions. Given that warrants are triggered 

without the project – a project specific impact finding is not justified at this location. This reduces the total 

number of impacted locations to 10 intersections. 

Based on the 2020 AM/PM ICU LOS results relative to local/regional impact threshold criteria, a total five 

study area intersections are projected to experience project level impacts (Table 63). However, given that 

four of these intersections are state owned and operated, the HCM LOS results supersede local/regional 

criteria for determining traffic impacts. A single locally operated intersection within the City of Santa 

Barbara (Intersection #106 Milpas & Quinientos) indicates a project level impact based on the ICU Method. 

Combining the HCM and ICU impact analysis results described above, Table 64 lists all intersections 

identified with project level impacts. This final list of project level impact locations is based on the 

application of state and local impact criteria. A total of nine intersections are shown to have project level 

impacts as a result of the Highway 101 Widening Project (EA 05-0N7000). 

Identification of 2040 Cumulative Project-Level Impact Locations 

Under 2040 cumulative traffic conditions, 26 intersections are identified where project added traffic 

contributes to a cumulative impact (Table 65). Of these intersections, 14 are stop-controlled of which 9 

are shown to meet peak hour signal warrants under the No Build condition. Given that warrants are 

triggered under cumulative conditions without the project – cumulative plus project impact findings are not 

justified at these locations. This reduces the total number of cumulative impact locations to 17 

intersections. 

Based on the AM/PM ICU LOS results relative to local/regional impact threshold criteria described earlier, 

2040 cumulative impacts are summarized in Table 66. A total of 13 signalized intersections are identified 

where project added traffic violates local/regional impact criteria under 2040 cumulative conditions. All but 

three of these intersections are owned by the state – where state criteria would supersede local/regional 

criteria. The three locally owned/operated intersections shown to experience impacts include: 1) 

Carpinteria Avenue / Casitas Pass Road (Intersection #14 City of Carpinteria); 2) Cabrillo Blvd / Castillo 

Street (Intersection #60 City of Santa Barbara); and, 3) Mission Street / Castillo Street (Intersection #65 

City of Santa Barbara). Although local agency significance criteria are met at these three intersections, 

regional CMP thresholds are not exceeded. 

Combining the HCM and ICU cumulative plus project impact analysis results described above, Table 67 

lists all intersections identified with cumulative plus project impacts. This final list of cumulative plus 

project impact locations is based on the application of state and local impact criteria. A total of 15 

intersections are shown to have cumulative plus project impacts resulting from the Highway 101 Widening 

Project (EA 05-0N7000). 


Table 62. 2020 HCM Project Level Impact Summary 



3 

2 Delay 

Existing No Build Build Delta 

(seconds) 

LOS 4 Delay 3 

(seconds) LOS 4 No Build Build 

8 SB on/off ramp & Bailard Ave TWSC Yes Yes State 

PM Peak 876 917 967 50 45.2 E 71.8 F 

18 Linden Ave & Sawyer Ave TWSC No No State 

AM Peak 944 990 1,069 79 20 C 33.7 D 

21 NB on/off ramp & Via Real AWSC No No State 

AM Peak 1,187 1,225 1,346 121 43.7 F 78.4 F 

23 Via Real & Padaro Ln TWSC No No State 

AM Peak 868 884 884 0 24.9 C 26 D 

44 SB on/off ramp & NB off ramp & Cabrillo Blvd AWSC No No State 

AM Peak 1,198 1,052 1,151 99 36 E 41.5 E 

49 SB on ramp & Milpas St Signal N/A N/A State 

AM Peak 1,910 1,932 2,167 235 29.8 C 35.5 D 

PM Peak 2,625 2,625 2,763 138 56.8 E 77.7 E 

53 Garden St & E/ Yanonali St Signal N/A N/A State 

PM Peak 1,718 1,832 1,890 58 78.3 E 115.2 F 

55 NB on ramp & Castillo St Signal N/A N/A 

PM Peak 2,205 2,342 2,355 13 103.3 F 104 F 

64 SB on/off ramp & Mission St Signal N/A N/A State 

PM Peak 2,473 2,593 2,627 34 33.9 C 36 D 

79 SB on ramp & State St & Rt 154 TWSC --- --- State 

AM Peak 1,941 1,983 1,994 11 72.2 F 75.5 F 

PM Peak 1,635 1,704 1,722 18 53.3 F 58.7 F 

83 Turnpike Rd & Calle Real Signal N/A N/A State 

PM Peak 2,006 2,151 2,185 34 211 F 213.5 F 


2 

As defined by difference between 2020 build and 2020 no build volume sets 

3 

Based on HCM 2000, Chapter 16 and 17 methodology 

4 

HCM LOS is reported for the worst movement at TWSC intersections and for the overall intersection at AWSC and signalized intersections 

5 

Based on Peak Hour Warrants (Signal Warrant #3) as described in California Manual on Uniform Traffic Control Devices at unsignalized intersections 

Table 63. 2020 ICU Project Level Impact Summary 

2 Volume to Capacity Ratio 

3 ICU LOS is reported for Signalized intersections based on Transportation Research Board Special Report 209 


Met? 5 

No Build Results Build Results Project 

Impact 

Threshold 

Criteria 

Project Impact Statement 

Addition of 10 or more peak hour trips when the state 

facility is operating at LOS E. 

Project added traffic results in LOS D or worse from LOS 

C or better. 

Addition of 10 or more peak hours trips when the state 

facility is operating at LOS F. 


C or better. 




C or better (AM). Addition of 10 ore more peak hour trips 

when the state facility is operating at LOS E (PM). 



Addition of 10 or more peak hours trips when the state 



C or better 






V/C 2 

LOS 3 

V/C 2 

LOS 3 

ID Intersection Control 

Total Entering Traffic Volumes No Build Results Build Results 

Jurisdiction 


Threshold Criteria 


49 SB on ramp & Milpas St Signal State City of SB For intersection operating over v/c of 0.77, project 

PM Peak 2,625 2,625 2,763 138 0.888 D 0.933 E 

added traffic increases v/c by 0.01 or more 

52 SB on/off ramp & Garden St Signal State City of SB For intersection operating over v/c of 0.77, project 

PM Peak 2,257 2,436 2,483 47 0.83 D 0.847 D 


64 SB on/off ramp & Mission St Signal State City of SB For intersection operating over v/c of 0.77, project 

PM Peak 2,473 2,593 2,627 34 0.858 D 0.868 D 


68 NB on ramp & Calle Real Signal State City of SB For intersection operating over v/c of 0.77, project 

AM Peak 1,654 1,600 1,625 25 0.837 D 0.853 D 


106 Milpas St & Quinientos St Signal City of SB City of SB For intersection operating over v/c of 0.77, project 

PM Peak 2,518 2,743 2,767 24 0.772 C 0.788 C 


1 



Table 64. 2020 Final Project Level Impact Summary 



Delay 

(seconds) 

OR V/C 3 


LOS 4 

Delay 

(seconds) 

OR V/C 3 



AM Peak 944 990 1,069 79 20 C 33.7 D 

21 NB on/off ramp & Via Real AWSC Project Area No No State 

AM Peak 1,187 1,225 1,346 121 43.7 F 78.4 F 

23 Via Real & S. Padaro Ln TWSC Project Area No No State 

AM Peak 868 884 884 0 24.9 C 26 D 

44 SB on/off ramp & NB off ramp & Cabrillo Blvd AWSC Study Area No No State 

AM Peak 1,198 1,052 1,151 99 36 E 41.5 E 


AM Peak 1,910 1,932 2,167 235 29.8 C 35.5 D 

PM Peak 2,625 2,625 2,763 138 56.8 E 77.7 E 


PM Peak 2,205 2,342 2,355 13 103.3 F 104 F 


PM Peak 2,473 2,593 2,627 34 33.9 C 36 D 

79 SB on ramp & State St & Rt 154 TWSC Study Area --- --- State 

AM Peak 1,941 1,983 1,994 11 72.2 F 75.5 F 

PM Peak 1,635 1,704 1,722 18 53.3 F 58.7 F 


PM Peak 2,518 2,743 2,767 24 0.772 C 0.788 C 

1 TWSC - Tw o Way Stop Control, AWSC - All Way Stop Control 

2 As defined by difference betw een 2020 build and 2020 no build volume sets 

Location 



4 HCM LOS is reported for the w orst movement at TWSC intersections and for the overall intersection at AWSC and signalized intersections 




Met? 5 

Project 

Impact 

Threshold 

Criteria

Table 65. 2040 HCM Project Plus Cumulative Impact Summary 



3 

2 Delay 

Existing No Build Build Delta 

(seconds) 

LOS 4 

3 

Delay 

(seconds) 


4 SB on/off ramp & SR 150 TWSC No No State 

PM Peak 644 644 672 28 30 D 36.3 E 

7 NB on/off ramp & Bailard Ave TWSC No No State 

PM Peak 1,123 1,215 1,390 175 21 C 27 D 

8 SB on/off ramp & Bailard Ave TWSC Yes Yes State 

AM Peak 756 1,093 1,116 23 165.8 F 181.1 F 

PM Peak 876 986 1,119 133 80.1 F 233.4 F 

14 Carpinteria Ave & Casitas Pass Rd Signal N/A N/A State 

PM Peak 1,805 2,193 2,329 136 29.9 C 37.4 D 

18 Linden Ave & Sawyer Ave TWSC No No State 

AM Peak 944 1,066 1,277 211 25.8 D 41.3 E 

19 SB on/off ramp & Carpinteria Ave TWSC Yes Yes State 

PM Peak 979 1,470 1,480 10 537.1 F >1,000 F 

21 NB on/off ramp & Via Real AWSC Yes Yes State 

AM Peak 1,187 1,289 1,610 321 49.4 E 165.7 F 

33 SB on/off ramp & Sheffield TWSC No No State 

AM Peak 390 483 579 96 19.9 C 29.3 D 

39 NB off ramp & Olive Mill Rd AWSC Yes Yes State 

PM Peak 942 1,233 1,359 126 36.9 E 47.9 E 

44 SB on/off ramp & NB off ramp & Cabrillo Blvd AWSC Yes Yes State 

AM Peak 1,038 1,076 1,338 262 40.2 E 71.6 F 

PM Peak 1,093 1,365 1,426 61 81.7 F 87.7 F 

45 NB on ramp & Cabrillo Blvd TWSC Yes Yes State 

AM Peak 1,345 1,444 1,465 21 25.7 D 27.7 D 

PM Peak 1,573 2,018 2,072 54 >1,000 F >1,000 F 

49 SB on ramp & Milpas St Signal N/A N/A State 

AM Peak 1,910 1,968 2,596 628 30 C 43.2 D 

PM Peak 2,625 2,625 2,994 369 64.2 E 103.2 F 

53 Garden St & E/ Yanonali St Signal N/A N/A State 

AM Peak 1,363 1,570 1,620 50 38.8 D 44 D 

PM Peak 1,718 2,023 2,177 154 104.4 F 222.8 F 

55 NB on ramp & Castillo St Signal N/A N/A State 

PM Peak 2,205 2,571 2,605 34 129.4 F 131.4 F 

57 SB on/off ramp & Castillo St Signal N/A N/A State 

PM Peak 2,557 3,092 3,117 25 52.6 D 55.7 E 

59 SB on/off ramp & Carrillo St Signal N/A N/A State 

AM Peak 3,435 3,677 3,689 12 56.8 E 62.7 E 

PM Peak 3,778 4,141 4,164 23 33.6 C 35.6 D 

62 NB on/off ramp & Castillo St TWSC Yes Yes State 

AM Peak 861 869 890 21 55.6 F 58.5 F 

64 SB on/off ramp & Mission St Signal N/A N/A State 

AM Peak 2,705 2,817 2,838 21 34.5 C 35.9 D 

PM Peak 2,473 2,793 2,883 90 53.1 D 65 E 

65 Mission St & Castillo St Signal N/A N/A State 

PM Peak 2,451 2,887 3,001 114 32.3 C 48.2 D 

66 Mission St & San Pascual St TWSC Yes Yes State 

PM Peak 1,436 1,565 1,610 45 19.8 C 25.6 D 

79 SB on ramp & State St & Rt 154 TWSC N/A N/A State 

AM Peak 1,941 2,054 2,081 27 101.1 F 112.4 F 

PM Peak 1,635 1,818 1,867 49 96.9 F 119.4 F 

83 Turnpike Rd & Calle Real Signal N/A N/A State 

PM Peak 2,006 2,393 2,484 91 238.5 F 245.1 F 

86 Patterson Ave & Calle Real Signal N/A N/A State 

PM Peak 2,850 3,111 3,323 212 32.2 C 43.3 D 

88 Calle Real & Fairview Ave Signal N/A N/A State 

AM Peak 2,349 2,408 2,427 19 36.8 D 37.5 D 

90 NB on/off ramp & Los Carneros Rd Signal N/A N/A State 

AM Peak 1,596 1,942 2,045 103 33.9 C 40 D 

105 Mission St & Modoc St AWSC Yes Yes State 

AM Peak 1,504 1,532 1,549 17 45.8 E 48.8 E 

PM Peak 1,664 1,723 1,746 23 49.1 E 53.7 E 


2 


3 

Based on HCM 2000, Chapter 16 and 17 methodology 

4 

HCM LOS is reported for the worst movement at TWSC intersections and for the overall intersection at AWSC and signalized intersections 

5 

Based on Peak Hour Warrants (Signal Warrant #3) as described in California Manual on Uniform Traffic Control Devices at unsignalized intersections 



Met? 5 

Addition of 20 or more peak hour trips when the state facility is 

operating at LOS D 

Project added traffic results in LOS D or worse from LOS C or 

better 


operating at LOS F. 


better. 






operating at LOS E. 


better. 




operating at LOS E and F. 


operating at LOS D (AM). Addition of 10 or more peak hour 

trips when the state facility is operating at LOS F (PM). 


better (AM). Addition of 10 or more peak hour trips when the 

state facility if operating at LOS E (PM). 


operating at LOS D (AM). Addition of 10 or more peak hour 

trips when the state facility is operating at LOS F (PM). 





Addition of 10 or more peak hour trips when the state facility if 

operating at LOS E (AM). Project added traffic results in LOS 

D or worse from LOS C or better (PM). 


operating at LOS F 


better (AM). Addition of 20 or more peak hour trips when the 

state facility is operating at LOS D (PM). 


better 


better. 





Project added traffic results in HCM LOS D or worse from LOS 

C or better. 



Project added traffic results in HCM LOS D or worse from LOS 

C or better. 




Project 

Impact 

Threshold 

Criteria 

Project Impact Statement

Table 66. 2040 ICU Project Plus Cumulative Impact Summary 


V/C 2 

LOS 3 

V/C 2 

LOS 3 

ID Intersection Control 

Total Entering Traffic Volumes No Build Results Build Results 

Jurisdiction 


Threshold Criteria 


14 Carpinteria Ave & Casitas Pass Rd Signal City of Carpinteria City of Carpinteria Project added traffic results in ICU LOS D or worse 

PM Peak 1,804 2,193 2,329 136 0.796 C 0.869 D 

from LOS C or better 

49 SB on ramp & Milpas St 

AM Peak 

PM Peak 

Signal 

1,910 

2,625 

1,968 

2,625 

2,596 

2,994 

628 

369 

0.676 

0.886 

B 

D 

0.874 

1.005 

D 

F 

State City of SB 

For intersection operating at or below v/c of 0.77, 

project added traffic causes to exceed v/c of 0.77 

50 NB on/off ramp & Garden St Signal State City of SB For intersection operating at or below v/c of 0.77, 

PM Peak 2,626 3,156 3,157 1 0.764 C 0.783 C 


52 SB on/off ramp & Garden St Signal State City of SB For intersection operating over v/c of 0.77, project 

PM Peak 2,257 2,734 2,859 125 0.926 E 0.970 E 


59 SB on/off ramp & Carrillo St 

AM Peak 

PM Peak 

Signal 

3,435 

3,778 

3,677 

4,141 

3,689 

4,164 

12 

23 

0.923 

0.802 

E 

D 

0.935 

0.820 

E 

D 


For intersection operating over v/c of 0.77, project 


60 Carrillo St & Castillo St Signal City of SB City of SB For intersection operating at or below v/c of 0.77, 

AM Peak 2,742 2,995 3,082 87 0.757 C 0.779 C 


63 NB on/off ramp & Mission St Signal State City of SB For intersection operating over v/c of 0.77, project 

PM Peak 2,725 3,150 3,274 124 0.806 D 0.853 D 


64 SB on/off ramp & Mission St 

AM Peak 

PM Peak 

Signal 

2,705 

2,477 

2,817 

2,793 

2,838 

2,883 

21 

90 

0.985 

0.926 

E 

E 

1.002 

0.953 

F 

E 


For intersection operating over v/c of 0.77, project 


65 Mission St & Castillo St Signal City of SB City of SB For intersection operating over v/c of 0.77, project 

PM Peak 2,451 2,887 3,001 114 0.787 C 0.849 D 


68 NB on ramp & Calle Real Signal State City of SB For intersection operating over v/c of 0.77, project 

AM Peak 1,564 1,663 1,729 66 0.854 D 0.897 D 


70 SB on/off ramp & Las Positas Rd Signal State City of SB For intersection operating over v/c of 0.77, project 

AM Peak 2,865 2,955 3,027 72 0.833 D 0.850 D 


82 SB on/off ramp & Turnpike Rd 

AM Peak 

PM Peak 

Signal 

2,849 

2,487 

2,918 

2,838 

3,001 

2,949 

83 

111 

0.811 

0.798 

D 

D 

0.838 

0.825 

D 

D 


For intersection operating at ICU LOS D, the 

addition of 15 or more peak hour trips 

106 Milpas St & Quinientos St Signal State City of SB For intersection operating over v/c of 0.77, project 

PM Peak 2,518 3,118 3,181 63 0.866 D 0.909 E 


1 


2 Volume to Capacity Ratio 

3 ICU LOS is reported for Signalized intersections based on Transportation Research Board Special Report 209 


Table 67. 2040 Final Project Plus Cumulative Impact Summary 


Location 



Delay 

(seconds) 

OR V/C 3 


LOS 4 

Delay 

(seconds) 

OR V/C 3 


4 SB on/off ramp & SR 150 TWSC Study Area No No State 

PM Peak 644 644 672 28 30 D 36.3 E 

7 NB on/off ramp & Bailard Ave TWSC Study Area No No State 

PM Peak 1,123 1,215 1,390 175 21 C 27 D 

14 Carpinteria Ave & Casitas Pass Rd Signal Study Area N/A N/A City of Carpinteria 

PM Peak 1,805 2,193 2,329 136 29.9 C 37.4 D 


AM Peak 944 1,066 1,277 211 25.8 D 41.3 E 

33 SB on/off ramp & Sheffield TWSC Project Area No No State 

AM Peak 390 483 579 96 19.9 C 29.3 D 


AM Peak 1,910 1,968 2,596 628 30 C 43.2 D 

PM Peak 2,625 2,625 2,994 369 64.2 E 103.2 F 


PM Peak 2,205 2,571 2,605 34 129.4 F 131.4 F 

57 SB on/off ramp & Castillo St Signal Study Area N/A N/A State 

PM Peak 2,557 3,092 3,117 25 52.6 D 55.7 E 

59 SB on/off ramp & Carrillo St Signal Study Area N/A N/A State 

AM Peak 3,435 3,677 3,689 12 56.8 E 62.7 E 

PM Peak 3,778 4,141 4,164 23 33.6 C 35.6 D 

60 Carrillo St & Castillo St Signal Study Area N/A N/A City of SB 

AM Peak 2,742 2,995 3,082 87 0.757 C 0.779 C 


AM Peak 2,705 2,817 2,838 21 34.5 C 35.9 D 

PM Peak 2,473 2,793 2,883 90 53.1 D 65 E 

65 Mission St & Castillo St Signal Study Area N/A N/A City of SB 

PM Peak 2,451 2,887 3,001 114 0.787 C 0.849 D 

79 SB on ramp & State St & Rt 154 TWSC Study Area N/A N/A State 

AM Peak 1,941 2,054 2,081 27 101.1 F 112.4 F 

PM Peak 1,635 1,818 1,867 49 96.9 F 119.4 F 

90 NB on/off ramp & Los Carneros Rd Signal Study Area N/A N/A State 

AM Peak 1,596 1,942 2,045 103 33.9 C 40 D 


PM Peak 2,518 3,118 3,181 63 0.866 D 0.909 E 


2 As defined by difference between 2040 build and 2040 no build volume sets 


4 HCM LOS is reported for the worst movement at TWSC intersections and for the overall intersection at AWSC and signalized intersections 




Met? 5 


Threshold 

Criteria

Traffic - Forecast Operations Report - Caltrans

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