Attachment_E_-_Project_Report.pdf

Attachment E

FINAL PROJECT REPORT

Project Report (August 2019)

10-SJ-99/120- PM 3.1/6.2- PM R5.1/T7.2

Vicinity Map

This project report has been prepared under the direction of the following registered civil engineer. The registered civil engineer attests to the technical information contained herein and the engineering data upon which recommendations, conclusions, and decisions are based.

8-20-2019

REGISTERED CIVIL ENGINEER DATE

03/31/20

C30502

Garry W. Horton

Table of Contents

1. INTRODUCTION

2. RECOMMENDATION

3. BACKGROUND

4. PURPOSE AND NEED

4A. Problem, Deficiencies, Justification 4B. Regional and System Planning 4C. Traffic

5. ALTERNATIVES

5A. Preferred Alternative 5B. Rejected Alternatives

6. CONSIDERATIONS REQUIRING DISCUSSION

6A. Hazardous Waste 6B. Value Analysis (VA) 6C. Resource Conservation 6D. Right-of-Way Issues 6E. Environmental Compliance 6F. Air Quality Conformity 6G. Title VI Considerations 6H. Noise Abatement Decision Report

7. OTHER CONSIDERATIONS AS APPROPRIATE

7A. Public Hearing Process 7B. Route Matters 7C. Permits 7D. Cooperative Agreements 7E. Other Agreements 7F. Transportation Management Plan 7G. Stage Construction 7H. Other State Funded Projects 7I. Complete Streets 7J. Climate Change Considerations

9. DELIVERY SCHEDULE

10. RISKS

11. EXTERNAL AGENCY COORDINATION

12. PROJECT REVIEWS

13. PROJECT PERSONNEL

14. ATTACHMENTS (Number of Pages/ Sheets)

1. INTRODUCTION

Project Description:

The California Department of Transportation (Caltrans) District 10, with the cooperation of the City of Manteca and the San Joaquin Council of Governments (SJCOG), proposes to reconstruct the existing State Route (SR) 99/120 Interchange.

This project will widen two connector ramps to include two lanes for increased capacity, add lanes on SR 99 and SR 120 for improved merging and weaving, upgrade existing ramps, replace the Austin Road Overcrossing (OC), replace an existing at-grade crossing of the Union Pacific Railroad (UPRR) tracks with a grade separated crossing, add a connector road between Austin Road and Moffat Boulevard, and provide signal and lighting improvements. This project will provide traffic congestion relief and improved operations of the interchange.

One build alternative and the no-build alternative were considered. The build alternative total cost (including construction and right of way) is $107.7 million. Due to funding constraints, the project will be constructed in three phases.

Project Limits

District 10 - SR 99 (PM 3.1/6.2) and SR 120

(PM R5.1/ T7.2)

Number of Alternatives One Alternative plus No Build

Current Cost Estimate:

Escalated Cost Estimate:

Capital Outlay Support $34.0 million $39.6 million Capital Outlay Construction $96.2 million $121.1 million Capital Outlay Right-of-Way $11.5 million $13.6 million Funding Source Federal (Regional Surface Transportation

Program), State Transportation Improvement Program – Regional Improvement Program, State Senate Bill 1 Local Partnership Program, State High Operation and Protection Program, Local (Measure K) Funding Year 2021/2022 Type of Facility Freeway Number of Structures 8 Environmental Determination or Document

Initial Study/ Categorical Exclusion (IS/CE)

Legal Description In San Joaquin County, in Manteca, on Route 99 from 1.7 mile south of Austin Road OC (Bridge No. 29-0129) to 0.3 mile north of the 99/120 Separation (Bridge No. 29-0286E) and on Route 120 from South Main Street OC to SR 99

Project Development Category 3

2. RECOMMENDATION

It is recommended to approve the project using the Preferred Alternative as described herein, allow the project to proceed to the first phase of design, and to negotiate the following agreements:

• Freeway Agreements with the City of Manteca and San Joaquin County

• Maintenance Agreement with the City of Manteca

• Construction and Maintenance Agreement with Union Pacific Railroad

The affected agencies (City of Manteca and San Joaquin County) have been consulted with respect to the project and they are in general accord with the plan as presented.

The first phase (Phase 1A) of the project is fully funded. The first phase will improve the freeway connector operations from eastbound (EB) SR 120 to southbound (SB) SR

99. This includes replacing the Austin Road OC with a new structure that also spans the UPRR tracks, widening the connector to two lanes, and closing of the SB exit ramp and the northbound (NB) entrance ramp at the Austin Road/SR 99 interchange. The city street network will be reconstructed because the replacement Austin Road OC will not connect to Moffat Boulevard. Austin Road needs an alternative access route to reconnect the streets across the UPRR tracks. The NB 99 to westbound (WB) SR 120 connector operations will also be improved by adding 800-feet of auxiliary lane on NB SR 99 in advance of the connector.

The second phase (Phase 1B) of construction will improve the connector from NB SR 99 to WB SR 120 by widening the connector to two lanes and adding a merge/weave lane on WB SR 120 between SR 99 and the East (E) Main Street Interchange. The EB SR 120 to NB SR 99 connector will be replaced with a new structure to allow the existing SR 99/120 separation structure to be converted to two-lanes. This construction, although currently unfunded, is expected within 10 years.

The third phase (Phase 1C) of the project will restore the closed SB exit and NB entrance ramps at the Austin Road/SR 99 interchange by adding braided and split ramps. SR 99 and EB SR 120 will be widened to lengthen the merge/weave lanes to improve operations. This phase of construction will be deferred until development occurs and the City of Manteca has generated development fees to fund the construction.

3. BACKGROUND

Project History The Project Study Report- Project Development Support (PSR-PDS) was approved on December 21, 2015. Two build alternatives were considered. One alternative closed the Austin Road SB exit and NB entrance ramps, resulting in a partial interchange. The other alternative kept the ramps open by braiding the SB SR 99 exit ramp over the EB SR 120 to SB SR 99 connector, moving the NB Austin Road ramp connection to SR

99 north of the 99/120 separation, and having the entrance for SR 120 join directly onto the connector (as opposed to SR 99). The preliminary traffic analysis for the PSR-PDS concluded that the operations of the single lane connectors could be improved by eliminating the ramp conflicts from the Austin Road Interchange and by widening these two connectors to two lanes after the gore point. The PSR-PDS also assumed the replacement Austin Road OC could conform near Moffat Boulevard and not require a grade separation of UPRR.

Detailed traffic studies were prepared and recommended that two of the interchange connector ramps that serve the highest traffic volumes (EB SR 120 to SB SR 99 and NB SR 99 to WB SR 120) needed to be widened to two-lane exit ramps to accommodate current and future traffic volumes. Additionally, it concluded that both SR 99 and SR 120 needed to be widened to add lanes for merging/weaving to improve operations. Therefore, the replacement Austin Road OC needed to span additional lanes from the widened connector ramps, which resulted in greater span lengths and consequently a greater structure depth. The new deeper structure resulted in a higher Austin Road profile grade which could then not conform to the UPRR track elevation.

This required that the Austin Road OC also span UPRR and eliminate the existing at-grade crossing. The elimination of the existing at-grade crossing required city streets to be constructed to restore the local roadway circulation.

The project costs have tripled over what was identified in the PSR-PDS, resulting in the need to phase the project construction. The Project Development Team (PDT) and the Value Analysis study recommended phasing the project to improve the EB SR 120 to SB SR 99 connector (Phase 1A) as the first priority. This is because the existing congestion from this connector causes traffic backups on EB SR 120 that result in a collision rate that is six times the Statewide Average. Improvements to the NB SR 99 to WB SR 120 connector (Phase 1B) should be constructed next, with the restoration of the closed Austin Road ramps (Phase 1C) deferred until local demand warrants construction.

Community Interaction Caltrans, SJCOG and the City of Manteca have been actively involved in the development of the purpose and need, and design alternatives.

The Manteca City Council was briefed on the project on April 18, 2017. This was an informational presentation and no decision or voting was involved. City Council has been kept informed about the progress of the project.

Over 50 people attended an open house public meeting that was held on August 2, 2017 in Manteca. Feedback from the meeting was that the public generally supported the project assuming the Austin Road Interchange ramps remain open and would not be deferred until future development occurs. The concept of phasing the ramps and deferring the construction until development occurs was not supported. The public also expressed concern that SR 120 is the only grade separation of the UPRR tracks in the Manteca city limits. As such, they would like the project to consider including a grade separated crossing that would directly connect the community to SR 99 via Austin Road rather than the proposed connection that requires crossing the UPRR tracks at-grade.

In November 2018, meetings were held with the City of Ripon Public Administrator, Community Development Director, and Engineering Supervisor. A separate meeting was held with City of Manteca Fire Chief and the Director of Public Works to discuss the impacts on traffic both during construction and until all access to Austin Road is restored. All were briefed on the potential staging closures and temporary ramp closures. It was agreed that with proper notification, the project construction and phasing would not adversely impact operations of the police or fire departments.

The City of Manteca Fire Chief is a strong supporter of the project because it will reduce congestion on EB SR 120 and reduce the amount of collisions that require their services. The Manteca City Council have directed staff to budget approximately $6.2 million from their Developer Fees to fund the additional cost to construct the Austin Road OC as a four-lane facility.

A Notice of Opportunity for Public Hearing was published along with the Notice of Availability of the Initial Study on April 26, 2019. A formal public hearing was determined to not be necessary because the one affected property owner preferred to meet in-person with the Caltrans Project Manager and SJCOG (the project sponsor).

A meeting was held on July 16, 2019 with Manteca Mayor Benjamin Cantu, Manteca Council Member Gary Singh, Caltrans District Director Dan McElhinney, Deputy Directors Grace Magsayo and Arvinder Bajwa, SJCOG, City Public Works and the California Highway Patrol (CHP) to discuss opportunities for interim safety measures on EB SR 120 that could occur before the project construction in 2022. During this meeting, the District Director agreed to perform a safety audit focusing on reducing accidents associated with the EB to SB connector.

Existing Facility SR 99 is the principal south/north freeway traversing the major cities within California's Central Valley. It primarily provides access for the movement of the people, goods, and services, and is considered the main transportation route for agricultural products. It is also a major connector for west-east routes throughout the Central Valley, providing linkages between the Bay Area and the Sierra Nevada Mountains. SR 99 is functionally classified as a Principal Arterial and is a High Emphasis Focus Route in the Interregional Road System (IRRS).

SR 120 is a west to east freeway that originates from Interstate 5 (I-5) and continues to its intersection with U.S. Highway 6 in the town of Benton. Within District 10 the route serves the counties of San Joaquin, Stanislaus, Tuolumne, and Mariposa. The portion of the route within Yosemite National Park is maintained by the federal government.

Within the proposed project limits, SR 99 is currently a six-lane divided freeway with three lanes in each direction. SR 120 is a four-lane divided freeway with 12-foot lanes and 5-foot inside shoulders. Outside shoulders on SR 120 are 10-feet wide, with the exception of the shoulders at the EB Moffat Overhead and EB Spreckles Undercrossing (where they are reduced to 9-feet 3-inches wide).

The following structures are proposed to be replaced, added or modified:

• NB SR 99 to WB SR 120 and EB SR 120 to NB SR 99 Connector OC (Bridge No. 29-0286E)- Modify

• EB SR 120 to NB SR 99 Connector OC (Bridge No. 29-0286x)- New

• Austin Road OC (Bridge No. 29-0129)-Replace

• Moffat Overhead (Bridge No. 29-0278R & 29-0278L)- Widen

• Spreckles Undercrossing (Bridge No. 29-277R & 29-277L)- Widen

• SB Austin Road Separation (Bridge No. 29-new)- New

Note: Van Ryn Avenue is the roadway passing under the Spreckles Undercrossing

4. PURPOSE AND NEED

Purpose:

The purpose of the project is to relieve traffic congestion and improve operations of SR 99 with the SR 120 and Austin Road Interchanges.

Need:

The project need has identified deficiencies between SR 99 and SR 120 and Austin Road Interchanges that facilitate improvements meant to increase the traffic capacity and improve the operation of weaving, merge, and diverge traffic movements between SR 99 and the SR 120 and Austin Road Interchanges:

• The EB SR 120 to SB SR 99 and the NB SR 99 to WB SR 120 single lane connector ramps need to be expanded to two lanes because they currently queue traffic on the mainline freeway lanes during the morning (AM) and evening (PM) peak hours.

These queues result in traffic congestion and a higher than average accident rate due to impatient drivers cutting into the queued traveled lane.

• The existing Austin Road OC needs to be removed and replaced with a longer structure because the existing horizontal clearance at SR 99 only provides for three travel lanes in each direction of travel along SR 99. The restricted horizontal clearance requires the existing SR 99 number one lane to be dropped prior to the OC which creates congestion on SR 99. The existing OC also will not accommodate the 8-lane ultimate facility recommended as the SR 99 Concept Facility in the SR 99 Transportation Concept Report.

• The SB exit and NB entrance ramps for the Austin Road Interchange overlap the

SR 99/120 freeway connector ramps causing a merging and congestion problem at the SR 99/SR120 interchange. These ramps need to be braided to lessen conflicts as the City of Manteca does not support their permanent removal.

4A. Problem, Deficiencies, Justification The existing one lane connector from EB SR 120 to SB SR 99 currently has in excess of 2300 vehicles per hour in the evening (PM) peak hour, resulting in Level of Service (LOS) F. The existing one-lane connector from NB SR 99 to WB SR 120 has morning (AM) peak hour volumes approaching 2100 vehicles per hour, resulting in LOS F. The traffic on EB SR 120 currently queues more than half a mile from SR 99 during the PM peak. Due to this queueing, impatient drivers utilize the number one lane until the last moment before merging into the number two lane to exit the freeway. The speed differential between the number one and number two lanes, along with the last-minute merging to exit to SB SR 99, result in accidents on EB SR 120 between Main Street and the 99/120 connector. This location has an accident rate that is more than six times greater than the statewide average.

Queueing also occurs on NB SR 99 in the AM peak due to only having a single lane exit to SR 120 and the conflict with traffic merging onto the freeway from Austin Road.

The accident rate on NB SR 99 between the Austin Road OC and the 99/120 connector is double the statewide average.

Widening to provide a two lane exit from EB SR 120 to SB SR 99 will reduce the queue length and also eliminate the need for all SB exiting traffic to queue into the number 2 lane. This will improve PM operations on SR 120 to LOS C after completion of the construction and to LOS D in the design year.

Widening to provide a two lane exit for the SR 99 NB connector to WB SR 120 will reduce queue lengths and improve AM operations to LOS C in the construction and design years.

SB SR 99 has an inside lane drop north of the Austin OC. This contributes to operational issues due to the location of the lane drop in proximity the high volume of SR 120 traffic merging onto SR 99. The project will eliminate this inside lane drop and provide a standard freeway to freeway merge.

The SR 99/Austin Road Interchange also contributes to queueing due to short merge/weave distance along mainline SR99 (0.3 miles for NB and 0.4 miles for SB).

This merge/weave will be eliminated by braiding the SB ramp and by splitting the NB ramp to eliminate the merge/weave movement on SR 99.

4B. Regional and System Planning Systems SR 99 in San Joaquin County is functionally classified as a Principal Arterial and is included in the California Freeway/ Expressway System. It is in the Interregional Road System (IRRS) classification making it eligible for Interregional Transportation

Improvement Program (ITIP) funding as part of the State share of the State Transportation Improvement Program (STIP) funds. It is a High Emphasis Focus Route in the Interregional Road System (IRRS).

SR 99 is part of the Surface Transportation Assistance Act (STAA) network as a terminal access route, part of the National Highway System (NHS), and part of the Strategic Highway Network (STRAHNET).

SR120 is functionally classified as a Principal Arterial between I-5 and SR 99 and is included in the California Freeway/ Expressway System. It is in the IRRS classification making it eligible for ITIP funding as part of the State share of STIP funds. It is a High Emphasis route but not a Focus route in the IRRS.

SR 120 is part of the STAA network as a terminal route and part of the NHS. It is not part of the STRAHNET.

State Planning A Transportation Concept Report (TCR) for SR 99 in District 10 was approved in November 2003. Within San Joaquin County, the existing 6-lane freeway was expected to be inadequate for the 20-year planning horizon. The concept facility is an 8-lane freeway with strong consideration of High-Occupancy Vehicle (HOV) lanes.

The Ultimate Transportation Corridor (UTC) was also an 8-lane facility. In September 2008, a Corridor System Management Plan (CSMP) for SR 99 in San Joaquin County was prepared to place greater emphasis on performance assessments and operational strategies that yielded higher benefit-to-cost results. This plan supported the same 8-lane Concept Facility but recommended reevaluating the UTC in the next TCR update.

A TCR for SR120 was approved in November 2011. West of SR 99 the TCR recommends widening SR 120 from 4-lanes to 6-lanes by widening into the median.

The UTC recommended SR 120 to be an 8-lane facility, also widened into the median.

The TCR was consistent with the current freeway agreement that shows SR 120 east of SR 99 extending along Yosemite Avenue as a conventional highway and not being extended east of the interchange as a freeway (as was envisioned in the 1950’s). A Project Study Report/Project Development Support (PSR-PDS) to widen SR 120 from four to six lanes was approved on October 8, 2018. This project is projected to begin the PA&ED phase in July 2020 though it will exclude widening SR 120 east of the Spreckles Undercrossing.

Regional Planning The preferred alternative is consistent with the SJCOG 2018 Regional Transportation Plan and Sustainable Communities Strategy (RTP/SCS) and the 2016 San Joaquin County General Plan.

Local Planning The preferred alternative is consistent with the April 5, 2011 approved Circulation Element of the City of Manteca 2023 General Plan. The local agencies are part of the Project Development Team and have provided review of the preferred alternative for consistency with local plans.

The City of Manteca has committed to providing improvements to the Main Street Interchange by extending the EB exit ramp right turn lane by 400-feet and adding a 300-foot right turn lane on NB Main Street to serve the EB entrance ramp. These improvements will be constructed under an encroachment permit and will be operational before the first phase of the project begins construction in 2021. The City has also committed to install a traffic signal at the E Woodward Avenue/Main Street intersection prior to 2021.

The City also intends to begin the Project Initiation Document (PID) process in Fiscal Year (FY) 19/20 to improve the Main Street Interchange to serve projected traffic growth. The overcrossing would be widened to four lanes along with improvements to all the ramps. The improvements are expected to be completed prior to 2030.

4C. Traffic

Design Designations

SJ / 99 / 3.15-6.22

Year Annual

ADT

Peak Hour

Base Year: 2017 111,500 9,600 Construction

Year:

2023 140,000 12,800

Design Year: 2041 148,700 14,500 Directional

Split:

56% SB, 44% NB

Trucks (%): 13.5 % 2015 AADT 20 Year TI: Lanes #1 and #2 = 13.0

Lanes #3 and #4 = 15.0

40 Year TI: Lanes #1 and #2 = 14.0 Lanes #3 and #4 = 16.5

SJ / 120 / R5.13-T7.15

Year Annual

ADT

Peak Hour

Base Year: 2017 72,500 6,300 Construction

Year:

2023 84,800 7,400

Design Year: 2043 115,600 11,100 Directional

Split:

54% EB, 46% WB

Trucks (%): 16.55 % (2015

AADT)

20 Year TI: Lanes #1 and #2 = 14.0

40 Year TI: Lane #1 = 12.5 Lane 2 and 3 = 15.0

The following table summarizes the LOS for the connectors to show the improvement to the operations. This information was included in the Final Traffic Operations Analysis Report (FTOAR) which was approved on January 29, 2019.

EB SR 120 to SB

SR 99 Connector NB SR 99 to WB

SR 120

Connector

AM PM AM PM

Existing (2017) D F F F No Project (2043) F F F F Ultimate Project (2043) C D C C Phase 1A (2023) Opening Year D D C C Phase 1A Only (2043) D D F F Phase 1A & 1B (2033) D D C C

Bold Text denotes unacceptable LOS

As noted, Phase 1A initially improves the LOS for the NB connector, however the LOS will drop to unacceptable LOS F if Phase 1B is not constructed before SR 99 is widened to 8-lanes.

Operational Analysis: Detailed Traffic Information from FTOAR The following shows the traffic volumes and LOS for the 99/120 interchange, main line SR 99 and SR 120 and the local interchanges at SR 120/ Main Street and SR 99/ East Yosemite Avenue for the following conditions:

Current Year 2017 Traffic Operations The freeway study area contained 30 study segments bounded by west of Main Street on SR 120 and from south of Jack Tone Road to north of Yosemite Avenue on SR 99.

FTOAR. Figure 1A shows the approved Existing Year 2017 AM Peak Hour Conditions. The primary conclusions of the Existing Conditions analysis are:

• During the morning (AM) peak hour, the NB SR 99 to WB SR 120 freeway-to-freeway connector operates at LOS F conditions;

• The remaining 29 of the 30 study segments (96.7%) operates at acceptable LOS

B, C, or D conditions.

Figure 1B shows the approved Existing Year 2017 PM Peak Hour Conditions. The primary conclusions of the Existing Conditions analysis are:

• During the evening (PM) peak hour, EB SR 120 operates at LOS D conditions from the Main Street Interchange to the SR 120/SR 99 interchange;

• During the PM peak hour, the EB SR 120 to SB SR 99 connector operates at

LOS F conditions;

• Severe congestion and slow travel speeds on SR 120 result in diversion of traffic onto the EB SR 120 off-ramp to Main Street, resulting in LOS E conditions;

• With 82% of the SR 120 traffic (2,356 of 2,885) exiting SR 120 onto SB SR

99, the unequal lane utilization results in stop and go conditions on EB SR 120.

• The remaining 25 of the 29 study segments (82.2%) operate at acceptable LOS

B, C, or D conditions and LOS F conditions on the #2 lane on EB SR120.

• During the PM peak hour, SB SR 99 is approaching operating capacity based on the High Content Software (HCS) analysis with a density of 31.1 passenger cars per hour per lane (pcphpl).

• Field observations indicate that a combination of the horizontal curvature at the

SR 99/ Jack Tone Road Interchange and diversion traffic entering SB SR 99 from the Main Street Interchange in Ripon result in stop and go operations on SB SR 99 between Jack Tone Road and the Stanislaus River bridge.

• All five NB SR 99 study segments (100%) operate at acceptable LOS C or D conditions.

As shown Table 1, 14 intersections were also evaluated. Three of the intersections are currently operating at an unacceptable LOS E.

TABLE 1: INTERSECTION ANALYSIS – EXISTING (2017) AM AND PM PEAK HOUR CONDITIONS

Intersection Control

AM Peak Hour PM Peak Hour

Delay / Movement (sec/veh)

LOS

Delay /

Movement (sec/veh)

LOS

1. WB SR 120 Ramps / Main Street Signal 13.1 B 12.4 B

2. EB SR 120 Ramps / Main Street Signal 246.4 C 23.6 C

3. SB SR 99 Ramps / Yosemite Avenue Signal 18.5 B 17.3 B

4. NB SR 99 Ramps / Yosemite Avenue Signal 35.0 C 33.6 C

5. NB SR 99 Ramps / Austin Road

All Way Stop Controlled

8.6 A 9.6 A

6. SB SR 99 Off-Ramp / Moffat Blvd

All Way Stop Controlled

1.7 A 46.4 E

7. Moffat Blvd / Austin Road All Way

Stop Controlled

12.7 B 36.3 E

8. Moffat Blvd / Woodward Ave All Way

Stop Controlled

3.0 A 45.8 E

9. Frontage Road / Austin Road Side-Street

Stop Controlled

6.4

(WB

Left-Turn) A

6.8

(WB

Left-Turn) A

10. Woodward / Main Street All Way

Stop Controlled

9.1 A 12.6 B

11. Yosemite Avenue / Austin Road Signal 9.6 A 9.6 B

12. NB SR 99 Ramps / Jack Tone Road Signal 9.6 A 10.8 B

13. SB SR 99 Ramps / Jack Tone Road Signal 6.7 A 7.7 A

14. NB SR 99 Ramps / Colony Road

All Way Stop Controlled

8.6 A 9.4 A

BOLD denotes unacceptable LOS

Design Year 2043 Traffic Operations

2043 No Project

The primary conclusions of the Design Year 2043 No Project analysis for the AM condition (as shown in Figure 2A) are:

• During the AM peak hour, NB SR 99 between Jack Tone Road and SR 120 is projected to degrade to LOS F conditions;

• The NB SR 99 off-ramp to Austin Road is projected to degrade to LOS F conditions;

• The NB SR 99 on-ramp from Austin Road is projected to degrade to LOS E

• The NB SR 99 to WB SR 120 freeway-to-freeway connector is projected to continue to operate at LOS F conditions;

• The single lane off-ramp to SB SR 99 operates at LOS F conditions. This is due to the capacity of the single lane off-ramp (2,100 vehicles) being exceeded by the 2,790 vehicles exiting EB SR 120 onto southbound SR 99.

It should be noted that based on a density of 22.8 passenger cars per hour per lane (pcpmpl), the off-ramp diverge would be LOS C.

• The SB SR 99 merge section operates at LOS E conditions due to the heavy on-ramp traffic entering SB SR 99 from the single lane EB SR 99 on-ramp, The SB SR 99 mainline segment before the Austin Road off-ramp is projected to degrade to LOS E conditions;

• The SB SR 99 off-ramp to Austin Road is projected to degrade to LOS E

• All five NB SR 99 study segments are projected to degrade to LOS F during

AM peak hour conditions;

• Four of the five SB SR 99 study segments are projected to continue to operate at acceptable LOS D conditions.

The Design Year 2043 No Project PM Peak Hour Conditions (shown in Figure 2B) provides the following primary conclusions:

• During the PM peak hour the Diverging Diamond Interchange at the SR

120/Union Road Interchange and the EB Auxiliary Lane between the Union Road on-ramp and the Main Street on-ramp (two mixed flow and one auxiliary lane) will improve this segment on EB SR 120 to acceptable LOS D conditions;

• The construction of third travel lane on both EB and WB SR 120 between I-5 (to the west) and SR 99 (to the east) will improve freeway mainline operations;

• The EB SR 120 off-ramp to Main Street is projected to degrade to unacceptable

LOS F conditions;

• EB SR 120 is projected to operate at LOS D conditions from east of the Main

Street on-ramp to the SR 120/SR 99 freeway to freeway interchange;

• Severe congestion and slow travel speeds on SR 120 would result in additional diversion of traffic onto the EB SR 120 off-ramp to Main Street, traveling to Woodward Avenue and accessing the SB SR 99 on-ramp at Austin Road;

• With 81% of the SR 120 traffic ( 3,570 of the 4,405) exiting SR 120 onto SB SR

99, the unequal lane utilization results in stop and go conditions on EB SR 120;

• NB SR 99 is projected to degrade to LOS F conditions from north of the Jack

Tone interchange to the WB SR 120 connector ramp;

• The NB SR 99 off-ramp to Austin Road is projected to degrade to LOS F conditions;

• The NB SR 99 on-ramp from Austin Road is projected to degrade to LOS E conditions;

• The NB SR 99 connector to WB SR 120 is projected to degrade to LOS F conditions;

• The remaining 13 of the 30 study segments (43.3%) are projected to continue to operate at acceptable LOS B, C, or D conditions.

Table 2 presents the results of the Design Year 2043 No Project AM and PM Peak Hour Intersection LOS Analysis. Seven intersections drop to LOS F without the project.

TABLE 2: INTERSECTION ANALYSIS – DESIGN YEAR 2043 NO PROJECT

AM AND PM PEAK HOUR CONDITIONS

Intersection Control

AM Peak Hour PM Peak Hour

Delay / Movement (sec/veh)

LOS

Delay /

Movement (sec/veh)

LOS

1. WB SR 120 Ramps / Main Street Signal >120 F 105.1 F

2. EB SR 120 Ramps / Main Street Signal >120 F >120 F

3. SB SR 99 Ramps / Yosemite Avenue Signal 25.1 C 23.0 C

4. NB SR 99 Ramps / Yosemite Avenue Signal 44.3 D 48.8 D

5. NB SR 99 Ramps / Austin Road All Way

Stop Controlled >120 F >120 F

6. SB SR 99 Off-Ramp / Moffat Blvd All Way

Stop Controlled >120 F >120 F

7. Moffat Blvd / Austin Road All Way

Stop Controlled >120 F >120 F

8. Moffat Blvd / Woodward Ave All Way

Stop Controlled >120 F >120 F

9. Frontage Road / Austin Road Side-Street

Stop Controlled

>120

(WB

Left-Turn) F

>120

(WB

Left-Turn) F

10. Woodward / Main Street Signal 19.3 C 24.0 C

11. Yosemite Avenue / Austin Road Signal 23.2 B 43.2 D

12. NB SR 99 Ramps / Jack Tone Road Signal 18.3 B 20.1 C

13. SB SR 99 Ramps / Jack Tone Road Signal 13.1 B 37.9 D

14. NB SR 99 Ramps / Colony Road Signal 21.9 C 32.8 C

2043 With Ultimate Project

AM Peak Hour

Figure 3A presents the Design Year 2043 With Ultimate Project AM Peak Hour Conditions. The primary conclusions of the Design Year 2043 With Ultimate Project are:

• During the AM peak hour, NB SR 99 between Jack Tone Road and the Austin Road off-ramp is projected to continue to continue to operate at LOS F conditions when compared to No Project Conditions;

• The NB SR 99 off-ramp to Austin Road is projected to marginally improve from LOS F to LOS E (with the project) Conditions;

• The construction of the ultimate improvements will significantly improve NB SR

99 operations when compared to No Project Conditions;

• With the construction of the NB SR 99 split ramps, the NB SR 99 on-ramp from Austin Road will improve from unacceptable LOS E (No Project) to acceptable LOS D (With Ultimate Project) Conditions;

• With the construction of the NB SR 99 split ramps, the NB SR 99 mainline segment between the Austin Road OC and the SR 120 separation will improve from unacceptable LOS E (No Project) to acceptable LOS D (With Ultimate Project) Conditions;

• With the construction of the NB SR 99 split ramps, the two-lane NB SR 99 connector to WB SR 120 will improve from unacceptable LOS F (No Project) to acceptable LOS C (With Ultimate Project) Conditions;

• For Design Year 2043 Conditions, the Ultimate Project would construct sufficient capacity to serve projected demand volumes for the NB SR 99 connector to WB

SR 120;

• The EB SR 120 to SB SR 99 to SB SR 99 freeway-to-freeway connector will improve from unacceptable LOS E (No Project) to acceptable LOS C conditions, which will improve operations;

• With the construction of the SB SR 99 braided ramps, the SB SR 99 off-ramp to

Austin Road will improve from LOS D (No Project) to LOS C.

• With the construction of the SB SR 99 braided ramps and additional lanes on SB SR 99 between SR 120 and the Austin Road OC, the SB SR 99 on-ramp from Austin Road will marginally improve from acceptable LOS D (No Project) to acceptable LOS C Conditions;

• With the Ultimate Project 27 of the 29 study segments (93.1%) are projected to operate at acceptable Level of Service B, C, or D conditions;

• Based on the results of the AM Peak Hour Freeway mainline, off-ramp diverge, on-ramp merge and weaving sections analysis, the Ultimate Project meets the purpose and need of the SR 120/SR 99 Interchange Project.

PM Peak Hour

Figure 3B presents the Design Year 2043 Project PM Peak Hour Conditions. The primary conclusions of the Design Year 2043 With Ultimate Project analysis presented in Figure 3B are:

• During the PM peak hour the Diverging Diamond Interchange at the SR

120/Union Road Interchange and the EB Auxiliary Lane between the Union Road on-ramp and the Main Street off-ramp (two mixed flow and one auxiliary lane) will improve this segment on EB SR 120 and will continue to operate at acceptable LOS D conditions when compared to No Project Conditions;

• The construction of third travel lane on both EB and WB SR 120 between I-5 (to the west) and SR 99 (to the east) will improve freeway mainline operations;

• The EB SR 120 off-ramp to Main Street will continue to operate at unacceptable

LOS F conditions when compared to No Project Conditions if the interchange is not improved.

• The EB SR 120 mainline between the Main Street on-ramp and the SR 99 connector will improve from unacceptable LOS F (No Project) to acceptable LOS D in the With Ultimate Project Conditions;

• The two-lane EB SR 120 to SB SR 99 freeway-to-freeway connector is projected to improve from LOS F (No Project) to LOS D (With Ultimate Project) conditions, which will improve operations;

• Elimination of the EB SR 120 congestion and slow travel speeds on SR 120 would result in reduced diversion of traffic onto the EB SR 120 off-ramp to Main Street, traveling to Woodward Avenue and accessing the SB SR 99 on-ramp at Austin Road;

• With the construction of the SB SR 99 braided ramps, the SB SR 99 mainline segment between the SR 99/120 Separation and the Austin Road OC will improve from unacceptable LOS F (No Project) to acceptable LOS D (With Ultimate Project) Conditions;

• With the construction of the SB SR 99 braided ramps, the SB SR 99 off-ramp to Austin Road will improve from unacceptable LOS F (No Project) to acceptable LOS C (With Ultimate Project) Conditions;

• With the construction of the SB SR 99 braided ramps and additional lanes on SB SR 99 between SR 120 and the Austin Road OC, the SB SR 99 on-ramp from Austin Road will marginally improve from unacceptable LOS F (No Project) to unacceptable LOS E (With Ultimate Project) Conditions;

• SB SR 99 is projected to continue to operate at LOS F conditions from south of the Austin Road on-ramp to south of the Jack Tone Road Interchange when compared to No Project Conditions;

• NB SR 99 is projected to continue to operate at LOS F conditions from north of the Jack Tone interchange to the Austin Road off-ramp when compared to No Project Conditions;

• With the construction of the additional NB travel land before the Austin Road off-ramp, the NB SR 99 off-ramp to Austin Road will improve from unacceptable LOS F (No Project) to acceptable LOS D (With Ultimate Project) Conditions;

• With the construction of the NB SR 99 braided ramps, the NB SR 99 on-ramp from Austin Road will improve from unacceptable LOS E (No Project) to acceptable LOS D (With Ultimate Project) Conditions;

• With the construction of the NB SR 99 braided ramps, the NB SR 99 mainline segment between the Austin Road OC and the SR 99/120 separation will improve from unacceptable LOS F (No Project) to acceptable LOS C Conditions;

• With the construction of the NB SR 99 braided ramps, the two-lane NB SR 99 connector to WB SR 120 will improve from unacceptable LOS F (No Project) to acceptable LOS C (With Ultimate Project) Conditions;

• The Design Year 2043 Conditions, the Ultimate Project would construct sufficient capacity to serve projected demand volumes for the NB SR 99 off-ramp to WB SR 120.

2043 Intersection Analysis Table 3 on the following page presents the results of the Design Year 2043 With Ultimate Project AM and PM Peak Hour Intersection LOS Analysis. The primary conclusions of the AM peak hour analysis are:

• During the AM peak hour, 11 of the 13 signalized intersections (84.6%) are projected to continue to operate at acceptable LOS A, C or D conditions;

• The following two signalized intersections are projected to degrade to LOS E or F conditions if the interchange is not improved:

o WB SR 120 Off-Ramp / Main Street; and o EB SR 120 Off-Ramp / Main Street.

• In order to improve AM peak hour operations at the SR 120/Main Street intersections, the interchange would need to be reconstructed based on SJCOG RTP/SCS Interchange Project List. This improvement would be constructed by SJCOG and the City of Manteca before Design Year 2043 Conditions.

• With the interchange improvements, the SR 120 / Main Street intersections would improve from unacceptable LOS F to acceptable LOS B / C conditions during the AM peak hour;

• Both side street stop-controlled intersections are projected to operate at acceptable LOS A or LOS B conditions;

• Overall 13 of the 15 study intersections (86.7%) are projected to operate at acceptable LOS A, B, C, or D Conditions with the Ultimate Project;

• Compared to the No Project Alternative, this represents 36.7% improvements during Design Year 2043 With Ultimate Project AM peak hour conditions;

• In Design Year 2043 Conditions the Ultimate Project, a long with the planned SJCOG / City of Manteca improvements at the SR 120 / Main Street Interchange, would construct sufficient capacity to serve projected AM Peak hour demand volumes for all 15 (100%) study intersections.

TABLE 3: INTERSECTION ANALYSIS – DESIGN YEAR 2043 WITH ULTIMATE PROJECT

AM AND PM PEAK HOUR CONDITIONS

Intersection Control

AM Peak Hour PM Peak Hour

Delay / Movement (sec/veh)

LOS

Delay /

Movement (sec/veh)

LOS

1. WB SR 120 Ramps / Main Street Signal >120 F* >120 F*

2. EB SR 120 Ramps / Main Street Signal >120 F* >120 F*

3. SB SR 99 Ramps / Yosemite Avenue Signal 23.4 C 25.2 C

4. NB SR 99 Ramps / Yosemite Avenue Signal 42.1 D 47.2 D

5. NB SR 99 Ramps / Austin Road Signal 28.4 C 28.3 C

6. SB SR 99 Off-Ramp / Moffat Blvd Side-Street

Stop Controlled

2.7 A 2.8 A

7. Moffat Blvd Connector / Austin Road Signal 34.7 C 38.9 D

8. Moffat Blvd / Moffat Blvd Connector Signal 2..3 B 13.9 B

9. Frontage Road / Austin Road Side-Street

Stop Controlled

13.1

(WB

Left-Turn) B

17.4

(WB

Left-Turn) C

10. Woodward / Main Street Signal 17.9 B 23.7 C

11. Yosemite Avenue / Austin Road Signal 20.6 C 48.6 D

12. NB SR 99 Ramps / Jack Tone Road Signal 19.4 B 20.4 C

13. SB SR 99 Ramps / Jack Tone Road Signal 13.8 B 39.3 D

14. NB SR 99 Ramps / Colony Road Signal 24.4 C 25.2 C

15. Woodward Avenue / Moffatt Boulevard Signal 14.8 B 11.3 B

* City of Manteca will improve the Interchange to operate at LOS D as a separate project

Design Year 2043 with Phase 1A only AM Peak Hour The Phase 1A project is scheduled to complete construction by 2023. It is not known when the subsequent phases will be funded. The Phase 1A project will operate at an acceptable level of service through 2043 for the PM peak traffic, however the AM peak traffic will drop to an unacceptable LOS F conditions if Phase 1B is not constructed before SR 99 is widened to 8-lanes.

The primary conclusions of the Design Year 2043 With Phase 1A Project (shown in Figure 4A) are:

• The NB SR 99 off-ramp to Austin Road is projected to degrade to LOS F

• Even with the NB SR 99 off-ramp to WB SR 120 remaining a single lane off-ramp, the closure of the NB SR 99 Austin Road on-ramp and elimination of the on-ramp merge would not improve the segment of SR 99 between the Austin Road off-ramp and the WB SR 120 connector off-ramp;

• The NB SR 99 to WB SR 120 freeway-to-freeway ramp is projected to continue to operate at LOS F (No Project and With Phase 1A Project) conditions;

• Before Design Year 2043 Conditions, the Phase 1B Project should be constructed by Year 2033;

• The construction of the two-lane EB SR 120 to SB SR 99 freeway-to-freeway connector would improve EB SR 120 to SB SR 99 operations;

• The EB SR 120 to SB SR 99 freeway-to-freeway connector is projected to improve from LOS F (No Project) to LOS D (With Phase 1A Project) conditions;

PM Peak Hour The primary conclusions of the Design Year 2043 With Phase 1A Project analysis presented in Figure 4B are:

• During the PM peak hour the Diverging Diamond Interchange at the SR

120/Union Road Interchange along with the EB Auxiliary Lane between the Union Road on-ramp and the Main Street on-ramp (two mixed flow and one auxiliary lane) will improve this segment on EB SR 120 to acceptable LOS C

• The construction of a third travel lane on both EB and WB SR 120 between I-5 (to the west) and SR 99 (to the east) will improve freeway mainline operations:

• With the closure of the SB SR 99 off-ramp to Austin Road, additional traffic would use the EB SR 120 off-ramp to Main Street, resulting in the off-ramp continuing to operate at LOS F conditions;

• The construction of the two-lane EB SR 120 to SB SR 99 freeway-to-freeway ramp would improve EB SR 120 to SB SR 99 operations;

• The EB SR 120 mainline between the Main Street on-ramp and the SR 99 freeway-to-freeway connector is projected to improve from LOS F (No Project) to LOS C/D (With Phase 1A Project) conditions;

• The EB SR 120 to SB SR 99 freeway-to-freeway connector is projected to improve from LOS F (No Project) to LOS D (With Phase 1A Project) conditions;

• Elimination of the EB SR 120 congestion and slow travel speeds on SR 120 would result in reduced diversion of traffic onto the EB SR 120 off-ramp to Main Street, traveling to Woodward Avenue and accessing the SB SR 99 on-ramp at Austin Road;

• The closure of the SB SR 99 off-ramp to Austin Road would result in a net increase of 875 vehicles (2,860 versus 1,985) exiting EB SR 120 at Main Street

(LOS D);

• The closure of the SB SR 99 off-ramp to Moffat Boulevard/Austin Road will result in SB SR 99 between the SR 120 on-ramp and the Austin Road on-ramp to improve from LOS F (No Project) to LOS C (With Phase 1A) conditions;

• The NB SR 99 off-ramp to Austin Road would continue to operate at LOS F conditions (No Project and With Phase 1A);

• Even with the NB SR 99 to WB SR 120 connector remaining a single lane off-ramp, the closure of the NB SR 99 on-ramp and elimination of the on-ramp merge would operate at LOS F (No Project).

TABLE 4: INTERSECTION ANALYSIS – DESIGN YEAR 2043 WITH PHASE 1A PROJECT

AM AND PM PEAK HOUR CONDITIONS

Intersection Control

AM Peak Hour PM Peak Hour

Delay / Movement (sec/veh)

LOS

Delay /

Movement (sec/veh)

LOS

1. WB SR 120 Ramps / Main Street Signal >120 F >120 F

2. EB SR 120 Ramps / Main Street Signal >120 F >120 F

3. SB SR 99 Ramps / Yosemite Avenue Signal 26.5 C 36.1 D

4. NB SR 99 Ramps / Yosemite Avenue Signal >120 F 84.9 F

5. NB SR 99 Ramps / Austin Road Signal 80.0 F >120 F

6. Woodward Avenue / Woodward Ave Connector Signal >120 F >120 F

7. Moffat Blvd Connector / Austin Road Signal >120 F >120 F

8. Moffat Blvd / Woodward Ave Connector Signal 34.0 C 20.1 C

9. Frontage Road / Austin Road Side-Street

Stop Controlled

>120

(WB

Left-Turn) F

>120

(WB

Left-Turn) F

10. Woodward / Main Street Signal >120 F 101.3 F

11. Yosemite Avenue / Austin Road Signal 99.9 F >120 F

12. NB SR 99 Ramps / Jack Tone Road Signal 16.2 B 15.5 B

13. SB SR 99 Ramps / Jack Tone Road Signal 13.2 B 19.8 B

14. NB SR 99 Ramps / Colony Road Signal 20.8 C 23.4 C

Conclusions and Recommendations from FTOAR Based on the results of the Design Year 2043 AM and PM Peak Hour freeway mainline, on-ramp merge, off-ramp diverge, intersection level of service operations analysis, and geometric design review, the following conclusions identified:

1. Based on the results of the traffic operations analysis, the existing SR 120/SR 99 interchange would not provide sufficient capacity to serve projected Construction Year 2023 traffic volumes. Therefore, the No Project Alternative was determined to be unacceptable based on Traffic Operations.

2. Based on the results of the Construction Year 2023 Traffic Operations

Analysis, the With Phase 1A Project provides benefits to SR 120, SR 99, the majority of Caltrans right-of-way (R/W) intersections, and the majority of local City of Manteca and City of Ripon intersections. Therefore, the With Phase 1A Project was determined to provide sufficient capacity to serve the projected Construction Year 2023 AM and PM Peak Hour Demand Volumes.

3. In order to improve AM and PM peak hour operations at the EB SR 120 Off-

Ramp/Main Street intersection, the off-ramp shall be widened by Opening Year 2023 and a PSR-PDS prepared based on the SJCOG RTP/SCS Interchange Project List.

4. In order to improve AM and PM peak hour operations at the Main Street /

Woodward Avenue intersection, the intersection shall be signalized. The intersection is included in the City of Manteca Public Facilities Improvement Project and shall be signalized no later than Opening Year 2023.

5. In order to improve PM Peak hour operations at the NB SR-99 ramps/Yosemite Ave, the intersection signal timings shall be optimized no later than Opening Year 2023 and coordinated to provide additional green time for the EB Yosemite Ave right-turn volume onto NB SR-99.

6. The Moffat Blvd Connector/Austin Road intersection shall be signalized.

7. The Moffat Blvd/Woodward Avenue Connector intersection shall be signalized.

8. The Woodward Avenue /Woodward Avenue Connector intersection shall be signalized.

9. The results of the Network Wide Measures of Effectiveness (MOEs) shows that the Project provides an improvement when compared to No Project

Conditions Construction Year 2023 AM and PM Peak Hour Conditions and meets the purpose and need of the SR 120/SR 99 Interchange Project.

10. Based on the results of the traffic operations analysis, the existing SR 120 /

SR 99 interchange would not provide sufficient capacity to serve projected Design Year 2043 traffic volumes. Therefore, the No Project Alternative was determined to be unacceptable based on the Traffic Operations Analysis Report.

11. Based on the results of the Design Year 2043 Traffic Operations Analysis

Report, the With Phase 1A Project would not provide sufficient benefits to SR 120, SR 99, Caltrans R/W intersections, and local City of Manteca and City of Ripon intersections. Under Design Year 2043 AM peak hour conditions, the NB SR 99 to WB SR 120 freeway-to-freeway connector is projected to continue to operate at LOS F (No Project and With Phase 1A Project) conditions. Therefore, the Phase 1B Project should be constructed by Year 2033 to avoid unacceptable LOS E conditions.

12. Based on the results of the traffic operations analysis, the With Phase 1A

Project was determined to be unacceptable for Design Year 2043 Conditions.

13. With the Phase 1B Project, the NB SR 99 to WB SR 120 freeway-to-freeway ramp is projected to improve to LOS C conditions and will provide sufficient capacity to serve the projected 2033 Interim Year and 2043 Design Year Peak Hour Demand Volumes.

14. Phase 1C should be built when development in the area requires the construction of the NB and SB SR 99 braided ramps, the NB SR 99 on-ramp from Austin Road, and the SB SR 99 off-ramp to Austin Road.

15. Based on the results of the Design Year 2043 Traffic Operations Analysis, the

With Ultimate Project would provide sufficient benefits to SR 120, SR 99, the majority of Caltrans R/W intersections, and the majority of local City of Manteca and City of Ripon intersections. Therefore, the With Ultimate Project was determined to be acceptable based on Traffic Operations.

16. In order to improve PM peak hour operations, the SR 120/Main Street intersections would need to be re-constructed based on SJCOG RTP/SCS Interchange Project List. This improvement would be constructed by SJCOG and the City of Manteca before Interim Year 2033 With Phase 1B Conditions.

With the interchange improvements, the SR 120/Main Street intersections would improve from unacceptable LOS F to acceptable LOS B, C, and D conditions during both AM and PM peak hours;

17. With the planned SJCOG/City of Manteca improvements at the SR 120 / Main

Street Interchange, the Project would construct sufficient capacity to serve projected Design Year 2043 AM and PM Peak Hour Demand Volumes.

18. The results of the Network Wide MOEs shows that the Ultimate Project provides an improvement when compared to No Project Conditions Design Year 2043 AM and PM Peak Hour Conditions and meets the purpose and need of the SR 120/SR 99 Interchange Project.

Collision Analysis Table 5 provides collision and collision rate data on SR 99, SR 120, the SR 99/120 connectors and the ramps at Austin Road based on the three-year period from January 1, 2015 to December 31, 2017. For each location, these collision rates are compared to average state rates from similar Caltrans facilities (rate groups).

Table 5 Dates : January 1, 2015 to December 31, 2017 Actual Rates

(Collisions / million vehicles)

Average Rates (Collisions / million vehicles) Location (Post Miles)

Total Collisions Fatal

Fatal + Injury Total Fatal

Fatal + Injury Total

Main Line Freeways

EB 120 (R5.1- R6.5) 270 0.105 2.14 4.73 .006 0.26 0.76

EB 120 (R6.5- T7.1) 12 0.000 0.12 0.49 .004 0.25 0.68

WB 120 (5.1-6.5) 39 0.000 0.26 0.68 .006 0.26 0.76

WB 120 (6.5- T7.1) 3 0.000 0.04 0.12 .004 0.25 0.68

SB 99 (3.1-6.2) 124 0.000 0.19 0.79 .006 0.19 0.55

NB 99 (3.1-6.2) 176 0.000 0.42 1.12 .006 0.19 0.55

Connector Ramps NB 99 to WB 120 5 0.000 0.07 0.16 .003 0.12 0.37 SB 99 to EB 120 5 0.000 0.00 0.26 .002 0.11 0.32 NB 99 to EB 120 5 0.000 0.27 0.45 .003 0.18 0.61 SB 99 to WB 120 0 0.000 0.00 0.00 .003 0.12 0.37 Local Interchange Ramps Austin Road (SB on-ramp) 1 0.000 0 0.33 .006 0.17 0.43 Austin Road (NB off-ramp) 7 0.000 0.84 1.96 .008 0.40 1.37 Austin Road (NB on-ramp) 0 0.000 0 0 .002 0.21 0.60 Austin Road (SB off-ramp) 1 0.000 0 0.65 .002 0.23 0.78 Main Street (EB off-ramp) 10 0.000 0.50 1.66 .004 .032 0.92 Main Street (WB…