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Mike Tassano January 31, 2025 Page 36 of 37 Table 16: El Charro Road Traffic Volumes Summary Segment Peak Hour Alternative 4 (Four-Lane Extension Alternative 5 (Partial Extension) Diverted Traffic Alternative 6 (Two-Lane Extension Diverted Traffic El Charro Road NB AM PM 1,400 750 -650 1,000 -400 1,000 650 -350 650 -350 El Charro Road SB AM PM 650 450 -200 600 -50 1,350 800 -550 1,000 -350 Source: Fehr & Peers, January 2025. Conclusions The results of this transportation assessment indicate that the transportation effects of the proposed El Charro Road extension in terms of traffic volume (diversion), intersection LOS at key locations, and travel times on key links are generally positive, as the project benefits other competing north-south roadways, such as Santa Rita Road, by re-routing traffic from them. These beneficial effects are consistent regardless of the direction or peak hour of travel. The project has similar positive circulation effects on Valley Avenue and Stoneridge Drive. The extension has a positive or neutral effect on most segments, intersections, and key routes studied, although there are some roadways which may experience increased traffic with the proposed extension. The main roadways affected by the project are Bernal Avenue and Stanley Boulevard, which serve as feeder roads to the extension. For this reason, plus the added traffic on El Charro Road, the intersection of El Charro Road at Stoneridge Drive is anticipated to increase its average delay with the extension. Nevertheless, this intersection is expected to operate at LOS D or better. The El Charro Road volume increase cannot be solely explained by decreases on competing routes. This as well as the existing travel patterns assessment presented in this memorandum suggests there is some level of cut-through traffic from I-680 and I-580 as well as induced regional demand that would use the new roadway extension. Approximately 10% to 15% of traffic volume on the extension would be regional cut-through traffic without a local origin or destination. This represents about 150 to 200 vehicles in the peak direction, less cut-through traffic than what is currently observed on Santa Rita Road (200 to 350 vehicles). Approximately 50% of the cut-through traffic on El Charro Road would come from existing cut-through traffic on Santa Rita Road. The results suggest that of the four land use development projects proposed in the study area that are currently under consideration by the city, the developments with the largest potential impact on the study intersections are Kiewit and Senior Residential. The impact of these