TECHNICAL MEMORANDUM

TECHNICAL MEMORANDUM Date: T: Frm: Subject: Adam Varat and Ilaria Salvadri, City f San Francisc Clin Burgett, Fehr & Peers Intersectin Level f Service Analysis f Ptential Missin Streetscape Plan Imprvements SF09-0447 This memrandum prvides an intersectin level f service () analysis f ptential fur-tthree lane cnversins n three Missin Streetscape Plan (MSP) crridrs: Bryant Street, Flsm Street and Suth Van Ness Avenue, between 15 th and 26 th Streets. The findings f this analysis are intended t cmplement the cnceptual analysis f ptential MSP imprvements prvided by Nelsn/Nygaard Cnsulting Assciates 1. In additin t evaluating ptential traffic impacts t key intersectins n the affected crridrs, the analysis als assesses whether ptential fur-t-three lane cnversins n thse streets culd result in significant transprtatin impacts t parallel crridrs, including Missin Street, and/r delays t transit service. SUMMARY OF FINDINGS Alternative 1 (Flsm Street) The analysis f Alternative 1 is prvided n pages 18-24 f this memrandum. Key findings are as fllws: Flsm Street (17 th t 26 th Street): Implementatin f the prpsed fur-t-three cnversin n the prtin f Flsm Street between 17 th and 26 th Streets is nt anticipated t result in significant impacts t intersectin Given the planned installatin f far-side bus stps and signal pririty measures n Flsm Street (described n Page 6 f this memrandum), implementatin f the prpsed fur-t-three lane cnversin n Flsm Street culd be carried ut withut significantly increasing transit travel time n the Flsm Street crridr. Key factrs that that culd serve t further reduce effects n travel time fr buses are as fllws: Since intersectin delay is largely limited t the queues that frm when vehicles must stp fr a red traffic signal, effective pre-emptin measures culd reduce 1 Cnceptual Analysis f Transprtatin Impacts f Missin Streetscape Plan Imprvements, Memrandum frm Jeremy Nelsn and Francesca Naplitan, Nelsn\Nygaard Cnsulting Assciates, t Adam Varat and Ilaria Salvadri, City f San Francisc, June 19, 2009. 332 Pine Street, 4 th Flr, San Francisc, CA 94104 (415) 348-0300 Fax (415) 773-1790 www.fehrandpeers.cm

Page 2 ptential delays t transit resulting frm increased queue lengths 2. By extending the green signal cycle when buses apprach, queues shuld be effectively dispersed prir t the arrival f each bus (assuming that buses wuld ften arrive at the end f the cycle, which may be the case if buses are frequently triggering the signal ver-ride t extend the cycle). With pririty measures, a prtin f buses wuld benefit frm extended green time, but a prtin f buses wuld be required t stp at red lights, thus leading t increased transit delay due t lnger queues at signalized intersectins. A quantifiable analysis f transit delay is nt pssible using the TRAFFIX methdlgy; therefre, a VISSIM analysis is recmmended t quantify transit delay if signal pririty measures are used. The effective installatin f signal pre-emptin measures (nt just signal pririty measures) t extend the green signal cycle when all buses apprach, culd ensure that buses wuld rarely be required t stp fr a red light alng Flsm Street. s t transit culd ccur, hwever, if Transit Effectiveness Prgram (TEP) recmmendatins are limited t signal pririty (but nt full pre-emptin ) measures t extend green time when buses apprach. Prvisin f center left-turn lanes (as prpsed with the fur-t-three lane cnversin) shuld further ensure that queues are cleared when buses apprach. This wuld ccur by eliminating the delay caused when vehicles attempt t make a left-turn within the travel lane (as required by the current cnfiguratin). Due t the high vlume f east-west traffic n 16 th Street (including east-west transit service), it is nt likely t be feasible t allw fr full signal pre-emptin fr buses at the Flsm Street/16 th Street intersectin. Therefre, the prpsed fur-t-three cnversin wuld result in added delay t buses at that intersectin. Since intersectins n Flsm (suth f 16 th ) wuld perate at C r better (indicating average r slight delays) there wuld be little incentive fr mtrists t divert t parallel crridrs such as Missin, Suth Van Ness r Bryant Streets, since each f thse crridrs include intersectins perating with greater delay based n existing vlumes. Flsm Street (nrth f 17 th Street): At the Flsm Street/16 th Street intersectin, excessive queue lengths and increased transit delay wuld result if just ne thrugh lane is prvided fr nrthbund & suthbund traffic n Flsm Street at that intersectin. Additinal measures are recmmended, such as maintaining tw thrugh lanes, r installing queue-jump lanes fr buses. Alternatively, installatin f a 3+1 radway cnfiguratin (with a parking tw-away zne in the peak directin f travel) culd be cnsidered fr the segment f Flsm Street between 15 th and 17 th Streets. 2 See page 19 fr discussin f the increased transit travel time n the Flsm Street crridr that wuld result if signal pririty measures were nt t be prvided.

Page 3 Further technical analysis is recmmended if ptential changes are cnsidered nrth f 15 th Street. Alternative 2: Suth Van Ness Avenue The analysis f Alternative 2 is prvided n pages 24-27 f this memrandum. Key findings are as fllws: Implementatin f the prpsed fur-t-three cnversin n Suth Van Ness Avenue (between 15 th and 26 th Streets) wuld likely result in significant impacts t at key intersectins n Suth Van Ness Avenue. Increased delay n Suth Van Ness Avenue wuld likely divert a prtin f traffic t Flsm Street (given excess capacity n that crridr), which culd impact transit perating speeds. There is less likelihd f traffic diverting t Missin Street, given existing delays (including E peratins at Misisn/16 th ) and slwer travel speeds n the crridr. Impacts culd be ptentially mitigated by prviding a 3+1 lane cnfiguratin n Suth Van Ness Avenue: A secnd thrugh lane wuld be prvided in the peak directin (nrthbund in the AM, and suthbund in the PM). The 3+1 cnfiguratin culd be accmmdated by installing curb-side parking lanes that culd cnvert t travel lanes during the peak travel perids. With this cnfiguratin, intersectin under future-year cnditins wuld represent an imprvement ver future baseline ( withut prject ) cnditins, due t the prvisin f a center left-turn lane and remval f n-street parking. Therefre, this alternative is nt anticipated t result in diversin f traffic t parallel crridrs. Ptential impacts t pedestrians (resulting frm remval f the buffer prvided by parked vehicles) wuld be limited t the peak perids (typically 7-9 AM nrthbund, and 3-7 PM suthbund) and culd be mitigated by prviding wider sidewalks, pedestrian bulbuts and/r median refuges. Traffic diversin wuld be limited t the ff-peak directin (suthbund in the AM, and nrthbund in the PM). Such trips wuld likely be diverted t Flsm Street. Given excess capacity n that crridr, especially in the ff-peak directin, impacts are anticipated t be less than significant.

Page 4 Alternative 3: Bryant Street + Flsm Street The analysis f Alternative 3 is prvided n pages 28-30 f this memrandum. Key findings are as fllws: Bryant Street (23 rd t 26 th Street): The prpsed fur-t-three lane cnversin n the three-blck segment f Bryant Street is nt expected t significantly impact traffic peratins r result in significant increases in transit perating time. Operatins n this segment, fllwing a ptential cnversin t three lanes, wuld be superir t existing tw-lane segment f Bryant Street (nrth f 23 rd Street). Diversin f traffic t adjacent crridrs is nt anticipated, since the existing tw-lane segment f Bryant Street already serves t effectively limit capacity n the crridr. Flsm Street (15 th t 26 th ) Findings d nt differ frm the Alternative 1 analysis (summarized abve and described in greater detail n pages 18-24).

Page 5 PURPOSE AND OVERVIEW OF ANALYSIS The fllwing infrmatin is prvided in this memrandum: Existing AM and PM peak hur at eight study intersectins, based n turning mvement cunts cnducted n April 30, 2009 (see pages 10-12) Future Year AM and PM peak hur at each f the eight study intersectins, based n a grwth frecast derived by Fehr & Peers frm the Eastern Neighbrhds EIR fr Year 2025 (see pages 13-17) With Prject analysis f three ptential fur-t-three lane cnversin cnversins within the MSP area: Alternative 1: Flsm Bulevard wuld be cnverted frm the current cnfiguratin (tw thrugh lanes in each directin) t a prpsed three-lane cnfiguratin (ne thrugh lane in each directin with a tw-way center left-turn lane) between 15 th and 26 th Streets. Alternative 2: Suth Van Ness Avenue wuld be cnverted frm the current cnfiguratin (tw thrugh lanes in each directin) t a prpsed three-lane cnfiguratin (ne thrugh lane in each directin with a tw-way center left-turn lane) between 15 th and 26 th Streets. Alternative 3: Flsm Bulevard wuld be cnverted t a three-lane cnfiguratin between 15 th and 26 th Street (as prpsed in Alternative 1), and the suthern segment f Bryant Street (between 23 rd and 26 th Streets) wuld als be cnverted frm the current cnfiguratin (tw thrugh lanes in each directin) t a prpsed three-lane cnfiguratin (ne thrugh lane in each directin with a tw-way center left-turn lane).

Page 6 BACKGROUND As part f the MSP, the City f San Francisc Planning Department is evaluating a number f streetscape amenities and traffic calming imprvements, including ptential lane reductin(s) n ne f the nrth-suth crridrs (such as Bryant, Flsm, Missin r Suth Van Ness). Nelsn\Nygaard s cnceptual analysis prvided the fllwing infrmatin: Assessment f the feasibility f ptential MSP imprvements, fcusing n identifying ptential transit and aut traffic impacts and design r peratinal mitigatins Overview f daily traffic vlumes and peak hur turning mvements at key intersectins n each f the crridrs Review f applicable traffic peratins guidelines and street design standards Cnceptual evaluatin f the ptential feasibility f reducing number f traffic lanes n Flsm and/r Bryant Streets 3 Discussin f ptential mitigatin measures (if necessary) t minimize the diversin f vehicles t surrunding streets TRANSIT ASSUMPTIONS FOR FUTURE-YEAR ANALYSIS The City f San Francisc s Transit Effectiveness Prgram (TEP) has identified transit enhancement measures that will be implemented n key crridrs t increase transit perating speeds and frequency f service. Missin and Flsm Streets have bth been identified in the TEP. Based n input frm MTA staff, the fllwing TEP measures will likely be installed n Missin and Flsm Street (with r withut the prpsed Alternatives 1, 2 r 3): A. Bus stps wuld be lcated at the far-side f intersectins, and signal pririty 4 devices wuld be installed n buses, allwing the green signal phase fr nrth-suth mvements t be extended when buses apprach. These tw measures wuld allw mst buses t reach the nearest far-side bus stp withut being stpped at an upstream traffic signal. B. Curb extensins wuld be installed at bus stp lcatins(als knwn as bus bulbs ), thus allwing buses t stp within a travel lane, allwing fr shrter stp time and quicker reentry int traffic fllwing each stp. Hwever, MTA staff nted that current City plicy wuld nt allw fr the installatin f bus bulbs if Flsm were t be reduced t ne thrugh lane in each directin (as prpsed with Alternatives 1 and 3). 3 Cnceptual evaluatin f lane reductin(s) n Suth Van Ness Avenue may be perfrmed later, pending the utcme f this level-f-service analysis, review f travel speed and cllisin data, and cmmunity input at upcming wrkshps. 4 The qualitative analysis f ptential impacts t transit delay prvided in this memrandum assumes that transit pririty signal verride measures wuld be installed t extend the green signal phase fr a prtin f nrthbund and suthbund buses n Flsm Street (except at 16 th Street). The transit assessment assumes that just a prtin f buses wuld trigger the pririty signal ver-ride, cnsistent with the use f such measures elsewhere in San Francisc.

Page 7 STUDY INTERSECTIONS The analysis was perfrmed at the fllwing eight study intersectins selected by the City f San Francisc and Nelsn\Nygaard: 1. Bryant Street / 16 th Street 2. Bryant Street / 24 th Street 3. Flsm Street / 16 th Street 4. Flsm Street / 24 th Street 5. Suth Van Ness Avenue / 16 th Street 6. Suth Van Ness Avenue / 24 th Street 7. Missin Street / 16 th Street 8. Missin Street / 24 th Street Evaluatin Criteria Mtr vehicle peratins at intersectins are typically described in terms f level f service (). is a qualitative measure f the effect f several factrs n traffic perating cnditins including speed, travel time, traffic interruptins, freedm t maneuver, safety, driving cmfrt, and cnvenience. Transprtatin planners and engineers generally measure quantitatively in terms f vehicular delay and describe using a scale that ranges frm A, the best perating cnditins, t F, the wrst perating cnditins. E represents at-capacity peratins. When traffic vlumes exceed capacity, stp-and-g cnditins result, and peratins are designated as F. Fehr & Peers cnducted the analysis f the study intersectins (all signalized) using a methd dcumented by the Transprtatin Research Bard (TRB) in the 2000 Highway Capacity Manual (HCM). Fr signalized intersectins, is based n cntrl delay. Transprtatin engineers and planners define cntrl delay as the delay directly assciated with the traffic cntrl device (i.e., a stp sign r a traffic signal) and specifically include initial deceleratin delay, queue mveup time, stpped delay, and final acceleratin delay. These delay estimates are cnsidered meaningful indicatrs f driver discmfrt and frustratin, fuel cnsumptin, and lst travel time. Table 1 presents the relatinship between and cntrl delay fr signalized intersectins. The analysis perfrmed fr this analysis was cnducted using TRAFFIX sftware, cnsistent with the preferred methdlgy fr mst transprtatin impact studies in San Francisc that are prepared under the directin f the San Francisc Planning Department s Majr Envirnmental Analysis (MEA) divisin. This analysis incrprated the fllwing adjustments t the sftware t accunt fr the unique perating characteristics f the affected crridrs: Missin Street: vehicle cmpressin rates were adjusted t accunt fr reduced travel speeds, narrw lane widths, duble-parking and frequency f stpped buses. These adjustments were cnsistent with the Eastern Neighbrhds EIR analysis at the Missin/16 th and Missin/24 th intersectins.

Page 8 Suth Van Ness, Flsm and Bryant Street: analysis accunts fr narrw lane widths and frequency f stpped buses. At the Suth Van Ness/16 th intersectin, inclusin f these variables differs frm the Eastern Neighbrhds EIR, which used default values withut adjustment fr the analysis. (The remaining study intersectins were nt evaluated in the Eastern Neighbrhds EIR). Peak hur factr (PHF) f 0.90 was used fr existing and future-year cnditins. Futureyear analyses typically use a PHF f 0.98-1.00 (t accunt fr greater spreading f peak hur vlumes as future traffic grwth ccurs. In this case, the 0.90 PHF was used the future-year analysis fr cnsistency purpses, and t prvide a mre cnservative assessment. Based n City f San Francisc plicy significant impacts t intersectin culd ccur if Alternatives 1, 2 r 3 were t cause an intersectin t degrade frm D r better t E r F. TABLE 1 SIGNALIZED INTERSECTION CRITERIA Cntrl (secnds/vehicle) Descriptin A < 10.0 Operatins with very slight delay, with n apprach phase fully utilized. B 10.1 20.0 Operatins with slight delay and an ccasinal apprach phase are fully utilized. C 20.1-35.0 Operatins with average delay. Individual cycle failures begin t appear. D 35.1 55.0 E 55.1-80.0 F > 80.0 Operatins with tlerable delay. Many vehicles stp and individual cycle failures are nticeable. Operatins with high delay, up t several signal cycles. Lng queues frm upstream f intersectin. Operatin with excessive and unacceptable delays. Vlumes vary widely depending n dwnstream queue cnditins. Surce: Transprtatin Research Bard, Highway Capacity Manual, Special Reprt 209, 2000.

Bryant Bryant St. St. St. Harrisn Harrisn St. St. St. Missin Missin St. St. St. LEGEND: 15th St. 7 5 3 1 1 = Prpsed 4 t 3 Lane Cnversin Segments = Study Intersectins 17th St. 18th St. Capp St. St. S. Van Van Ness Ness Ave. Ave. Flsm St. St. N Nt t Scale 19th St. 20th St. 101 21st St. 22nd St. 23rd St. 25th St. 8 6 4 2 26th St. Cesar Chavez July 2009 SF09-0447\graphics\0447-1 Missin Streetscape PROPOSED 4 TO 3 CONVERSION CORRIDORS AND STUDY INTERSECTIONS FIGURE 1

Page 10 BASELINE LEVEL OF SERVICE ANALYSIS EXISTING LANE CONFIGURATIONS The baseline analysis is based n the current (year 2009) lane cnfiguratins at each study intersectin. Existing (Year 2009) Traffic Vlumes Existing AM and PM peak hur 5 was analyzed based n turning mvement cunts cnducted at each study intersectin n April 30, 2009. The results are summarized in Table 2. Key findings are that: Bryant Street intersectins perate at C r better, indicating acceptable peratins with average delays. Flsm Street intersectins perate at B r better, indicating acceptable peratins with slight delays. Suth Van Ness Avenue/16 th Street perates at D during the AM peak hur, indicating acceptable peratins with tlerable delays, and C during the PM peak hur; while Suth Van Ness Avenue/24 th Street perates at B during bth peak hurs. Missin Street/16 th Street perates at E during the AM peak hur, indicating unacceptable peratins with high delay. Lengthy queues frm n the ne-lane eastbund 16 th Street apprach, while frequent bus blckages and vehicle drp-ffs serve t cnstrain peratins. Operatins at this intersectin imprve t D during the PM peak hur, mainly due t reduce queue lengths n the eastbund 16 th Street apprach (cmpared t the AM peak hur). Missin Street/24 th Street perates at C during the AM peak hur and D during the PM peak hur. 5 based n stand-alne analysis f each intersectin using TRAFFIX sftware. This methdlgy des nt accunt fr the metering effects f delay at upstream intersectins, which can imprve peratins at dwnstream lcatins.

Page 11 Intersectin TABLE 2 EXISTING CONDITIONS LEVEL OF SERVICE & NORTH/SOUTH QUEUE COMPARISION AM Peak Hur Intersectin (secnds) PM Peak Hur (secnds) Peak Nrth-Suth Thrugh Mvement 1 Queue Length (Number f Vehicles per Lane) 2 AM Peak Hur PM Peak Hur 1. Bryant Street / 16 th Street C 21.8 B 18.9 15 veh. 7 veh. 2. Bryant Street / 24 th Street B 13.6 B 13.7 2 veh. 2 veh. 3. Flsm Street / 16 th Street B 12.0 B 13.9 5 veh. 4 veh. 4. Flsm Street / 24 th Street B 12.9 B 12.3 3 veh. 3 veh. 5. S. Van Ness Avenue /16 th Street D 36.2 C 21.5 6 veh. 10 veh. 6. S. Van Ness Avenue / 24 th Street B 14.6 B 14.6 4 veh. 6 veh. 7. Missin Street / 16 th Street E 68.5 D 39.2 4 veh. 5 veh. 8. Missin Street/ 24 th Street C 26.8 D 42.4 4 veh. 4 veh. Ntes: 1 Peak directin nrth-suth mvement is nrthbund during the AM peak hur, and suthbund during the PM peak hur. 2 Theretical queue length based n TRAFFIX analysis sftware f stand-alne intersectin. Actual queue length will differ due t upstream metering effect (at adjacent signalized and stp-cntrlled intersectins) and ther site-specific factrs. As prvided here, the queue length values are intended t prvide an rder-f-magnitude cmparisn f existing queues and the impact f ptential lane reductins. Surce: Fehr & Peers, 2009

1 41 (89) 98 (210) 47 (70) 53 (89) 526 (421) 20 (43) Bryant St. 149 (209) 357 (691) 38 (91) 156 (48) 294 (318) 110 (140) 17th St. 7 5 3 1 LEGEND: 1 = Study Intersectins = Traffic Signal XX (YY) = AM (PM) Traffic Vlumes = Lane Cnfiguratins 2 38 (39) 165 (273) 18 (33) Bryant St. 38 (30) 142 (211) 19 (16) 18th St. Missin Missin St. St. St. Capp St. St. S. Van Van Ness Ness Ave. Ave. Flsm St. St. Harrisn Harrisn St. St. St. Bryant Bryant St. St. St. 24 (23) 156 (169) 56 (51) 49 (23) 237 (215) 52 (36) 19th St. N Nt t Scale 101 3 31 (33) 155 (497) 30 (38) Flsm St. 48 (64) 331 (739) 23 (48) 20th St. 21st St. 58 (63) 459 (360) 47 (63) 24 (37) 580 (398) 50 (56) 22nd St. 4 32 (50) 153 (346) 29 (58) 23 (25) 190 (176) 21 (32) Flsm St. 51 (34) 167 (165) 7 (20) 35 (32) 503 (385) 20 (23) 23rd St. 8 6 4 2 5 24 (60) 283 (728) 48 (72) S. Van Ness Ave. 36 (74) 318 (717) 14 (13) 6 25 (31) 350 (790) 21 (49) S. Van Ness Ave. 48 (39) 160 (195) 17 (12) 7 34 (58) 196 (399) 7 (0) Missin St. 63 (61) 305 (726) 4 (30) 8 30 (119) 230 (363) 19 (14) Missin St. 54 (75) 145 (140) 27 (55) 21 (10) 475 (330) 36 (70) 35 (47) 610 (382) 67 (70) 32 (20) 167 (169) 47 (48) 30 (30) 590 (404) 20 (16) 15 (4) 459 (335) 63 (85) 3 (2) 363 (345) 69 (83) 21 (28) 156 (126) 24 (44) 22 (8) 370 (332) 63 (115) July 2009 SF09-0447\graphics\0447-2 xvl_lc Missin Streetscape EXISTING PEAK HOUR VOLUMES AND LANE CONFIGURATIONS FIGURE 2

Page 13 Future (Year 2025) Traffic Vlumes Future was evaluated fr the AM and PM peak hur. The Baseline analysis assumes the current lane cnfiguratins will be retained at each study intersectin. The results are summarized in Table 3. Grwth Frecast Methdlgy Future (Year 2025) traffic vlume frecasts were derived frm grwth frecasts cntained in the Eastern Neighbrhds EIR. Althugh the City prvided the TRAFFIX files frm the Eastern Neighbrhds EIR analysis t Fehr & Peers, it was nt pssible t derive the paths used t predict future grwth n specific crridrs. Therefre, Fehr & Peers derived a grwth frecast using the fllwing methdlgy: Frecasts f PM peak hur traffic grwth at the Suth Van Ness/16 th, Missin/16 th and Missin/24 th intersectins were derived frm the net change in traffic vlumes between 2005 and 2025 (as frecasted by the Eastern Neighbrhds EIR) PM peak hur traffic grwth at Flsm/16 th and Bryant/16 th was directly derived frm the Suth Van Ness/16 th grwth frecast. This methdlgy assumed an identical increase in trips at all three intersectins, with turning mvements distributed based n existing vlumes. PM peak hur traffic grwth at Suth Van Ness/24 th, Flsm/24 th and Bryant/24 th was directly derived frm the Missin/24 th grwth frecast. This methdlgy assumed an identical increase in trips at all three intersectins, with turning mvements distributed based n existing vlumes. Since the Eastern Neighbrhds EIR did nt cntain an AM peak hur analysis, the AM peak hur traffic grwth frecasts fr this memrandum were derived frm the PM peak hur grwth frecast: Number f trips was pr-rated dwnward (frm the PM peak hur frecast), t accunt fr lwer vlumes during the AM peak hur Directin f frecasted trips was reversed (i.e., eastbund AM grwth frecast was derived frm westbund PM grwth frecast; nrthbund AM grwth frecast was derived frm suthbund PM frecast, etc.)

Page 14 Future-Year Findings The ptential increase in trips at each intersectin was determined fr each turning mvement, and then added t the existing vlumes. Based n this methdlgy: Bryant Street/16 th Street wuld decline frm C t E 6 (indicating unacceptable peratins), during the PM peak hur. This ccurs due t increased nrthbund vlumes n Bryant Street, and eastbund vlumes n 16 th Street. During the AM peak hur, peratins decline frm B t C. Bryant Street/24 th Street wuld perate at B during the AM peak hur and C during the PM peak hur, indicating acceptable peratins with average r slight delay. Flsm Street intersectins at 16 th and 24 th Streets wuld cntinue t perate at B r better, indicating acceptable peratins with slight delays. Suth Van Ness Avenue/16 th Street wuld cntinue t perate at D during the AM peak hur, indicating acceptable peratins with tlerable delays, and C during the PM peak hur. Suth Van Ness Avenue/24 th Street wuld cntinue t perate at B during bth peak hurs. Missin Street/16 th Street wuld cntinue t perate unacceptably during the AM peak hur, with declining frm E t F. During the PM peak hur, this intersectin wuld cntinue t perate at D. Missin Street/24 th Street wuld degrade frm C t D during the AM peak hur, and the intersectin wuld cntinue t perate at D during the PM peak hur. 6 A mre refined future-year grwth frecast wuld likely yield an imprvement in. The methdlgy used fr this analysis based Bryant/16 th traffic grwth n the frecasted grwth at Suth Van Ness/16 th, which will likely be higher than what materializes at Bryant/16 th.

1 6 (2) 13 (17) 5 (2) 4 (8) 42 (30) 2 (16) Bryant St. 15 (50) 36 (47) 4 (22) 5 (4) 9 (37) 3 (13) 7 5 3 1 LEGEND: 1 XX (YY) = Study Intersectins = AM (PM) Traffic Vlumes 17th St. 2 18 (2) 79 (40) 9 (2) Bryant St. 6 (22) 24 (47) 3 (50) 18th St. Missin Missin St. St. St. Capp St. St. Flsm St. St. Harrisn Harrisn St. St. St. Bryant Bryant St. St. St. N Nt t Scale 1 (3) 8 (23) 3 (7) 5 (30) 24 (170) 5 (15) 19th St. S. Van Van Ness Ness Ave. Ave. 101 3 4 (1) 20 (25) 4 (1) Flsm St. 5 (19) 33 (59) 2 (15) 20th St. 21st St. 5 (11) 37 (30) 4 (1) 1 (4) 17 (48) 2 (7) 22nd St. 4 15 (3) 73 (38) 14 (2) 1 (4) 10 (25) 1 (5) Flsm St. 9 (2) 28 (11) 1 (1) 4 (0) 50 (190) 2 (11) 23rd St. 8 6 4 2 5 3 (2) 46 (27) 3 (0) S. Van Ness Ave. 5 (8) 16 (59) 2 (0) 6 12 (2) 168 (45) 10 (3) S. Van Ness Ave. 8 (2) 27 (11) 3 (1) 7 4 (3) 25 (13) 1 (0) Missin St. 6 (5) 31 (55) 0 (1) 8 14 (9) 110 (41) 9 (0) Missin St. 9 (3) 25 (9) 5 (2) 3 (-10) 13 (36) 4 (14) 1 (0) 18 (50) 1 (9) 2 (3) 8 (24) 2 (7) 3 (0) 59 (195) 2 (8) 1 (1) 37 (19) 5 (9) 0 (-2) 11 (66) 2 (20) 1 (3) 8 (21) 1 (9) 2 (0) 37 (164) 6 (53) Missin Streetscape YEAR 2025 TRAFFIC GROWTH FORECAST * July 2009 SF09-0447\graphics\0447-3 frecast_2025 * Derived by Fehr & Peers frm EN EIR PM peak hur frecast fr Missin/16th, Missin/24th, and S. Van Ness/16th. FIGURE 3

1 47 (91) 111 (227) 52 (72) 57 (97) 568 (451) 22 (59) Bryant St. 164 (259) 393 (738) 42 (113) 161 (52) 303 (355) 113 (153) 17th St. 7 5 3 1 LEGEND: 1 = Study Intersectins = Traffic Signal XX (YY) = AM (PM) Traffic Vlumes = Lane Cnfiguratins 2 56 (41) 244 (313) 27 (35) Bryant St. 44 (52) 166 (258) 22 (66) 18th St. Missin Missin St. St. St. Capp St. St. S. Van Van Ness Ness Ave. Ave. Flsm St. St. Harrisn Harrisn St. St. St. Bryant Bryant St. St. St. 25 (26) 164 (192) 59 (58) 54 (53) 261 (385) 57 (51) 19th St. N Nt t Scale 101 3 35 (34) 175 (522) 34 (39) Flsm St. 53 (84) 364 (813) 25 (64) 20th St. 21st St. 63 (99) 496 (534) 51 (89) 25 (41) 597 (446) 52 (63) 22nd St. 4 47 (53) 226 (384) 43 (60) 24 (29) 200 (201) 22 (37) Flsm St. 60 (36) 195 (176) 8 (21) 39 (32) 553 (575) 22 (34) 23rd St. 8 6 4 2 5 27 (62) 329 (755) 51 (72) S. Van Ness Ave. 56 (82) 183 (776) 16 (13) 6 37 (33) 518 (835) 31 (52) S. Van Ness Ave. 56 (41) 187 (206) 20 (13) 7 38 (61) 221 (412) 8 (0) Missin St. 69 (66) 336 (781) 4 (31) 8 44 (128) 340 (404) 28 (14) Missin St. 63 (78) 170 (149) 32 (57) 24 (0) 488 (366) 40 (84) 36 (47) 628 (432) 68 (79) 34 (23) 175 (193) 49 (55) 33 (30) 649 (599) 22 (24) 16 (5) 496 (354) 68 (94) 3 (0) 374 (411) 71 (103) 22 (31) 164 (147) 25 (53) 24 (8) 407 (496) 69 (168) Missin Streetscape YEAR 2025 PEAK HOUR VOLUMES AND LANE CONFIGURATIONS July 2009 SF09-0447\graphics\0447-4 FIGURE 4

Page 17 TABLE 3 FUTURE VOLUMES LEVEL OF SERVICE & NORTH/SOUTH QUEUE COMPARISION CURRENT LANE CONFIGURATIONS Intersectin Peak Nrth-Suth Thrugh Mvement 1 AM Peak Hur PM Peak Hur Queue Length (Number f Vehicles per Lane) 2 Intersectin (secnds) (secnds) AM Peak Hur PM Peak Hur 1. Bryant Street / 16 th Street C 24.8 E 63.3 18 veh. 8 veh. 2. Bryant Street / 24 th Street B 13.8 C 27.8 2 veh. 2 veh. 3. Flsm Street / 16 th Street B 12.3 B 16.2 5 veh. 4 veh. 4. Flsm Street / 24 th Street B 13.4 B 12.9 4 veh. 3 veh. 5. S. Van Ness Avenue /16 th Street D 40.7 C 25.5 6 veh. 11 veh. 6. S. Van Ness Avenue / 24 th Street B 15.9 B 16.1 5 veh. 7 veh. 7. Missin Street / 16 th Street F >80 D 53.0 4 veh. 3 5 veh. 8. Missin Street/ 24 th Street D 36.8 D 50.5 4 veh. 4 veh. Ntes: 1 Peak directin nrth-suth mvement is nrthbund during the AM peak hur and suthbund during the PM peak hur. 2 Theretical queue length based n TRAFFIX analysis sftware f stand-alne intersectin. Actual queue length will differ due t upstream metering effect (at adjacent signalized and stp-cntrlled intersectins) and ther site-specific factrs. As prvided here, the queue length values are intended t prvide an rder-f-magnitude cmparisn f existing queues and the impact f ptential lane reductins. 3 Reflects PM peak hur suthbund mvement n Missin Street. Eastbund apprach n 16 th Street wuld experience the lngest delay and queue length. Surce: Fehr & Peers, 2009

Page 18 ALTERNATIVE 1 (FOLSOM STREET) Under this alternative, Flsm Street wuld be cnverted frm its current cnfiguratin (tw thrugh lanes in each directin) t a three-lane cnfiguratin (ne thrugh lane in each directin with a tw-way center left-turn lane). This analysis assumes the cnversin wuld extend between 15 th and 25 th Streets. In rder t prvide a wrst-case analysis fr cnditins n Flsm Street, the analysis belw des nt assume that reducing the number f travel lanes wuld result in a diversin f traffic t adjacent crridr. Level f Service & Bus Analysis Alternative 1 with Existing Traffic Vlumes AM and PM peak hur with the prpsed 4 t 3 cnversin was analyzed based n turning mvement cunts cnducted at each study intersectin n April 30, 2009. The results are summarized in Table 4. Key findings, based n existing vlumes, are that: Impacts t intersectin at Flsm Street/16 th Street (based n existing vlumes) wuld be less than significant during bth peak hurs: During the AM peak hur, wuld degrade frm B t C (indicating acceptable peratins with average delays). Hwever, the length f the nrthbund queue wuld increase frm five vehicles per lane (based n existing lane cnfiguratins) t 13 vehicles (due t the reductin in travel lanes). delays wuld increase by 14 secnds per vehicle fr the nrthbund apprach, and ne secnd per vehicle fr the suthbund apprach. During the PM peak hur, wuld remain at B, and the length f the peak directin (suthbund) queue wuld increase frm fur t seven vehicles per lane (due t the lane reductin). delays wuld increase by five secnds per vehicle fr the nrthbund apprach, and seven secnds per vehicle fr the suthbund apprach. Impacts t intersectin at Flsm Street/24 th Street (based n existing vlumes) wuld be less than significant bth peak hurs: During bth peak hurs, wuld remain at B. Peak queue lengths wuld increase frm three t eight vehicles (nrthbund) during the AM peak hur, and frm three t five vehicles (suthbund) during the PM peak hur delays wuld fr the nrthbund apprach wuld increase by fur secnds during the AM peak hur, and tw secnds during the PM peak hur delays wuld fr the suthbund apprach wuld increase by less than ne secnd during the AM peak hur, and tw secnds during the PM peak hur

Page 19 s t transit culd ccur, due t the effect f increased queue length n bus travel time. Based n current transit perating characteristics: At mst intersectins n the study crridr (between 15 th and 26 th ), the increased delay is likely t be less than that predicted fr Flsm/24 th as 24 th Street has the highest vlume (excluding 16 th Street) amng crss streets. Based n that assumptin, average nrthbund delay (excluding the Flsm/16 th intersectin) wuld increase by fur secnds per intersectin during the AM peak hur, and tw secnds per intersectin during the PM peak hur. Based n these assumptins, ttal nrthbund delay between 15 th and 26 th (including the 16 th Street intersectin) wuld increase by up t 50 secnds during the AM peak hur, and by up t 23 secnds during the PM peak hur. Ttal suthbund delay between 15 th and 25 th (including the 16 th Street intersectin) wuld increase by less than 10 secnds during the AM peak hur, and by up t 25 secnds during the PM peak hur. Actual increases in delay t transit cmpared t existing cnditins will be reduced frm the amunts shwn here, since TEP measures will extend the green time fr a prtin f buses traveling n Flsm Street.. Based n these findings: Sme diversin f traffic t Suth Van Ness Avenue culd ccur. Hwever, such diversin shuld be limited, particularly due t existing delays at the Suth Van Ness/16 th intersectin. Transit enhancement measures envisined by the TEP culd reduce the likelihd f traffic diversin frm Flsm, since mtrists culd als benefit frm traffic signal enhancements such as extended green time. T the extent sme traffic wuld divert frm Flsm t Suth Van Ness, the minr transit travel time increases described abve wuld be even less than described.

Page 20 Alternative 1 with Future Traffic Vlumes AM and PM peak hur was analyzed based n the future (year 2025) grwth frecast derived by Fehr & Peers. The results are summarized in Table 5. Results d nt substantially change frm thse fund with existing vlumes. Flsm/16 th and Flsm/24 th wuld cntinue t perate at B during bth peak hurs, and peak queue lengths wuld increase. s t transit culd ccur, due t the effect f increased queue length n bus travel time. Hwever, the installatin f TEP signal pririty measures wuld allw many, if nt mst, buses t pass thrugh intersectins unimpeded by increased queues. The benefits f such measures culd be evaluated mre precisely using a micr-simulatin tl, such as VISSIM sftware, t evaluate the ptential effect n transit travel time. Significant diversin f traffic t adjacent crridrs is nt anticipated. Given increased delay n Missin, Suth Van Ness and Bryant, resulting frm future traffic grwth, the likelihd f future traffic diversin is further reduced (cmpared t the prbability f diversin based n existing vlumes).

Page 21 Intersectin TABLE 4 ALTERNATIVE 1 -- EXISTING VOLUMES LEVEL OF SERVICE & NORTH/SOUTH QUEUE COMPARISION FOLSOM FOUR-TO-THREE CONVERSION AM Peak Hur Intersectin (secnds) PM Peak Hur (secnds) Peak Nrth-Suth Thrugh Mvement 1 Queue Length (Number f Vehicles per Lane) 2 AM Peak Hur PM Peak Hur 1. Bryant Street / 16 th Street C 21.8 B 18.9 15 veh. 7 veh. 2. Bryant Street / 24 th Street B 13.6 B 13.7 2 veh. 2 veh. 3. Flsm Street / 16 th Street B 17.1 B 18.9 13 veh. 7 veh. 4. Flsm Street / 24 th Street B 14.0 B 14.1 8 veh. 5 veh. 5. S. Van Ness Avenue /16 th Street D 36.2 C 21.5 6 veh. 10 veh. 6. S. Van Ness Avenue / 24 th Street B 14.6 B 14.6 4 veh. 6 veh. 7. Missin Street / 16 th Street E 68.5 D 39.2 4 veh. 5 veh. 8. Missin Street/ 24 th Street C 26.8 D 42.4 4 veh. 4 veh. Ntes: 1 Peak directin nrth-suth mvement is nrthbund during the AM peak hur, and suthbund during the PM peak hur. 2 Theretical queue length based n TRAFFIX analysis sftware f stand-alne intersectin. Actual queue length will differ due t upstream metering effect (at adjacent signalized and stp-cntrlled intersectins) and ther site-specific factrs. As prvided here, the queue length values are intended t prvide an rder-fmagnitude cmparisn f existing queues and the impact f ptential lane reductins. Surce: Fehr & Peers, 2009

Page 22 TABLE 5 FUTURE VOLUMES ALTERNATIVE 1 LEVEL OF SERVICE & NORTH/SOUTH QUEUE COMPARISION FOLSOM FOUR-TO-THREE CONVERSION Intersectin Peak Nrth-Suth Thrugh Mvement 1 AM Peak Hur PM Peak Hur Queue Length (Number f Vehicles per Lane) 2 Intersectin (secnds) (secnds) AM Peak Hur PM Peak Hur 1. Bryant Street / 16 th Street C 24.8 E 63.3 18 veh. 8 veh. 2. Bryant Street / 24 th Street B 13.8 C 27.8 2 veh. 2 veh. 3. Flsm Street / 16 th Street B 17.9 B 19.0 14 veh. 11 veh. 4. Flsm Street / 24 th Street B 15.1 B 15.3 9 veh. 5 veh. 5. S. Van Ness Avenue /16 th Street D 40.7 C 25.5 6 veh. 11 veh. 6. S. Van Ness Avenue / 24 th Street B 15.9 B 16.1 5 veh. 7 veh. 7. Missin Street / 16 th Street F >80 D 53.0 4 veh. 3 5 veh. 8. Missin Street/ 24 th Street D 36.8 D 50.5 4 veh. 4 veh. Ntes: 1 Peak directin nrth-suth mvement is nrthbund during the AM peak hur and suthbund during the PM peak hur. 2 Theretical queue length based n TRAFFIX analysis sftware f stand-alne intersectin. Actual queue length will differ due t upstream metering effect (at adjacent signalized and stp-cntrlled intersectins) and ther site-specific factrs. As prvided here, the queue length values are intended t prvide an rder-f-magnitude cmparisn f existing queues and the impact f ptential lane reductins. 3 Reflects PM peak hur suthbund mvement n Missin Street. Eastbund apprach n 16 th Street wuld experience the lngest delay and queue length. Surce: Fehr & Peers, 2009

Page 23 Ptential Transit Strategy Given the planned installatin f far-side bus stps and signal pririty measures n Flsm Street (described n Page 6 f this memrandum), implementatin f the prpsed fur-t-three lane cnversin n Flsm Street culd be carried ut withut significantly increasing transit travel time n the Flsm Street crridr. Key factrs that that culd serve t further reduce effects n travel time fr buses are as fllws: The effective installatin f signal pre-emptin measures (nt just signal pririty measures) t extend the green signal cycle when all buses apprach, culd ensure that buses wuld rarely be required t stp fr a red light alng Flsm Street. Since intersectin delay is largely limited t the queues that frm when vehicles must stp fr a red traffic signal, effective pre-emptin measures culd reduce ptential delays t transit resulting frm increased queue lengths. By extending the green signal cycle when buses apprach, queues shuld be effectively dispersed prir t the arrival f each bus (assuming that buses wuld ften arrive at the end f the cycle, which may be the case if buses are frequently triggering the signal ver-ride t extend the cycle). Prvisin f center left-turn lanes (as prpsed with the fur-t-three lane cnversin) shuld further ensure that queues are cleared when buses apprach. This wuld ccur by eliminating the delay caused when vehicles attempt t make a left-turn within the travel lane (as required by the current cnfiguratin). Due t the high vlume f east-west traffic n 16 th Street (including east-west transit service), it is nt likely t be feasible t allw fr full signal pre-emptin fr buses at the Flsm Street/16 th Street intersectin. Therefre, the prpsed fur-t-three cnversin wuld result in added delay t buses at that intersectin. Therefre, based n the transit assumptins described abve: The prpsed fur-t-three lane cnversin n Flsm Street is nt anticipated t result in significant impacts at intersectins suth f 16 th Street. Given the likelihd f impacts at Flsm Street/16 th Street, it may be advisable t adjust the bundaries f the prpsed 4 t 3 cnversin t extend frm 17 th t 26 th (thus excluding 16 th Street). Alternatively, mitigatin measures culd be investigated t reduce ptential the likelihd f ptential transit delay at Flsm/16 th. T avid ptential delays t transit at the Flsm Street/16 th Street intersectin, it is advisable t cnsider measures t reduce ptential transit delay due t increased queues at that intersectin. Such measures culd include: Installatin f queue-jump lanes, t allw nrthbund and suthbund buses t bypass the extended queue that wuld result if just ne thrugh lane is prvided at this intersectin; and/r Maintaining tw thrugh lanes at this intersectin, by limiting the fur-t-three cnversin t the segment f Flsm Street between 17 th and 26 th Streets; r

Page 24 Prviding a secnd thrugh lane during peak perids nly, by installing parking tw-away lanes that culd be cnverted t travel lanes. Prvisin f a secnd thrugh lane culd be limited t the traditinal peak directin f travel (nrthbund in the AM, and suthbund in the PM). ALTERNATIVE 2 (SOUTH VAN NESS AVENUE) Under this alternative, Suth Van Ness Avenue wuld be cnverted frm its current cnfiguratin (tw thrugh lanes in each directin) t a three-lane cnfiguratin (ne thrugh lane in each directin with a tw-way center left-turn lane). This analysis assumes the cnversin wuld extend between 15 th and 26 th Streets. In rder t prvide a wrst-case analysis fr cnditins n Suth Van Ness Avenue, the analysis belw des nt assume that reducing the number f travel lanes wuld result in a diversin f traffic t adjacent crridr. Level f Service Analysis Existing Traffic Vlumes AM and PM peak hur was analyzed based n turning mvement cunts cnducted at each study intersectin n April 30, 2009. The results are summarized in Table 6. Future Traffic Vlumes AM and PM peak hur was analyzed based n the future (year 2025) frecast. The results are summarized in Table 7. Findings Key findings f the Alternative 2 analysis (with existing and future vlumes) are that: Significant impacts t wuld ccur at the Suth Van Ness/16 th and Suth Van Ness/24 th intersectins. Suth Van Ness/16 th wuld perate unacceptably, at E during bth peak hurs, and peak-hur queue lengths wuld exceed 20 vehicles per lane Suth Van Ness/24 th wuld perate acceptably at C during the AM peak hur, with a lengthy peak-directin queue f 13 vehicles (based n existing vlumes) and 17 vehicles (based n future vlumes). During the PM peak hur, peratins wuld decline t E (indicating unacceptable peratins) with a peak-hur queue length exceeding 20 vehicles per lane Given excessive queue lengths, significant diversin f traffic wuld ccur. Given excess capacity n Flsm Street, this wuld result in a substantial number f trips diverting t a primarily residential crridr. Direct impacts t transit are nt anticipated, since Suth Van Ness Avenue is nt a MTA transit crridr. Hwever, diversin f traffic t adjacent crridrs culd affect transit perating speeds, particularly n Flsm Street.

Page 25 Intersectin TABLE 6 ALTERNATIVE 2 -- EXISTING VOLUMES LEVEL OF SERVICE & NORTH/SOUTH QUEUE COMPARISION SOUTH VAN NESS FOUR-TO-THREE CONVERSION AM Peak Hur Intersectin (secnds) PM Peak Hur (secnds) Peak Nrth-Suth Thrugh Mvement 1 Queue Length (Number f Vehicles per Lane) 2 AM Peak Hur PM Peak Hur 1. Bryant Street / 16 th Street C 21.8 B 18.9 15 veh. 7 veh. 2. Bryant Street / 24 th Street B 13.6 B 13.7 2 veh. 2 veh. 3. Flsm Street / 16 th Street B 12.0 B 13.9 5 veh. 4 veh. 4. Flsm Street / 24 th Street B 12.9 B 12.3 3 veh. 3 veh. 5. S. Van Ness Avenue /16 th Street E 64.0 E 66.0 >20 veh. >20 veh. 6. S. Van Ness Avenue / 24 th Street C 20.0 D 46.6 13 veh. >20 veh. 7. Missin Street / 16 th Street E 68.5 D 39.2 4 veh. 5 veh. 8. Missin Street/ 24 th Street C 26.8 D 42.4 4 veh. 4 veh. Ntes: 1 Peak directin nrth-suth mvement is nrthbund during the AM peak hur, and suthbund during the PM peak hur. 2 Theretical queue length based n TRAFFIX analysis sftware f stand-alne intersectin. Actual queue length will differ due t upstream metering effect (at adjacent signalized and stp-cntrlled intersectins) and ther site-specific factrs. As prvided here, the queue length values are intended t prvide an rder-f-magnitude cmparisn f existing queues and the impact f ptential lane reductins. 3 Assumes secnd suthbund lane n Suth Van Ness Avenue at 16 th Street during PM peak hur (due t use f parking lane). Surce: Fehr & Peers, 2009

Page 26 TABLE 7A ALTERNATIVE 2 WITH FUTURE (YEAR 2025) VOLUMES INTERSECTION LEVEL OF SERVICE & PEAK DIRECTION QUEUE LENGTH SOUTH VAN NESS FOUR-TO-THREE CONVERSION (UNMITIGATED) Intersectin AM Peak Hur Intersectin (secnds) PM Peak Hur Peak Nrth-Suth Thrugh Mvement 1 Queue Length (Number f Vehicles) (secnds AM PM 1. Bryant Street / 16 th Street C 24.8 E 63.3 18 veh. 8 veh. 2. Bryant Street / 24 th Street B 13.8 C 27.8 2 veh. 2 veh. 3. Flsm Street / 16 th Street B 12.3 B 16.2 5 veh. 4 veh. 4. Flsm Street / 24 th Street B 13.4 B 12.9 4 veh. 3 veh. 5. S. Van Ness Avenue /16 th Street E 72.0 E 75.1 >20 veh. >20 veh. 6. S. Van Ness Avenue / 24 th Street C 25.1 E 57.8 17 veh. >20 veh. 7. Missin Street / 16 th Street F >80 D 53.0 4 veh. 3 5 veh. 8. Missin Street/ 24 th Street D 36.8 D 50.5 4 veh. 4 veh. Ntes: 1 Peak directin nrth-suth mvement is nrthbund during the AM peak hur and suthbund during the PM peak hur. Surce: Fehr & Peers, 2009

Page 27 Mitigated Alternative 2 Analysis Given the findings discussed abve, Fehr & Peers evaluated a mitigated Alternative 2 scenari, in which ne additinal travel lane wuld be prvided in the peak directin (nrthbund in the AM, and suthbund in the PM) by installing parking tw-away lanes that culd be cnverted t travel lanes during peak perids. Table 7B shws the findings with the Mitigated Alternative 2 ( 3+1 lane cnfiguratin n Suth Van Ness). As shwn, bth study intersectins (Suth Van Ness/16 th and Suth Van Ness/24 th ) wuld perate acceptably during bth peak hurs. Overall wuld nt differ substantially frm withut prject cnditins, since peak-directin capacity wuld increase slightly cmpared t the existing lane cnfiguratin (due t the prvisin f a center left-turn lane). Based n this analysis, the mitigated Alternative 2 ( 3+1 cnversin) culd be implemented with less than significant impacts n intersectin and transit. Further study may be warranted t cnsider ptential impacts n pedestrian circulatin and/r parking. TABLE 7B ALTERNATIVE 2 WITH FUTURE (YEAR 2025) VOLUMES INTERSECTION LEVEL OF SERVICE & PEAK DIRECTION QUEUE LENGTH SOUTH VAN NESS FOUR-TO-THREE CONVERSION (MITIGATED 3+1 ) Intersectin AM Peak Hur Intersectin (secnds) PM Peak Hur Peak Nrth-Suth Thrugh Mvement 1 Queue Length (Number f Vehicles) (secnds AM PM 1. Bryant Street / 16 th Street C 24.8 E 63.3 18 veh. 8 veh. 2. Bryant Street / 24 th Street B 13.8 C 27.8 2 veh. 2 veh. 3. Flsm Street / 16 th Street B 12.3 B 16.2 5 veh. 4 veh. 4. Flsm Street / 24 th Street B 13.4 B 12.9 4 veh. 3 veh. 5. S. Van Ness Avenue /16 th Street D 41.0 C 26.4 6 veh. 10 veh. 6. S. Van Ness Avenue / 24 th Street B 18.1 C 20.0 4 veh. 7 veh. 7. Missin Street / 16 th Street F >80 D 53.0 4 veh. 5 veh. 8. Missin Street/ 24 th Street D 36.8 D 50.5 4 veh. 4 veh. Ntes: 1 Peak directin nrth-suth mvement is nrthbund during the AM peak hur and suthbund during the PM peak hur. Surce: Fehr & Peers, 2009

Page 28 ALTERNATIVE 3: FOLSOM STREET + BRYANT STREET Under this alternative, Flsm Street wuld be cnverted frm 4 t 3 lanes (as called fr by Alternative 1) and Bryant Street wuld be cnverted frm 4 t 3 lanes (between 23 rd and 26 th Streets). Level f Service Analysis Existing Traffic Vlumes AM and PM peak hur was analyzed based n turning mvement cunts cnducted at each study intersectin n April 30, 2009. The results are summarized in Table 8. Future Traffic Vlumes The results, based n future (year 2025) traffic vlumes, are summarized in Table 9. Findings Based n the existing and future-year analysis: Impact findings n Flsm Street wuld nt differ frm the findings f Alternative 1 (see pages 15-19) The Bryant/24 th intersectin wuld perate at B during the AM peak hur, B (existing vlumes) r C (future vlumes) during the PM peak hur. The minr increase in queue length and vehicle delay culd be alleviated by remval f stp signs at ne r mre intersectins Given the relatively shrt length f the Bryant study crridr, the relatively minr change in queue lengths, and the likelihd that increased delay culd be mitigated with stp sign remval, perating speeds fr transit service n Bryant Street are anticipated t be less than significant. Since Bryant Street is already limited t ne lane in each directin (nrth f 23 rd ), diversin f traffic t adjacent crridrs is nt anticipated.

Page 29 Intersectin TABLE 8 ALTERNATIVE 3 -- EXISTING VOLUMES LEVEL OF SERVICE & NORTH/SOUTH QUEUE COMPARISION FOLSOM & BRYANT FOUR-TO-THREE CONVERSION AM Peak Hur Intersectin (secnds) PM Peak Hur (secnds) Peak Nrth-Suth Thrugh Mvement 1 Queue Length (Number f Vehicles per Lane) 2 AM Peak Hur PM Peak Hur 1. Bryant Street / 16 th Street C 21.8 B 18.9 15 veh. 7 veh. 2. Bryant Street / 24 th Street B 14.0 B 13.4 3 veh. 3 veh. 3. Flsm Street / 16 th Street B 17.1 B 18.9 13 veh. 7 veh. 4. Flsm Street / 24 th Street B 14.0 B 14.1 8 veh. 5 veh. 5. S. Van Ness Avenue /16 th Street D 36.2 C 21.5 6 veh. 10 veh. 6. S. Van Ness Avenue / 24 th Street B 14.6 B 14.6 4 veh. 6 veh. 7. Missin Street / 16 th Street E 68.5 D 39.2 4 veh. 5 veh. 8. Missin Street/ 24 th Street C 26.8 D 42.4 4 veh. 4 veh. Ntes: 1 Peak directin nrth-suth mvement is nrthbund during the AM peak hur, and suthbund during the PM peak hur. 2 Theretical queue length based n TRAFFIX analysis sftware f stand-alne intersectin. Actual queue length will differ due t upstream metering effect (at adjacent signalized and stp-cntrlled intersectins) and ther site-specific factrs. As prvided here, the queue length values are intended t prvide an rder-fmagnitude cmparisn f existing queues and the impact f ptential lane reductins. Surce: Fehr & Peers, 2009

Page 30 TABLE 9 FUTURE VOLUMES ALTERNATIVE 3 LEVEL OF SERVICE & NORTH/SOUTH QUEUE COMPARISION FOLSOM & BRYANT FOUR-TO-THREE CONVERSION Intersectin Peak Nrth-Suth Thrugh Mvement 1 AM Peak Hur PM Peak Hur Queue Length (Number f Vehicles per Lane) 2 Intersectin (secnds) (secnds) AM Peak Hur PM Peak Hur 1. Bryant Street / 16 th Street C 24.8 E 63.3 18 veh. 8 veh. 2. Bryant Street / 24 th Street B 14.4 C 28.8 4 veh. 6 veh. 3. Flsm Street / 16 th Street B 17.9 B 19.0 14 veh. 11 veh. 4. Flsm Street / 24 th Street B 15.1 B 15.3 9 veh. 5 veh. 5. S. Van Ness Avenue /16 th Street D 40.7 C 25.5 6 veh. 11 veh. 6. S. Van Ness Avenue / 24 th Street B 15.9 B 16.1 5 veh. 7 veh. 7. Missin Street / 16 th Street F >80 D 53.0 4 veh. 3 5 veh. 8. Missin Street/ 24 th Street D 36.8 D 50.5 4 veh. 4 veh. Ntes: 1 Peak directin nrth-suth mvement is nrthbund during the AM peak hur and suthbund during the PM peak hur. 2 Theretical queue length based n TRAFFIX analysis sftware f stand-alne intersectin. Actual queue length will differ due t upstream metering effect (at adjacent signalized and stp-cntrlled intersectins) and ther site-specific factrs. As prvided here, the queue length values are intended t prvide an rder-f-magnitude cmparisn f existing queues and the impact f ptential lane reductins. 3 Reflects PM peak hur suthbund mvement n Missin Street. Eastbund apprach n 16 th Street wuld experience the lngest delay and queue length. Surce: Fehr & Peers, 2009

Page 31 CONCLUSIONS Based n the findings described abve: Intersectin Level f Service Under Alternatives 1 and 3, impacts t intersectin wuld be less than significant based n City f SF Guidelines. Althugh queue lengths wuld increase in the peak directin (nrthbund during the AM peak and suthbund during the PM peak) n Flsm Street, average delays wuld remain acceptable. Significant impacts t intersectin n Suth Van Ness Avenue wuld result frm Alternative 2. Hwever, such impacts culd be avided with Mitigated Alternative 2 (prvisin f an additinal peak directin lane by creating parking tw-away lanes, nrthbund in the AM and suthbund in the PM). Traffic Diversin Diversin f traffic t parallel crridrs is nt anticipated t result in significant impacts under Alternatives 1 r 3, r Mitigated Alternative 2 ( 3+1 lane cnfiguratin n Suth Van Ness): Traffic is unlikely t divert t Missin r Bryant Streets based n the analysis f traffic vlumes, queue lengths, and field bservatins cnducted by Fehr & Peers and Nelsn\Nyggard. The existing peak queue lengths at Missin/16 th, Missin/24 th, and Bryant/16 th shuld serve t discurage the use f thse tw crridrs as an alternate rute. In additin, travel speeds 7 appear t be slwer n Missin and Bryant Streets, particularly in cmparisn with Suth Van Ness Avenue. Therefre, traffic diversin under all alternatives is likely t be limited t the Flsm and Suth Van Ness crridrs. Fr purpses f the initial draft f this analysis, the analysis did nt assume that diversin wuld ccur, in rder t prvide a wrst-case assessment f impacts n the selected crridrs (with n diversin f traffic frm the selected crridr). Under Alternative 1 ( 4 t 3 cnversin n Flsm Street), increased queue length wuld cause a prtin f traffic t divert t Suth Van Ness Avenue. Hwever, such diversin wuld be limited, given wrse at Suth Van Ness/16th (relative t intersectins n Flsm). Measures t reduce delay at the Flsm/16 th intersectin (r excluding Flsm/16 th frm the prpsed lane cnversin) shuld reduce the likelihd f such diversin ccurring. Under Alternative 2 ( 4 t 3 cnversin n Suth Van Ness Avenue), increased queue length wuld likely cause a substantial prtin f traffic t divert t Flsm Street. Given current and future excess capacity, diverted traffic culd be accmmdated n Flsm Street withut degrading, but culd impact transit service. 7 Further review f travel speed data is recmmended, if available, t augment this reprt.